seminars
Why do it if it's not fun?
Join Date: Jul 2001
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It's basically a weekend of drinking coffee and listening to people talking about flying and instruction. A lot of it is very interactive, with the attendees split into groups and given tasks to perform, which range from simple things like putting ticks in boxes, right through to organising a short presentation.
I attended one of these not because it was required, but because the school I did my FIC training with run the seminars. On the weekend of the seminar I couldn't do any training because all my instructors were lecturing at the seminar, so they invited me to attend for free. I found it interesting and educational - probably not something I'd necessarilly choose to do again, but it's not something to worry or get stressed about either.
FFF
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I attended one of these not because it was required, but because the school I did my FIC training with run the seminars. On the weekend of the seminar I couldn't do any training because all my instructors were lecturing at the seminar, so they invited me to attend for free. I found it interesting and educational - probably not something I'd necessarilly choose to do again, but it's not something to worry or get stressed about either.
FFF
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The Original Whirly
Join Date: Feb 1999
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I'm going to have to go to one soon too, unless I can somehow get to 100 hours in 3 years...doesn't look likely right now with the small number of T/Ls I'm doing. 
How much does it cost? Where do you find out about them? And are all of them for rotary FIs too, or do they have special ones?
How much does it cost? Where do you find out about them? And are all of them for rotary FIs too, or do they have special ones?
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One company which provides instructor renewal seminars is on the link below. I should point out, before I get pilloried for advertising, that there are other companies who offer seminars as well. I attended a seminar organised by this company when I did my last renewal and found it very interesting.
For Whirly: On my renewal, there were rotary instructors as well. The only difference was that when it came to doing the presentation, it was rotary-specific (describing vortex ring and how to avoid it from what I remember). All the rest was generic. When I did it three years ago it was about £250 for the two days excluding accommodation.
http://www.flightexaminers.com/seminars1.htm
For Whirly: On my renewal, there were rotary instructors as well. The only difference was that when it came to doing the presentation, it was rotary-specific (describing vortex ring and how to avoid it from what I remember). All the rest was generic. When I did it three years ago it was about £250 for the two days excluding accommodation.
http://www.flightexaminers.com/seminars1.htm
Join Date: Dec 2002
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Hi Whirly,
AOPA do excellent seminars; details are:
AOPA JAR-FCL Flight Instructor Refresher Seminar
AOPA will be conducting further Flight Instructor Renewal Seminars as follows:
2005
22-23 March - Bristol
12-13 July - London
6-7 December - London
2006
21-22 March - Bristol
The two-day seminars, for six hours each day, will comprise main plenary sessions and workshops, to cover the requirements for Aeroplane, Helicopter, Multi-engine and Instrument Rating Instructors.
The cost for attendance at the seminar will be: £212.77 plus VAT £37.23 = Total £250.00
A discounted price for current AOPA Instructor Members: £191.49 plus VAT £33.51 = Total £225.00
The above prices include morning coffee, a buffet lunch, and tea/coffee in the afternoon.
Details of accommodation available nearby will be sent to applicants on request.
To apply for your place, complete the registration form below, nominating the Venue/date you require.
All attendees must book and pay in advance. There will be no registrations accepted at the door on the day.
To apply for your place, complete the registration form, nominating the Venue/date you require.
See their website at: http://www.aopa.co.uk/
They are very much as 'eyeinthesky' describes with appropriate sections for us rotary types to get together and talk specifics when necessary.
Good Luck
BS
AOPA do excellent seminars; details are:
AOPA JAR-FCL Flight Instructor Refresher Seminar
AOPA will be conducting further Flight Instructor Renewal Seminars as follows:
2005
22-23 March - Bristol
12-13 July - London
6-7 December - London
2006
21-22 March - Bristol
The two-day seminars, for six hours each day, will comprise main plenary sessions and workshops, to cover the requirements for Aeroplane, Helicopter, Multi-engine and Instrument Rating Instructors.
The cost for attendance at the seminar will be: £212.77 plus VAT £37.23 = Total £250.00
A discounted price for current AOPA Instructor Members: £191.49 plus VAT £33.51 = Total £225.00
The above prices include morning coffee, a buffet lunch, and tea/coffee in the afternoon.
Details of accommodation available nearby will be sent to applicants on request.
To apply for your place, complete the registration form below, nominating the Venue/date you require.
All attendees must book and pay in advance. There will be no registrations accepted at the door on the day.
To apply for your place, complete the registration form, nominating the Venue/date you require.
See their website at: http://www.aopa.co.uk/
They are very much as 'eyeinthesky' describes with appropriate sections for us rotary types to get together and talk specifics when necessary.
Good Luck
BS
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seminars
thanks for the info,it's been along time since i instructed so i think i'll probably feel like a fish out of water,but seeing as i got alot of satisfaction out of ppl instruction i feel the need to get back into it again,what kind of presentations where you asked to do?.
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I have been on the ETA course and AOPA instructor seminars. Both seem to be run on the basis, were ex-CFS we know best!
