Delta Connection Academy

Nismaxdan said:
Hey guys I was just reading this thread and I am kind of concern. I start training there in January. I was told it would not be advisable to work while I am training. My loan includes living expenses but I am not sure how that works. Should I have a change of hart?
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You can opt for the "flex program" which allows you to schedule when you want to fly and not when the academy wants you to. Also you can work while enrolled in that program. I switched over to the flex since I had family obligations to attend to such as picking my son up from day care and so on. You'll fly flying services vice the regular training department.
 
As a former student and instructor there I might have some info for you. The training there is hands down some of the best I've seen. I was a student and an instructor at some part 61 schools and I've seen both sides. DCA prepares you to get ready for an airline. Other flight schools will so that for you too. DCA is not the only place to train. FBO's are generally for folks wanting to do training at their own pace. That system works for most because they can do whatever other activities (jobs, school) on the side. DCA is a fast-paced program to get you going. If you put the time and effort in you will do fine at DCA. If you put the time and effort at the FBO you will get the same results. Now as far as the management that is a totally different story. It was a complete joke. Throught my time as just an instructor, they had three different presidents. The guy there now is a Delta Airlines checkairmen. He is suppose to be a no nonsense type of guy and is cleaning up house. Apparently the Chief Pilot and some of the other higher ups have been given the axe. I also believe they started to receive new SR-20's to start replacing the oldest fleet in America. $$$$$$$$$$$$$$$$ X 10 is what you'll spend to attend this place. I have been rambling for now, but PM if you want to talk a little bit more. Good luck and remeber to do your research.
 
I, for one personally began work at Delta Connection Academy. Things there sickened me. They had absolutely no care for their students, nor their students' safety.

For Example: I had an Instrument Stage Check... I went through the oral, and impressed the checkpilot during that. I checked the weather. Hurricane Ophelia was 20 miles off the FL coast, and winds aloft were over 50kts at 3000 feet from 180. I was planning to do an approach into Orlando Executive (VOR 25), followed by a DME Arc to a hold at MAMBO, and an NDB into Leesburg, going missed off a circle to land, then back in for an ILS into Sanford. I wasn't liking it one bit. I would have enjoyed the learning experiance with my instructor, but I wouldn't do it "in the real world", and I wouldn't do the flight to be evaluated. I knew my personal limits, and that was beyond them. I was to be "pilot in command" of the flight, and I deemed it not appropriate. It was also IFR conditions. I talked with the checkpilot, and he agreed with me it would be better to hold off a day or two for the flight until the storm could move further north, and then do the flight. We went to the Flight Supervisor to get a "flight Cancellation Form". Here's the conversation:

Me: I need to get a flight cancellation form
*they hand it to me, which I take back to the checkpilot, and we fill it out and sign it, I bring it back to the flight supervisor for their signature and processing*
Flight Sup: This is an instrument flight
Me: Yes
Flight Sup: It's Instrument conditions out there
Me: True.
Flight Sup: Well, I tell you what, if you don't do the flight, I will "no show" you myself!
Me: Fine. Give me the can

Now, let me explain the "No Show" policy as it was explained to me during the indoctrination day. First, you would be charged the full 3 hours scheduled of the aircraft at $200/hr. Then you would be charged for the full 3 hours of a checkpilot at $65/hr. Then you would be charged for the full 3 hours of fuel at $22/hr. Then you would be assessed a $350 no-show fee. That came to $1211.00 for not doing the flight!

So, I opted to do the flight, I got chewed out by the Checkpilot for not having the airplane preflighted because of not knowing whether we would go or not.

We took off, got established on the VOR approach, and I overcompensated that 50kt wind, went full scale, and busted the ride right there. Then the conversation between the checkpilot and I:

Checkpilot: There's full-scale, that's a bust, the ride is failed, go missed, and set up for a DME Arc
Me: No. If I can't pass the ride, it's over.
*I took my hands off the controls, and released my feet from the pedals*
Me: Your airplane, take me back to Sanford
Check Pilot: you don't want to continue?
Me: no. If I can't pass it, there's no point in wasting my time, your time, and my money. Let's get back to Sanford please


