Atlantic Flight Training
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Has anyone trained or heard about coventry(Altantic flight training)
Has anyone trained or heard about coventry(Altantic flight training), if so can you message me with some details. Cheers
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Well im about to finish my PPL but would like to do the rest of my training as an intergrated course there. Could you tell me what it is like there? Is all the training done in England?
Last edited by martyn_1985; 31st Jan 2007 at 22:18. Reason: add more info
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AFT are modular throughout, but you can consecutively do the courses back-to-back.
AFT are under new ownership and have just moved into a new building, increasing thier facilty size by quite a lot. Very much on the up at the moment with a modern fleet of Diamonds.
Phone or email Lori (dets on flyaft.com). Arrange to see the CGI if you can as the first thing you will need to do is the ATPL theory.
AFT are under new ownership and have just moved into a new building, increasing thier facilty size by quite a lot. Very much on the up at the moment with a modern fleet of Diamonds.
Phone or email Lori (dets on flyaft.com). Arrange to see the CGI if you can as the first thing you will need to do is the ATPL theory.
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Well, I'm impressed ..
A mate of mine is a Commercial instructor there and, having some time to spare, I visited a couple of weeks ago. I observed some sim training and was seriously impressed by the new kit, in particular the new DA42 simulator which is state of the art and seemed totally robust, in comparison with the flaky old FNPT2s and all the associated time-consuming resets/reboots I had to endure during my own integrated training.
As a ppl instructor myself, flying A320s for a living I've been giving the whole G1000 glass cockpit thing a bit of thought .. well I'm half way through the groundschool, anyway :-) .. and I think it is a very positive development in commercial training.
Understanding the very comprehensive systems (the manuals are almost the size of Airbus' FCOM4) and the software's functionality in some detail - including how to use the "other pilot" (automatics) sensibly and efficiently to manage workload are key skills that can be more readily developed. These skills are not dissimilar to those developed during MCC/jet orientation and key components of a type rating course on a larger multi-crew EFIS type. It gets you into thinking how best to get the aircraft to do what you want it to do, and checking very carefully that the result is as expected .. by looking for annunciators, mode selections, colours denoting armed and active modes, and those sorts of things.
Sure all these systems are an unnecessary distraction in teaching basic multi-engine handling, but flown manually it is just like any other aircraft and for the CPL and in particular the instrument training the new-format instrumentation must ease the transition to MCC and turboprop/jet orientation just by getting the student to think about and practice operating an aircraft in this way.
Clearly the significant capital investment made in efficient new aircraft and facilities tells you something about their commitment to professional commerical training, as well as keeping down operating costs.
I'll probably pitch up there to renew my single pilot ratings next time around, not least because the pricing seems sensible and also to complete differences training and get checked out on the G1000 flight deck while I am at it.
Do the whole lot in one place and there is really very little difference between modular and integrated routes, other than the fact that your learning curve during hour building *might* not have been as steep as it could have been !
As ever just my thoughts. All good stuff ..
As a ppl instructor myself, flying A320s for a living I've been giving the whole G1000 glass cockpit thing a bit of thought .. well I'm half way through the groundschool, anyway :-) .. and I think it is a very positive development in commercial training.
Understanding the very comprehensive systems (the manuals are almost the size of Airbus' FCOM4) and the software's functionality in some detail - including how to use the "other pilot" (automatics) sensibly and efficiently to manage workload are key skills that can be more readily developed. These skills are not dissimilar to those developed during MCC/jet orientation and key components of a type rating course on a larger multi-crew EFIS type. It gets you into thinking how best to get the aircraft to do what you want it to do, and checking very carefully that the result is as expected .. by looking for annunciators, mode selections, colours denoting armed and active modes, and those sorts of things.
Sure all these systems are an unnecessary distraction in teaching basic multi-engine handling, but flown manually it is just like any other aircraft and for the CPL and in particular the instrument training the new-format instrumentation must ease the transition to MCC and turboprop/jet orientation just by getting the student to think about and practice operating an aircraft in this way.
