PPL in USA Advice , Naples or Orlando ?
Join Date: Jan 2004
Location: Scotland
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Back from Naples Air Center about a month now. I finished my PPL(A) in 3 weeks and with no hassel whatsoever. All of the guys are really friendly and can't do enough for you. The rates are reasonable and the training is of a high standard.
Missing NAC already but will certainly go back in the future. Good luck with your flying.
Missing NAC already but will certainly go back in the future. Good luck with your flying.
The Bumblebee
Join Date: Jul 1999
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Well Another1,
One doesnt really need balls to tell the truth. Now would you be kind enough to tell everyone who you are?
Of course I will tell you about myself. My name is Jatin Gaur and if you were here in NAC you should know me.
Now to your story, the instructors name was not David. The instructors name is Andrew. Yes, he is still in Naples and to my knowledge he is not working anywhere as he doesnt have work authorisation yet (he is waiting for it since his marriage). I have spoken to him many a times with regard to his job. I know he is a great instructor and trust me the day he gets his work authorisation he will be working back with us. That brings me to another lie you mentioned in your posting, he didnt leave because he was unhappy, he stopped working after NAC was closed last year, than he got married and now he is awaiting his work authorisation. And just to clarify things, the two students you mentioned in your posting had to leave because NAC was closed. Believe me I know because I was there and I suggested to Kevin and Tady to go Europe American.
Now, we at NAC do not discriminate amongst our students, so I do not know where you get the bloody german from? The only German I remember during that time was doing his CFI's with us. I hope you are not him and if you are him, I hope you are not pissed because we said that your son needs a visa to train and both father and son ended up going to Europe American and London.
And as for the a/c maintenance, London Aviation does their own maintenance and in EAAs case, if you didnt know, the owner of Prime Planes is part owner in EAA as well. So to answer your concerns, all the three schools at Naples airport have their own maintenance.
Just to be on record here, I am not trying to defend NAC or any other school here. I have worked as a flight instructor since 1998 and I have worked as Head of Training for both Britannia Flight Centre and Naples Air Center. I love my life as much, if not more, as any other student love theirs. So I assure you the plane are very much airworthy. How can I be so sure, because I fly in those very planes myself.
Bomber,
To answer your question, do a search on the PPrune and make your decision on the facts.
Where ever you go good luck with your training and make sure you do a lot of pre course studies.
Best Wishes,
Jatin Gaur
aka DesiPilot
One doesnt really need balls to tell the truth. Now would you be kind enough to tell everyone who you are?
Of course I will tell you about myself. My name is Jatin Gaur and if you were here in NAC you should know me.
Now to your story, the instructors name was not David. The instructors name is Andrew. Yes, he is still in Naples and to my knowledge he is not working anywhere as he doesnt have work authorisation yet (he is waiting for it since his marriage). I have spoken to him many a times with regard to his job. I know he is a great instructor and trust me the day he gets his work authorisation he will be working back with us. That brings me to another lie you mentioned in your posting, he didnt leave because he was unhappy, he stopped working after NAC was closed last year, than he got married and now he is awaiting his work authorisation. And just to clarify things, the two students you mentioned in your posting had to leave because NAC was closed. Believe me I know because I was there and I suggested to Kevin and Tady to go Europe American.
Now, we at NAC do not discriminate amongst our students, so I do not know where you get the bloody german from? The only German I remember during that time was doing his CFI's with us. I hope you are not him and if you are him, I hope you are not pissed because we said that your son needs a visa to train and both father and son ended up going to Europe American and London.
And as for the a/c maintenance, London Aviation does their own maintenance and in EAAs case, if you didnt know, the owner of Prime Planes is part owner in EAA as well. So to answer your concerns, all the three schools at Naples airport have their own maintenance.
Just to be on record here, I am not trying to defend NAC or any other school here. I have worked as a flight instructor since 1998 and I have worked as Head of Training for both Britannia Flight Centre and Naples Air Center. I love my life as much, if not more, as any other student love theirs. So I assure you the plane are very much airworthy. How can I be so sure, because I fly in those very planes myself.
Bomber,
To answer your question, do a search on the PPrune and make your decision on the facts.
Where ever you go good luck with your training and make sure you do a lot of pre course studies.
Best Wishes,
Jatin Gaur
aka DesiPilot
Flies for fun
Join Date: Feb 2000
Location: Wishing it was somewhere sunny!
