Full Motion Simulator Advanced Avionics Instrument Flight Training Flight Level Aviation Pennsylvania

<body> <H1>Cessna P210</H1> <H1>Cessna 210</H1> <H1>Cessna T210</H1> <H2>Full Motion Simulator</H2> <H2>Cessna 210 Training</H2> <H2>Cessna 210 Simulator</H2> <H2>Cessna P210 Training</H2> <H2>Cessna P210 Simulator</H2> <H2>Cessna T210 Training</H2> <H2>Cessna T210 Simulator</H2> <H3>Advanced Instrument Training<H3> <H3>Garmin 530 Training</H3> <H3>Garmin 430 Training</H3> <H3>Avidyne Entegra Training</H3> <H3>Garmin G1000 Training</H3> <H3>Avidyne Training</H3> <head><TITLE>Full Motion Simulator Advanced Avionics Instrument Flight Training Flight Level Aviation Pennsylvania</TITLE> <meta http-equiv="keywords" content="cessna,p210,210,t210,"cessna p210","cessna t210","p210 training","210 training","cessna training","flight","simulator","recurrent training","ifr training","avionics training",motion,full-motion,cfii,instrument,recurrent,recurrency,training,instructor,cessna,piper,malibu,210,t210,p210,insurance,approved,flight,simulator,full-motion,full,motion,efis,chelton,richard,kaplan,flight,training,instructor,cessna,bonanza,glass cockpit,glass,cockpit,flightlogic,highway in the sky,hits"> <meta name="GENERATOR" content="Microsoft FrontPage 5.0"> <meta name="ProgId" content="FrontPage.Editor.Document"> <STYLE type="text/css">  </STYLE> <style></style> <style></style> <base target="bottom"> <title></title> </head> <body bgcolor="#FFFFFF" topmargin="0" leftmargin="0" link="#004080" vlink="#004080" alink="#004080"> <div align="left"> <table border="0" width="90%" cellpadding="2"> <tr> <td width="100%" align="center"> <p align="center"> <a href="mailto:rkaplan@flyimc.com?subject=Please send me information about the upcoming Southern California IFR Course"> <font face="Verdana" size="5" color="#0000FF"> <a target="_blank" href="http://forums.flyimc.com/"> <font color="#808000">New:  Click Here for Flight Level Aviation IFR Forums</font></a></font></a><a target="_blank" href="http://forums.flyimc.com/"><font color="#808000"></a></font></a><font face="Verdana" size="5" color="#808000"><br> </font><b><font face="Verdana" size="3" color="#000000"><br> </font></b> <a href="mailto:rkaplan@flyimc.com?subject=Please Add me to the Flight Level Aviation Mailing List">Join Our Mailing List by Clicking Here and Sending an Email</a><b><font color="#004080" size="2" face="Verdana"><br> <H3></font><font color="#004080" face="Verdana"> Flight Level Aviation is the ONLY Full-Motion Sim Training Program to Offer up to 8 Hours of Sim Time Per Day!<br> and The ONLY Sim Training Program to Offer a Type-Specific Syllabus Customized to Your Airplane and Goals!<br> and the ONLY Sim Training Program to Integrate Simulator and Airplane Training!</font></b></p></H3> <p align="center"><b><font face="Verdana" color="#004080">All This at a Very Reasonable Price of $375/Day Each For 2 Single-Engine Pilots<br> </font><font color="#004080" size="2" face="Verdana"><br> </font></b> <font size="2" face="Verdana"> <img border="0" src="images/PANEL.jpg" width="602" height="400"></font></p> <p align="center"><font size="6" color="#008000">Major Simulator Upgrade Completed February 2006</font></p> <p align="center"><font face="Verdana" size="2">We are pleased to announce that our full-motion simulator has just completed a major upgrade which substantially increases its ability to realistically simulate both VFR and IFR flight.   The new simulator upgrade includes:</font></p> <ul> <li><font face="Verdana" size="2">Photo-realistic scenery of the entire U.S. -- see screenshots <a target="_blank" href="http://www.global-scenery.org/index2.html"> here</a></font></li> <li><font face="Verdana" size="2">3-Axis Autopilot</font></li> <li><font face="Verdana" size="2">Aerobatics Mode in Motion Base for highly realistic unusual attitude and upset recovery practice</font></ul> <p align="center"><font face="Verdana" size="2"> The new simulator upgrade allows us to expand upon our longstanding goal of customizing the  simulator experience to be realistic for each pilot's level of experience, aircraft, avionics, home airport, and typical flying destinations.  The new visuals are particularly realistic in practicing VFR engine-out procedures and locating emergency landing locations or airports just as you would do in an actual emergency.</font></p> <p align="center"><font face="Verdana" size="2">As always, the simulator includes a 6-degree-of-freedom motion base, 3 IFR GPS units, and a Sandel electronic HSI.  