Clearly the significant capital investment made in efficient new aircraft and facilities tells you something about their commitment to professional commerical training, as well as keeping down operating costs.
I'll probably pitch up there to renew my single pilot ratings next time around, not least because the pricing seems sensible and also to complete differences training and get checked out on the G1000 flight deck while I am at it.
Do the whole lot in one place and there is really very little difference between modular and integrated routes, other than the fact that your learning curve during hour building *might* not have been as steep as it could have been !
As ever just my thoughts. All good stuff ..
Last edited by George Foreman; 1st Feb 2007 at 01:26.
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George,
Your post cuts through a lot of garb said here about the Diamonds and EFIS issue, squishing a few doubting thoughts I have had in my mind about AFT. Thanks for that
The DA42 FNPT2 sims are indeed very good with the latest PC server hardware and wrap-around video screens.
Who's your chum?
Your post cuts through a lot of garb said here about the Diamonds and EFIS issue, squishing a few doubting thoughts I have had in my mind about AFT. Thanks for that
The DA42 FNPT2 sims are indeed very good with the latest PC server hardware and wrap-around video screens.
Who's your chum?
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George
New to this forum and have been recently researching stuff on the DA 40 and 42's on behalf of a friend in UK looking for an fto to obtain JAA ATPL. Coventry appears to have a good record ground school wise but I'm a little sceptical regarding their use of the Diamond aircraft. Your post raises some good issues regarding the use of the Diamond's but having spent several years in the flight training world several years ago (as instructor) the Diamond seems to be more of a benefit to the school than to the career pilot. (Attractive, modern aircraft pull the students in and coupled with what I would assume to be cheaper running costs look great also on the books of the school)I agree with you that the use of the DA a/c will certainly be of good value when it comes to MCC, turbine type training etc but would question the value of a DA to a low hour, fresh out of ground school pilot who is probably going to have get an instructor rating to get a few hours under his/her belt. Furthermore myself and all of my chums plugging the airways today didn't do too badly learning our skills on a/c designed in the 1950's! At present I would have more confidence in a pilot whose skills in instrument flying and handling twins were harnessed in Pipers, Cessna's and Beech's etc than in a Diamond. The EFIS stuff should be done after the basics have been developed on an aircraft where the work load is significantly higher for the student than on say a Diamond. However having been away from the UK for quite some time and admittedly not paying a huge amount of attention to the UK job market I may be underestimating the value of DA's. If a significant proportion of low hour pilots are being picked up by those carriers with the new generation aircraft then I suppose I would advise my friend to take a drive to Coventry.
New to this forum and have been recently researching stuff on the DA 40 and 42's on behalf of a friend in UK looking for an fto to obtain JAA ATPL. Coventry appears to have a good record ground school wise but I'm a little sceptical regarding their use of the Diamond aircraft. Your post raises some good issues regarding the use of the Diamond's but having spent several years in the flight training world several years ago (as instructor) the Diamond seems to be more of a benefit to the school than to the career pilot. (Attractive, modern aircraft pull the students in and coupled with what I would assume to be cheaper running costs look great also on the books of the school)I agree with you that the use of the DA a/c will certainly be of good value when it comes to MCC, turbine type training etc but would question the value of a DA to a low hour, fresh out of ground school pilot who is probably going to have get an instructor rating to get a few hours under his/her belt. Furthermore myself and all of my chums plugging the airways today didn't do too badly learning our skills on a/c designed in the 1950's! At present I would have more confidence in a pilot whose skills in instrument flying and handling twins were harnessed in Pipers, Cessna's and Beech's etc than in a Diamond. The EFIS stuff should be done after the basics have been developed on an aircraft where the work load is significantly higher for the student than on say a Diamond. However having been away from the UK for quite some time and admittedly not paying a huge amount of attention to the UK job market I may be underestimating the value of DA's. If a significant proportion of low hour pilots are being picked up by those carriers with the new generation aircraft then I suppose I would advise my friend to take a drive to Coventry.
