Multi-Engine
Recurrent Training Cessna 310 414 421 Piper Aztec Comanche Beech Baron and More
Flight Level Aviation provides a
training experience which is customized to each pilot and type-specific for the
student's airplane. Multi-engine recurrent
training involves a combination of simulator-based and airplane-based
training per each pilot's preference. Multi-engine
training programs are all type-specific and airplane-specific with the
goal of reviewing both normal and emergency procedures appropriate to
a particular airplane make and model and to the installed equipment. 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 multi-engine
piston IFR pilot using any combination of the full-motion simulator
and a
student's multi-engine piston airplane. The full-motion simulator has 3 IFR GPS
receivers, conventional VOR/LOC/ADF receivers, and flight models for
a Piper Seminole or a generic turbcharged twin-310 horsepower engine
airplane. With
both turbocharged and non-turbocharged flight models available and
also a variety of avionics, any multi-engine piston IFR pilot should
feel comfortable practicing normal and emergency procedures in the
simulator, including a variety of popular piston twins including the
Piper Seminole, Piper Seneca, Piper Navajo, Aztec, Piper Twin Comanche,
Cessna 300/400 series, and Beech Duke and Baron series.
Items included in this training
program may include multi-engine-specific failures, i.e. partial or
complete engine failures in all modes of flight. Training in the
simulator may be safely conducted up to the point of Vmc rollover or
just at the rotation decision-point on takeoff, a major advantage of
simulator training.
The multi-engine training program
also includes a large number of training scenarios in addition to the
all-important engine failures:
-
Approaches in IMC and Low
IMC when appropriate alternates are available and convective
activity can be avoided
-
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
- 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