Another situation with them:
I was doing another stage check, and had to shoot an ILS approach to runway 9L in Sanford. I got established, and was crosshairs all the way down. I called my 1000 feet to go, 500 feet to go, 200 feet to go (those are to the Decision Altitude). right then, my middle marker was going off. Now, I've shot that ILS probably 40-50 times in the proceeding month and a half. I knew at the middle marker, if everything was right, I would be right about 255', give or take 75 feet for the altimeter error allowable for IFR flight. I was at 400', and that middle marker was going off. I was still "cross hair" - I was still supposedly right on glideslope. The conversation then went:

Me: Something's not right, I am higher than I should be, I'm going missed
*I pushed the throttle full, and began my climbout*
- Now, those that are Instrument rated will note, when over the MM on a standard ILS, and you have a GS of about 90 kts, and you put full throttle, and pull up to pitch for Vy (in that airplane it was 76kts), your glideslope needle will drop almost instantaniously -
Checkpilot: There's Full Scale on glideslope, my flight controls
*checkpilot cuts the throttle, and does one of those slip, swerve, s-turn, top gun maneuvers down to make a "safe" landing on a 9000 foot runway*

I found out I busted for the full scale. I was infuriated, because I was SURE I did the right thing... I noticed something wasn't right, I wanted altitude, and I could have then had time to recheck stuff - maybe my altimeter setting was incorrect, maybe my Glideslope needle was wrong, and a different approach (if possible) would have been better, maybe I had my Marker sensitivity too sensitive or something, but I knew something didn't add up, and I wanted out of it, so I could get altitude and troubleshoot.

I called my instructor who was just as confused as I was.

I went and checked with the group manager and after hearing what happened, he said "Well, in the real world, you did the right thing, but on a checkride, you're supposed to shoot every approach as if you are at minimum fuel". I was like "WHAT!? SAYS WHO!?" I pulled out the Instrument PTS, and laid it on his desk, and I said "point it out to me please!" he said "It's not in there", I was like "ok..." and I pulled out my 172 Flight Standards Manual (as published by Delta Connection Academy), and said "Well, surely it will be in here, point it out". And to no surprise he said "It's not in there either". I said "So then how the (devil's home) am I supposed to know that?! It was never taught, and it was never announced by the checkpilot! If She would have said that... MAYBE things would have been different, and I would possibly have made different choices!" Not only that... but correct me if I'm wrong, but I always thought the whole POINT of a checkride was to make sure you were OK for the real world!

That, along with a lot of other meaningless garbage, expensive items, and more is what happened to me when I attended Delta Connection Academy in Sanford, Florida from June 2005 through December 2005. I was more than glad to get out.

If anybody is CONSIDERING the school, please PM me so I can at least warn you... If, after I warn you, you still want to go, that's perfectly fine. It's your choice, but at least you will have heard more than the Recruitment Reps' opinions!
 
qball194fa said:
Now, let me explain the "No Show" policy as it was explained to me during the indoctrination day. First, you would be charged the full 3 hours scheduled of the aircraft at $200/hr. Then you would be charged for the full 3 hours of a checkpilot at $65/hr. Then you would be charged for the full 3 hours of fuel at $22/hr. Then you would be assessed a $350 no-show fee. That came to $1211.00 for not doing the flight!
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WOW.

Now I see how they make money. I wonder how many flights are cancelled and how many pilots feel pressure to complete a flight due to this policy.

What were you flying for $200 per hour that didn't include the fuel?!?!?!

Michael
 
qball194fa said:
Now, let me explain the "No Show" policy as it was explained to me during the indoctrination day. First, you would be charged the full 3 hours scheduled of the aircraft at $200/hr. Then you would be charged for the full 3 hours of a checkpilot at $65/hr. Then you would be charged for the full 3 hours of fuel at $22/hr. Then you would be assessed a $350 no-show fee. That came to $1211.00 for not doing the flight!
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OK, so I understand the "no show" policy very well. What about the "preflight, startup, and oh, I feel sick now and I'm turning around" policy? Will I charged for hobbs or for no show?
 
Now, let me explain the "No Show" policy as it was explained to me during the indoctrination day. First, you would be charged the full 3 hours scheduled of the aircraft at $200/hr. Then you would be charged for the full 3 hours of a checkpilot at $65/hr. Then you would be charged for the full 3 hours of fuel at $22/hr. Then you would be assessed a $350 no-show fee. That came to $1211.00 for not doing the flight!
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Holy-freakin-hoo! I'd have left a nice note with the BBB after an experience like that.
 