Last edited by Adversethought; 3rd Feb 2007 at 11:55.
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Sure the aircraft will have lower operating costs, but they aren't cheap and they need to be financed. Flight training isn't the most lucrative business so I guess these things will need to be worked hard to make them pay! Every business aims to at least break even and pay back it's cost of capital, so if these things do run at a lower cost then that's good for everyone, students included.
Yes at some stage people need to learn about the trusty magneto, mixture controls, RPM levers etc if they are going to teach on or fly those aircraft of course. Plenty more still need to understand the difference between a carburettor and fuel injection as found on most new cessnas etc. these days.
However, there will come a time when maybe people don't need to, as they don't ever fly with the old technology/systems. I'm not sure what the current CAA view is, but I suppose flying the legacy stuff will require some sort of differences training as for VP props/retractable gear/tailwheel/pressurisation etc. I agree any GA/private/air taxi pilots needs to be taught all this and retain currency but many (in Europe) who go directly from flight training to airlines don't bother to maintain their more advanced single pilot GA ratings and so it will never really be an issue!
Likewise I guess that whilst 1950s vintage trainers were good for starting out on clockwork commercial aircraft, I guess in a similar manner the Garmin gear may be more suited to anything after, say, the 737-200 ?
I don't really think it is a big issue any of this, your mate just needs good quality commercial instruction. I posted because my visit to Coventry got me thinking ... after having heard a lot of negatives from various camps about these modern diesels being too easy with their single power lever (like a jet ??) .. sure that may be a consideration, but my post was specifically about the Glass instrumentation, by Garmin 1000 and Avidyne, and my own personal view is that these systems are a big step forward for GA. Used correctly they contribute to greater situational awareness and flight safety, but they are more complex and require the student to invest time and resources to master them. This, together with increased reliance on GPS, is the future, or at least the way forward and so I've concluded that today's students might as well master all this from the outset.
It is personal choice .. other factors such as availability of aircraft (any aircraft!) and continuity of training with good commercial instructors at the right price and in the right place (ie the airport's charges and suitability for efficient training) is more of a consideration I'm sure.
So far as the airlines are concerned, I doubt many of them have any coherent views on the matter, really. As you say the current system has produced generations of competent pilots and I'm sure they aren't going to show any bias over whether you trained on a digital or a gyro-horizon (however tricky some of the latter could be), so long as you can demonstrate that you know how they work! The same goes for instructors I'm sure.
However this new multi-crew licence *is* a significant change, but that is another topic entirely...
Going to sign off on all this now .. best wishes to all in training or making the tricky decision as to where to do it !
Yes at some stage people need to learn about the trusty magneto, mixture controls, RPM levers etc if they are going to teach on or fly those aircraft of course. Plenty more still need to understand the difference between a carburettor and fuel injection as found on most new cessnas etc. these days.
However, there will come a time when maybe people don't need to, as they don't ever fly with the old technology/systems. I'm not sure what the current CAA view is, but I suppose flying the legacy stuff will require some sort of differences training as for VP props/retractable gear/tailwheel/pressurisation etc. I agree any GA/private/air taxi pilots needs to be taught all this and retain currency but many (in Europe) who go directly from flight training to airlines don't bother to maintain their more advanced single pilot GA ratings and so it will never really be an issue!
Likewise I guess that whilst 1950s vintage trainers were good for starting out on clockwork commercial aircraft, I guess in a similar manner the Garmin gear may be more suited to anything after, say, the 737-200 ?
