Re: your personal message and the posts here, a couple of things to add:

If you intend to complete the course within a few weeks, then it makes sense to pick a location with quite stable weather. As you've already researched yourself, Spain and the US spring to mind. When I did the calculation back in 2013, it made more sense financially to go to the US because I found FIS/Jerez quite expensive, to be honest.

If you don't neccessarily want an intensive course but you're generally apprehensive about many cancelled lessons due to weather hereabouts: In my view, it isn't actually so bad! I've taken some lessons here and there within the last 2 years and I'm obviously flying myself quite a lot and you really don't need to cancel that often!

There's obviously an advantage in learning in your "home" environment for later use (in terms of airspace, weather conditions, local regulations etc.). Yet there's also an advantage in learning in a different environment. It broadens your experience. Having learned in the US and studied UK theory and then flown out of Germany, I believe I was much more ready to venture out into other countries early on once I had the PPL than maybe some other pilots who've only flown within their own say 50 NM radius ever.

Regarding your language argument: Surely you must be able to find a FI here in Germany who is happy to teach you in English? There is not too much use for the German language in aviation anyway (apart from flying the circuit of some smaller airfields) and I usually stick to English for my radio calls and departure and emergency briefs etc.

Does anyone have recent experience with the FI(A)-course at FIS? What is the price of the course? Is the course done with couples or individual as well?

0 to ATPL in FIS
 

hi,
How is the O-ATPL program in FIS Jerez. It says finish in 10 months, is it possible and is it worth the money to train there?

Hello,

I would really like comments about the question above..

Thanks

I got in contact with Hans and he explained some few questions I had :ok:

I plan on starting there in summer for the Semi Integrated ATPL (Residential) course. You have any advise on the route for someone with 0 experience if not this one?

Hello, I did the IFR last year at Fly in Spain and you might be interested in my (bad) experience:

Location / Facility:
Direct at the airport, with 5 min. walking distance. It is a small school with a meeting room, 2-3 class rooms and two briefing pc. You need a rental car for Jerez or to a hotel, but the rental was very cheap.


They have also a FNTP II Simulator. Unfortunatley, it never worked properly (massive pitch control outages). Any requests to fix it has been promised but never performed (and the teachers told me that it was the case since many months).


The only restaurant in the area is in the airport. There is beverage machine at the school, but not always working.


Based on some troubles they caused at the end of my training (see below), it looks like that Fly in Spain is not an ATO as the official documents has been signed by a Punitz flight school in Austria.


Airplanes:
My training should have been on two fully IFR equipped C172. The aircrafts were quite old and not well maintained (valid for interior and equipment; outside was ok). There was never (during 3 months with a break) an aircraft available which had both, precious and non-precious, working nav. instruments on board. Any escalation from the teacher and me to the head of back office and to the CEO did not change it (again, the promised it, but it has not been fixed). This is definitely also an issue, when you have the IFR exam flight, with no ADF on board and the airport DME has an outage (my experience…)


Teachers / training:
I saw 4 teachers from Germany, Spain and England, one was an IFR examiner. The two I had, were nice and very competent.


I got a private ground and flight training, both with good inctructions leading to an early success / practial exam. Afterwards, I had to pass an IFR voice exam in Switerzland (also EASA) and realised that the short radio instruction with Jerez and Sevilla was never enough for general IFR flights. So, I had to pay a lot for an additional voice course in Switzerland.


Services:
Good news was that they accepted a testimonial of my german CATS theory (they use the UK one), but I had to pay a 3 figures ‘admin fee’. They were also very flexible with the immediate start date of my training.


You have to pay a part in advance and will get the same day a reminder from the CEO or teacher if you have a negative balance. So, you might consider first a bank transfer to avoid the credit card charges.


After I passed the exam, they did not send my documents to me or to the government. Several request to the head of back office and CEO were not answered. After two months and an additional escalation, the found the document at Punitz flight school in Austra. Afterwards, they sent it to a location in SWEDEN instead of Switzerland. Again, no response from the head of back office or from the CEO after my request to fix it . Finally, I got the documents after 3 months and 'of course', the document were not complete…..


Summary of my experience :
It might be a cheap training and you will get professional instructors. However, do not expect well maintained aircrafts or ground equipment and definitely not any services you would expect as an customer who just has spent 10'000 Euros.


Roland

What About Food and the duration of the course
 

You said ....

[I took 60 hours in total, altogether with accommodation I would say I was 13.000 €. Rental car was cheap, around 4 €/day.]

