$1650 or $2000 with 7 nights housing
Handling fee for credit card 5% Handling fee for PayPal 2%
When you learned to drive, you drove every day.
When you learn to fly you should fly every day.
A Gleim Sport Pilot Study Manual is $210
You will need to pass a written test that is $150
40 hours of Flight time @$90/hr
50 hours of Flight Instructor time @$45/hr
30 nights housing @ $30/night
Total $ 6750
$5850 without housing That is only $135 per hour dual.
Weeks do not need to be consecutive.
$125/hr for new TAA Bristell
$60/hr for CFI (Certified Flight Instructor)
$50/night for housing
The Private Pilot Option is $300 additional.
The FAA examiner charges a $700 fee for your flight test.
15 hours Dual
5 hours Solo
SPORT PILOT WRITTEN TEST BOOT CAMP at our flight school
$500 per student...minimum 3 students.
Give us a try for 10 hours of dual instruction in one of our TAA, Technically Advanced Bristell Light Sport Airplane:
When you complete our training you will be skilled in:
Before you arrive please learn a little about the Garmin G3X Touch by going to our learning, safety site:
You should also read the Pilot's Handbook of Aeronautical Knowledge.
If you have passed the written, you can save time and money at our flight school by being prepared!
LSA TRANSITION COURSE
Study and pass your written test for the Sport Pilot or Private Pilot’s License.
If you would like we do a SPORT PILOT WRITTEN TEST BOOT CAMP AT OUR SEBRINGFLIGHT ACADEMY.
A one week, one on one study course at our Sebring Flight Academy in Sebring, Florida. The course includes all study materials. You will stay in our company home with your instructor who is a Certified Flight Instructor. In addition to the ground school training, the course includes a lesson in pre-flighting the aircraft and Rotax engine, taxiing the aircraft, takeoff, the four fundamentals of flight, how to fly direct to a destination with the avionics and use of Auto Pilot if in a Bristell. The cost is $1500 and allows for up to 3 students, so bring some friends. You and your friends will stay with our CFI in our student home.
All our CFI are trained in “The Landing Doctor” techniques that result in a pilot who will become “The Master and Commander” of his craft and an expert in landings. Your instructor will teach you about the cornerstone of our training program, “The Personal Limitations Check List.” The complete booklet is available for free on our web site, www.sportflyingusa.com. Our founder, Louis Mancuso, wrote the book in 1992 and the complete title is “The Personal Limitations Check List, Expert Decision Making, Think Like a Pro, for the newly Certificated Pilot”. You can read about our Ground Proximity Awareness techniques on our web site www.thelandingdoctor.com
Read the Aircraft Operation Instruction (AOI) for the aircraft you will be learning in. The AOI or POH, Pilot Operating Handbook, can be found for free on www.sportflyingusa.com
Read the free FAA books on flying. You can see a list of these publication on www.sportflyingusa.com
1. Face the plane into the wind prior to opening the canopy or doors and starting the engine.
2. If the plane does not fly for a few days, the engine needs to be BURPED!
3. BURPING THE ENGINE: While facing the plane, turn the propeller counterclockwise about 20 times. This will bring the oil back into the oil canister for a proper oil reading. Turning the prop clockwise can damage the gear box.
4. Oil must be on flat part of stick. Never add a full quart since the Rotax only holds three quarts total.
5. COOLANT: The coolant bottle should be about one half full. Occasionally, remove the top cowl and add coolant by removing the coolant cap. Place a drop of engine oil on the brass center ring to prevent damage to the oil cap gasket. Inspect and replace the oil cap gasket every few years. Coolant is 50/50 distilled water and GM Dexcool.
6. TIRE PRESSURE: Main tires-26 lbs., Nose tire-20 lbs. (Brake Linings-1/16th inch or more.)
7. Drain the sumps. Activating the electric fuel pump will allow more fuel flow and better draining of the engine sump. Examine fuel for contamination such as dirt or water. If you find water in the sump, it will be clear, on the bottom of the strainer, and separate from the fuel above.
8. Follow the pre-flight instructions in the AOI.
1. Follow the instructions on the checklist.
Rotax wants the idle set at 1800 RPM to protect the gearbox. This high idle will result in fast taxi speeds. Apply brakes to bring the plane almost to a stop, then resume normal taxi. This technique will cause the brake pads to last longer. The idle may be as low as 1400 RPM for one minute. This low idle is only used for seaplanes so they will not hit the dock. You will taxi all over the airport and get comfortable with steering, braking to slow down and braking to come to a stop.
Flaps-10 DEGREES-Oil temperature-122 F minimum
Hold the brakes, apply full power, and verify 5100 RPM, release the brakes. Apply right rudder to counter the force of engine torque. Apply slight back pressure after three seconds. Apply more slight back pressure and wait for the plane to takeoff. After liftoff release some back pressure and accelerate to best rate of climb, about Vy 72 KIAS, while in ground effect.