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BomberB, Personally, I'd take my business to Naples Air Centre in favour of any other Florida School. another1 's postings should be taken with a very large pinch of salt. it is clear that he/she can't even get the facts right (belly landings in a warrior - really! does this guy know an aileron from a flap?) I can understand Jatin geting upset with another 1 but posters who jump in with negative postings when their total number of postings can be counted on the fingers of one hand are very rarely credible. You will not find a better Florida school than Naples, that I can assure you. The only point that worries me about your original post is
my view is that you will be very busy doing the PPL and will not have any time for the extra pressure of giving time to your family when you are there. A PPL is not a breeze. I made the mistake of taking my wife with me when I did my PPL and that was a serious mistake because it placed far too much extra pressure on me to entertain her.
My family are considering going over so I think that OFT would be be the option for this
Join Date: Jun 2002
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"Glasgow"ClassMusician, 
I'm missing Naples again... but not in a hurry to go back as I've got to do the ATPL exams the next time I'm there!
Aye, I'll probably be renting their Seminole as well after the exams to cheer myself up.
Oh by the way many thanks for the great weekend up in sunny Glasgow!! A weekend down in my homeland is on the cards... ? My flight was delayed for half an hour last night, so didn't get back home until midnight.
BomberB,
I would take seriously what Sensible writes above. A family visit to Florida is not the time for someone to obtain a PPL in a three or four week time frame at a full time school. The course is difficult and intensive enough as it is without having the family issues to sort out day to day. I would seriously leave them at home or just go to Florida for a normal family / disney holiday.
Best wishes,
Charlie Zulu.
I'm missing Naples again... but not in a hurry to go back as I've got to do the ATPL exams the next time I'm there!
Aye, I'll probably be renting their Seminole as well after the exams to cheer myself up.
Oh by the way many thanks for the great weekend up in sunny Glasgow!! A weekend down in my homeland is on the cards... ? My flight was delayed for half an hour last night, so didn't get back home until midnight.
BomberB,
I would take seriously what Sensible writes above. A family visit to Florida is not the time for someone to obtain a PPL in a three or four week time frame at a full time school. The course is difficult and intensive enough as it is without having the family issues to sort out day to day. I would seriously leave them at home or just go to Florida for a normal family / disney holiday.
Best wishes,
Charlie Zulu.
Join Date: Aug 2004
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Just thought I'd let you know that I'm sitting in the room of my flight school in LA, USA just now.
I've been at Universal Air Academy for 3 weeks now, and am due to take my checkride in 6 days.
From my first ever flight 22 days ago, the guys here are brilliant, like one happy family and I recommend them to anyone.
Not a bad deal for 50 hours and all your training - $3450
Enjoy your training,
Andrew
I've been at Universal Air Academy for 3 weeks now, and am due to take my checkride in 6 days.
From my first ever flight 22 days ago, the guys here are brilliant, like one happy family and I recommend them to anyone.
Not a bad deal for 50 hours and all your training - $3450
Enjoy your training,
Andrew
Join Date: Jul 2002
Location: Sunny side up pls..
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OK it's been a while, but could not resist jumping into this one.
Sensible, Charlie Zulu, Spitfire 747 we all know how pro NAC you are. Give it a break people it's getting a little pathetic how you jump on everybody that has not had the same "bloody wonderfull experience" you all seem to have enjoyed.
Even though Another1 may have a low number of posts that is how we all started out and does not automatically mean the post is rubbish. Low posters with absolutely "brilliant" experiences at a particular school are more suspicious. We all know who they are.
The fact that Another1's english spelling is not up to par does not mean the event did not take place. Can some of you not accept that some people have negative experiences with certain FTO's?
Let's see who the other posters are; Well Nikki is not going to badmouth her own school and will tone down any rumours that's obvious. Desipilot worked for them and being a JAA examiner (one of few in Florida) probably still has a financial interest in doing their skill-tests. No news from him either.
The NTSB database is not holy either, it has to be REPORTED to become an incident or accident.
According to my info not only the wheel came off, the whole oleo assembly departed the airframe. Being training airplanes they are subjected to "heavy" landings every single day, have not heard (or read) about too many oleo's departing the airframe.
So the heavy landing story is ambiguous at best.
The problem is not only the events that take place but also how they are dealt with. Every flight school will have technical issues at some point, inherent to the game. How they are dealt with is more important, not only for the customer (and that is what all of us are) but for employees also.
To be honest people that do pass their skill test within 3-4 weeks tend to be happy as a clamp and negative experiences tend to fade away quicker if you're the satisfied party. The story is different if YOU are the one that is having the problems.
Everybody that has been through any FTO will know a fellow student that was not happy about some part of the deal. The fact that it wasn't you does not make it less of a problem.