Swen said:
Holy-freakin-hoo! I'd have left a nice note with the BBB after an experience like that.
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Do you have to pre-pay with academy deals? If not I wouldn't pay and wait for them to take me to court with policies like that! I'd be making friends with a lawyer, it'd be justifable with the amount of $$ we're talking here too.
 
MichaelCPS said:
What were you flying for $200 per hour that didn't include the fuel?!?!?!

Michael
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Cessna 172's. I think they were either "N" or "S" models (don't quote that - but I KNOW they weren't SP models) I was attending training from June 2005-December 2005, and those airplanes weren't by any means new or anything. None had any Autopilot, Air, GPS, etc. Those that did have autopilot or GPS installed, it was disconnected and placarded "INOP".

I know it is a little too much to hope for for older 172's to have any of those 3 aminities, but for $200, I would have expected a LOT nicer of aircraft than what were there!

As for the substance, I also had one time where I and my CFI were walking to the plane, I looked in the sky and saw a funnel cloud - small, but nonetheless there. I pointed it out, and my CFI concured it was a funnel cloud and proceeded to say "So What?" I turned right back around and started heading in... he said "I'll no-show you" I said "have at it... I'm not going in the air with one of those lingering around!

How many pilots feel pressured... in my conversations, probably 60% or so that I talked to on a semi-regular basis.

Also don't be led astray by their "Guarenteed Airline Interview"... there's so many loops one has to go through to get it, it isn't even half way funny. Things like, FIRST, you have to complete through their CFI/CFII program... then you get a "Stands Break" - lasting from 1-6 months (depending on openings) then they called you up, and offer you a job as a CFI, but would refuse to tell you what base you would go to. You would be asked to sign a contract of employment - but you still don't know what base you will be assigned to. You would report to the Standardization class, and go through 2 weeks of the most nit-picky things. Like checklist memorization - now, I understand you need to memorize what you will do if the engine fails... but do you have to memorize if the "P" in "Fuel Pump On" is capitalized? I sure as can be don't care - so long as that switch is flipped on! If you would miss more than 2 of these simple grammatical errors on every checklist for all 4 aircraft (at that time) in their fleet (152's, 172's, Arrow's, and Seminole's), you failed Stands, and are asked not to continue, the buck stops there. Then, after completing the Stands class, you are told where you have to go and you have 1 week to show up for your first student. Then, depending on your choosen route, you are likely to do 600 hours of dual, getting paid $10.00 / hour (remember that the student pays $54.00/hr for the CFI (more for the checkpilots)), and bearly having 2 students coming to 4 hours per day total. (this process commonly takes 12-14 months realistically) After that, you go for an MEI course, which will give you your MEI, and you get 1-2 multi engine students, which will end up giving you your 100 hours Multi PIC. After which, you begin the "interview" process. Please note, Interviews are in no way a guarentee of an offer of employment! After you have heard the word "Hired" (without the word "not" in front of it), you go into their "bridge" course, which is similar to the airline's Indoctrination class - that has varying costs - depending on what courses you took with DCA. Then, provided ALL of those requirements are met, you are out of Delta Connection Academy, and are into your airline.

Now, I did not personally go through the CFI stuff there. That is a compiled synopsis of what the training agreement, as well as NUMEROUS other people who went through that program has told me first hand while I was there.

Now, has the program changed since then? I have no idea. I can only attest to what it was like when I was personally there from June 2005 - December 2005.
 
Swen said:
Holy-freakin-hoo! I'd have left a nice note with the BBB after an experience like that.
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I considered it, but I find that doing things this way, giving factual, truthful, personal attestment to my experiances so others can be forwarned is satisfying.

Now, if someone WANTS to go there, and still wants to after I have informed them of my experiances... I'll give them the number to call myself... but this way I can sleep well at night knowing I gave them fair and accurate warning!
 
Andrew_VT said:
Do you have to pre-pay with academy deals? If not I wouldn't pay and wait for them to take me to court with policies like that! I'd be making friends with a lawyer, it'd be justifable with the amount of $$ we're talking here too.
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Oh yes, it is pre-pay... you have an account with them that must maintain a set amount (possibly like $5000 - please don't quote or bank on that amount, as I'm not positive there, but it was an amount such as 3, 5, 10, or 15 thousand or so) at all times. All monies for flights would be taken out of that in-house account (they would allow you to set up an escrow account if you wanted)
 
H46Bubba said:
You can opt for the "flex program" which allows you to schedule when you want to fly and not when the academy wants you to. Also you can work while enrolled in that program. I switched over to the flex since I had family obligations to attend to such as picking my son up from day care and so on. You'll fly flying services vice the regular training department.
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LOL "OPT" for flex??? yeah right! I went to try to do it, and you had to PROVE extenuating Circumstances!