The simulator is unique in this regard as an advanced avionics simulator and has therefore attracted pilots from all over the U.S. and as far away as Norway, Germany, United Kingdom, and Africa and has been very positively reviewed by several major aviation periodicals.   </font></p> <p align="center"><font face="Verdana" size="2">Have you ever tried inverted attitude recovery in windshear while in IMC?  At night?  Partial panel?  At low altitude? Can you tell the difference in a twin between engine failure and asymmetric flaps?</font></p> <p align="center"><font face="Verdana" size="2"><br> <br> </font><b> <font face="Verdana"><span style="background-color: #FFFF00"> <a target="_self" href="feedback.html">Click here to read what prior  students had to say about their experience!</a></span></font></b><br>  </p> <p><b><font size="2" face="Verdana">      Training topics include:</font></b></p> <ul> <li><font face="Verdana" size="2">Cessna 210/T210/P210 Type-Specific Training</font></li> <li><font face="Verdana" size="2">Advanced IFR Training for All Piston Single/Twin Airplanes</font></li> <li><font size="2" face="Verdana">Combined Airplane and Simulator Training</font></li> <li><font size="2" face="Verdana">Training in Actual IMC</font> </li> <li><font size="2" face="Verdana">Advanced Instrument Training</font><li> <font face="Verdana" size="2">Advanced Avionics Training</font><li><font size="2" face="Verdana">IFR GPS and Electronic HSI Operation</font> <li><font size="2" face="Verdana">Pressurization</font> <li><font size="2" face="Verdana">Turbocharging</font> <li><font size="2" face="Verdana">Known-Icing</font> <li><font size="2" face="Verdana">Spherics</font> <li><font size="2" face="Verdana">Portable Weather Datalink</font> <li><font size="2" face="Verdana">Practical Single-Pilot Piston IFR Weather Analysis</font> </ul> <p>  <font face="Verdana" size="2"> <a href="http://www.nafinet.org/mastercfi/index.html"> <img border="0" src="images/NAFI.gif" width="100" height="85" align="left" hspace="20"></a></font><p> <font face="Verdana" size="2"><br> As of August  2003, Richard Kaplan is proud to have been designated as a <a href="http://www.nafinet.org/mastercfi/index.html">Master CFI </a>by the National Association of Flight Instructors.</font><blockquote> <p> <a href="http://www.avemco.com/safetyrewards/safetyrewards.asp"> <img border="0" src="images/avemcologo.gif" width="170" height="47" align="center" vspace="25" hspace="10"></a> <p> Flight Level Aviation is proud to have its recurrent training program approved for an insurance discount through the <a href="http://www.avemco.com/safetyrewards/safetyrewards.asp">Avemco Safety Rewards</a> program.  Past students have also received insurance underwriter approval for Flight Level  Aviation's recurrent training programs from most other aviation insurers, including W. Brown, USAIG,  AIG, and Aerospace, among others.  Please inquire for details regarding insurance approval of our training programs.</blockquote> <p> <font face="Verdana" size="2"><b>Flight Level Aviation, Inc.<br> 60 Stockton Avenue<br> Uniontown, PA  15401<br> (724) 880-2948</b><br> <a href="mailto:rkaplan@flyimc.com">rkaplan@flyimc.com</a></font><p> <tr> <td vAlign="top" width="14" height="20"><font size="2" face="Verdana" color="#FFCC00">-</font></td> <td vAlign="top" width="304" height="20"><a href="home.html"><font size="2" face="Verdana">Home</font></a></td> </tr> <tr> <td vAlign="top" width="14" height="20"><font size="2" face="Verdana" color="#FFCC00">-</font></td> <td vAlign="top" width="304" height="20"><a href="about.html"><font size="2" face="Verdana">About </font></a></td> </tr> <tr> <td vAlign="top" width="14" height="40"><font size="2" face="Verdana" color="#FFCC00">-</font></td> <td vAlign="top" width="304" height="40"> <p dir="ltr"><a href="deadstick.html"> <font 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color="#FFCC00">-</font></td> <td vAlign="top" width="304" height="20"><font size="2" face="Verdana"> <a href="contact.html">Contact / Email</a></font></td> </tr> <tr> <td vAlign="top" width="14" height="20"><font size="2" face="Verdana" color="#FFCC00">-</font></td> <td vAlign="top" width="304" height="20"> <a href="articles.htm"> <font face="Verdana" size="2" color="#FFFF00">DOWNLOAD Articles/Reviews</font></a></td> </tr> <tr> <td vAlign="top" width="14" height="20"><font size="2" face="Verdana" color="#FFCC00">-</font></td> <td