Now offering accelerated Cirrus training!

Hello everyone! Sorry it’s been so long since my last entry, I have been very busy over the last couple years turning out pilots at “accelerated” pace! I’m writing to give a few updates on our latest operations and such to include a new aircraft (piper cherokee 180)added to my fleet and our Cirrus SR-22 being approved for student pilot training. I added the new Cherokee to the fleet to take up some of the slack on my existing Cherokee for maintenance purposes and to act as a back up airplane in case one goes down for maintenance. I’m adding the SR-22 for general use in my ten day accelerated course for those of you who want to get your ppl in a Cirrus.
For those of you wishing to train in the Cirrus, you may want to plan on 12 days of training and plan 45-50 hours for budgeting purposes although ten days and 42 hours is certainly attainable. I have an older round gauge SR-22 available as my base model but I also have brand new 2017 and other later model turbo equipped aircraft available with the CSIP backing available at a substantial price increase as well. Please check out my website for available pricing. For the record, I am a cirrus factory trained instructor with over 2500 hours instructing in those planes. Well, that’s all I had to pass on this time, please feel free to call my cell at 702-504-6376 if you have any questions about training with me and I will hopefully talk to you soon!

My accelerated flight training completion statistics

Hello All! Sorry for a while but I have been very busy flying over the past three months. So for this entry, I just wanted to discuss the course completion statistics for ordinary training versus my accelerated course. First off, for the sake of transparency I must say that the numbers that I am using for the typical snail based training is coming from various industry groups such as AOPA and may or may not be completely accurate. With this in mind, this blog post may not be completely accurate but it will give you a ballpark estimate on what will most likely statistically get you your private pilots license or instrument rating with the best chance of obtaining your certificate.
AOPA estimates that 96% of people who start training for their private pilot license will not follow through to the end of their training and actually earn their certificate. It’s easy to see why most people will give up on this type of training when you break down some small tidbits of info involved with getting certificated this way. The school initially tells the student that you can get your license in as little as 40 hours and two months (instead of what the “normal” time it takes) and quotes you a price for your training based on this number with an asterisk somewhere on the contract. The estimate is usually somewhere around 7-9k and is typically collected up front. In actuality, the normal time it takes to get the license is about 6 months to a year (if ever), between 65-75 hours of flight time and costs about 11-20k$ (or more) after all is said and done. Most of the training flights will last around 1.3 hours in duration and are mostly used to remember what muscle memory was lost during the last lesson. Imagine how many times you will need to drive to the airport to get to 70 hours at 1.3 hours a whack! If it takes you thirty minutes to drive to the airport, that equals 100 hours just driving back and fourth to the airport alone! I could go on and on all day but I don’t think it’s my place to convince people of anything, it’s just my place to give the raw data.
My course takes ten days, average flight time is 42 hours and costs 11k for 95% of people and has a total certification rate of greater than 90%! I could brag all day about how good the course is or how I have over 12,000 hours doing this as to why I have such a high success rate but the real reason for these numbers is the students themselves! Upwards of 70% of my students have started at other places and weren’t satisfied with their progress. By the time they get to me, they are amped up and ready to see some light at the end of the tunnel.
Speed isn’t the main goal of my course either. Most all of our training is done in real world conditions away from our home base and challenges you to the max while keeping everything as interesting as possible. Our training is an absolute blast!! We go to awesome destinations on a daily basis such as Catalina, Big Bear, Death Valley and Sedona to name just a few. I assume that anybody who gets their license through me is aiming to actually fly to many other airports away from their home base in a faster airplane in day and night conditions so I have formatted my course as such while the normal flight schools buzz around the same runway all day. If you would like to chat with me in further detail, please feel free to call me up on my cell at 702-504-6376 and I will talk to you soon!