As to the question about employment:

(This if from page 16-5 "Student Information" of DCA Operations Manual)

Students Working

Delta Connection Academy considers its students (except students enrolled in the FLEX Program) to be full-time students, available for training according to the terms and conditions set forth in the Academy's enrollment agreement. Therefore the Academy cannot recognize any student who holds a full or part-time job while attending the Academy


Now, let's break it apart... first, remember what I just said about FLEX... So, now you have to be available for training... what was set forth in the enrollment agreement? 6:00AM - 11:30PM (not including any pre and post flight stuff) Monday through Sunday.

Then like it says they CANNOT RECOGNIZE ANY STUDENT WHO HOLDS A FULL OR PART-TIME JOB WHILE ATTENDING THE ACADEMY! (yes, that includes Flight Instructing freelance while working on your CFII) How do you live? Student Loans... let's take out an additional 25,000 (or so) to pay for ALL living expenses for the full year to train... and then you have to make due with 10/hr instructing PROVIDED YOU MAKE IT TO INSTRUCT WITH THEM!
 
As a current student at DCA I can attest that 80% of what qball194fa said is still accurate. They are still expensive at kufc.

MFT1Air said:
OK, so I understand the "no show" policy very well. What about the "preflight, startup, and oh, I feel sick now and I'm turning around" policy? Will I charged for hobbs or for no show?
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The no show thing is still there but only if you are late, no longer if you do not want to fly. It is now totally up to the student to decide a "go or no go" (DCA speak). You are no longer "no showed for a no go decision" but you have to do ground work with your instructor instead, unless you're ill. You as a student can now cancel a flight without a no show penalty, provided you call dispatch and you instructor with more than one hour notice. YOU MUST CALL THEM BOTH, unless you have a <jerk> for an instructor then you can always change him.

You can cancel a flight if you are not comfortable with weather conditions, but in that case both you instructor and the flight sup must agree. Again hope fully you won't have a <jerk> for an instructor.

It is so easy to change instructors if you don't like the one you have. Though most people don't. For the most part the instructors a way cool. Except for one. This Indian looking chick who acts like the world owes her a favor.

They even have to ask you if they are doing ok or if you would like to change instructors.

Oh you are also no showed if you do not have the appropriate flight home work finished.

They are now seriously pushing the customer service thing. If a student has an issue customer service deals with it and I can attest that they do.

They are doing away with the escrow account because most people don't use it.

Since I am a big guy, it's a 172 for me, and what he said about them being old and rickety, well was a gross understatement.

They have an SR20 there and supposedly by August it will be all SR20's for training because they will be doing acrobatic training. Though, keep in mind they were saying that two years ago. So the August thing is a wait and see.

It's no longer $10/hr, it is now a wopping $11.50/hr and you get bonuses or a raise for each of you students that passes a check ride. But the most I think you can get is like 12.50/hr. So now you can eat at Pizza Hut instead of the MacDonald's dollar menu.

There are some positive changes going on at DCA since the "reorganization" last November, but they still have a very long way to go.

Standz break is no longer 1 to 6 months. It is now Two to four weeks. The last two were two weeks.

Oh and you bet your donkey you prepay.
 
Nismaxdan said:
As a current student at DCA I can attest that 80% of what qball194fa said is still accurate. They are still expensive at kufc.



The no show thing is still there but only if you are late, no longer if you do not want to fly. It is now totally up to the student to decide a "go or no go" (DCA speak). You are no longer "no showed for a no go decision" but you have to do ground work with your instructor instead, unless you're ill. You as a student can now cancel a flight without a no show penalty, provided you call dispatch and you instructor with more than one hour notice. YOU MUST CALL THEM BOTH, unless you have a <jerk> for an instructor then you can always change him.

You can cancel a flight if you are not comfortable with weather conditions, but in that case both you instructor and the flight sup must agree. Again hope fully you won't have a <jerk> for an instructor.

It is so easy to change instructors if you don't like the one you have. Though most people don't. For the most part the instructors a way cool. Except for one. This Indian looking chick who acts like the world owes her a favor.

They even have to ask you if they are doing ok or if you would like to change instructors.

