Single-Engine Recurrent Training

Custom IFR Recurrent Training

Full-Motion Simulator plus Your Plane

Garmin 430 Training

Garmin 530 Training

King KLN94 Training

UPSAT GX50 / GX55 / GX60 Training

Sandel HSI Training

Flight Level Aviation provides a training experience which is customized to each pilot and type-specific for the student's airplane.   Our instructors work with each student to understand his level of experience, the region in which he flies, the aircraft/avionics he files behind, and the student’s typical mission. Even more important is to understand a particular student’s areas of strength/confidence and areas of personal concern. Then a custom training program is initiated using both the airplane and the simulator.

Custom training is available and appropriate for instrument recurrent training for any single-engine piston IFR pilot using any combination of the full-motion simulator, a student's single-engine piston airplane, and/or Flight Level Aviation' Cessna P210N N102KY.  The full-motion simulator has 3 IFR GPS receivers, conventional VOR/LOC/ADF receivers, and flight models for both the Cessna P210N  and the Piper Saratoga PA32R-301; with both turbocharged and non-turbocharged flight models available and also a variety of avionics, any single-engine piston IFR pilot -- from a Cessna 172RG or Cessna 182 to a Mooney, Beech Bonanza, Piper Saratoga, Cirrus, Lancair, or Piper Malibu -- should feel comfortable practicing normal and emergency procedures in the simulator.

Items included in this training program may include but are not limited to these items, some of which may be completed in the airplane and some of which may be completed in the simulator:

• Approaches in IMC and Low IMC when appropriate alternates are available and convective activity can be avoided

• Flight into Known Icing when acceptable weather alternates are available and when weather conditions are within the capability of the TKS weeping wing system (no flight into freezing rain, no flight into severe icing, no flight without a planned no-ice final altitude)

• Partial Panel in multiple configurations

• Dead-Stick Instrument Approaches in low visibility

• Flying challenging instrument approaches throughout the USA, including those in very mountainous terrain
  and/or with an unusual approach design 
• IFR GPS approach procedures in detail using the Garmin 530, King KLN94, or UPSAT GX50 in the simulator (or other GPS in a student’s airplane)
• Operation of an advanced Autopilot/Flight Director
• Autopilot-Induced Stalls
• Autopilot Coupled Approaches
• AI/DG Failure on Takeoff
• VMC Unusual Attitudes
• VMC Rolls/Loops/Inverted/Knife-Edge Flight
• IMC Rolls/Loops/Inverted/Knife-Edge Flight
• Asymmetric Flap Extension
• Sandel SN3308 Electronic HSI Operation
• Conventional HSI Operation
• King KLN94 Operation
• Garmin 530 Operation
• UPSAT GX50 Operation
• Low Visibility Takeoff
• Mild or Extreme Crosswind Landings, with or without Windshear
• Wake Turbulence Rolls
• Airway Tracking with an IFR GPS
• Blocked Pitot Port
• Partially Blocked Static Port
• ILS Approach to Minimums with Windshear
• Single-Engine Vmc Cut
• False Glideslope Intercept
• Glideslope Failure
• ASR (Airport Surveillance Radar) Approach
• PAR (Precision Approach Radar) Approach
• GPS Approach
• NDB Approach
• VOR Approach
• LOC Approach
• LOC Backcourse Approach
• VOR/LOC DME Stepdown Approach
• RNAV (GPS) Approach
• SDF Approach
• LDA Approach
• LDA/Glideslope Approach
• DME Arc Approach using DG or HSI or RMI or GPS
• Contact Approach
• Circling Approach to Minimums at Night (within  range of simulator's 60 degree visual system)
• Missed Approach in low IMC
• Holding at random GPS waypoints
• No-flap landings
• Higher speed or expedited approaches at busy airports
• Category III 0/0 emergency ILS approach/landing
• Deadstick instrument approach to full stop at night to approach minimums
• Holding procedures below vs. above 10,000 feet
• Using GPS as replacement for VOR DME or LOC DME for enroute or approach purposes
• Descent rate calculations for precision vs. non-precision approaches
• Re-Creation of Accidents which have previously occurred in student's airplane type
• Controlled Flight into Terrain Avoidance Scenarios on IMC Departures from Controlled vs. Non-Controlled Airports
• Instrument approaches with varying winds aloft during descent
• Holding, DME Arcs, and NDB approaches with high winds aloft
• Class B vs. Class C vs. Class D vs. TRSA entry procedures
• Emergency descent from FL200
• Base to Final Stall/Spin
• Advanced GPS Flight Plan Features
• Master Solenoid Failure
• Battery Failure
• Alternator Failure
• Altimeter Failure
• IMC Unusual Attitudes
• Spin Recovery in IMC
• Stall Recovery in IMC
• Partial Panel in Multiple Configurations
• Stuck Throttle at Varying  Power  Settings
• Engine-Driven or Electric Fuel Pump Failure
• Runaway Electric Trim
• Minimum Visibility Approach in Fog
• IFR Problem Solving with Various Weather/Mechanical/ATC Scenarios
• Airspeed Indicator Failure
• VSI Indicator Failure
• "Slam Dunk" Descent Profile Approach
• Cold Temperature Effects on Altimeter
• "No Panel" GPS Approach
• Use of High-Altitude Enroute Charts
• Oil Leak Leading to Imminent Engine Failure
• Engine Failure on Takeoff at Varying Critical Altitudes
• Use of OBS/Leg Modes on IFR GPS
• Holding Procedures with Varying Avionics Equipment
• Gliding Distance to Shore Over Water with Varying Winds Aloft
• Portable Weather Datalink Operation (Palm VIIx)
• Navaid ID procedures (by audio or digitally) including DME
• Fuel Controller Failure
• IFR Crossing Altitudes During Lost Communication Procedures
• ATC Negotiations in Icing Conditions
• Sandel Bearing Pointer Setup
• "Cancel IFR" Scenario in Class E Airspace
• Garmin 430/530 GPS Setup/Customization
• Turn Toward Converging Traffic Midair-Avoidance Scenario
• Behind Power Curve Approaches

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