Students that remain longer at a FTO will get more insight into the reelings and dealings. If you're somewhere for 3 weeks and you witness one unhappy camper it's incidental , if you spent 3- 6 months somewhere and you keep witnessing things going wrong it is obviously a chronic problem.
This being an anonimous board does not mean it has to be an all out mud slinging contest but let's have the decency to hear other side of the story also without ridicule. My experiences with NAC have been have not been positive.
Now before I get shot down, the strut falling off is not a reportable accident/incident according to th FAR-AIM (US regs)
part 830
NTSB
49 CFR Part 830 - NOTIFICATION AND REPORTING OF AIRCRAFT ACCIDENTS OR INCIDENTS AND OVERDUE AIRCRAFT, AND PRESERVATION OF AIRCRAFT WRECKAGE, MAIL, CARGO, AND RECORDS
Subpart A - General
§ 830.1 APPLICABILITY:
This part contains rules pertaining to:
(a) Initial notification and later reporting of aircraft incidents and accidents and certain other occurrences in the operation of aircraft, wherever they occur, when they involve civil aircraft of the United States; when they involve certain public aircraft, as specified in this part, wherever they occur; and when they involve foreign civil aircraft where the events occur in the United States, its territories, or its possessions.
(b) Preservation of aircraft wreckage, mail, cargo, and records involving all civil and certain public aircraft accidents, as specified in this Part, in the United States and its territories or possessions.
§ 830.2 DEFINITIONS:
As used in this part the following words or phrases are defined as follows:
Aircraft accident means an occurrence associated with the operation of an aircraft which takes place between the time any person boards the aircraft with the intention of flight and all such persons have disembarked, and in which any person suffers death or serious injury, or in which the aircraft receives substantial damage
.
Civil aircraft means any aircraft other than a public aircraft.
Fatal injury means any injury which results in death within 30 days of the accident.
Incident means an occurrence other than an accident, associated with the operation of an aircraft, which affects or could affect the safety of operations.
Operator means any person who causes or authorizes the operation of an aircraft, such as the owner, lessee, or bailee of an aircraft.
Public aircraft means an aircraft used only for the United States Government, or an aircraft owned and operated (except for commercial purposes) or exclusively leased for at least 90 continuous days by a government other than the United States Government, including a State, the District of Columbia, a territory or possession of the United States, or a political subdivision of that government. Public aircraft does not include a government-owned aircraft transporting property for commercial purposes and does not include a government-owned aircraft transporting passengers other than: transporting (for other than commercial purposes) crewmembers or other persons aboard the aircraft whose presence is required to perform, or is associated with the performance of, a governmental function such as firefighting, search and rescue, law enforcement, aeronautical research, or biological or geological resource management; or transporting (for other than commercial purposes) persons aboard the aircraft if the aircraft is operated by the Armed Forces or an intelligence agency of the United States. Notwithstanding any limitation relating to use of the aircraft for commercial purposes, an aircraft shall be considered to be a public aircraft without regard to whether it is operated by a unit of government on behalf of another unit of government pursuant to a cost reimbursement agreement, if the unit of government on whose behalf the operation is conducted certifies to the Administrator of the Federal Aviation Administration that the operation was necessary to respond to a significant and imminent threat to life or property (including natural resources) and that no service by a private operator was reasonably available to meet the threat.
Serious injury means any injury which: (1) requires hospitalization for more than 48 hours, commencing within 7 days from the date the injury was received; (2) results in a fracture of any bone (except simple fractures of fingers, toes, or nose); (3) causes severe hemorrhages, nerve, muscle, or tendon damage; (4) involves any internal organ; or (5) involves second or third degree burns, or any burns affecting more than 5 percent of the body surface.
Substantial damage means damage or failure which adversely affects the structural strength, performance, or flight characteristics of the aircraft, and which would normally require major repair or replacement of the affected component. Engine failure or damage limited to an engine if only one engine fails or is damaged, bent fairings or cowling, dented skin, small punctured holes in the skin or fabric, ground damage to rotor or propeller blades, and damage to landing gear, wheels, tires, flaps, engine accessories, brakes, or wingtips are not considered substantial damage for the purpose of this part.
Subpart B - Initial Notification of Aircraft Accidents, Incidents, and Overdue Aircraft
§ 830.5 IMMEDIATE NOTIFICATION
The operator of any civil aircraft, or any public aircraft not operated by the Armed Forces or an intelligence agency of the United States, or any foreign aircraft shall immediately, and by the most expeditious means available, notify the nearest National Transportation Safety Board (Board) field office \\1\\ when:
(a) An aircraft accident or any of the following listed incidents occur:
(1) Flight control system malfunction or failure;
(2) Inability of any required flight crewmember to perform normal flight duties as a result of injury or illness;
(3) Failure of structural components of a turbine engine excluding compressor and turbine blades and vanes;
(4) In-flight fire; or
(5) Aircraft collide in flight.