Which is great ...

What About Food and the duration of the course ? any advise

Nobody eats in the airport cafe, it's expensive and crap. There is a Spanish restaurant next to the airport called avenge that does a three course Spanish lunch for €8 including drinks. You can also get a swipe card from FTE next door to use their restaurant which does a fixed all you can eat menu for €5. I usually eat there as the food as great and it's 20yards from the school.

Duration of any course is down to the performance of the student.

The fleet is slowly being upgraded and there are two new glass cockpit 172 due for delivery shortly. The sim is now fixed.

With reference to Roland's comment about communications, it's the students responsibility to hold a minimum of ICAO level 4 aviation English. It is not the responsibility of the school to train you in this. When you do the theory exams you do a comma exam as well, when we do practical training you are expected to apply this. If you don't speak good enough English to understand the radio and apply the comms procedures you learnt as part of your theory then expect to do additional training.

Hello - thinking of attempting to complete my PPL this spring by doing an intensive course at FIS. Currently holding just over 10 hours. I've got a few questions and would really appreciate the feedback!
1. I was advised by the school that if I focused on building my hours only, it would take up to 3 weeks to complete. However 35 hours over, say, 15 working days means as little as 2 and a bit hours of flying a day which doesn't seem very much? Would it be possible to shorten this to 2 weeks? Do you also do lessons at weekends?
2. If I book myself in for 35 hours, and full written 9 exams, but log more hours/ complete several exams before I go, do I still have to pay what I have/will not use?

Thanks a lot! R

Rachel, you may think that 2+ hours a day flight training is not much, but believe me, in a high stress situation such as aviation training, it is mentally very tiring. Put this together with the study time you would need for your exams, you will be amazed at how draining this can be. You are also assuming that you will have flying weather every day, and this certainly isn't guaranteed. The USA flight school I attended did claim to have one student complete the PPL in three weeks. I decided to do an extra week, and I'm glad I did, as I only just managed to complete my check flight the day before I left.


I speak from experience, as someone who went to Florida to do my PPL. However, I did 5 hours training in the UK before I left, and I also completed about 75% of the exams beforehand (something I would recommend as almost essential). You should also consider additional training back in the UK, once you get your PPL (as I did), as you should consider the piece of paper as a license to continue learning as I am sure you will. The thing you miss out on with an intensive course is the incidental experiences you collect along the way of a more traditional approach of learning over months/years. You have to collect these after your PPL, rather than during, but they should not be under estimated (hence the continuation training or hour building flying I recommend)


Having said that, it is great fun to do an intensive training course away from home, a real adventure. I loved every minute of it, and consider it one of the great experiences of my life. I would thoroughly recommend it, as long as you go into it with your eyes open, and accept it for what it is. I did it this way as I couldn't afford to give my weekends up over months/years, and did it abroad so I would have a better chance of favourable weather in the short time available, than I would have in the UK.


I did a blog of my training, mainly for my family at home, but you might find some of it interesting and relevant to what you should expect.


Florida Blog

I did my PPL at FIS in April - May 2015. I started from scratch and just completed in four weeks. It really was pushing it though, and I would have been much less stressed if I had given myself six weeks, but my window was really limited. I took my last skills test on the afternoon before my flight home.

Like others, there are times when you cannot fly even once a day because of the weather. These days are infrequent, but you only need two or three with a tight two flight a day schedule to get behind. Similarly, one instructor became ill for a couple of days and another went home for a short break which left the school very short.

When I went to the manager / coordinator and explained that I was falling well behind in hours they were very helpful and worked hard at getting me up as much as possible. I am not sure how many instructors they have now as some of the ones there during my time transferred to the FTE outfit.

You will not be charged for hours you don't use, although you have to keep your flying account in credit. They do fly on Saturdays and can train on Sundays as well if necessary.

When I came home with my licence, I undertook further training to gain confidence in the different conditions. R/T discipline is also tighter over here, but that shouldn't be a problem if you have been flying in the UK and have already taken the exam (I took mine immediately on my return home).

Rachel
I don't post here very often and have not done any training outside the UK.
I would suggest to you that you will find a PPL training course in any country demanding. If you can get the standard you want outside the UK, at a cost that you can afford, do so by all means.
But remember that you will be flying in the UK (I assume).
The weather is unique and flying in the south of England is also very challenging with interesting airspace to say the least.
You will need some sort of training when you return to the UK. I would hate for you to become a statistic.
I hope you enjoy the course, it will be hard work.
Mike

I agree with the view that one should also consider doing their training in the country they'd be flying. Weather puts off too many prospective students who tend to look at Spain and the US. The weather for flying could be restrictive even in Spain. There are factors that new students don't know or consider, e.g. wind, cloud ceiling, aircrafts' condition etc.

