Fits
Any CFI's out there utilize FITS in their training?? What are your opinions of it use??
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Yeah, I teach it for Private, Instrument, and Commercial.
It is beneficial for the motivated student, but for students that don't have a strong desire to fly, it often ends up taking more time than in Part 61 syllabi. The whole scenario based idea kind of goes out the window, some scenarios get used but sometimes making them up is pointless for the flight. The application of FITS in Commerical is much better than that of Private and Instrument because we can simulate actual commercial operations. |
I forgot what it means, If it I remember right it means that the FAA IS THE SHIZIT. but you get the idea of how much I use it. I do agree that it's good to give good scenarios to students.
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While I agree scenario's are good, I think the whole FITS concept is a load of crap. It works out well for those going into the TAA aircraft that have all the gee-whiz avionics and panels, whom will use the Auto-pilot 99% of the time after they get their license, etc... but for the rest of the world, I really think it hinders real-world experience in manuevering the aircraft, and truly knowing it's capabilities, as well as the students. But as Woodfinx mentioned, and I agree, that commercial applicants can most benefit from this type of teaching, and honestly probably should be the only ones that get this type of teaching.
This also fits in with the change in progression. Used to be everyone trained in C150/152's, cherokee 140's, cubs, etc... Now we're not only going to the TAA's in new and traditional aircraft, these people aren't taking the baby-step approach to new planes, hence moving 172/182/arrow to something more complex, straight to 180KTAS planes that move faster than their brains. Just my opinion, I need to get off this soapbox. |
Originally Posted by Ewfflyer
(Post 511418)
While I agree scenario's are good, I think the whole FITS concept is a load of crap. It works out well for those going into the TAA aircraft that have all the gee-whiz avionics and panels, whom will use the Auto-pilot 99% of the time after they get their license, etc... but for the rest of the world, I really think it hinders real-world experience in manuevering the aircraft, and truly knowing it's capabilities, as well as the students. But as Woodfinx mentioned, and I agree, that commercial applicants can most benefit from this type of teaching, and honestly probably should be the only ones that get this type of teaching.
This also fits in with the change in progression. Used to be everyone trained in C150/152's, cherokee 140's, cubs, etc... Now we're not only going to the TAA's in new and traditional aircraft, these people aren't taking the baby-step approach to new planes, hence moving 172/182/arrow to something more complex, straight to 180KTAS planes that move faster than their brains. Just my opinion, I need to get off this soapbox. As for the FITS approach as a whole, we are maintaining the 80% required to keep our 141 certificate and on average students are finishing in less time than Part 61 and our old 141 syllabus. Most people complain about lack of experience but in all honesty despite the time, its the same ticket, same ride that everyone takes. |
Originally Posted by woodfinx
(Post 511431)
Most people complain about lack of experience but in all honesty despite the time, its the same ticket, same ride that everyone takes.
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Originally Posted by Ewfflyer
(Post 511442)
And this is exactly what I'm talking about. There are some things folks need to see, and I feel the FITS approach doesn't give those opportunities. Even with identical programs, in the end it's even moreso controlled by what the instructors capabilities and comfort levels are.
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Originally Posted by woodfinx
(Post 511760)
But then you have to weigh how much experience you really get from doing multiple 1 hour maneuver and landing practice flights to meet your time requirements.
Honestly, an any of the programs I've taught in, or observed, rarely is any student 'ready' at 40 hours. At the college program, they planned it at 50, and it was very structured. We can agree to disagree:cool: |
For primary students, I wasn't a fan. You have to crawl before you can walk and the fundamentals are just that.
For instrument and commercial, I liked it. I think it was very practical because you could add a real-world situation to the lesson. However, isn't that what we should be doing every day as instructors? |
The private/instrument syllabus was a trainwreck. You should know that. It just doesn't work out that well. It skips the entire principle of building blocks. I hated it. With a passion.
The commercial is great. Although, looking back, I don't think that most of us instructors really understood the 135 thing at all. At least not the peripheral stuff you have to do. How could we? None of the original guys who taught it had worked anywhere but MTSU. Since I do 135 charter now, I know I'd really be able to show a student what that demands. I will tell you this, partial panel in a G1000 is a joke. Unless the system has a catastrophic failure, there is hardly any difference in the way you fly. Might not be able to use the autopilot, but that's no loss if you have the handflying skills. If it does have a catastrophic failure (like loss of both screens) you can only hope to find VMC and stay there anyhow. |
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