Jamie

Tips and tricks of an old flight instructor

Hello! So as a background to this blog topic, keep in mind that about 65% of my students have started their flight training somewhere else and have come to me to finish up their training. There are many reasons that these students would come to me part way through their training. Some of the reasons include the pace of their former training, instructor/aircraft availability, instructor leaving for airlines and the student not catching on to certain tasks to name just a few.
The latter part of the last paragraph is where I earn a lot of my new students due to my extensive experience in this field! I have been teaching flight for many many years and have over twelve thousand hours doing this so tips, tricks and different approach for every student has been serving me well throughout my career. I have been doing a lot of research into the inner workings of the brain when it comes to learning how to fly an airplane and the biggest thing I have learned so far is that rarely will the same approach to a learning impediment be met the same from person to person. That is where all the “tricks” I have up my sleeve that I have learned over the years have worked wonders for my students and I thus far.
Of course most of these blocks to learning stem from the landing phase of flight (as this is the most difficult aspect of flying) but are not limited to this particular segment. A lot of times, a change of perspective, aircraft and scenery is all it takes for the light bulb to come on but not always. Sometimes it takes great attitudes by the student and the instructor to make this light buld come on also. Whatever it takes however, I am a master at turning on lightbulbs! Please feel free to call me on my cell to discuss your current situation and see if I might be able to help you through them at 702-504-6376 and I will talk to you soon!

The best way to do your accelerated flight training

Hello! This post is about what I think is the best way to get your accelerated private pilots license or instrument rating. In my opinion, the best way for somebody who plans on using a plane for transportation purposes(wether pleasure or otherwise) is to go out and get as much cross country time as possible. Go to as many different airports as you possibly can, see as much adverse weather conditions as possible, see as much challenging conditions as possible that don’t usually exist at your home training base! You don’t become a good pilot by flying around the same hood with the same conditions every time, you become a good pilot by going out and challenging yourself to things you don’t normally encounter (within reason of course, don’t do anything unsafe!). My accelerated flight training courses are designed to get you out into the real world, away from your comfort zone and are designed to get you to think outside the box so that when you do encounter conditions out of the ordinary you will be able to make it home (or nearest airport) safely! We get out into the weather, land at high density altitude airports, land at airports that are usually shunned by other pilots so that you may have a much more intense flight training experience then you would get anywhere else. That’s all I got for today, see you soon!

Proper health as part of your preflight

Hello everyone, just a few words on how keeping healthy is crucial part of staying safe in the skies. It goes well beyond just making sure you don’t have a cold or taking some sort of medicine before a flight also. We all know (or should know) the imsafe checklist- illness, medication, stress, alcohol, fatigue and eating but in my humble opinion it goes much deeper than this. If you’re only judging what you did in the last few hours or days to judge wether or not your fit for flight, you probably have other issues that could possibly pop up that the imsafe checklist might miss. Things such as being over weight, smoking and other long term eating habits might cause many problems throughout your flight such as hypoxia at a much lower altitude then others, poor or slow decision making and a whole other slew of issues. It’s best just to eat healthy, avoid smoking and try to moderate all other vices if at all possible but I know it’s a lot easier said than done but if you can you’ll be a much better pilot for it in the long run!

Getting your private pilots license in the accelerated format

Ello all, just a few thoughts on the accelerated private pilots course that I offer and what it entails to be successful at it. First off, to be successful at getting your ppl through my course, proper preparation is the key to success. You will need to have your written test completed, your medical in hand and have reviewed my memory items section from my website. As long as these items are completed, you will have about a 95% chance of going home after ten days with your private pilot certificate in hand! The same goes for your intsrument rating as well. If you feel like chatting about your options in getting your ppl, please feel free to call me anytime at (702) 504-6376. Talk to you soon!

