IR training at Stapleford flight centre
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IR training at Stapleford flight centre
As a new poster to pprune I am currently in the process of looking at training schools for the CPL and IR modules having recently completed the ATPL writtens.
Having visited stapleford the facilities seem good and the people very friendly. I get the impression that the CPL training is of a good standard from what I have seen and read.
I am looking for feedback/opinions on the quality of the IR
training provided at stapleford and whether having to reposition to Cranfield for the test raises any major issues.
Many thanks
Having visited stapleford the facilities seem good and the people very friendly. I get the impression that the CPL training is of a good standard from what I have seen and read.
I am looking for feedback/opinions on the quality of the IR
training provided at stapleford and whether having to reposition to Cranfield for the test raises any major issues.
Many thanks
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Stapleford Flight Centre
Hi there,
Just finished my CPL wit SFC and can't reccomend them highly enough.
I found the whole operation to be very professional and the instructors teach to a very high standard to make you a very profficient pilot. (believe me i needed a push in this area!!)
However passed first time last week (25 hours) and just taking a week off now before starting the IR with them so cant help you in terms of the IR.
If you need any more info just shout
ps where did you do the ATPL's?
Ben
Just finished my CPL wit SFC and can't reccomend them highly enough.
I found the whole operation to be very professional and the instructors teach to a very high standard to make you a very profficient pilot. (believe me i needed a push in this area!!)
However passed first time last week (25 hours) and just taking a week off now before starting the IR with them so cant help you in terms of the IR.
If you need any more info just shout
ps where did you do the ATPL's?
Ben
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Hi,
I'm starting my CPL at Stapleford (and will be completing my IR there as well) on June 27th. I know two guys who have previously trained there and tey found airline jobs almost immediately. The school has a very good reputation, and knowing people who have attended there certainly helped me make up my mind.
Additionally, a friend who also reads this forum recently completed his CPL at Stapleford (He's doing the IR later in the year) and he passes first time. He also spoke very highly of the school, the instructors and support staff.
Hope this helps
I'm starting my CPL at Stapleford (and will be completing my IR there as well) on June 27th. I know two guys who have previously trained there and tey found airline jobs almost immediately. The school has a very good reputation, and knowing people who have attended there certainly helped me make up my mind.
Additionally, a friend who also reads this forum recently completed his CPL at Stapleford (He's doing the IR later in the year) and he passes first time. He also spoke very highly of the school, the instructors and support staff.
Hope this helps
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Hi,
I visited Stapleford a few weeks ago, thinking of starting a modular course with them.
The seemed very helpful & friendly.
Told me the Diamond Twin Star would be arriving in July.
I visited Stapleford a few weeks ago, thinking of starting a modular course with them.
The seemed very helpful & friendly.
Told me the Diamond Twin Star would be arriving in July.
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I'm gonna e-mail them myself but if anyone can tell me bout the conversion procedure after doing the Multi-IR on the Twin Star, it'd be much appreciated......sweet jesus I love that plane.... 
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Just completed my IR there. (Also did CPL last year)
I do indeed recommend Stapleford.
Pros:
Reasonable priced hourly costs.
No landing fees at Stapleford itself.
Good instruction and very flexible.
Cons:
Approaches done at Southend (10-15min flight away and not used on test - personally I think this makes you a more versitile pilot in the long run).
Test conducted at Cranfield (30-40 min flight away means you incur costs getting there and back)
Overall, the Pro's definately outway the cons.
I do indeed recommend Stapleford.
Pros:
Reasonable priced hourly costs.
No landing fees at Stapleford itself.
Good instruction and very flexible.
Cons:
Approaches done at Southend (10-15min flight away and not used on test - personally I think this makes you a more versitile pilot in the long run).
Test conducted at Cranfield (30-40 min flight away means you incur costs getting there and back)
Overall, the Pro's definately outway the cons.
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IMHO the diamond won't be a great starting point for doing an ir.Most people in the know seem to agree that the slower the a/c the better to give u more thinking time.I dont know the figures involved but im sure that the diamond is significantly faster than the seneca 1s that stapleford use!
Another point worth considering is the fact that instructors/examiners all know the piper fleet like the back of the hands and a fancy looking glass cockpit and totally different flying charcteristics will put even the experts on a steep learning curve for a while at least.
