Hour building ..... What shall I fly???
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Hour building ..... What shall I fly???
I'm going to hour build this summer but don't know whether to stick to what i'm doing at the moment or spread my wings a little (no pun intended).
I want to go on a distance learning course with OATS/Cabair/BAe etc. etc. and need to hour build. I know where you can get C152's for 42 quid an hour in the UK but am wondering whether or not to take it on. Is there any advantage flying, say, Archers and 172's which are going to cost you more to get the magic 150 hours. Do the schools look more favourably on this??? I've got no problem with the 152 but I don't want to fly them for the rest of my life.
Anyone shed any light on this. Cheers
Autofly
[This message has been edited by Autofly (edited 11 February 2001).]
I want to go on a distance learning course with OATS/Cabair/BAe etc. etc. and need to hour build. I know where you can get C152's for 42 quid an hour in the UK but am wondering whether or not to take it on. Is there any advantage flying, say, Archers and 172's which are going to cost you more to get the magic 150 hours. Do the schools look more favourably on this??? I've got no problem with the 152 but I don't want to fly them for the rest of my life.
Anyone shed any light on this. Cheers
Autofly
[This message has been edited by Autofly (edited 11 February 2001).]
Guest
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I say same.
Time is time is time is time, so the objective is to get as many hours as you can with the minimum of expense. Those places trying to sell you on the idea that you need to fly something larger than a 150/152 at this stage are only trying to squeeze more money out of you!
The heavier machines will still be there when you have the required time logged.
Time is time is time is time, so the objective is to get as many hours as you can with the minimum of expense. Those places trying to sell you on the idea that you need to fly something larger than a 150/152 at this stage are only trying to squeeze more money out of you!
The heavier machines will still be there when you have the required time logged.
Guest
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Why not a bit of each???
I agree with the time is time is time....scenario. If you are "TIME building" take a very slow aeroplane and go a long way with it. You'll get time.
Having said that, I would hazard a guess that you will LIKLEY take you commercial course on a Piper...(bet some will scream at that...I did say "likely")...and, personally, I would consider learning the relevant machine at standard PPL flying school prices rather than at commercial school prices - whilst also eating into your course flight time....you can use that time to learn what you need to learn to pass the skill test.
I would be tempted to go get some hours in the 152 - but use the time seriously. If you just want the magic 150 hours then why not get an aerobat and screw around the sky for a few weeks burning holes in your wallet and filling in the log book.
If, however, you wish to pass a commercial skill test then I would contemplate going on long and involved cross country flights...keep altitude to within 50 feet of your own nominated level...keep speed within five knots of your own nominated speed and don't ever let the aircraft go more than five degrees of your calculated heading unless you say, out loud - in advance, that you wish to change the heading to a new figure.
I'd also take the aircraft into the circuit and practice practice practice at nailing the trimming for any nominated speed...preferably the speed nominated by your future training school for the particular phase of flight that you are currently in.
If you cannot maintain the 50', the 5° or the 5 knots...the hours will still go into the logbook towards the 150 you want (or whatever it is) but you should consider the flight a personal fail...and do not book the commercial skill test (yet).
BTW...what is the current cost of doing a commercial ride nowadays? A complex aircraft for two to three hours, maybe plus positioning, maybe plus landing fees, examiner fees, parking fees, day off work....what does it cost to do the skill test?
All above is just my personal opinion...but that is what you asked for (I think).
------------------
Hunting is bad!!
Support the right to arm Bears!!
I agree with the time is time is time....scenario. If you are "TIME building" take a very slow aeroplane and go a long way with it. You'll get time.
Having said that, I would hazard a guess that you will LIKLEY take you commercial course on a Piper...(bet some will scream at that...I did say "likely")...and, personally, I would consider learning the relevant machine at standard PPL flying school prices rather than at commercial school prices - whilst also eating into your course flight time....you can use that time to learn what you need to learn to pass the skill test.
I would be tempted to go get some hours in the 152 - but use the time seriously. If you just want the magic 150 hours then why not get an aerobat and screw around the sky for a few weeks burning holes in your wallet and filling in the log book.
If, however, you wish to pass a commercial skill test then I would contemplate going on long and involved cross country flights...keep altitude to within 50 feet of your own nominated level...keep speed within five knots of your own nominated speed and don't ever let the aircraft go more than five degrees of your calculated heading unless you say, out loud - in advance, that you wish to change the heading to a new figure.
I'd also take the aircraft into the circuit and practice practice practice at nailing the trimming for any nominated speed...preferably the speed nominated by your future training school for the particular phase of flight that you are currently in.
If you cannot maintain the 50', the 5° or the 5 knots...the hours will still go into the logbook towards the 150 you want (or whatever it is) but you should consider the flight a personal fail...and do not book the commercial skill test (yet).
BTW...what is the current cost of doing a commercial ride nowadays? A complex aircraft for two to three hours, maybe plus positioning, maybe plus landing fees, examiner fees, parking fees, day off work....what does it cost to do the skill test?
All above is just my personal opinion...but that is what you asked for (I think).
------------------
Hunting is bad!!
Support the right to arm Bears!!