vAlign="top" width="304" height="20"><a href="simulator.html"><font size="2" face="Verdana">Motion Simulator</font></a><font size="2" face="Verdana"> </font></td> </tr> <tr> <td vAlign="top" width="14" height="40"><font size="2" face="Verdana" color="#FFCC00">-</font></td> <td vAlign="top" width="304" height="40"><a href="feedback.html"> <font size="2" face="Verdana" color="#FFFF00">Student Feedback & References</font></a></td> </tr> <tr> <td vAlign="top" width="14" height="40"><font size="2" face="Verdana" color="#FFCC00"> -</font></td> <td vAlign="top" width="304" height="40"><font face="Verdana" size="2"> <a href="newpanel.html">N102KY Panel Upgrade</a></font></td> </tr> <tr> <td vAlign="top" width="14" height="42"><font size="2" face="Verdana" color="#FFCC00"> -</font></td> <td vAlign="top" width="304" height="42"><font face="Verdana" size="2"> <a href="customtraining.html">Single-Engine Recurrent Training</a></font></td> </tr> <tr> <td vAlign="top" width="14" height="40"><font size="2" face="Verdana" color="#FFCC00">-</font></td> <td vAlign="top" width="304" height="40"><font face="Verdana" size="2"> <a href="multi.html">Multi-Engine Recurrent Training</a></font></td> </tr> <tr> <td vAlign="top" width="14" height="40"><font size="2" face="Verdana" color="#FFCC00">-</font></td> <td vAlign="top" width="304" height="40"><a href="checkout.html"> <font face="Verdana" size="2">Cessna P</font></a><font face="Verdana" size="2"><a href="checkout.html">210/T210/210 Specific Training</a></font></td> </tr> <tr> <td vAlign="top" width="14" height="40"><font size="2" face="Verdana" color="#FFCC00">-</font></td> <td vAlign="top" width="304" height="40"><a href="bonanza.htm"> <font face="Verdana" size="2">Beech Bonanza 33/35/36 Recurrent Training</font></a></td> </tr> <tr> <td vAlign="top" width="14" height="20"><font size="2" face="Verdana" color="#FFCC00">-</font></td> <td vAlign="top" width="304" height="20"><a href="pinchhitter.html"> <font face="Verdana" size="2">Flying Companion</font></a><font face="Verdana" size="2"><a href="pinchhitter.html"> Course</a></font></td> </tr> <tr> <td vAlign="top" width="14" height="20"><font size="2" face="Verdana" color="#FFCC00">-</font></td> <td vAlign="top" width="304" height="20"><a href="weathermin.html"><font size="2" face="Verdana">Weather Minimums</font></a></td> </tr> <tr> <td vAlign="top" width="14" height="22"><font size="2" face="Verdana" color="#FFCC00">-</font></td> 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href="directions.html"><font size="2" face="Verdana">Directions & Accommodations</font></a></td> </tr> <tr> <td vAlign="top" width="14" height="20"><font size="2" face="Verdana" color="#FFCC00">-</font></td> <td vAlign="top" width="304" height="20"><font size="2" face="Verdana"><a href="contact.html"> Contact / Email</a></font></td> </tr> <H3> Cessna 210 �Training� Cessna T210 Training Cessna P210 Training Flight Level Aviation is uniquely able to offer a thorough Cessna 210/T210/P210 type specific checkout which includes: In-flight training by a CFII/NAFI Master CFI (Richard Kaplan) who actively owns/flies his own Cessna P210 and is also a physician who understands very well the physiological implications of high-altitude/pressurized flight Simulator-based training using a full-motion simulator with a T210/P210 flight model from Kohlman Systems Research, Inc. (www.kohlmansystems.com) Introductory, Initial, and Recurrent Cessna 210/T210/P210-Specific training programs are offered: Introductory Training� If you are considering the purchase of a Cessna 210/T210/P210 but are not certain if this aircraft will meet your needs, take a demonstration flight lesson to experience this aircraft type�s performance and handling characteristics. Click here to learn more. Initial and Recurrent Training Flight Level Aviation, Inc. has been approved for past students by USAIG Insurance, AIG, Global, and Aerospace for initial and annual recurrent Cessna P210 training. Please inquire regarding other insurance approval. Flight Level Aviation�s training syllabus for the Cessna 210 closely adheres to the syllabus published by the AOPA Air Safety Foundation in its P210 Safety Review specifically for the purpose of pilot initial and recurrent training in this aircraft. The purchase and reading of this P210 Safety Review is required of all students, as is completion of the pre-solo exam therein. The AOPA Air Safety Foundation estimates that a Cessna 210 checkout can be accomplished