(6) Damage to property, other than the aircraft, estimated to exceed $25,000 for repair (including materials and labor) or fair market value in the event of total loss, whichever is less.
(7) For large multiengine aircraft (more than 12,500 pounds maximum takeoff weight);
(i) In-flight failure of electrical systems which requires the sustained use of an emergency bus powered by a backup source such as a battery, auxiliary power unit, or air driven generator to retain flight control or essential instruments;
(ii) In-flight failure of hydraulic systems that results in sustained reliance on the sole remaining hydraulic or mechanical system for movement of flight control surfaces;
(iii) Sustained loss of the power or thrust produced by two or more engines; and
(iv) An evacuation of an aircraft in which an emergency egress system is utilized.
(b) An aircraft is overdue and is believed to have been involved in an accident.
\\1\\ The Board field offices are listed under U.S. Government in the telephone directories of the following cities: Anchorage, AK, Atlanta, GA, West Chicago, IL, Denver, CO, Arlington, TX, Gardena (Los Angeles), CA, Miami, FL, Parsippany, NJ (metropolitan New York, NY), Seattle, WA, and Washington, DC.
§ 830.6 INFORMATION TO BE GIVEN IN NOTIFICATION.
The notification required in Sec. 830.5 shall contain the following information, if available:
(a) Type, nationality, and registration marks of the aircraft;
(b) Name of owner, and operator of the aircraft;
(c) Name of the pilot in command;
(d) Date and time of the accident;
(e) Last point of departure and point of intended landing of the aircraft;
(f) Position of the aircraft with reference to some easily defined geographical point;
(g) Number of persons aboard, number killed, and number seriously injured;
(h) Nature of the accident, the weather and the extent of damage to the aircraft, so far as is known; and
(i) A description of any explosives, radioactive materials, or other dangerous articles carried.
Subpart C - Preservation of Aircraft Wreckage, Mail, Cargo, and Records
§ 830.10 PRESERVATION OF AIRCRAFT WRECKAGE, MAIL, CARGO, AND RECORDS
(a) The operator of an aircraft involved in an accident or incident for which notification must be given is responsible for preserving to the extent possible any aircraft wreckage, cargo, and mail aboard the aircraft, and all records, including all recording mediums of flight, maintenance, and voice recorders, pertaining to the operation and maintenance of the aircraft and to the airmen until the Board takes custody thereof or a release is granted pursuant to Sec. 831.12(b) of this chapter.
(b) Prior to the time the Board or its authorized representative takes custody of aircraft wreckage, mail, or cargo, such wreckage, mail, or cargo may not be disturbed or moved except to the extent necessary:
(1) To remove persons injured or trapped;
(2) To protect the wreckage from further damage; or
(3) To protect the public from injury.
(c) Where it is necessary to move aircraft wreckage, mail, or cargo, sketches, descriptive notes, and photographs shall be made, if possible, of the original positions and condition of the wreckage and any significant impact marks.
(d) The operator of an aircraft involved in an accident or incident shall retain all records, reports, internal documents, and memoranda dealing with the accident or incident, until authorized by the Board to the contrary.
Sensible, Charlie Zulu, Spitfire 747 we all know how pro NAC you are. Give it a break people it's getting a little pathetic how you jump on everybody that has not had the same "bloody wonderfull experience" you all seem to have enjoyed.
Even though Another1 may have a low number of posts that is how we all started out and does not automatically mean the post is rubbish. Low posters with absolutely "brilliant" experiences at a particular school are more suspicious. We all know who they are.
The fact that Another1's english spelling is not up to par does not mean the event did not take place. Can some of you not accept that some people have negative experiences with certain FTO's?
Let's see who the other posters are; Well Nikki is not going to badmouth her own school and will tone down any rumours that's obvious. Desipilot worked for them and being a JAA examiner (one of few in Florida) probably still has a financial interest in doing their skill-tests. No news from him either.
The NTSB database is not holy either, it has to be REPORTED to become an incident or accident.
According to my info not only the wheel came off, the whole oleo assembly departed the airframe. Being training airplanes they are subjected to "heavy" landings every single day, have not heard (or read) about too many oleo's departing the airframe.
So the heavy landing story is ambiguous at best.
The problem is not only the events that take place but also how they are dealt with. Every flight school will have technical issues at some point, inherent to the game. How they are dealt with is more important, not only for the customer (and that is what all of us are) but for employees also.
