Our Training Philosophy
Our philosophy is to train others above and beyond what is necessary so that they may pass the test easily, but also so that they may fly safely.
P.S. We are looking for an experienced Pilot and Flight Instructor who would like to join me in providing flight instruction in one or more of these aircraft with us!
The Instructor
Jerry has been flying since he was a teenager, and has had a passion for it ever since. Whether flying personally or teaching others also, his goal is to make flying a safe and enjoyable experience.
Current Certificates, ratings and hours
16,100 Total Time
7,950 Multi-Engine
5950 Flight Instruction Given
Airline Transport Pilot ME SE
COMMERCIAL – SES
CFI, CFI-I, CFI-MEL, Ground Instructor – Advanced and Instrument
Type Rating – Eclipse Single Pilot
Airframe and Power Plant Aircraft Mechanic's Certificates
Schools
1988 – Flight Review for B100 Transition Training
1989 – Flight Review B100 Recurrent Training
1993 – Flight Safety for Aerostar recurrent
1994 – Attitudes Int'l Aerostar recurrent
2015 – Eclipse EA50 Transition training
2015 – King Air 200 Transition & 90 Differences Training
2016 – Norton Aviation Eclipse EA50 FAR Part 61.58
2017 – Norton Aviation Eclipse EA50 FAR Part 61.58
2018 – Norton Aviation Eclipse EA50 FAR Part 61.58
2019 - Simcom Training Eclipse EA50 FAR Part 61.58
2020 - Simcom Training Eclipse EA50 FAR Part 61.58
2021 - Simcom Training Eclipse EA50 FAR Part 61.58
August 2020 - Conquest I initial
Experience
Experience with Conquest I
THE AIRCRAFT WITH BLACKHAWK CONVERSION
I became qualified to fly the Conquest I in 2020 and already have more than 250 hours in it. I have flown this aircraft from Florida to Kansas, to Ohio and numerous times to the Dominican Republic and to Puerto Rico. We find that we can fly with (4) people weighing 200 lbs each and full fuel we can fly from central eastern Florida non-stop to San Juan and still have 1 hour of fuel reserve. This aircraft can takeoff and climb over a 50’ obstacle on a 40° C Day at sea level in less than 3000’. With the Blackhawk conversion we true out at 265 at FL 260. With the ability to reduce power to minimum in flight we can slow down quickly without damage to the engines and with full reverse after touchdown this aircraft can descend from 50’ and stop in about 2300’.
Experience with Piper M600
Piper has long known that they needed an airplane that could fly farther and carry more. Their first foray into that endeavor was the Matrix – basically an unpressurized Mirage with very few options. Of course, people wanted options which weighed down the aircraft. The M600 was a BIG step up. The fuselage was the same but the wings carried 90 more pounds of fuel and so the range was extended over that of the Meridian and the wing was built stronger so Vmo is 251 instead of 188 and with full fuel in both aircraft the M600 can carry 1 additional 170# person and still cruise at 270 at FL 270. The G3000 flight deck that comes standard in the M600 is easier on the eyes. It can be set up so that with one look at each display panel the pilot gets all the information that he needs without turning knobs and changing from display to display.
The latest and arguably greatest improvement of the M600 is the Autoland feature. If you don’t know about this, you’ll want to get to know it.
The latest and arguably greatest improvement of the M600 is the Autoland feature. If you don’t know about this, you’ll want to get to know it.
Experience with Piper Mirage
I was a production Test pilot in Piper’s Mirage from 2001 – 2003 and have been an instructor providing instruction in these fine aircraft since 2003.
Experience with Piper Meridian
I was a Production Test Pilot at Piper when the Meridian was certified and have been an instructor providing instruction in these fine aircraft since 2003.
The early Meridians did not have Vortex Generators and with full fuel could only carry ~ 250lbs people (person) and luggage and had the Meggitt Flight and Engine Instrumentation. Later versions with the VGs could carry ~ 480 lbs people and luggage. The autopilot kept being upgraded and the flight and engine instrumentation went to the Avidyne EX 5000. Later on, the flight and engine instrumentation were presented on the G1000. When they went to the M500 the pressurization system became 95% automated.
The early Meridians did not have Vortex Generators and with full fuel could only carry ~ 250lbs people (person) and luggage and had the Meggitt Flight and Engine Instrumentation. Later versions with the VGs could carry ~ 480 lbs people and luggage. The autopilot kept being upgraded and the flight and engine instrumentation went to the Avidyne EX 5000. Later on, the flight and engine instrumentation were presented on the G1000. When they went to the M500 the pressurization system became 95% automated.
Experience with Aerostars
There are numerous models of Aerostars – Non-Turbocharged/Non-Pressurized, Turbocharged but non-pressurized and Turbocharged & Pressurized. Horsepower ranges from 290/engine to 350/engine. Yes, there is a twin jet powered Aerostar, but it is unlikely to ever be put into production. Watching these aircraft taking off and landing they just look fast. In reality they approach the runway about the same speed as a Cessna 340, 414 or 421. If you don’t mind burning quite a bit of fuel, some of the 350 hp models will True out at 250 – 260 at FL 250.
I began flying Aerostars in 1985 as a Charter Captain. 2700 of my 15900 hours are in these capable, and fun to fly aircraft. Since 2005 I have been providing insurance-approved Aerostar Transition & Recurrent training through my company - AFTII. Although AFTII is based in Florida I have traveled to many states providing Aerostar training at the owner’s home base airport which makes it convenient and more comfortable for him.
Experience with Navajo Chieftan
I flew the Navajo along with other aircraft as a charter captain for 8 ½ years. I have accumulated more than 1300 hours in the 310, 325 and 350 hp variants of Navajos. A few years ago, a long-time pilot asked me which aircraft I enjoyed flying the most. I have flown more than 50 models of aircraft and the first one that came to mind was the Navajo Chieftain. It is a real workhorse and is enjoyable to fly. I remember only one time that one of my flights was cancelled due to a maintenance event. That issue was quickly corrected by shinning up the retard breaker P lead.
Experience with Beechcraft Baron
The first Baron was certified in 1961. The Baron 58, which was a significant improvement over the 55 Series was introduced in 1969. This aircraft can carry up to 6 people at nearly 200 kts in level flight at 7000’. The 58 was lengthened 10”, and the fuselage was moved forward on the wing which made accidentally loading the aircraft with the CG aft of the max aft CG limit was less likely. Two fuselage doors behind the left wing made loading passengers in the rear seats much easier. In 1984 Beechcraft moved the landing gear switch from the right side of the power quadrant to the left side and the flap handle from the left side to the right side. Being so popular, the non-turbocharged Baron is still being built today. The latest iteration, the G58 Baron has Garmin’s G1000 PFD & MFD inserted in the instrument panel. Beechcraft built a pressurized Baron for a few short years but it is no longer in production. I look forward to providing your insurance-approved transition or recurrent training as you move into the Baron.