As i said just my humble opinion!
Ps Yes stapleford is a great place to learn!
PP
Another point worth considering is the fact that instructors/examiners all know the piper fleet like the back of the hands and a fancy looking glass cockpit and totally different flying charcteristics will put even the experts on a steep learning curve for a while at least.
As i said just my humble opinion!
Ps Yes stapleford is a great place to learn!
PP
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I've only started researching the Twin Star for training purposes since yesterday. On airliners.net there's a pick with it kitted out with the "standard" dial cockpit. The G1000 is optional and more aimed at the business end of things I think.
It's more the single lever engine controls that the CAA et al don't seem to like...and you can see their point.
I'm at PTC, Ireland and they have one Seminole with another on the way in September. The TwinStar has a cruise of 180kt which is a tad faster than a Seneca or Seminole but it's still aimed at the training market...and if you can handle doing a hold at 140 kts, you can do it at 180!
It's more the single lever engine controls that the CAA et al don't seem to like...and you can see their point.
I'm at PTC, Ireland and they have one Seminole with another on the way in September. The TwinStar has a cruise of 180kt which is a tad faster than a Seneca or Seminole but it's still aimed at the training market...and if you can handle doing a hold at 140 kts, you can do it at 180!
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Hi
Ben, I did my ATPLs through Bristol. Good to get more information
about the quality of CPL training at stapleford.
GoldenMonkey, it's good to hear more positive feedback about SFC
I would be interested to know what routes tend to be covered in
the aircraft.
How much time did you spend doing approaches at Southend and how much if any on the approaches at likely test airfields?
Did you get the opportunity to visit Cranfield at all prior to
going for test?
Do the instructors give any flexibility in terms of routes
flown in the aircraft?
I assume the possible test routes are covered thoroughly in the sim.
Simon_Sez
My understanding (which may be incorrect) is that if you do the mep and multi ir on the twin star then you would need differences training to fly multi's with both prop and throttle levers.
Many thanks
Ben, I did my ATPLs through Bristol. Good to get more information
about the quality of CPL training at stapleford.
GoldenMonkey, it's good to hear more positive feedback about SFC
I would be interested to know what routes tend to be covered in
the aircraft.
How much time did you spend doing approaches at Southend and how much if any on the approaches at likely test airfields?
Did you get the opportunity to visit Cranfield at all prior to
going for test?
Do the instructors give any flexibility in terms of routes
flown in the aircraft?
I assume the possible test routes are covered thoroughly in the sim.
Simon_Sez
My understanding (which may be incorrect) is that if you do the mep and multi ir on the twin star then you would need differences training to fly multi's with both prop and throttle levers.
Many thanks
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I completed my CPL/IR with them late last year. Excellent school with great instructors. Try and get Jonathan Said for your CPL.......... by far and away the best instructor I've ever met.... oh, and try not to get Colin D for your 170A flights.......... by far and away the hardest man to please I've ever met (just kidding, he's a pussy cat really).
I never flew any of the test routes for practice or went to Cranfield (except in the sim of course) before the test as there really is no need at all, though I understand that some more recent students there have practiced a few of the routes in the aircraft.
I never flew any of the test routes for practice or went to Cranfield (except in the sim of course) before the test as there really is no need at all, though I understand that some more recent students there have practiced a few of the routes in the aircraft.
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SFC CPL
Gator 32;
Took two and a half weeks to complete the cpl but i was very lucky with the weather managed two flights a day for the first week!
I had Anabel Winter as my instructor and was very happy with the instruction, she is herself an authorised caa examiner and as such knows exactly what the examiner will be looking for on the test.
Ben.
Took two and a half weeks to complete the cpl but i was very lucky with the weather managed two flights a day for the first week!
I had Anabel Winter as my instructor and was very happy with the instruction, she is herself an authorised caa examiner and as such knows exactly what the examiner will be looking for on the test.
Ben.
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Just got an e-mail from them in regards to differences training and apparently all you need is 1 hour on the Seneca after the CPL & Multi-IR on the Twin Star...this is sounding beter and better....
However, I'd safely say more than one hour is REALLY required...depending on individual etc....
However, I'd safely say more than one hour is REALLY required...depending on individual etc....