To be honest people that do pass their skill test within 3-4 weeks tend to be happy as a clamp and negative experiences tend to fade away quicker if you're the satisfied party. The story is different if YOU are the one that is having the problems.
Everybody that has been through any FTO will know a fellow student that was not happy about some part of the deal. The fact that it wasn't you does not make it less of a problem.
Students that remain longer at a FTO will get more insight into the reelings and dealings. If you're somewhere for 3 weeks and you witness one unhappy camper it's incidental , if you spent 3- 6 months somewhere and you keep witnessing things going wrong it is obviously a chronic problem.
This being an anonimous board does not mean it has to be an all out mud slinging contest but let's have the decency to hear other side of the story also without ridicule. My experiences with NAC have been have not been positive.
Now before I get shot down, the strut falling off is not a reportable accident/incident according to th FAR-AIM (US regs)
part 830
NTSB
49 CFR Part 830 - NOTIFICATION AND REPORTING OF AIRCRAFT ACCIDENTS OR INCIDENTS AND OVERDUE AIRCRAFT, AND PRESERVATION OF AIRCRAFT WRECKAGE, MAIL, CARGO, AND RECORDS
Subpart A - General
§ 830.1 APPLICABILITY:
This part contains rules pertaining to:
(a) Initial notification and later reporting of aircraft incidents and accidents and certain other occurrences in the operation of aircraft, wherever they occur, when they involve civil aircraft of the United States; when they involve certain public aircraft, as specified in this part, wherever they occur; and when they involve foreign civil aircraft where the events occur in the United States, its territories, or its possessions.
(b) Preservation of aircraft wreckage, mail, cargo, and records involving all civil and certain public aircraft accidents, as specified in this Part, in the United States and its territories or possessions.
§ 830.2 DEFINITIONS:
As used in this part the following words or phrases are defined as follows:
Aircraft accident means an occurrence associated with the operation of an aircraft which takes place between the time any person boards the aircraft with the intention of flight and all such persons have disembarked, and in which any person suffers death or serious injury, or in which the aircraft receives substantial damage
.
Civil aircraft means any aircraft other than a public aircraft.
Fatal injury means any injury which results in death within 30 days of the accident.
Incident means an occurrence other than an accident, associated with the operation of an aircraft, which affects or could affect the safety of operations.
Operator means any person who causes or authorizes the operation of an aircraft, such as the owner, lessee, or bailee of an aircraft.
Public aircraft means an aircraft used only for the United States Government, or an aircraft owned and operated (except for commercial purposes) or exclusively leased for at least 90 continuous days by a government other than the United States Government, including a State, the District of Columbia, a territory or possession of the United States, or a political subdivision of that government. Public aircraft does not include a government-owned aircraft transporting property for commercial purposes and does not include a government-owned aircraft transporting passengers other than: transporting (for other than commercial purposes) crewmembers or other persons aboard the aircraft whose presence is required to perform, or is associated with the performance of, a governmental function such as firefighting, search and rescue, law enforcement, aeronautical research, or biological or geological resource management; or transporting (for other than commercial purposes) persons aboard the aircraft if the aircraft is operated by the Armed Forces or an intelligence agency of the United States. Notwithstanding any limitation relating to use of the aircraft for commercial purposes, an aircraft shall be considered to be a public aircraft without regard to whether it is operated by a unit of government on behalf of another unit of government pursuant to a cost reimbursement agreement, if the unit of government on whose behalf the operation is conducted certifies to the Administrator of the Federal Aviation Administration that the operation was necessary to respond to a significant and imminent threat to life or property (including natural resources) and that no service by a private operator was reasonably available to meet the threat.
Serious injury means any injury which: (1) requires hospitalization for more than 48 hours, commencing within 7 days from the date the injury was received; (2) results in a fracture of any bone (except simple fractures of fingers, toes, or nose); (3) causes severe hemorrhages, nerve, muscle, or tendon damage; (4) involves any internal organ; or (5) involves second or third degree burns, or any burns affecting more than 5 percent of the body surface.
Substantial damage means damage or failure which adversely affects the structural strength, performance, or flight characteristics of the aircraft, and which would normally require major repair or replacement of the affected component. Engine failure or damage limited to an engine if only one engine fails or is damaged, bent fairings or cowling, dented skin, small punctured holes in the skin or fabric, ground damage to rotor or propeller blades, and damage to landing gear, wheels, tires, flaps, engine accessories, brakes, or wingtips are not considered substantial damage for the purpose of this part.
