Flight instructor recommendations?

I have about 90% made up my mind to go ahead and get my private license. This is something I have wanted to do for as long as I can remember, but recently I have really been feeling the urge. I figure now is as good a time as any, and I hate to keep putting it off. It will probably be a while before I start thinking about purchasing an actual plane, but I figure in the meantime I can rent a few different things and see what I like, and also get a better, more educated idea of what to look for and what my "typical mission" will actually turn out to be.

I went by the FBO at one of our local airports and they recommended this guy, just wondering what you guys who have been down this road thought of his teaching methods?

Any tips on what I should specifically ask when I talk with him (aside from basics like price, scheduling, etc)?

http://www.johnpopecfi.com/about-me

 

Good luck with your efforts, it's a great goal to get your private pilots license. Looks like you are in Mississippi, so the winter monhs shouldn't burden your training efforts.
I'd suggest finding an instructor that can commit to several lessons a week. When you are training, repetition is the key. Skills diminish over time. You should plan to immerse yourself into this effort for the cheaperst and most effective results.

As a CFI, I know where instructors tend to "gouge." I've put 7 or 8 students through, and I've never had a student take more than 50 hours. That 60 hour average is a fairly steep number. Also, ask about how they teach ground time. If I had a student that actually studied, I didn't charge for my time. If I was spoon feeding people the info, I'd charge the full rate. I'd get the license first and then get checked out in other airplanes. Don't let the different aircraft overshadow what you are learning while getting your license.

If you are purchasing an airplane, you should look at more modern avionics while training. Get an aircraft with a GPS system, like a Garmin 430 radio stack, or a G1000 system. Rent something that will be applicable to you when you get to the real world of aviation with your own aircraft. but stay away from the high performance aircraft systems until you get your license, like landing gear and constant speed props. Stay away from turbocharging for a while as well. Aircraft turbos are like old school auto turbos, lots of lag and run at full power. Waste gates are operated by oil pressure, not vacuum system like auto as well. They need spool down time after landing. Unlike cars plane engines are designed to work at altitude,giving more power to greater elevations, not for hard accelerations. You are in the flat lands as well, you wont need to go over 5000'.
Good luck with your training, keep us posted on your progress.

 

For me it was about finding the CFI I clicked with, I went through 3 very good qualified pilots, they were all outstanding.

Go take some lessons and don't sweat it, I think it is healthy to have several instructors until you find the one, you will know.

You'll learn more from observing how different CFI's handle different situations, I think that's very important as a student.

The main thing is you go out and do this, please don't let anything stop you. I started flying when I was 17, the decision making process involved in flying carried over into my personal life and business later, looking back flying was a big contributor to who I am today. It's a combination of tremendous amount of responsibility and proper decision making, there are no words for the personal rewards and satisfaction that come with it.

Go do it!

 

I am a recent PP as of July, and my experience is probably unusual. First, I flew with an outfit that had several instructors - Probably 6 different CFIs signed my logbook over the 6 months it took me. At first, the lack of continuity bothered me, but as I learned more, I liked the different perspectives and I'd recommend it.

As for the time it takes, it took me almost 80 hours. Now I trained in a Cirrus SR20 with Avidyne and I have to think that was probably overdoing it, and flew a lot in Class B and D airspace (KADS and if we went west had to go through DFW airspace), so the avionics and radio work was overwhelming at first. For example, it took me some extra cross country time to get comfortable with flight following, but now I love going VFR flight following - extra eyes and usually pretty direct through Class B airspace into my home airport. A 6-pack 152 or 172 is probably a better choice and then move up.

I would say not to rush anything, just take your time and don't sweat it if it takes more than 50 hours. Also, make a point of flying with more than one instructor - it will help with perspective and may help you get past any plateaus in your training.

 

Thanks for all the detailed responses so far! I am excited about starting to work on this.

The guy I am considering uses a 172 for his training, so pretty basic there. It lists the specs as:

160hp with Powerflow exhaust upgrade
IFR
Garmin 430 GPS
Garmin GNS 340 audio panel
Electronic engine monitoring
Wheel pants
Handsome paint

One question I have regarding GPS systems is, if I train using this, how much difficulty can I expect if I end up flying in a non-gps equipped aircraft? (a rental for example....I think as far as an eventual purchase GPS is something I would definitively want in my aircraft.)