Oh you are also no showed if you do not have the appropriate flight home work finished.

They are now seriously pushing the customer service thing. If a student has an issue customer service deals with it and I can attest that they do.

They are doing away with the escrow account because most people don't use it.

Since I am a big guy, it's a 172 for me, and what he said about them being old and rickety, well was a gross understatement.

They have an SR20 there and supposedly by August it will be all SR20's for training because they will be doing acrobatic training. Though, keep in mind they were saying that two years ago. So the August thing is a wait and see.

It's no longer $10/hr, it is now a wopping $11.50/hr and you get bonuses or a raise for each of you students that passes a check ride. But the most I think you can get is like 12.50/hr. So now you can eat at Pizza Hut instead of the MacDonald's dollar menu.

There are some positive changes going on at DCA since the "reorganization" last November, but they still have a very long way to go.

Standz break is no longer 1 to 6 months. It is now Two to four weeks. The last two were two weeks.

Oh and you bet your donkey you prepay.
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First, I do want to say that I am glad to hear positive changes occuring. That place really did need work, and from the way it sounds, still has a long way to go.

The weather situations I see hasn't changed though, as you can tell you had stated the Flight sup, and your CFI (or I assume in the case of a checkride/stagecheck, the examiner, or your checkilot) must still agree. With that instrument flight the Flight Sup was going to no-show, the checkpilot and I agreed - Flight Sup didn't. So I would hope the flight sup lost their behind the desk power for things like that, and it is solely an instructor/checkpilot/examiner ability to no-show a student.

I agree, back then it was not difficult to change instructors. I did have one who was actually a good CFI, and he was an AWESOME stick... but there was issues with his style of teaching was not jiving with my style of learning. I had no problem changing my instructor.

I am distrubed by their doing away with the Escrow thing. There have been numerous flight schools (especially in Central Florida) that have closed doors immediately, and ran with their students' training funds. That was viewed as a positive in my mind about DCA, that if they went "belly-up" as part of Delta's reorginization in bankruptcy, then at least you weren't out ALL your money - only that what you had spent to date.

I must ask, is scheduling any better? or do you still have to wait until many times 7:30pm to find out about the 6am flight you have the next day, which you have to be there an hour and a half before hand to prepare for?

Hopefully the changes continue to be positive. That was one place it was lacking greatly - customer service, which for a hard-working, small town, mid american guy like me, customer service is a top priority. I suppose 70% of my issues with DCA could have been traced back to, in one way or another, poor customer service. They treated us more as employees that were paying 100,000 for training, rather than a customer who just took out a 2nd morgage (sp?) on their house. I'm just really big on the fact that as STUDENTS, we were CUSTOMERS, and they found out the hard way with me, I wasn't locked there by any means, I could disenroll, take the remainder of my 100 grand (which came to like 89,000) and go across the airport for training, and then put most of that money right back to the lending source it came from!
 
qball194fa said:
...I am distrubed by their doing away with the Escrow thing. There have been numerous flight schools (especially in Central Florida) that have closed doors immediately, and ran with their students' training funds. That was viewed as a positive in my mind about DCA, that if they went "belly-up" as part of Delta's reorginization in bankruptcy, then at least you weren't out ALL your money - only that what you had spent to date.

I must ask, is scheduling any better? or do you still have to wait until many times 7:30pm to find out about the 6am flight you have the next day, which you have to be there an hour and a half before hand to prepare for?

Hopefully the changes continue to be positive. That was one place it was lacking greatly - customer service, which for a hard-working, small town, mid american guy like me, customer service is a top priority. I suppose 70% of my issues with DCA could have been traced back to, in one way or another, poor customer service. They treated us more as employees that were paying 100,000 for training, rather than a customer who just took out a 2nd morgage (sp?) on their house. I'm just really big on the fact that as STUDENTS, we were CUSTOMERS, and they found out the hard way with me, I wasn't locked there by any means, I could disenroll, take the remainder of my 100 grand (which came to like 89,000) and go across the airport for training, and then put most of that money right back to the lending source it came from!
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They are only doing away with the escrow thing because of lack of interest. Those of us who signed up on Jan 25, like 30 of us only two signed up for it.

Schedules come out everyday at 5pm. Not much better than 730pm. Customer service is just great, though the two people there are super fake. So you never know if those super wonderful smiles they give are genuine.

