What Pilots Have to Say About our Instructors
They can fail systems that you think would never fail. This is the way to learn how to handle emergencies.
Let the guys give you instrument proficiency or instrument training then go fly your aircraft in instrument conditions. You will be able to tell the difference and you become totally confident in flying on the gauges.
The method of an engine failure on a multi engine aircraft is fine for a check ride but in real life you better have it nailed. I got worked out on the “steps” to doing it right. Thanks Rick.
Consistency on the gauges in instrument conditions was lacking. No one ever talked to me in training about ‘attitude instruments’. I worked with Rick for two hours and I was shocked how it became second nature to fly the instruments and put the plane where I wanted it to go.
Owner, Lead Instructor
Rick McGuire started flying in 1969. He started teaching as a certified flight instructor in 1975. He has a background as a former military officer, an owner of multiple businesses including aviation 135 operations, flight training facilities and aviation maintenance facilities. He has been a practicing personal injury attorney for more that twenty years and has handled numerous aviation accident cases. He has worked with aviation facilities as it pertains to their legal requirements and has been a television commentator for aviation related topics. He has tried numerous cases and has been involved in multi million dollar settlements. His firm also helps aviation companies as a legal advisor and attorney and has been a coverage counsel attorney for aviation maintenance facilities and FBO’s. His law firm also represents injured passengers in commercial and air carrier operations. His first love has always been aviation and aviation training.
He specializes in Twin Cessna training from 310s through 421s. He also is a Mooney training specialist and has numerous hours training in Mooney aircraft, as well as numerous hours in King Airs and Cessna Citations. He owns a highly modified Cessna 340, a Cessna 421C, and a M20 Mooney that is used for training and other aircraft. He also trains instrument students and conducts Instrument Competency Checks and Instrument Proficiency Checks.
Rick is a single engine, multi engine, instrument flight instructor who has numerous hours in Piper Navajo, Beechcraft Baron, Piper Seneca, Aztec, Piper Twin Comanche and all the twin Cessna aircraft. He is an Advanced and Instrument Ground Instructor. He has an Aircraft Dispatcher License for Turbojet Aircraft and an airline background.
I train for the innocent people sitting in the back of the plane. It does not mean I do not care about the pilots I am working with but they know what they are walking into when they start the engines, the people in the back do not. They assume the person in the left front seat know what they are doing.
After more than fifty (50) years of flying I have seen good pilots undertrained. In regard to multi engine training, my opinion is that it is too easy to get a multi engine rating. I think it needs to be a license. To be able to take a check ride in a Seneca and immediately being able to buy and operate a Twin Cessna 421C is asking for problems to happen.
I take every pilot and work a plan for them to bring out the best they can be. I make them do two things, one is to drill the most dangerous situations over and over and the second is to make them think. I call the second one the Al Haynes approach. If you are faced with a situation can you think yourself out of the problem. You can in most cases if you understand the systems.
One suggestion I have is an airline approach. I give several air carrier pilots their recurrent. One thing they have is that they are taking sim checks on a regular basis. They also fly instruments on every flight. This approach needs to carry over to general aviation. A one day or even a four hour sim check once every six months would add value to safety.
Drilling and thinking is the key to getting rid of the ‘pucker factor.’ The ‘pucker factor’ is when you have a problem and no solution. It means that if it can get worse it will because the pilot can’t address and work out the problem. To put it simply, I train to get rid of the ‘pucker factor’ when the crap hits the fan.