With regards to the instruction methods, the CFI's website says:

"Since 2007, the FAA has recognized this fallacy in the traditional flight training model and has urged flight instructors to restructure their teaching to implement scenario-based training (SBT). SBT engages the student with a flight lesson that is built around a hypothetical mission or task that they are likely to encounter as a pilot after they finish their training."

Is SBT vs. traditional training a big deal to worry about?

 

You know whats funny, the instructor I clicked with was a complete opposite type cowboy old school guy, he went on to become a captain at UPS flying international and my real-estate partner, one of my best friends today. What I got most out of flying with him was how to use a E6B old school wheel, even when our biz bought a plane with two garmin 430's we would put tape over them and would fly as far as to the bahama's old school style. ha ha ha, love it. I'm a tech guy and do not appreciate it in a plane unless it's for lightning/wind-shear/unknown circumstances to save a life, not how to get somewhere.

 

Don't EVER train on a gps, don't do it, don't do it, don't do it.

Honestly it's easier to train without one IMO

 

Find a guy you like being around. But you don't have to love him.

Learning to fly is not rocket science. Is repetition, repetition. So while you're doing the same thing over and over you might as well be sitting next to someone who doesn't bug the heck out of you.

Also, find a guy who wants to be up there flying. An hour or so a week of flying and you'll never get there. You need to be flying almost daily for the information to stick.

I got my PPL in 5 weeks. Multi in 2 weeks. IFR 2 weeks after that.

 

I have to counterpoint Chip - he sounds pretty radical old-school in using the E6B wheel, which is basically a circular slide rule, but there is no reason not to learn to use GPS. I'd agree to focus on flying at first, but I fly with my 430 and Avidyne MFD and an iPad running Foreflight on my kneeboard and like that setup for navigation. Know how to do dead reckoning and pilotage, but they can be crude and inaccurate. For example the MFD will give me a good idea of cross-wind component real time while aloft and I sure don't know how to do that with a sectional and E6B and be very accurate about it. You can get a crab angle right with trial and error, but it sure helps to know the crosswind to start with and if the crosswind changes on a longer cross-country, then you have to re-adjust. Much easier with modern avionics.

Also, I don't know your age but I am at the point where I need reading glasses and an E6B wheel is VERY hard to read, esp at night, and I prefer to minimize the time I look down in the cockpit, and modern avionics actually allow me to look outside more (just don't get tunnel vision over all the crap you can study on the avionics). It is very hard for me to do an old school VFR cross country flight plan on my kneeboard as my reading glasses are constantly coming off and on to read and make entries on time, fuel, etc.

 

BIG +1.

My first PPL instructor was very green and had little in the way of motivational ability. He was CLEARLY just in it for the hours and couldn't wait to get to the airlines -- to him, it was just a lame job. I learned basically nothing. Contrast that with my second instructor, who is a former SB-3 pilot who simply teaches for the joy of spreading aviation to the uninitiated. I learned a ton from him in very little time. My instrument/commercial instructor is a young, very motivated business owner who also has infectious spirit. That makes things so much easier, faster, and obviously less expensive!

 

While getting a private in 5 weeks and instrument in 2 more weeks is impressive, I don't think it is realistic for people who have anything approaching 40 hours a week work commitment - it took me 6 months to accumulate 80 hours and that was just the way it was. I also spent a lot of book time studying for the written exam and doing my x-country flight plans. I wish I could have flown more frequently, but it was not feasible.

 

I agree it's not feasible for most but......

Of all the people I've known in life who "took flying lessons", I'm the only one I know who's ever actually completed the training. Most everyone who strings it out over a long period of time ends up quitting. I have friends who have been taking lessons on and off for years.

I found a little non towered field by the beach in Florida. I got an instructor who loved teaching and we flew mostly Friday through Sunday every weekend. Probably 5 or 6 hours a day. You spend 6 hours doing nothing but touch and go's only stopping for lunch and to refuel and believe me, you know how to do a T and G.