I personally think that is that reason for the good customer service. They realized students were leaving with their second mortgages in tow. Now, no matter what kind of problem you are having be it with housing, instructors, flight services, it can all be dealt with in customer service.
 
"Now, if someone WANTS to go there, and still wants to after I have informed them of my experiances..."

There is tons of history about DCA at this site going waaaaay back. Had you seen that, would you still have gone to DCA? and why? Do you think that most people that go there are misinformed about the industry? Buy into the DCA marketing?

I'm still trying to figure out why, in this day and age, anyone would consider the place with so many options available.
 
DE727UPS said:
"Now, if someone WANTS to go there, and still wants to after I have informed them of my experiances..."

There is tons of history about DCA at this site going waaaaay back. Had you seen that, would you still have gone to DCA? and why? Do you think that most people that go there are misinformed about the industry? Buy into the DCA marketing?

I'm still trying to figure out why, in this day and age, anyone would consider the place with so many options available.
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Ok, I can't speak for others, but for me, I can tell you exactly why I went there. It was their marketing. I had seen many false illusions. I noticed that to get a corporate job, if I could have jet time, I'd be better off... now how to get Jet time? Well, the Airlines seem to be a good place for it. I found DCA having advertising a "guarenteed airline interview", as well as I did recognize that they were owned by Delta - an airline. I know in most of the business I had done outside aviation, if possible, companies like to hire from within. I bought into the illusion that DCA was "from within".

Then the fact that they flew me and a couple companions down to FL to check out the facilities, and put us up on a decent hotel, I knew they must have had confidence to spend that money. Those people I talked with in the process of going through admissions were very good salesmen.

After I was there for about 2 months, the true colors began to surface.

Now, back then, I had no clue forums existed (I didn't do much time on the web, other than to check e-mail). I didn't know it was possible to research the school, and even less did I know how.

So, to answer your question as directly as possible, it was a marketing coupled with a lack of knowledge and a lack of research ability.

As for why I said what I said. The way I see it, I can inform someone (if need be), and then I can rest easy at night knowing I actually attempted to inform them. This way if they still decide DCA is right for them (which it is a good installation for some people with some personality types), at least they are going in with more of an insider's knowledge (even a past insider that can attest to the way things used to be is better than NO knowledge at all) than I had, and they can make a better informed decision - whatever that decision may be.

Had I seen what I have seen on this site, and others before I went to DCA, I probably would not have gone there, and to be honest I probably would have gone to ATP instead. Now, I've never been to ATP, I'm sure it has it's bad apples as well, and I haven't researched it recently because I am not in a point where it would be in my interest to go to them as of yet. It was coming down to DCA, Embry Riddle, and ATP. I was turned off by Embry Riddle's extremely expensive tuition / hour, and the lack of care from their admissions reps to get in touch with me (like I said before - customer service! Customer Service means the WORLD to me in business!). DCA happened to step to the plate, gave good Customer service (as I was doing Admissions - immediately after signing the enrollement agreement - that went down the tube), and they even flew me to FL on their dime to show me the facilities. ATP was simply slow at replying.

I now wish I had been better informed prior to enrollment. Ever since, I have done what I could to be honest about it, and upon request or legitimate opportunity to inform others of my experiances, so they can be better informed than I was.
 
I've been reading horror stories about the DCA Sanford campus for some time now. Does anyone have info on the BCC/DCA campus in South Florida?

I live ~ 10 min away from them and I currently attend BCC (Broward Community College) so the transition would be super easy for me. I know there are other schools to choose from but the program they offer down here is an AS degree with the option to transfer to any Florida School for a Bachelor-ate degree. The logistics alone tempt me. Is it really that bad?
 
white50 said:
I've been reading horror stories about the DCA Sanford campus for some time now. Does anyone have info on the BCC/DCA campus in South Florida?

I live ~ 10 min away from them and I currently attend BCC (Broward Community College) so the transition would be super easy for me. I know there are other schools to choose from but the program they offer down here is an AS degree with the option to transfer to any Florida School for a Bachelor-ate degree. The logistics alone tempt me. Is it really that bad?
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When I was there, hearing for collegues, the policies are the same, just not as strictly enforced... it is sort of "when the cat's away, the mice shall play" type of deal (how it was explained to me). The "cat" is in Sanford. Also, I was under the understanding of the scheduling being much easier at other campuses.

That's just what I heard. I am not a great source for reliable information for the extension campuses.
 
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