Student - Private - IFR = Job
01-17-2015, 07:13 AM
#11
Prime Minister/Moderator
Joined APC: Jan 2006
Position: Engines Turn Or People Swim
Posts: 39,215
Originally Posted by PerfInit
To the OP-
Sounds like a good plan!
The type of operation that the OP is describing is "Public Use Aircraft"(Aviation Unit within Law Enforcement/Public Service). The "rules" are different for public use operations. For one, a CPL most likely is not required as he is being paid to serve as a LEO. At a minimum, the PPL plus IR would be appropriate. There may be some insurance requirements.
Sounds like a good plan!
The type of operation that the OP is describing is "Public Use Aircraft"(Aviation Unit within Law Enforcement/Public Service). The "rules" are different for public use operations. For one, a CPL most likely is not required as he is being paid to serve as a LEO. At a minimum, the PPL plus IR would be appropriate. There may be some insurance requirements.
The cops I trained were all required to have a CPL by their agency, although the agency may have been being conservative.
01-19-2015, 06:52 AM
#12
New Hire
Thread Starter
Joined APC: Apr 2010
Posts: 8
I appreciate those who took time to respond. I currently live about a half mile from a small airport that offers flight training. It is a nice community airfield with both a grass strip and asphalt runway.
They have two 172s and a Piper Sport LSA for training. The CFI staff there consists of I three instructors, on part time who simply still enjoys teaching and the two others I believe are good but building time with hopes of a career.
I have considered the LSA route, the rental rate is the same as the 172, but I know it burn much less fuel.
Also I am a LSRM so I considered trading off some maintenance for flight time?
Anyway still considering my approach. Also the plane in our agency is a Gipps 8 Aero. Kind of the Australian version of the Cessna Caravan.
With this plane being a bigger high wing aircraft, I thought it might be best to train in a 172?
They have two 172s and a Piper Sport LSA for training. The CFI staff there consists of I three instructors, on part time who simply still enjoys teaching and the two others I believe are good but building time with hopes of a career.
I have considered the LSA route, the rental rate is the same as the 172, but I know it burn much less fuel.
Also I am a LSRM so I considered trading off some maintenance for flight time?
Anyway still considering my approach. Also the plane in our agency is a Gipps 8 Aero. Kind of the Australian version of the Cessna Caravan.
With this plane being a bigger high wing aircraft, I thought it might be best to train in a 172?
01-19-2015, 06:34 PM
#13
Disinterested Third Party
Joined APC: Jun 2012
Posts: 6,003
High wing v. low wing really makes no difference.
To trade maintenance for a flight time, most places will want you to have your FAA mechanic certificate with both airframe and powerplant ratings, as well as your own tools. Those tend to be a fairly significant investment.
To trade maintenance for a flight time, most places will want you to have your FAA mechanic certificate with both airframe and powerplant ratings, as well as your own tools. Those tend to be a fairly significant investment.
02-10-2015, 04:50 AM
#14
New Hire
Thread Starter
Joined APC: Apr 2010
Posts: 8
I had a discussion with my boss and it sounds like the agency is behind me and supportive in my endeavor to get my ratings. They have spoke about once at minimum earning my PPL, doing some right seat flying as I progress through my ratings.
I ordered the Sporty's PPL program and have watched several of the video lessons. I am not sure if I will be able to grasp what I need to know solely from this type of teaching but am willing to give it a go. I might be geared more for a "formal" ground school where there is question and answer available ect... My plan at this time is:
Try and prepare and pass my PPL written by April 1st.
Set the money aside to fund my PPL training.
Speak with the local FBO a mile from my home and devise a schedule to fly a minimum of three day per week to earn my PPL.
Once obtaining my PPL, speak with my agency about logging time in the right seat.
*Research the feasibility of partnering on a Cessna 150 or possibly a Cessna 170 for the purpose of building time over the next couple years.
Once I have gained some flight time, tackle earning my IR.
Thanks again for all the professional help and advise.
I ordered the Sporty's PPL program and have watched several of the video lessons. I am not sure if I will be able to grasp what I need to know solely from this type of teaching but am willing to give it a go. I might be geared more for a "formal" ground school where there is question and answer available ect... My plan at this time is:
Try and prepare and pass my PPL written by April 1st.
Set the money aside to fund my PPL training.
Speak with the local FBO a mile from my home and devise a schedule to fly a minimum of three day per week to earn my PPL.
Once obtaining my PPL, speak with my agency about logging time in the right seat.
*Research the feasibility of partnering on a Cessna 150 or possibly a Cessna 170 for the purpose of building time over the next couple years.
Once I have gained some flight time, tackle earning my IR.
Thanks again for all the professional help and advise.
02-16-2015, 12:49 PM
#15
Gets Weekends Off
Joined APC: Jul 2008
Position: 747 Captain (Ret,)
Posts: 804
It has been a while since I was an active CFI, but in addition to the self study, I believe that you need a sign-off from a CFI to take the written test. If you are very well prepared, this could be done in a one to two hour ground school with a local CFI.
Joe
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