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Can someone tell me why training on a piper warrior for your ppl cost £xxx per hour (with instructor) and on the same aircraft for a cpl cost about £20 more?? 
sorry for semi hijacking this topic, but the topic kinda came up, and i'm sure someone will know the answer here
[This message has been edited by cortilla (edited 12 February 2001).]
[This message has been edited by cortilla (edited 12 February 2001).]
sorry for semi hijacking this topic, but the topic kinda came up, and i'm sure someone will know the answer here
[This message has been edited by cortilla (edited 12 February 2001).]
[This message has been edited by cortilla (edited 12 February 2001).]
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First point is that the schools don't care tuppence about the aircraft that you've flown in the past. The airlines won't be particularly bothered about which light single you've flown. The only rider to this is that you may wish to fly an aircraft with sufficient kit to become proficient with NDB, VORs, ILS etc.
Second point is that the reason that CPL instruction costs more is that the instructor has spent more money to gain required licences to instruct advanced students. If you'd invested in an MEIR, for example, you'd expect to be paid more than someone who has an FI(R) and nothing more.
Second point is that the reason that CPL instruction costs more is that the instructor has spent more money to gain required licences to instruct advanced students. If you'd invested in an MEIR, for example, you'd expect to be paid more than someone who has an FI(R) and nothing more.
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The main reason that commercial training is more expensive is because the instructors with the right bits of paper to teach to commercial level are in shorter supply than PPL instructors, and usually have enough experience to do other better-paid aviation jobs, so have to be paid a proper salary to retain them.
PPL intructors on the other hand are usually hour-building towards an airline career, and so will instruct for (almost) anything as long as they don't go too hungry.
It's simple market forces. About £12ph of the PPL rates goes to pay for the instructor, who will get a salary in the £6,000 - 9,000 region. About £36ph for a commercial instructor will give a salary of £18,000 - 27,000.
PPL intructors on the other hand are usually hour-building towards an airline career, and so will instruct for (almost) anything as long as they don't go too hungry.
It's simple market forces. About £12ph of the PPL rates goes to pay for the instructor, who will get a salary in the £6,000 - 9,000 region. About £36ph for a commercial instructor will give a salary of £18,000 - 27,000.
Guest
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The best advice is to ring round the schools
Most schools wil1 come to an arrangement with you
If you say I have 6000 pounds to spend on hours building over the next year whats
the rate ?
If you fly during the week or when the aircraft is not being used then its money
in the bank for them and they WILL be interested
If they are not, then get on the blower to the next bloke..
... Use a C-150 its cheapest.
As stated regard every flight as a flight test and measure your performance. Take
an instructor along occasionally for his
view. Dont aimlessley fly round in circles
PLAN challenging xcountry routes and diversions practice ACCURATE flying and GOOD
RT .. DONT waste this time .. many do and regard it as time out - it shoudn't be
If dont come back from early trips knackered
and full of regret about what you did wrong
your not pushing yourself !
Replan and Redo until its perfect
Most schools wil1 come to an arrangement with you
If you say I have 6000 pounds to spend on hours building over the next year whats
the rate ?
If you fly during the week or when the aircraft is not being used then its money
in the bank for them and they WILL be interested
If they are not, then get on the blower to the next bloke..
... Use a C-150 its cheapest.
As stated regard every flight as a flight test and measure your performance. Take
an instructor along occasionally for his
view. Dont aimlessley fly round in circles
PLAN challenging xcountry routes and diversions practice ACCURATE flying and GOOD
RT .. DONT waste this time .. many do and regard it as time out - it shoudn't be
If dont come back from early trips knackered
and full of regret about what you did wrong
your not pushing yourself !
Replan and Redo until its perfect
Guest
Posts: n/a
...Or you could try South Africa where a C152 or a Piper Colt will cost you around 22 Pounds Sterling per hour including fuel and landing fees. For more info contact [email protected] and get out there and do it. Type won't matter if you're heading for sponsorship and your advanced training will polish you up for the skills test. South Africa will give you some good practise at longer navigation excercises with widely spaced nav aids, ie trips to game parks and down to the coast. Just follow the advice earlier in this thread about constantly setting yourself higher standards and you won't go wrong.
Guest
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Just as an add-on to this topic,
Can anyone give me some decent places in Florida to do some hour building?
Looking to do most of my hour building in the UK so I can keep working part-time as well, but want to get off to the states for a couple of weeks, partly as a holiday and to do some flying in a different environment to the UK...
I've already had some suggestions, but if anyone has any experiences with florida hour building, or know of anywhere that's particularly good - I'd be greatful.
Also, places to avoid?
Cheers
D_L
[This message has been edited by Downwind_Left (edited 14 February 2001).]
Can anyone give me some decent places in Florida to do some hour building?
Looking to do most of my hour building in the UK so I can keep working part-time as well, but want to get off to the states for a couple of weeks, partly as a holiday and to do some flying in a different environment to the UK...
I've already had some suggestions, but if anyone has any experiences with florida hour building, or know of anywhere that's particularly good - I'd be greatful.
Also, places to avoid?
Cheers
D_L
[This message has been edited by Downwind_Left (edited 14 February 2001).]