FIS seems to have good reputation. I'd only suggest to book your calendar only a few days in advance when you have some idea about the weather.

If possible, take all your exams before you start flying. It is not relaxing when you need to go home to the books after 2-3 hours flying.

Rachell, it sounds like FIS offer the same facility I enjoyed from my Florida school, so I recommend you take advantage of it, you'll be glad you did.
Best of luck with your training.

I am looking at booking my ppl at FIS this March. I have been sent a booking form by the FIS team asking for around 16% holding deposit plus 5,000 euros to be paid on or before arrival. From what I have read else where this is not standard. A holding deposit of 10% is typical, from there I should only expect to keep a positive balance in a flying account. I am a bit put off by the 5,000 euro curve ball.

Any advice from others who have flown at FIS and thier payment structure would be very much appreciated.

Just a quick question, does this school do the full theory training/exams as well as the flight time?

I don't learn well with distance learning and I'm looking for a PPL school that will do the theory side of things aswell to give myself the best chance of passing.


Tried speaking to FIS over e-mail but their replies were not consistent, sometimes had to send an e-mail a few times to get a response, and the english response wasn't easy to understand. Not their fault as I assume spanish PoC and English isn't their first language.

lapdog.


Over the years many students have lost their funds when flying schools have gone under, a search of these forums will give tales of woe. The general concensus has always been to pay as you go with any up-front payments made by credit card (for your own protection).

Hello Bmarks930

when I had my training at FIS (2014) they offered the full theory ground training. It depended on the student how many hours ground training he wanted/needed.

But better get this confirmed by them directly, even if it takes some patience sometimes.

Concerning earlier posts whether to do training in the home country or somewhere else, here's my experience.

I trained in Spain, CTR-experience was good, I would not have gotten this experience at schools at smaller airfields.
When I came to my home country with my fresh license, I took several hours with a local FI. Things were a bit different, but not too different. Basically, getting used to short runways, grass fields, local language (and dialect ;-) on the radio.

FIS first contact.
 

Yesterday (12 APR 2017) I contacted FIS by e-mail for the first time. I am looking for flight training for a PPL (and then probably CPL) for my youngest and might want to train for a PPL myself. Every day that I am researching all this the 'might' gets closer to 'probably will' to a point where I started to do some planning.

I had contact with Hans at FIS by e-mail and got a very fast reply to my questions. I ordered the "Kit 1 - Flight Training" package to start intensive preparations for my youngest. At young age becomming a pilot might be a pipe-dream so I want to see effort and awareness that getting a PPL/CPL is about studying, passing exams, training, failing, perseverance, mastering English, being responsible etc and not just a pleasure ride (in which case a LAPL and flying ULM in clear weather conditions is more then sufficient IMO) before I spend 15K/25K Euro pp (all in) for a initial PPL knowing it will cost more behind that initial PPL later.

I received filled in order forms and clear instruction from Hans (FIS). My order was placed with FIS the same day. As the world of aviation is new to me I didn't know FIS and was under the impression that everybody at some stage went to the US. Apparently that is more so for the heavier work such as ATPL licenses.

However, I found this board an red all the comments. My main concern before ordering and providing credit card info was making sure FIS wasn't a scam. So I found them on Google Maps, in testimonials, checked out the phone numbers, certification claims, etc. So now I am at ease. Call me an internet paranoid :)

My incentive for looking at FIS was not so much the price, although further research showed me they have very competitive pricing. So here is my impression AS A NEWBIE after my internet research on the subject and reading all of the comments about FIS.

- Weather. Yes Spain will have bad weather too but I approach this statistically and not based one or more individual experiences. Nobody can deny that in the South of Spain your chances of good weather are much higher then in the channel region (South UK,North of France, Belgium, Netherlands, ..., etc). All, non aviation related, weather statistics show that. So I feel for those of you that had bad luck with the weather when at FIS but I cannot hold that against FIS, can I?

- Experience in bad weather conditions is needed. OK, I agree because even a newbie like me can understand that. But if one has a PPL what keeps that person from taking some extra flying lessons in those geographic ares where he will fly most or of which he wants to master the weather conditions better? First I want a GOOD PATH towards a PPL/CPL then we will deal with more specific needs because without PPL/CPL there isn't even any need to become more specific IMO. I am a first-things-first man.