Subpart B - Initial Notification of Aircraft Accidents, Incidents, and Overdue Aircraft
§ 830.5 IMMEDIATE NOTIFICATION
The operator of any civil aircraft, or any public aircraft not operated by the Armed Forces or an intelligence agency of the United States, or any foreign aircraft shall immediately, and by the most expeditious means available, notify the nearest National Transportation Safety Board (Board) field office \\1\\ when:
(a) An aircraft accident or any of the following listed incidents occur:
(1) Flight control system malfunction or failure;
(2) Inability of any required flight crewmember to perform normal flight duties as a result of injury or illness;
(3) Failure of structural components of a turbine engine excluding compressor and turbine blades and vanes;
(4) In-flight fire; or
(5) Aircraft collide in flight.
(6) Damage to property, other than the aircraft, estimated to exceed $25,000 for repair (including materials and labor) or fair market value in the event of total loss, whichever is less.
(7) For large multiengine aircraft (more than 12,500 pounds maximum takeoff weight);
(i) In-flight failure of electrical systems which requires the sustained use of an emergency bus powered by a backup source such as a battery, auxiliary power unit, or air driven generator to retain flight control or essential instruments;
(ii) In-flight failure of hydraulic systems that results in sustained reliance on the sole remaining hydraulic or mechanical system for movement of flight control surfaces;
(iii) Sustained loss of the power or thrust produced by two or more engines; and
(iv) An evacuation of an aircraft in which an emergency egress system is utilized.
(b) An aircraft is overdue and is believed to have been involved in an accident.
\\1\\ The Board field offices are listed under U.S. Government in the telephone directories of the following cities: Anchorage, AK, Atlanta, GA, West Chicago, IL, Denver, CO, Arlington, TX, Gardena (Los Angeles), CA, Miami, FL, Parsippany, NJ (metropolitan New York, NY), Seattle, WA, and Washington, DC.
§ 830.6 INFORMATION TO BE GIVEN IN NOTIFICATION.
The notification required in Sec. 830.5 shall contain the following information, if available:
(a) Type, nationality, and registration marks of the aircraft;
(b) Name of owner, and operator of the aircraft;
(c) Name of the pilot in command;
(d) Date and time of the accident;
(e) Last point of departure and point of intended landing of the aircraft;
(f) Position of the aircraft with reference to some easily defined geographical point;
(g) Number of persons aboard, number killed, and number seriously injured;
(h) Nature of the accident, the weather and the extent of damage to the aircraft, so far as is known; and
(i) A description of any explosives, radioactive materials, or other dangerous articles carried.
Subpart C - Preservation of Aircraft Wreckage, Mail, Cargo, and Records
§ 830.10 PRESERVATION OF AIRCRAFT WRECKAGE, MAIL, CARGO, AND RECORDS
(a) The operator of an aircraft involved in an accident or incident for which notification must be given is responsible for preserving to the extent possible any aircraft wreckage, cargo, and mail aboard the aircraft, and all records, including all recording mediums of flight, maintenance, and voice recorders, pertaining to the operation and maintenance of the aircraft and to the airmen until the Board takes custody thereof or a release is granted pursuant to Sec. 831.12(b) of this chapter.
(b) Prior to the time the Board or its authorized representative takes custody of aircraft wreckage, mail, or cargo, such wreckage, mail, or cargo may not be disturbed or moved except to the extent necessary:
(1) To remove persons injured or trapped;
(2) To protect the wreckage from further damage; or
(3) To protect the public from injury.
(c) Where it is necessary to move aircraft wreckage, mail, or cargo, sketches, descriptive notes, and photographs shall be made, if possible, of the original positions and condition of the wreckage and any significant impact marks.
(d) The operator of an aircraft involved in an accident or incident shall retain all records, reports, internal documents, and memoranda dealing with the accident or incident, until authorized by the Board to the contrary.
Last edited by JABI; 21st Aug 2004 at 16:37.
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This being an anonimous board does not mean it has to be an all out mud slinging contest but let's have the decency to hear other side of the story also without ridicule. My experiences with NAC have been have not been positive.
So many questions. How many answers JABI?
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Jabi - or whatever your name is this afternoon!
In response to your post:
Wrong - I am going to correct statements that are made in error.
Now I will correct you again - Jatin is currently working for NAC so the worked that you mention in in error. Jatin is also the JAA PPL Examiner and the only examiner unless he is on holiday, so he has no "financial interests" as he does them all!