on average in 6.5 hours for an experienced pilot. Under the Flight Level Aviation training program, this time varies by pilot prior experience. An initial checkout typically can be accomplished in 10 flight hours (plus appropriate ground time); less time may be required for recurrency training or for a pilot with a very high level of prior aeronautical experience, and greater time may be required for very experienced pilots. Upon completion of the Flight Level Aviation Initial or Recurrency 210 Training program, a pilot should be proficient in normal and emergency operations in the Cessna P210 and will have completed both a Biennial Flight Review and an Instrument Proficiency Check. Group Weekend Training� Please click here for information about a new group Cessna 210 training program offered by Flight Level Aviation. Helpful Download -- Cessna 210/T210/P210 Type Certificate Data Sheet Click here to download the official Type Certificate Data Sheet for all Cessna 210/T210/P210 airplanes Cessna 210/T210/P210 Training Syllabus All Cessna P210 training will be both individualized according to a given pilot�s need and based overall on the AOPA Air Safety Foundation P210 Safety Review. All training programs will include the following: Review of Cessna 210/T210/P210 accident history, with special attention to specific features of this aircraft (for example: vapor lock, shape/size of the fuel tanks, and fuel pump system) which have established trends in prior accident evaluations� Emphasis on electric trim as a particularly insidious and potentially lethal failure mode for this aircraft� Review of pre-solo exam� Review of type-specific checklist (a list developed by Flight Level Aviation over the last 4 years which currently contains almost 100 items unique to this aircraft and its systems which are useful in a practical sense during preflight inspections and during ground and flight operations)� Review aircraft maintenance logs and weight and balance� Review of operation of installed avionics, with particular attention to aircraft specific factors, such as GPS/autopilot coupling� Review of supplemental type certificated items which could affect aircraft performance (including but not limited to intercoolers, STOL kits, dual vacuum pumps, digital engine monitors, and/or icing equipment)� Basic air maneuvers (including stalls in multiple configurations, steep turns, power settings for climbing and level flight and descent under various ambient temperature conditions)� Takeoff and landing proficiency, including short field, no-flap, crosswind, and high density altitude considerations at varying aircraft weights� Simulated or actual performance of all emergency checklist items, including engine failures in multiple configurations, flight control or flap system failure, inflight fire, vacuum and electrical system loss, use of manual gear extension system, unforecast icing encounters, and sudden decompression/emergency descent� Instrument proficiency evaluation, emphasizing partial panel operations enroute and on approach� Turbocharger critical altitude check and pressurization system operational testing� Detailed review of engine power and fuel flow operating parameters for safety and engine longevity� Ground and in-flight review of high altitude physiology, including simulated operation of the aircraft�s oxygen generating system, actual in-flight pulse oximetry, and correlation of such pulse oximetry with projected times of useful consciousness in the event of sudden decompression� Review of air traffic control considerations specific to this aircraft (limitations in aircraft climb and descent rates which may be viewed by air traffic control as unusual for an aircraft capable of flying in the flight levels)� High altitude cross-country flight, culminating in a flight of 200 nautical miles or greater at or above Flight Level 200 with a full stop landing at a Class B primary airfield under instrument flight rules. Depending on weather conditions and student interest, this flight may alternately culminate in a simulated high-altitude engine failure with a "dead stick" instrument approach � the ultimate IFR simulated emergency!