- Instructors get sick and then you must wait because FIS hasn't sufficient instructors. Hmmm! FIS has a 4 weeks PPL program I saw, but nobody keeps you from spreading it over 6 or more weeks or cut it in multiple visits. Running a tight schedule will increase your risk of getting behind but it is an educated decision you that you make. Furthermore I never read about the student getting sick, I figure that happens too? Business people involved in project planning know you need to build in margins and I guess that is not different when you plan a training scheduled that includes a number of elements that are not under your control such as illness, whether and equipment availability. Maybe that is a to pragmatic approach in aviation I don't know but I am sure someone will point that out then.

- About other schools. The need for good instructors seems to be high and most schools have the same problem. Sick, late or even no show instructors, no replacements and students that needs a lot of patience is what I seem to understand. And there are for sure some excellent ones that anticipate everything that can go wrong but very often that comes at a price. In my case I would have to look from the North of France to the West of The Netherlands and in the end how do you really know where the good ones are. So a longer somewhat short stay in Spain sounds more practical then driving 200 km to and from a good aviation training school with a possible stressful training flight in between.

- The simulator at FIS doesn't work. OK that I have to accept because it was confirmed indirectly by a poster of FIS saying it was fixed. I figure that if these things are discussed online management of a flying school starts working at it because specifically in the FIS training offer, where people go to Spain, you cannot easily say come back next month. I also think that where there is technology there is failure, interruption for maintenance, repair contracts, etc. So expecting no failures is not realistic, yet expecting a decent repair time is, IMO although I have no idea how things go in the simulator repair business, a normal expectation.

- FIS has plains/at least one plain with motor failures. This generalisation was illustrated by ONE example and contested as being a pilot error. Hard to say but I figure that if this would really be an ongoing problem and given the fact that apparently quite some people pass at FIS this board would be filled with complains about that which it clearly isn't. So I am going to ignore that the more that FIS seems to have two new Cessna's now with glass cockpit (although I have no clue why the glass cockpit is important).

- Flying in Spain isn't good for our own schools (in our countries). Sorry but the internet shops aren't good for our own stores and apparently, while this is economically a bigger problem, nobody seem to care. I actually say that the FIS formula keeps local schools from MILKING candidate pilots as they show it can be done way more economically elsewhere. In my book competition, if quality is maintained, is good.

- From all comments I can at least draw one conclusion based on an apparent consensus of posters on this board: FIS has excellent instructors.
And isn't it that what we all look for? So training for engine failure up to the wheels on the ground seems to me, again a newbie, what you would want to master as part of a basic PPL. You train for the problem situations not for leisure landscape watching. Assuming that you will always be able to restart the engine doesn't sound like a realistic expectations even while engine failures that are due to a defect are very rare (statistically) compared to engine failures that are due to bad mix regulation, forgetting to switch gas tanks, etc which are all pilot errors that you can correct if you are well trained (you see I did some newbie home work :). If you cannot restart the engine THEN, under stress, calculating your potential gliding distance, finding an airfield or a spot to land on, communicating, etc that is why I would want to train for and I understand that at FIS that is exactly what they do.

The above is a PERSONAL OPINION and I have NEVER set foot at FIS and never had any PL training. This below is how I (we - my youngest and probably me) plan to go about it. I'dd enjoy comments if someone has improvements or sees unrealistic approaches in what I planned.

- I ordered the "Kit 1 Pilot Training" from FIS (I expect it within 10 days as advertised) and I will use book # 7 (Communications) to prepare for the RT part of the EPL. We will practice with the questions from the applicable 9 FIS
test question books to prepare. (See below why I ordered the complete Kit).

- We will enlist in a local Aviation Club and get access to local teachers to dry run the above RT without having to go to Spain. Knowledge from a book is different from what people with experience tell you.

- Additionally lift the level of English. That will be less needed for me as I work in English daily but the English of students coming out of high school with English as the 3rd language (Belgium) can be improved. I will first take the EPL in a certified exam centre and will aim for level 6 and will then have an idea of the expectations. I had military radio procedure training when I was in military service so I figure getting used to the Aviation RT format and vocabulary, the accents and poor radio quality conditions in noisy cockpits shouldn't be a big problem. I will then adjust the English training of my youngest where needed. I know they record (video+sound) the EPL exam and it would be nice if one gets a copy :) to show how it works. I am aware of the certification needs of the exam centre in order to have a valid EPL certificate that can be transcribed on a PPL/CPL of any EASA member country.