 

Just to clarify guys I didn't mean never learn how to use a gps, in my opinion and for me I'm glad I learned the old school e6b first. I know pilots that would be dead if they had a gps failure. I didn't even see a gps in a small ga plane until I had probably 500 hours. I'm 41 now so I would't say I'm an old timer but I'm not young either, I do own a tech company and have every hi-tech gadget ever made in my personal life, I like using my iPad the most now (who would have ever thought), just saying at this starting stage don't be fixated on electronics.

 

A lot depends on what you want to do, and how old you are. General wisdom is one hr PPL training for each year of age. Kids pick it up real quick. Take the time to learn well.

Re what to do, there are different types of flying. For example, going from point to point with some clever avionics is pleasurable to some people, while buzzing around the patch in an antique biplane is what others like to do. For my part, if I want to travel I take the airlines. Much more reliable. When I fly myself, low, slow and old is how I like my airplanes. If that sort of thing interests you, find an instructor who can train you on taildraggers. Not too many of those left.

One other thing, if you want excitement, nothing beats gliders. Going from a plush modern Cirrus or Cessna to a glider is sort of like going from a Lexus SUV to 1960s GTB.

 

And I'm the exact opposite. I haven't flown commercial since 2007. I'll never do it again. I fly myself everywhere. I don't like to fly around the patch. The best part of flying for me is the feeling of beating the system and the time I save over flying commercial.

Yes, these are very different motivations for flying.

 

The CFI you found looks fine. The only question is if you get along with him, and the only way to find that out is to give him a call and go flying.

 

Impressive! How many hours are required for the multi? And for the IFR?

I intend to go for those soon, but first I want to get an Amphibious Aircraft rating so I can land on water. Want to explore the world...and this will give me a lot more options for setting the plane down!

 

Try out several CFI's, you'll do yourself a big favor.

 

That sounds awesome. The only reason I haven't done the float plane thing is that for me, the only reason to land is to refuel. I can't refuel on the water. You still need an airport to truly get anywhere. Float planes are for island hopping. Short distance stuff. No islands in Atlanta.

Multi rating is only about 14 hours of dual instruction. IFR is 20 or so. But no insurance company is going to touch you with only 14 hours of twin time.

 

Here's some advice when taking flying lessons:

- schedule at least two flying lessons per week that are at least 2 hours long each.

- learn everything on the ground that can be learned on the ground. For example, learn how to work everything on the plane's panel while it is on the ground. Do this by reading the textbooks, watching videos, or hiring your instructor to give a non-flying lesson sitting in a plane on the ramp (works well on a day where the weather isn't acceptable).

- divide up the curriculum into segments and master each segment. Do this for both ground school topics and flying skills. For example, some of the PP flying skills are: pre-flight inspection, taxiing, climbs & descents, stalls, take-offs & landings (regular, short field, soft field, cross-winds), emergency descents, slow flight, steep turns, turns around a point, s-turns, radio communications, cross-country pilotage & dead reckoning, VOR tracking, recovery from unusual attitudes, night flying, etc.

- have a "pilot in command" attitude as early as possible in the training. Take full responsibility for the planning and safety of each flight.

- prepare for each flight in advance. Always ask what topics are going to be covered in the next 2 lessons. Read the textbooks and learning guides (such as the PTS) for those topics. Come prepared to each lesson with a few questions.

- remember to have fun while doing your training. Go places. Do things. Go sightseeing. Travel to nearby airports that have restaurants. Think of somewhere interesting to go that would take 2.5 to 3 hours to drive that far. In a small training airplane, that trip will likely be 1 hour of flying time.

Good luck.

 

LOL. I assume the Martha you are referring to is Martha King.

[ame]http://www.youtube.com/watch?v=BicMzC3Bq7o[/ame]

 

Martha is so hot! Her videos kept me in it when I got my ppl!

 

I think some of the best sleep I ever had happened during those PPL DVDs. I haven't slept that well since high school

OK, actually, they aren't soooo bad...