Am I getting ripped off?
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Join Date: May 2005
Location: Adelaide
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So, any update from Pastadolla ?
I hope this is indeed a windup because as Tempo incorrectly pointed out my post is not. I guess i will find out eventually and will be pretty angry if this is the case. In all honesty I am starting to lose faith and wonder whether I should continue my course at all or whether i should just self study and fly at a reputable school..........
Thanks for the replies.
Join Date: Jun 2002
Location: australia
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Don't let this situation cloud your ideals on the aviation scene.
This is an isolated happening.
Unfortunately at near on every airport in the country you may find acts along the same line.
I still fail to see how these uni courses ultimately help in your progression in the industry. Why not learn to fly through a GOOD school which suits your req's and do a degree in business management or the like?
This is an isolated happening.
Unfortunately at near on every airport in the country you may find acts along the same line.
I still fail to see how these uni courses ultimately help in your progression in the industry. Why not learn to fly through a GOOD school which suits your req's and do a degree in business management or the like?
Two or three hours of basic instrument panel familiarisation, throttle and mixture handling and even basic radio procedures on a synthetic trainer is a good cost saving measure. Effects of controls, climbing, straight and level and descending in the synthetic trainer can be of great value and you don't get airsick. Providing you are being taught by an experienced and good flying instructor in the synthetic trainer, it can save you at least three hours of expensive airborne time.
You should be able to go solo in the real aeroplane under 10 hours with previous synthetic trainer instruction. Providing you have a grade one instructor teaching you the whole time, an average student should solo by 8 hours.
It is when a grade 3 inexperienced new instructor is teaching you, is when the time to solo escalates significantly along with the commensurate costs. I have seen it happen many times.
The beauty of it is that if the weather is unsuitable for actual flying, you can practice in the trainer and enjoy a coffee break. Makes for relaxed and enjoyable instruction
Although the synthetic trainer is flying on instruments, nevertheless, the "engine handling" prepares you for the real thing. Disregard the point of view that use of the trainer will cause a problem with looking outside the cockpit in the real aircraft. It simply doesn't happen.
If you are a couple of hundred feet too high, or IAS too fast for the configuration during visual flight in the real thing, you have to keep an eye on the flight instruments to regain the desired state of flight. That does not mean to say you are "locked " on to those instruments simply because you had previously "flown" a synthetic trainer.
As far as dual taxiing practice is concerned prior to your first flight, well there is no doubt that not only is this entirely unnecessary - but it is a total rip-off and a waste of your money. Interesting to see if the instructor who does this taxiing "practice" with you, logs the time in his log book - even though the aircraft is not going to actually take off.
Seems to me that CASA should look closely at the practices of the particular flying school operator.
You should be able to go solo in the real aeroplane under 10 hours with previous synthetic trainer instruction. Providing you have a grade one instructor teaching you the whole time, an average student should solo by 8 hours.
It is when a grade 3 inexperienced new instructor is teaching you, is when the time to solo escalates significantly along with the commensurate costs. I have seen it happen many times.
The beauty of it is that if the weather is unsuitable for actual flying, you can practice in the trainer and enjoy a coffee break. Makes for relaxed and enjoyable instruction
Although the synthetic trainer is flying on instruments, nevertheless, the "engine handling" prepares you for the real thing. Disregard the point of view that use of the trainer will cause a problem with looking outside the cockpit in the real aircraft. It simply doesn't happen.
If you are a couple of hundred feet too high, or IAS too fast for the configuration during visual flight in the real thing, you have to keep an eye on the flight instruments to regain the desired state of flight. That does not mean to say you are "locked " on to those instruments simply because you had previously "flown" a synthetic trainer.
As far as dual taxiing practice is concerned prior to your first flight, well there is no doubt that not only is this entirely unnecessary - but it is a total rip-off and a waste of your money. Interesting to see if the instructor who does this taxiing "practice" with you, logs the time in his log book - even though the aircraft is not going to actually take off.
Seems to me that CASA should look closely at the practices of the particular flying school operator.
Pasta, for a start, a warrior taxis like a dream compared to a Cessna 150 - which is what I started learning in. My only Taxi "practice" was being asked not to hit the lights in the middle of the taxiway with the nosewheel.
Translation: Unless this is a wind - up, you are being ripped off, unless you have mindbogglingly tight taxiways and the school has a stack of broken wingtips to prove its students need the instruction.
Translation: Unless this is a wind - up, you are being ripped off, unless you have mindbogglingly tight taxiways and the school has a stack of broken wingtips to prove its students need the instruction.
Join Date: Jun 2003
Location: Melbourne, Australia
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I must have had the same instructor as Sunfish. My instructors taxiing training was simply "for every taxi way centreline light you hit, you owe me a longneck"
R_S.
R_S.
Seasonally Adjusted
A longneck for every taxiway light? That's a bit much. Now a longneck for every threshold light on those undershoot landings would be a better deal.