I didn't really learn much from the ETA course, and the AOPA course was just a complete waste of time and money. What made it worse was an ex-CFS (but failed CAFFU examiner) seminar instructor, banging on about the EFATO turn back, fine if you in a Lightning (lots of energy and speed, with a big open military airfield behind you, but asking for problems in a light aircraft. Oh and his other pet subject was flying the approach, attitude for glidepath and power for speed was the only way you can teach it.
I cant comment on Ontrack but it can only be better than the others.
P.S. I have no commercial interst in any of these organisations
I didn't really learn much from the ETA course, and the AOPA course was just a complete waste of time and money. What made it worse was an ex-CFS (but failed CAFFU examiner) seminar instructor, banging on about the EFATO turn back, fine if you in a Lightning (lots of energy and speed, with a big open military airfield behind you, but asking for problems in a light aircraft. Oh and his other pet subject was flying the approach, attitude for glidepath and power for speed was the only way you can teach it.
I cant comment on Ontrack but it can only be better than the others.
P.S. I have no commercial interst in any of these organisations
The Original Whirly
Join Date: Feb 1999
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Only just got back to this thread; been busy! Thanks for info, and Send Clowns, thanks for offer of place to stay.
But I may not need it! I'm getting more work, I have a student who wants to do the whole course with me, and I only need another 45 or so hours before next April to get to the magic 100 hours (OK, fulltime FIs, laugh all you want!). I have to do a test anyway, as it's my first revalidation, but I thought I might need to do both, as 20 minute TLs take a long time to add up to 100 hours.
All I need now is good weather over winter...and maybe another student or two.
But I may not need it! I'm getting more work, I have a student who wants to do the whole course with me, and I only need another 45 or so hours before next April to get to the magic 100 hours (OK, fulltime FIs, laugh all you want!). I have to do a test anyway, as it's my first revalidation, but I thought I might need to do both, as 20 minute TLs take a long time to add up to 100 hours.
All I need now is good weather over winter...and maybe another student or two.
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What made it worse was an ex-CFS (but failed CAFFU examiner) seminar instructor, banging on about the EFATO turn back, fine if you in a Lightning (lots of energy and speed, with a big open military airfield behind you, but asking for problems in a light aircraft. Oh and his other pet subject was flying the approach, attitude for glidepath and power for speed was the only way you can teach it.
BTW, turnbacks weren't really appropriate for a twin engined aircraft like a Lightning, but were/are for single engine piston aircraft.
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Sounds like he knew what he was talking about to me
And its not really the instructors fault. Its the FII and FIE who are to blame for crap standards and zero party line.
The boys need to sit down and work out what is actually meant to happen. IF it is point and push yes we can all teach this. If it is throttle for hieght pitch for speed again we can all teach this.
But what we don't need is for the men in the know to be each teaching a different bloody method.
But i suppose everyone moans about the lack of flight standards and the FI instructors and examiners can't agree how to fly an approach so what how does a grunt FI have any hope of hitting the mark.
IF you are teaching PPL's and they are all passing just ignore what ever the "seminar Instructors" say, it works.
When they get thier own house in order and there is a common standard then start listening .
MJ
Last edited by mad_jock; 11th Sep 2005 at 12:05.
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I wouldn't the old point it and push of the mil teach em how to fly is a pain in the arse.
Its a pile of ****e with a normal training aircraft.
You weren't taught how to use the principle properly.
You aren't using it properly
You aren't teaching it properly
I've used it with hundreds of people without the slightest problem with the technique.
I also realise there's more than one way to skin a cat, as do the authorities, hence both are taught and used, so I wouldn't argue with which is taught. Maybe better understanding and an open mind would help here.
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Sorry about the last post it was a bit of a saturday night rant.
Point and push works fine in certain aircraft. It doesn't with others. Cessna' and piper types both methods work equally well, Katana's its a right pain.
And as we all know we don't fly either but a combination of both. Its just a starting block for the students until they can get the cordination together to pitch the nose in the correct sense while adjusting the power.
What my main rant was about was not which method is best but the lack of standardisation. And the old boys pushing their particular flavour. You can be quite happy for the last 3 years then some god tells you your doing it all wrong. If they could choose then everyone teaches the same thing. The students are happier because if they get an instructor swap they don't have to relearn a new method. And if at low hours they disappear off to self hire on holiday they again don't have to spend time and money relearning the local methods. When in fact both methods the person is being taught are correct. You now have some low houred pilot not knowing if they are coming or going and there motor programing is all shot by having to change methods with relatively little experence.
MJ
Point and push works fine in certain aircraft. It doesn't with others. Cessna' and piper types both methods work equally well, Katana's its a right pain.
And as we all know we don't fly either but a combination of both. Its just a starting block for the students until they can get the cordination together to pitch the nose in the correct sense while adjusting the power.
What my main rant was about was not which method is best but the lack of standardisation. And the old boys pushing their particular flavour. You can be quite happy for the last 3 years then some god tells you your doing it all wrong. If they could choose then everyone teaches the same thing. The students are happier because if they get an instructor swap they don't have to relearn a new method. And if at low hours they disappear off to self hire on holiday they again don't have to spend time and money relearning the local methods. When in fact both methods the person is being taught are correct. You now have some low houred pilot not knowing if they are coming or going and there motor programing is all shot by having to change methods with relatively little experence.
MJ
