The School of Airmanship

Having bought his own R obin R2160for the aerobatic school, he realised that it also had potential as a basic trainer. In particular it had a good power to weight ratio, precise handling, side-by-side seating, and perhaps most importantly of all, it was a first class aerobatic trainer. This latter quality meant that ab initio students undergoing the Kruse style of flying training could be shown the whole flight envelope, ie spinning, aerobatics, and other high “g” manoeuvres as taught to military pilots. This is certainly a refreshing change from the 60 degree maximum banked turn and lg stall format which most flying schools are forced to adopt because of the limitations of their aircraft.

Noel had not qualified as a QFI during his RAAF service, and as a consequence had to obtain this qualification, and other licences, to meet the growing demand for his unusually thorough style of flying training. Of importance in the Kruse success formula is the fact that all his instructors are either ex-military or trained by himself. He is very critical of the situation generally prevailing in this country of very young instructors of limited experience teaching people to fly.

When the question was put directly to him as to whether he was prepared to be quoted on his views on the general standard of flying training, his answer was very much so, because he believed that the success of his operation vindicated his stand. To illustrate this it is worth noting that about a third of his students come to him from other organisations, disillusioned with the way they are being taught. They have heard through others that they will really know how to fly at the end of their training in the Kruse organisation, and are prepared to pay the appreciably higher fees charged to achieve it.

The High Performance Flight Training Centre now encompasses the Sydney Aerobatic School, The Bankstown Instrument Flight Training School and the Advanced and Basic (AAB) Flight Theory School.

The Instrumentschool was set up about five years ago under its own CFI, Eric Lmi. berg (ex RAAF). This school provides instrument training up to and including multi engine command instrument ratings. TheFlight Theory School under the Chief Ground Instructor, Robbie Robson (ex RAF and RAAF) looks after all the basic and advanced theory instruction for students.

In an innovative move, Noel Kruse had managed to persuade the CAA that the old system, which required a Chief Instructor (Cl) to head up flying schools which had aCFI and a CGI, was no longer relevant and that the composite school was the way of the future. This means that there can now be two CFI’s established under the one operator’s certificate, each responsible for their own sphere of operations.

Noel’s responsibilities as the CFI of the Sydney Aerobatic School includes the aerobatic course, the basic flying course, “the things you should have been taught” course, formationflying, pilot navigation, night flying and navigation course and finally, the instructors course.

To achieve all this the school has seven Robin R2160s, the magnificent Siai Marchetti SF. 260 advanced high performance trainer (more on this aircraft in a later edition ofAA), and. a Pitts S2A aerobatic aircraft. There is a total of 14 staff which includes his wife Virginia, who looks after the business side of the organisation, daughter Katrina who is a qualified pilot, and eight flying instructors plus two part timers.

F ocussing in on the basic flying training syllabus, which will be of interest to those considering whether they can afford to learn to fly, it will on average work out as follows: Robin R2160 44hrs x $125. 00/hr$5,500;Instructor 34hrs x $ 65. 00/hr $2,210; Briefings 29 x $40. 00 $1,160; Sub Total $8,870;AAB F light Theory Course & CAA Exam fee $475; Total $9,345.

Noel Kruse maintains that although the course is 50% longer in flying hours, 90% longer in ground briefing time, and 50% dearer, it is 200% better than an ordinary private pilots course. The point is strongly made that the student, in addition to obtaining the first level of a private licence, will have endorsements for spinning and aerobatics, and will have learnt to fly in an aircraft which is more than a cut above the average lightie.

Preflight briefings are a vital part of the formula and are paid for accordingly Briefing notes are provided for each student, but they are required to complete certain details as the briefing proceeds, to reinforce the instruction being given. (I was amazed to find that I had practically no briefings at all for the few dual flights that I did with the club concerned when I decided to take out a private licence. In military flying the briefing is considered as being almost as important as the flight itself. )

The preflight briefing is taped, as is the instruction on the actual flight. This is of great benefit to the student who can play the tape back later at his leisure thus ensuring that the lessons are thoroughly absorbed. I had experience of the airborne taping system when I used it to plug in my own recorder for my flight in the SF. 260. It worked exceptionallywell and was of great benefit to me subsequently when I was setting down myimpressions on theItalian thoroughbred As an old QFI,I was pleased to learn that the ongoing problem of standardisation was handled by regular staffbriefings, and that instructors are required to be present when their studentis being debriefed after a check flight with the CFI. This is essential if a flying training organisation is to maintain its standards.

Recently, a branch of the school was opened in Canberra and is operating with one aircraft and an instructor on detachment (refer p l2 March 92 AA). It is early days yet, but Noel is confident that as the word gets around, there will be a market for the school’s style of flying training in the National Capital.

In an innovative move designed to beat the recession, the school is also about to embark on providing the ultimate adventure for those who have tired of white water rafting, rappelling down cliff faces or perhaps bungee jumping. It is The Air Combat Experience School, or ”. ACES” for short.

Details such as simulated gunsights, and the transmission of gunfire noises have yet to be finalised, but the concept is based on the very successful air combat experience ventures operating in the United States. For something in the order of $400, participants will be given an exciting half day, starting with a run down on air combat procedures, a briefing on the mission to be flown followed by the one hour flight itself and of course the debrief.

In a recent trial run, two non pilots were taken through the proposed programme, and with a little coaching were soon flying the aircraft like veterans in air combat manoeuvres! Evidently they thoroughly enjoyed themselves and were completely wrapped in the whole experience. In answer to the obvious question concerning safety,it was pointed out that it is not possible to overstress the Robin and that the instructors, who are all experienced in air combat manoeuvring, would ensure that lead type manoeuvres (constant bearing deflection shots) were not flown. We will be watching this development with interest and will report further when it is up and running.

What of the future? Noel is optimistic that as the recession recedes and confidence returns, the demand for his form of flying training will continue to grow; whether it be the neophyte wanting to learn to fly, someone with a need to improve his skills, or those just seeking a little more fun in their life. There is also the question of finding a suitable replacement for the Robinsin due course, but that is a matter that will not arise for some time.

In conclusion, we came away impressed by the enthusiasm of the team that makes up the High Performance Flight Training Centre, and with the belief that the high standards set are worth the extra cost.