So being a qualified airplane mechanic, are you then blaming the student and Instructor! I fear that like a great many you are not qualified to judge this incident as:
a. you are not a mechanic
b. you were not there
c. you did not see the aircraft
d. your arguments do not make sense unless the:
a. mechanic broke the wheel on purpose before the 70 or so hours of continuous flying that the aircraft had made prior to the incident
b. you flew the aircraft directly before the incident and will not admit to your bad landing
c. the pilot/instructor must have seen that the wheel was to fall off but still went ahead and flew anyway!
Probably the only thing that you have said that is true and not slanted! Probably put in so you are the good guy!
As for the posters that you refer to - they are the loyal customers of NAC that we treasure - they return to NAC because they achieved their goals and hopefully enjoyed the experience.
So JABI, you know who I am.............the question is, who are you!
Have a great night in Orlando
Nikki
In response to your post:
Let's see who the other posters are; Well Nikki is not going to badmouth her own school and will tone down any rumours that's obvious.
Desipilot worked for them and being a JAA examiner (one of few in Florida) probably still has a financial interest in doing their skill-tests.
The NTSB database is not holy either, it has to be REPORTED to become an incident or accident.
According to my info not only the wheel came off, the whole oleo assembly departed the airframe. Being training airplanes they are subjected to "heavy" landings every single day, have not heard (or read) about too many oleo's departing the airframe.
a. you are not a mechanic
b. you were not there
c. you did not see the aircraft
d. your arguments do not make sense unless the:
a. mechanic broke the wheel on purpose before the 70 or so hours of continuous flying that the aircraft had made prior to the incident
b. you flew the aircraft directly before the incident and will not admit to your bad landing
c. the pilot/instructor must have seen that the wheel was to fall off but still went ahead and flew anyway!
The problem is not only the events that take place but also how they are dealt with. Every flight school will have technical issues at some point, inherent to the game. How they are dealt with is more important, not only for the customer (and that is what all of us are) but for employees also.
As for the posters that you refer to - they are the loyal customers of NAC that we treasure - they return to NAC because they achieved their goals and hopefully enjoyed the experience.
So JABI, you know who I am.............the question is, who are you!
Have a great night in Orlando
Nikki
PPL/CPL IR ME
Y A W N .......... 
JABI..care to name yourself..... (I think we all know...
ANOTHER1.. go on put us out of our misery who are you..
(were you that guy who went down to NAC at 5am to put your towel on the seat of the warrior..)
JABI..care to name yourself..... (I think we all know...
ANOTHER1.. go on put us out of our misery who are you..
(were you that guy who went down to NAC at 5am to put your towel on the seat of the warrior..)
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..........and some people are letting others use their same computer 
I was tempted to close this as there are some posters posting under various names with the same IP but I won't for now, I will see how it goes over the next few days.
If this bickering continues, it will be locked/binned or whatever. It has potential to help others in the same situation as the thread starter hence why I am leaving it and giving it a chance.
As soon as I get more than 5 min's to myself I will be looking into this more to suss out who-is-who and stamp down on the sniping.
'If anyone wants to discuss it further, PM me........'
I was tempted to close this as there are some posters posting under various names with the same IP but I won't for now, I will see how it goes over the next few days.
If this bickering continues, it will be locked/binned or whatever. It has potential to help others in the same situation as the thread starter hence why I am leaving it and giving it a chance.
As soon as I get more than 5 min's to myself I will be looking into this more to suss out who-is-who and stamp down on the sniping.
'If anyone wants to discuss it further, PM me........'
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People using an alias is fine. That is what is generally accepted on here since this is a rumour network.
People posting on here under multiple aliases are may be a tad weird, especially if they by doing so are trying to push a point across.
FD
People posting on here under multiple aliases are may be a tad weird, especially if they by doing so are trying to push a point across.
FD
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Absolutely agree with you 100% there Frank. There is a bit of a problem with multiple-id's and the trouble that inevitably comes with that kind of thing at the moment.
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BRL. That doesn't get to address the situation where posters have the benefit of a network of computers at home 
and those who have the benefit of access to more than one computer at their workplace or home/workplace
It is your username and your password that you are responsible for. It is your responsibility. If someone posts under your name on a network/home/workplace then it is still you responsible for what is written. The buck will always stop with you if something libelous comes up. It will be up to you to prove if someone else has used your user name and password. If you want to discuss it, PM me, lets not go off track here please.
Brl.
and those who have the benefit of access to more than one computer at their workplace or home/workplace
It is your username and your password that you are responsible for. It is your responsibility. If someone posts under your name on a network/home/workplace then it is still you responsible for what is written. The buck will always stop with you if something libelous comes up. It will be up to you to prove if someone else has used your user name and password. If you want to discuss it, PM me, lets not go off track here please.
Brl.