(Rotation speeds should have been 45-50 KIAS, but I prefer you do not look. Ask your CFI what your rotation speed was.)
Accelerate to Vy, 72 knots indicated Airspeed (KIAS)
You must see over the nose, You must see over the nose, You must see over the nose.
At 500 AGL, retract flaps, at 700 feet lower nose and turn crosswind or leave the pattern.
At cruise altitude-turn off aux fuel pump.
On hot days, climb at 85 KIAS for cooling.
YOU MUST ALWAYS SEE OVER THE NOSE YOU MUST ALWAYS SEE OVER THE NOSE YOU MUST ALWAYS SEE OVER THE NOSE
You will never have a departure stall if you can see over the nose.
Take the Rotax/Bristell Quiz and review the results with your CFI. This can be done anytime during the first two weeks of your flight training.
CRUISE- Turns, slow flight, power descents, and glides.
When using 100LL use a minimum of 5000 RPM to assist lead dispersion.
When using 93 oct premium auto gas. In states that use winter grade auto gas, you need to mix half 100LL from March first to May first to prevent vapor lock.
The prop is turning at 2200 RPM when the crank shaft is turning at 5320 RPM due to the 2.42:1 gear box. High cruise is 5350 and will result in about 5.5 GPH. Normal cruise is 65 % power which is 5000 RPM. This will result in about 5 GPH of fuel consumption.
NORMAL CRUISE 5000 RPM NO FLAP…NOTE OAT_____ AC WEIGHT_____ SPEED_____
LOW CRUISE 4800 RPM NO FLAP…NOTE OAT_____ AC WEIGHT_____ SPEED_____
HIGH CRUISE 5300 RPM NO FLAP…NOTE OAT_____ AC WEIGHT_____ SPEED_____
You will make numerous turns to learn where to look outside the aircraft so you can maintain your altitude by sole reference by looking out the windows. You will learn when the wing banks, the wing loses lift. You will learn that if you add a little power while turning, it is easier to maintain your altitude.
You will learn to how to slow the plane down to Vfe, Flap extend speed. This is used to prepare the plane for operation in the Traffic Pattern. You will fly with various power setting and observe how it effects speed.
POWER ON DESCENTS
You will learn power on descents. You will set the throttle at 4000 RPM, low the nose and observe what your glide speed is. You will set the throttle at 3000 rpm, low the nose and observe your glide speed.
You will learn power off glides. You will reduce the power to idle by bring back the throttle. You will observe the speed with the nose down slightly. You MUST KEEP THE NOSE DOWN TO MAINTAIN ENERGY AND KEEP US SAFE. With the engine at idle speed, the wing can only maintain lift by keeping the nose down. To have sufficient energy to land with the engine at idle, the nose muse be down to produce lift and energy that land to a successful landing.
The Traffic Pattern:
4000 RPM on downwind leg will allow aircraft to slow to (Vfe) flap extend speed of 75 KIAS, add 10 degrees of flap. If the plane does not slow down soon enough, close the throttle, ad 10 degrees of flap and ad half throttle. Abeam the number reduce power to 3700 RPM, add 10 degrees flap and re-trim aircraft. Turn base leg, reduce power to 3400 RPM and ask:
Am I too high, am I too low, am I just right, Do something!!!
You should be about 500 AGL when turning final. Lower the nose when turning final-maintain 60 KIAS +5-0
DFGAP, DeFined Go-Around Point
AT 200 feet AGL you must be in a stabilized approach. If you are not lined up with the centerline of the runway, in your final flap configuration, at 60-65 KIAS, then go around.
Reduce the power and slow to 55 KIAS, transition to level at the height of a car, and look down the runway to the end. As the plane settles add some back pressure to keep the end of the runway just sitting on top of the nose cowling…. wait…wait.
At this point in the training, you will begin Ground Proximity Awareness Training (GPA). For the complete explanation of GPA, go the www.thelandingdoctor.com You will make between 20 and 60 low approaches until you can fly the plane just inches off the runway while following the center line. You will do this on days with a crosswind so you will learn how to correct for a cross wind, which is the most difficult and challenging portion of learning how to become a safe pilot. Our “Landing Doctor” Training will make you “Master and Commander” of the aircraft. You will land when you feel it is safe and only when you know it is safe.
AFTER MASTERING GPA TRAINING, YOU WILL LEARN HOW TO LAND.
The Bristell should fly onto the runway at about 50 KIAS. You will sit on a cushion so you can see exceptionally good over the cowling. You will not lose sight of the end of the runway during the landing. While holding the landing attitude, the plane will slow and eventually the main wheels touch, at which time you will reduce the power to idle, hold the nose off the runway until excess speeds subsides and gently fly the nose wheel to the ground.
During Crosswind landings the nose wheel will be turned with the rudder. Dissipate speed before lowing the nose wheel and remove crosswind rudder pressure to avoid a swerve when the nose touches the runway.
Taxi at the speed of a walk. Park the plane into the wind prior to opening the canopy or doors.