All about dust devils and surface generated convective turbulence

Hello all! So if some of you have noticed after a batch of much relatively cooler air rolls in to an area, the air will seem to have much more turbulent energy built in to it. If you have high surface radiation (no clouds), you will have a high surface temp relative to the air temperature. This will cause small areas (pockets) of air to rise up to equalize the temperature of the air from the surface warming up. These pockets of rising air are what your airplane collide with to cause all of that pesky turbulence you encounter.
You will also feel this when coming in for landing on a relatively cold day as well. The warm runway surface acts like a boiler plate in that it constantly sends air upwards relative to the air around the runway. This will cause you to pop up higher than normal when you go to round out for your flare, cause you to float farther down the runway and can even cause you to lift back off the runway after you get the plane on the ground. The lifting of the air often manifests itself into a small tornado like phenomenon called a dust devil. If you see a dust devil close to the runway on landing, go around! They will not hurt you in most cases but they will disturb your airplane to the point that a safe landing isn’t as sure of a bet. Dust devils can be a bit frightening for a pilot at times but if you’re airborne, you have nothing to worry about due to fact that they only flow upwards. They will shake the plane around a bit but at least they wont push you down into the ground. So in short, if you’re airborne, they are all bark and no bite.
If you are on the ground however, it is another matter entirely. Dust devils can flip your plane upside down in certain circumstances. This type of incident is almost exclusive to cessnas and other high wing aircraft though. The only way to negate this from happening is to position the controls correctly, mostly by pushing forward on the controls to keep the elevator down and tilting your ailerons away from the direction of the wind.
I hope this helps somebody survive a dust devil! Talk to you again soon!

How can a rotary wing pilot get their fixed wing private pilots license?

Hello everyone! So I have been getting a number of calls lately on what the regulatory requirements are to get your private pilots license in an airplane single engine land if you already have a rotary wing license. According to ยง61.109, you are going to need 20 hours of dual training in an airplane and 10 hours of solo time in an airplane. You will still need to do all of the requirements of a normal private pilots course such as the three hours hood, three hours of night, three hours cross country and five of your solo hours cross country with the long one in there (150 nm). This can be done in about a week through my accelerated course with the check ride included. Please reference the following link http://www.ecfr.gov/cgi-bin/text-idx?c=ecfr&rgn=div8&view=text&node=14:2.0.1.1.2.5.1.5&idno=14.

Feel free to call me anytime at 702-504-6376, talk to you soon!

Jamie

Finishing up your private pilots license or instrument rating

Hello everyone! I get lots of email and calls from people who have started their private pilots license or instrument rating somewhere else but for many different reasons were unable or unwilling to finish off their training where they started. Many people think that it’s a bit odd to start training somewhere else then finish at another school. The truth of the matter is that upwards of 65% of my students have started their training prior to calling on me to finish them up. The average flight time that each student has accumulated prior to starting up with me is around the 20 to 30 range as well. Keep in mind that you have the right to go anywhere you want to complete your training if you do not feel like things are going the way at any time! Most flight training endeavors will lead to an average of six months, 65 to 75 hours of flight and a 96% drop out rate where as my program is a 95% completion rate, ten days and a 43 hour average time til completion. I even have a 95% first time pass rate to boot! If you would like to discuss your training options with me, please feel free to call me on my cell at 702-504-6376. Hope to talk to you soon!

Jamie Clabaugh

Accelerated flight training in southern California

Hello everyone!
Just a few thoughts on getting your private pilots license or instrument rating in the busy southern California airspace.
I get more than a few people calling me from SoCal asking if I can do the accelerated ten day pilot courses from one of the many airports located there. The answer to that is yes but there are going to be a number of factors that could conspire against us in getting your license there. Those issues include weather (mostly the marine layer), high density traffic, and finding an examiner when the time is right. So these are some of the negative factors working against us there but there are some positives that come from doing your training in SoCal…
The fact that it’s busy is a good thing if you plan on flying in busy areas such as SoCal. No matter where you fly after flying there, everything else will seem slow by comparison. The weather issue is good for teaching things like aeronautical decision making and to help teach you how to best deal with other than perfect weather conditions but doesn’t serve much good beyond that. The examiner issue is nothing but bad but we can always fly to a different area if need be.
If you plan on flying mostly in the southern California basin, there is no better place to learn than where you plan to fly. Please feel free to call me on my cell anytime at 702-504-6376 and we can further discuss your flight training options. Talk to you soon!

Jamie Clabaugh