I don't really think it is a big issue any of this, your mate just needs good quality commercial instruction. I posted because my visit to Coventry got me thinking ... after having heard a lot of negatives from various camps about these modern diesels being too easy with their single power lever (like a jet ??) .. sure that may be a consideration, but my post was specifically about the Glass instrumentation, by Garmin 1000 and Avidyne, and my own personal view is that these systems are a big step forward for GA. Used correctly they contribute to greater situational awareness and flight safety, but they are more complex and require the student to invest time and resources to master them. This, together with increased reliance on GPS, is the future, or at least the way forward and so I've concluded that today's students might as well master all this from the outset.
It is personal choice .. other factors such as availability of aircraft (any aircraft!) and continuity of training with good commercial instructors at the right price and in the right place (ie the airport's charges and suitability for efficient training) is more of a consideration I'm sure.
So far as the airlines are concerned, I doubt many of them have any coherent views on the matter, really. As you say the current system has produced generations of competent pilots and I'm sure they aren't going to show any bias over whether you trained on a digital or a gyro-horizon (however tricky some of the latter could be), so long as you can demonstrate that you know how they work! The same goes for instructors I'm sure.
However this new multi-crew licence *is* a significant change, but that is another topic entirely...
Going to sign off on all this now .. best wishes to all in training or making the tricky decision as to where to do it !
Last edited by George Foreman; 5th Feb 2007 at 23:03.
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Thanks Cap'in I guess I'll have to get in touch to see which part of the course (flying experience) is done in Jordon, I can't see anyone wanting to travel to Jordon and back for every bit of hour building.
Cheers, EB
I guess I'll have to get in touch to see which part of the course (flying experience) is done in Jordon, I can't see anyone wanting to travel to Jordon and back for every bit of hour building.Cheers, EB
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Atlantic Flight Training Ltd
Hi,
Has anyone done their ATPL training at Atlantic Flight Training Ltd?
What did you think of the company and training quality?
I understand they have just moved into a brand new building. One thing I am personally looking for whilst looking around for the right college is a FTO that has top notch training facilities, a modern fleet (DA42) and an excellent reputation, does Atlantic fit this?
I will also be considering them for Groundschool material, alongside Bristol or Oxford but I doubt I will do hour building there - IR and CPL, quite possibly.
I'm also trying to find out if many of their students are successful in finding work with the airlines?
Thanks!
Has anyone done their ATPL training at Atlantic Flight Training Ltd?
What did you think of the company and training quality?
I understand they have just moved into a brand new building. One thing I am personally looking for whilst looking around for the right college is a FTO that has top notch training facilities, a modern fleet (DA42) and an excellent reputation, does Atlantic fit this?
I will also be considering them for Groundschool material, alongside Bristol or Oxford but I doubt I will do hour building there - IR and CPL, quite possibly.
I'm also trying to find out if many of their students are successful in finding work with the airlines?
Thanks!
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They have had some organisational issues recently, I feel to do with trying to expand the business too fast. Remember to ask how often they run the course slots and how many students per instructor (and if that is a dedicated to student, or average figure).
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Search FTW!
http://www.pprune.org/forums/showthread.php?t=107134
http://www.pprune.org/forums/showthread.php?t=91208
by the way when you post, pprune does this great job of coupling similar threads in a table below your post
http://www.pprune.org/forums/showthread.php?t=107134
http://www.pprune.org/forums/showthread.php?t=91208
by the way when you post, pprune does this great job of coupling similar threads in a table below your post
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Hello, I've only just come accross AFT in Coventry and I am especially interested on their 0 to atpl course. I have had a quick read through this thread and overall people seem to be quite happy with the organisation. I would be very interested in talking to some past and present students on the 0 to atpl course, questions such as are the facilities and aircraft mantained well, Is the accomadation just for the atpl part of the course or do you have to source it for yourself? Also does many flying sorties get delayed or stopped due to weather etc. Thanks for your time
Last edited by flyasthesky; 15th Jul 2007 at 18:22.
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Did your research include this thread?
http://www.pprune.org/forums/showthread.php?t=281631
http://www.pprune.org/forums/showthread.php?t=281631