Last edited by BRL; 24th Aug 2004 at 12:49.
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Well to go back to the quiestion my experience of NAC was almost faultless! Visa was sorted in 9 days! Aircraft were on a par with any UK maintained aircraft. Well worn, but very comfortable and in 40 hours (2 of us doing IMC) we had a 1 incident with a dicky radio.. not bad at all if you ask me!
The instructors were all very friendly and extremely competent. My instructor had in fact being flying for less time than be (albeit with more hours!) and I learnt a lot from him. If you go there, you'll get what you want out of them.
My only two watchouts (wouldn't really call them critisims)
1) Like with any UK school, one can be pushed around and left out if you don't put your foot down. We had to push hard to get our stuff done in 10 days, if we hadn't pushed and had left it to them despite our initial request we'd have gone home a few hours short.
2) Richard, like everyone else there, is a really great guy BUT the man loves money! I mean REALLY loves the stuff. He's like a Puerto Rican Arkwright from Open All hours. After he shakes your hand and says hi then "It's time to put a little something on account", rest assured if your account is clear you won't make it from the door to the nearest seat without get a request for money! The only sour point for we was the $500 deposit. It isn't made clear that this money is not part of your flying account. So you need to budget more... I also didn't get mine back for 6 weeks. When I rang he told me, "we have a huge backlog i'm sure it's near the top of the pile". I got a call back an hour later, "my pure conincidence Bea did it just this morning!". Now i didn't believe that for once second!
BUT I'd go back there in a flash! in fact I will go back there in a flash.. The whole thing was fantastic, even if I did need to go on another holiday to get over the hard work!!
The instructors were all very friendly and extremely competent. My instructor had in fact being flying for less time than be (albeit with more hours!) and I learnt a lot from him. If you go there, you'll get what you want out of them.
My only two watchouts (wouldn't really call them critisims)
1) Like with any UK school, one can be pushed around and left out if you don't put your foot down. We had to push hard to get our stuff done in 10 days, if we hadn't pushed and had left it to them despite our initial request we'd have gone home a few hours short.
2) Richard, like everyone else there, is a really great guy BUT the man loves money! I mean REALLY loves the stuff. He's like a Puerto Rican Arkwright from Open All hours. After he shakes your hand and says hi then "It's time to put a little something on account", rest assured if your account is clear you won't make it from the door to the nearest seat without get a request for money! The only sour point for we was the $500 deposit. It isn't made clear that this money is not part of your flying account. So you need to budget more... I also didn't get mine back for 6 weeks. When I rang he told me, "we have a huge backlog i'm sure it's near the top of the pile". I got a call back an hour later, "my pure conincidence Bea did it just this morning!". Now i didn't believe that for once second!
BUT I'd go back there in a flash! in fact I will go back there in a flash.. The whole thing was fantastic, even if I did need to go on another holiday to get over the hard work!!
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With comments like
from Nikki - and the ones from Spitty and Pinga, I'm becoming more and more of the opinion that you guys are all incorrectly assuming JABI to be a pseudonym of mine.
I've already written to Nikki to point out her error (if this IS the case) and to also point out that I do not post under any other name.
Far from what you people (including Danny) may actually think, or want to believe, I would point out that I do not think you will find any unprovoked attack from me against NAC for the last twelve months.
Indeed, from the dozens and dozens of telephone calls that I get from people looking for USA flight training advice, I've actually suggested to a few of them that they go to NAC (if it really was in their best interest).
So, Pinga and Spitty - let's approach this another way. You both claim to think that you know - so, go ahead, say who you think it is.
I bet your wrong.
Have a great night in Orlando
I've already written to Nikki to point out her error (if this IS the case) and to also point out that I do not post under any other name.
Far from what you people (including Danny) may actually think, or want to believe, I would point out that I do not think you will find any unprovoked attack from me against NAC for the last twelve months.
Indeed, from the dozens and dozens of telephone calls that I get from people looking for USA flight training advice, I've actually suggested to a few of them that they go to NAC (if it really was in their best interest).
So, Pinga and Spitty - let's approach this another way. You both claim to think that you know - so, go ahead, say who you think it is.
I bet your wrong.
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Keygrip; Why ever do you think that anyone is pointing at you? You are a holy and respected moderater after all and certainly would not be involved in anything so underhand would you?
Do you know who JABI is then?
Something in your last post is causing concern to me;
Why ever would you want to make "unprovoked attacks" at all?
So many unanswered questions
Do you know who JABI is then?
Something in your last post is causing concern to me;
I do not think you will find any unprovoked attack from me against NAC for the last twelve months.
So many unanswered questions
