Full Motion Simulator

Cessna 210 Simulator

Cessna T210 Simulator

Cessna P210 Simulator

Advanced Instrument Training
 

The flight began as a routine cross-country instrument flight, though increasing headwinds delayed arrival until after dark; the pilot began a gradual decent from FL190 to lessen the headwinds. Then the pilot found himself in IMC as unforecast rain developed, though the destination remained above approach minimums. As the rain and clouds came in, turbulence picked up. Slowly the panel lights began to dim, and soon it became apparent that a flashlight would be needed to fly the plane after a night-time electrical failure. All electrical devices were turned off except the VNAV-capable GPS navigator.  The pilot began navigating to an alternate with known VFR weather when the engine began to sputter and die… alone, at night, at high altitude in a dark cockpit with no engine and only reserve battery power to power the available navigation equipment.  The pilot navigated to the final approach fix for a nearby instrument runway and enroute he calculated his airplane’s descent rate in order to determine the proper adjusted altitude at which to cross the FAF…knowing there would be only one chance at this approach, he monitored his airplane’s descent rate intensely, circled over the FAF a few times, and then glided inbound from the missed approach point… Breaking out of the clouds to the wonderful sight of sequenced approach lights, he extended the gear manually and made a no-flap deadstick landing to the great relief of everyone involved.

“Awesome” is the response heard most often after a pilot learns of the capabilities of Flight Level Aviation’s full-motion advanced avionics simulator, in which the above flight can be realistically enacted. Custom manufactured by Aviation Simulation Technology (www.ast-simulators.com), this unique simulator gives the single-engine   instrument pilot the ability to practice single-engine emergencies just as realistically as twin pilots typically practice engine failures during recurrent simulator training.  The simulator also is equipped with a twin-engine throttle quadrant to practice realistic engine failures in all phases of multi-engine flight, including engine failures on takeoff leading to Vmc rollovers if not quickly managed.   In addition, this simulator allows pilots to gain actual experience flying 3 different IFR GPS systems and the Sandel SN3308 Electronic HSI, learning the various nuances, modes, and advanced features of these avionics in the more efficient setting of the simulator before trying them out in an actual airplane.   The simulator's full-motion model allows realistic practice of unusual attitudes in IFR or VFR weather conditions, mild or extreme crosswind landings, steep turns, cockpit resource management during single-pilot instrument approaches in turbulence, and many other training scenarios helpful for single-pilot single-engine IFR flight.   Emergency situations which can be simulated include asymmetric flap deflection, instrument and gyro malfunctions, electric trim runaway, electrical failures, and even wake turbulence rolls while in either VFR or IFR weather conditions.  The simulator has an extensive navigation database which allows pilots to fly approaches both in their own home area as well as throughout the U.S.

The simulator specifications are as follows (all avionics are authentic and fully functioning):

• Certified as an FAA Level 3  Flight Training Device -- Certification Completed 9/22/03 -- This is the ONLY Full-Motion Level 3 Flight Training Device for light piston singe-engine or multi-engine aircraft!
• Full 6-Degree Freedom of Motion System from Moog Inc. (www.moog.com)
• Approved for Instrument Proficiency Checks with a CFII
• Approved for Instrument Currency with a CFII or Instrument Ground Instructor
• Bendix-King KX-165 VOR/ILS Receiver
• Sandel SN3308 Electronic HSI interfaced to 3 IFR GPS navigators, VOR/ILS, and ADF
• Garmin 530 IFR GPS  
• King KLN94 IFR GPS with IFR-style annunciator panel
• UPSAT GX50 IFR GPS with IFR-style annunciator panel
• King KR87 ADF Receiver
• Generic Single-engine or Multi-engine piston Cockpit
• Authentic simulator flight models from Kohlman Systems Research, Inc. (www.kohlmansystems.com) for Cessna T210/P210, normally aspirated Piper Saratoga, Piper Seminole, or generic turbocharged twin
• 60-Degree Visual Projection System
• Extensive, custom-programmed systems failure scenarios for single-engine or multi-engine single-pilot IFR training

As an FAA certified Level III Flight Training Device, use of this simulator will qualify for the following Part 61 operations:

61.109 Private 2.5 hours out of 40 hours flight time 
61.65 Instrument 20 hours out of 40 hours instrument time 
61.129 Commercial Not more than 50 hours out of 250 hours total flight time 
61.156 ATP Not more than 25 hours out of 75 hours flight instrument time 
61.65 Portions of Instrument Check Ride 
61.57 All 6 approaches required for an Instrument Currency (with a CFII or Instrument Ground Instructor)
61.57 All or part of an Instrument Proficiency Check (with a CFII)

This simulator is an extremely cost-effective way to maintain instrument currency, to practice using an IFR GPS, or to complete up to 20 hours of training toward an instrument rating. 

Training scenarios and failure modes which can be practiced in the simulator include these:

• AI/DG Failure on Takeoff
• Engine failure on takeoff in single-engine or multi-engine airplane
• 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 Lead 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

 

 

Close-Up View of Simulator Panel

 

 

Simulator External View

 

Full Simulator Panel with Avionics Visible, including Garmin 530, King KLN94, UPSAT GX50, and Sandel SN3308 Electronic HSI

 

Simulator Interior with Pilot Seat, Instructor Console, and Projected Visual System in View

 

 

Simulator Exterior View

 

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