- I will get a class 2 medical certificate (I would do PPL but not CPL) and my youngest a class 1 because if later a CPL is the goal then I want to be sure upfront we do not detect a major medical complication at that point. I want to know it UP-FRONT because without class 1 medical a CPL is not a possibility. If however a medical situation submerges later then that is an acceptable risk one needs to take. I do the medical in second place mainly to avoid surprises in the future and I do it after the English test because without that learning to fly, IMO, is to limited (maybe gliding).

- I will then start using the other books of the Kit 1 from FIS and their questions books to reach a decent level of knowledge, see some perseverance and continued interest and see if it becomes clear that flying isn't just sitting in a plane and looking at the landscape to impress your friends (young people will be young people) before I start really spending money.

- At the same time, and to prevent that the theory presented in a dry book form without any practice would cause a to high threshold, we will use x-plain version 11 with Cessna 172 to learn the instruments, basic vocabulary and PLAY TRAIN some and get a BEGINNING of an idea of what to expect when one steps into a Cessna 172 for the first time. Call it amatory familiarisation.

- Next, after the self-study and the x-plane simulator, I plan to schedule in the 100 Hours of required ground training at FIS and take all 9 theoretical exams if I see that the level of answering of the test questions in the FIS question books is sufficient. I am not a fan of PPL/CPL exams in the local language because all aviation manuals, the flight control language and other communication, books and internet information are all, at least, available in English. Even ATC in Belgium is in English and not accessible in the local language as I found out. So I see passing the written theoretical exam in English as an added value if one would go behind a PPL or in type ratings where I suppose air plain specific documentation and training would be mainly in English. It also keeps MUCH MORE future training options open if for instance some continuation in the US would be needed (e.g. certain type training for type ratings).

- Next the practical training. I believe in 'total submersion". Students have summer holidays and going to Spain for two mounts with the family (renting a house or apartment and going there by car) sounds like a plan that everyone will like. So we take flight training and the others have holidays and provide practical support (meals, shopping, etc). In about 60 days one should be able to complete at least 45 flying hours each and there would be room for some extra hours (ah, the weather in Spain, sick instructors, the others wanting to visit Cadiz and Seville, can we have a party dad, etc :). And we would take the 9 practical exams as well.

- Then, supposing we pass, I get the PPL, transcription of the EPL etc on the licences and then take some local lessons to fly in the channel region weather conditions (North Sea) and start building up some flying hours and experience.

- After that we plan for a CPL and for me only extra ratings as needed (e.g. NVRF, full IR-HPA, complex, Mountains, etc according to what I need when I need it or what I would like to do without needing it) which should allow me to fly non-commercial in most of Western-Europe. We'll see from there if we ever get there.


What you have read about are the conclusions a newbie came to when rationally evaluating all the information available on the internet and without being in the realm of pilots and aviation. One needs to start somewhere. Except for the fact that everyone knows that pilot licenses are not distributed in Santa packages and that it will take effort, will be hard and test ones character by moments, I wonder if the above plan makes sense or if it is completely idiotic given the way contemporary pilot training works.

Thank you all for reading.

Good luck to you both. I think you have covered everything!!!
With that approach, I would hope you will not be disappointed, and will achieve your goals.
I certainly did - and enjoyed my time with FIS

I did my FAA PPL to EASA Conversion at FIS. Having gone through the mill at Vero Beach and experienced the organised rip off , i arrived at FIS being a little worried. To be honest i really liked my time at Jerez, the people are so helpful, understanding, patient and work damn hard.
In terms of money, FIS is totally transparent , they quoted as per the web site , they validated all my hours before i arrived and at no point did i get surprised. Given my experience at Vero Beach where i had to wear a uniform! Yes - 59 years old just trying to live my dream , surprise charges for all sorts of handbooks, over billing of training hours - you name it , I was totally satisfied in attending FIS . (Note i attended in March/ April 2015)
Funny some of the comments but i found the school to friendly , informal , easy to get on with everyone and yet totally organised as it should be .

