I'm "airplane" only. But I see you don't have any answers yet, so I thought it would be good to say -something- at least.

About 90% of the "bookwork" toward airplane or helo is identical. So either way you go first, you'll only need to go another 10% to arrive at the other's "requirements"...so far as bookwork. If you get airplane rating 1st, then you'd still need to take a "Helo written" test when the time comes. But you'll already know 90% from taking the "airplane-written".

Obviously, the flying skills are different. But you will fly -either- machine in airspace that's regulated identically. That's what I'm talking about in "bookwork".

Helo training isn't as cheep as airplane training. But you probably already know that.

If there's any way you can get the USMC to pay for training, then I suggest you go there first.

They say the Medivac pilots are the 'best of the best". And I would sure be careful to keep my credentials as respectable as possible. I would think a "professional pilot" curriculum in a college would be most respectable. I don't think a "Certificate of Recommendation from Joe's Gyros" would be good.

Probably, you should just walk right up to your prospective employer, tell him what you want. And he will tell you what it takes. Also, I would think you have lots of resources available right there in the Marines. You need to start asking the right questions to the right people.

After training, "flying time" will win you points. Somehow, you need to start accumulating TIME.

There are several on this forum that are in San Diego. I'm sure they'll jump in soon to tell you about schools there.

Rather than give a long story, let's just say I seem to have a learning disability. Especially when trying to reconcile what I've read vs what I feel when flying.

During my student days, everywhere I read told that 60-degree bank would make 2-g. (It didn't seem that way to me.) Well, that's true only --if you're trying to stay at the same altitude--. I have yet to see this caviat in any book.

Banking -does not- automatically cause g-force, and I wanted to clear that up for any that might be prone to confusion like me.

Students reading agbgng's scenario on trying to adjust a landing should note that he's actually describing the CORRECT thing to do. One SHOULD bank more to make the turn. (But I think most here would say if it takes a 60deg bank, then you should just go around.)

In my opinion, landing accidents are due to being -reluctant- to bank (ask your instructor what might happen, or, there's an excellent description in the FAA "Airplane Flying Handbook" under Cross-Controlled-Stalls). I wish this was a required demo for all students.

When you buy the airplane, something will need fixed.
While you own the airplane, something will need fixed.
When you sell the airplane, something will need fixed.

Controversial. And maybe downright difficult.

See if you can see the c150 among all the plastic airplanes.

Photographed near (K)AJO

Duh... What's a CFI-IA ?
Tell me, please, ...this is worrisome... I'm visualizing a Schnauser--Labrador mix and I won't be able to sleep.

I, and many others probably, think this is a tough question. There is so-o-o- much trade-off between your practical (flight lessons) and your written lessons. Each lends to the other. And each complements the other as you progress.

However, while you're in the "waiting room", some generalized reading surely can't hurt.

I would recommend "Private Pilot Handbook" by Rod Machado. It's thick, and maybe expensive, but a real wealth of knowledge while light and fun at the same time.

Here's what happens when you don't check NOTAMS.

Kinda give a whole new meaning to "LOOK OUT BELOW !  "

Long-field landing went awr-y  ?

c-150 -- mean machine.

Jandasmo,

Great ! Happy you're finding success. Sounds like you have the right instructor. And I don't (didn't) disagree with his method of making a non-extended approach. Now that you've said only a little more, sounds like you're doing OK.

He's correct to teach how to get on the ground quickly. I have needed to do so twice in recent years :

1. Passenger got sick. Full throttle back to the airport. At my airport (non tower) everybody knows everybody. And, while a busy place, they all understood when I called "sick passenger". Yes, we managed to get the door open in time, after clearing the runway.

2. Stupid me. Forgot to replace the oil dip-stick after the preflight. Windscreen went black at about 500ft. Turned downwind, base and final at minimum rpm yet hurrying to make it back. (Whotta mess).

Please note both of these occasions are not discussed in the books and magazines. Probably, others have had similar occasions (maybe even fire) where being on the ground and out of the airplane is a proirity.

And my advice here :

Sometimes, even the instructor doesn't know why he was taught or impressed with a method or procedure. But assuredly, this training has come from years of experiences (note I said experiences, not experience), and there's probably an underlying reason someplace back in history. Some things you gotta accept without a good, obvious reason.

Keep writing....

Owning an airplane is almost as expensive as golf.

How to fly cheep (cheepest is first)

1. Make a sign "Please take me for a ride". Hold it up while standing at the gate on Saturday morning. You'll be surprised.
2. Become a flight instructor.
3. Rent your airplane.
4. Buy a 2-seater, park it outdoors.
5. Buy an airplane, keep it in a hangar.

Wish I'd known this some years ago.

If it's not too far, I'd checkout the Fishers, IN airport.

Trust me on this...go see the Airport Manager and ask HIM who to go see.

I've read many good things about him....

Jandasmo,

Yes, there are those who are always in a hurry. I know a guy who has been flying since maybe 1942, and every landing is a "slam-dunk". Seems like that hard-won altitude would be fun to enjoy longer.

However, let's inquire about your "leisurely" landing. If this is defined as pulling the power off and gliding to the apron, then I'd think that's OK. If you're powering a mile or 2 away from the runway before turning base, then that's not good.

I was taught, and have found it true, one will always fly (land) similarly to the way you've practiced (or have been allowed to practice). If your "visual" of the landing always includes finding the airport at your 6 o'clock position before you power back, this is how you will always approach. If you always need to carry 1500rpm, you'll always doit this way. Until that one time when you're visiting relatives in St. Louis and discover what carb ice is all about and can't make it to the runway. (etc.)

If you are anxious about slowing down, that's a related problem.

Tell us more....

P.S. Looking around here on the forums, I found another post of yours. You might be a candidate for an instructor who doesn't sport "pointy-hair" (which WILL fall out, same as mine, haha). Also, I might suggest you interview a less "macho" instructor. My instructor (F) tells me that girls are easier to train than us apes. Remember that you're PAYING someone to train you, and switching from A to B is YOUR CALL about who serves you best.

There I was...(the FOXnews version)...

Downwind at 12,000 inches, and only one engine....