PPL done at FIS 2017
 

Hi
I just wanted to relate my overall good experience with FIS. Not having flown for 35 years on my FAA CPL I picked up flight training again in 2015, one yesr before my retirement at age 60. It was reactivated with a flight review in 2016.I attempted to convert it to an EASA PPL but needed some additional training which turned out sporadic mainly due to bad weather and aircraft being intensively booked. In spring this year I finally decided to give it a try with FIS hoping to get ready for the PPL skill test within a reasonable period. I must say it was a full success. I had given myself two weeks from arriving to departing Jerez and it was done within that time frame with intensive flight traing despite a few days of marginal weather. I can confirm an earlier report in this forum about the training emphasis on safety and emergency situations, stall recoveries and engine-out procedures. Staff were very helpful especially two gentlemen I must mention, one being Bredin Harding who did all the arrangements to make it work and the other one my instructor Nick Davies who is an intuitive teacher with just the right feeling to give you the confidence you need to make you a better pilot.
I might actually repeat the experience for my CBIR this year. If I do, stay tuned for another report.

Just a quick throw in since I dont want to start another thread but does anybody have experience with one air flight school in Malaga, spain

Hey, did you still get into the 0 to ATPL program? i am actually thinking about it.is the 9-12months realistic?

Fly in spain- Jerez Email
 

Hello all,

thought i would add to this thread instead of starting a new one. Has anyone recently done a PPL with fly in Spain- Jerez? I have contacted them a few times over email and have received no response and i can see from social media they do not allow a messaging function.

Can anyone tell me the price they charge for a PPL(A) including ground school?

Nord

Did my PPL training there between feb and may 2018. Quite good experience. Very friendly people, professional instructors.

Unfortunately, the weather was fairly bad in march/april with quite a number of days of no flying which made it difficult for the office management to get everybody through in the scheduled time. Moreover, it seemed that they had a shortage of instructors during that time. I had to extend my stay by at least 2 weeks due to the weather situation.

Most of the a/c are C172. One of them was with glasscockpit. Two or three C150, one Archer, one Cherokee arrow, and a Seneca for ME.

I paid 196 Euro/h for an hour with a C172 with instructor. Landing fee at Jerez is 12,50 Euro which would make TnG's a quite expensive thing, especially if you need more training on that. Consequently, the school also makes use of a smaller uncontrolled field in the vinicity of Jerez for landing training.

Groundschool can be done online (CATS 3.0 WBT). I did all theory exams incl. RT and LPE down there in Jerez and finally ended up with an UK EASA licence.
I don't know which impact Brexit might have for them as an UK ATO but as far as I know they have an Austrian ATO registration as well.
More detailed information via PM

care to tell us which one or where that is?

I got in touch with them
 

Sorry, it is Tebujena (LETJ)

Dankuwel! :)

Written exams 65 Euro each
Skills test 300 Euro + a/c rent
R/T with LPE 100 Euro

Other then PPl
 

Hi there, I'm interested in the school too, I would like to know if someone had a different experience from the PPL, like IR or MEP?
thanks.

ground exams
 

hiya;

Could anyone pls help me.
I started my PPL training in the UK, however due to this "unfortunate" summer weather things become very slow and I decided to complete the rest of the training in Spain.

Is it possible to transfer my hours already flown (~10) and the ground exams I already completed (9) to the new training organization?

ta

If someone within EU tells you not possible to transfer the theory credit then throw him through the propeller ! [Joke]

Totally doable, if else EASA is useless. I did it personally in Hungary so i know what am talking about. However your ten hours i doubt they will let you forward it. The best game they can play with you is tell you yes and later on telling you this and that is not good enough and we need to work on it. I've been in the cave, i know the game. By the way i won a 100CHF bet from a guy i met in HU who is a Romanian living in Ireland, same story and i predicted the outcome.

Some schools can be upfront and tell you they want you to buy 10 hours solo with them if you already hold 10 hours of instruction from britain. But schools are ran by businessmen, and some of them are pitiless morrons, my advice to you would to restart the training in whole with them and finish it quicker you can.

And yeah, hungary was a bad option in my p.o.v, so stick to that side of the world where you're heading.

i hope my failures can be useful experiences to learn from for you.

Regards,

Jason.

Hi Jason;

Thanks for sharing your experiences. Great to hear, that at least my ground exams will be accepted, so I can dedicate my time to fly.
Tbh, I am not that worried about the hours I already completed and I wouldn't really mind buying "extra" solo hours in exchange. If possible, I would like to avoid some of those "effect of controls", or "straight and level" lessons though, but I'll take your advice and just start from fresh and get it done.

Sorry to hear about your mishaps in Hungary, may I ask what went wrong?

cheers