� Review of pertinent recent published articles from the popular aviation publishing community in reference to safe operation of the Cessna P210� Cessna 210/T210/P210 Training Checklist Cessna 210/T21/P210 training programs include use of a 210-specific training checklist developed and continually modified by Richard to cover important type-specific areas of training in this airplane. This checklist will include the following: Lowered risk of water contamination of fuel with non-recessed fuel caps Importance of fueling aircraft �to the brim� in proper ground attitude when planning cross-country flight Emergency procedures for vapor lock (fuel pump on, switch tanks) Caution against use of fuel pump routinely for takeoff or cruise Full throttle activates high setting of fuel pump (important if engine failure occurs on takeoff) Operation of interlock mechanism on pilot door (? Lock vs . Unlock safety lock) Procedures if emergency exit opens in flight (expect buffeting, opening openable window may reduce this) Preflight/Pre-purchase to include check of horizontal stabilizer noseribs and implications for ground handling (powered tug recommended) Location of hydraulic fluid reservoir (check each 25 hours) Location of 5 fuel sumps during preflight Preflight inspection of propeller spinner (slightly loose/low) and propeller blades (no looseness permitted) Emphasize proper leaning and cylinder/TIT temperature monitoring procedures Limiting factor for summer climbs = Cylinder head temps Limiting factor for leaning = TIT temperature Altered power settings for intercooler-equipped aircraft Emergency gear extension procedure Emergency descent procedure for decompression at high altitude High altitude physiology factors, esp. re: exponentially increased risks above 18,000 feet Inspection/Replacement of oxygen generator Flight planning for climb/descent distances for high altitude flight ATC factors for high-altitude flight (ATC often unfamiliar with relatively low P210 climb/descent rates for a flight-level-flown aircraft) Physiology of moving pressurization controls in-flight Pressurization system = Electric+Pneumatic+Mechnical and implications for emergency operations Implications of cabin pressurization differential in marginally high range (aircraft has reverted to backup outflow system) Location of pressurization bulkhead Locations which can block pressurization outflow valves Go-Around procedure (timing of gear up?, not specified in POH) Switching fuel tanks consistently enroute (50 lb. max imbalance for factory autopilot) -- by time or fuel flow? *** Electric Trim = Most Dangerous part of aircraft ***� Runaway trim can be unrecoverable if undetected, Extreme control forces can occur by attempting to manually control pitch when autopilot is engaged, Need to memorize location of electric trim circuit breaker Maximum altitude loss during autopilot malfunction � Implications for autopilot-coupled approaches Need for autopilot disengage check as part of pre-flight/runup Need to memorize location of gear motor circuit breaker in event pump stays on after takeoff Procedures to verify gear-down (visually, gear-down light/switch bulbs, audible warning/retard throttle) (Recommend add-on mirror to verify nosegear is down) Procedures for landing gear-up if necessary Potential high sink-rate on final with no power vs. long rollout if final flown with power on Cessna Pilots Association vs. Lycoming recommendations/Aircraft placard for leaning procedures (operate lean of peak vs. rich of peak?, GAMIjectors?) Implications of operating prop heat if ammeter does not respond appropriately (potential asymmetric prop icing) Competing theories of de-ice boot operation/timing De-Ice vs. Known-Ice, icing procedures in POH Warning signs of induction icing� Cowl flap operation (keep open in summer esp. if digital engine probe not available?) �Critical vacuum pump� for dual-vacuum pump aircraft with boots *** Accident History � Dual vacuum pumps and/or dual vacuum/electric attitude indicators seem essential Max Takeoff Weight vs. Max Landing Weight Critical circuit breakers � Gear motor, electric trim, autopilot Methods to deactivate autopilot (intentionally and unintentionally) Never manually overpower autopilot in pitch! Note and observe altitude guideline for maximum altitude loss if autopilot malfunctions Autopilot preflight techniques (multiple axis) Max gear operating speed� Max gear-down speed = Never exceed speeds (facilitates emergency descent esp. after depressurization) Max speed for 10 degrees flaps, full flaps Max takeoff power = 5 minutes Caution against overboosting turbocharger, esp. in winter Hot starting procedure Presence/Use of manual fuel primer (and importance to check as part of preflight inspection) Timing of gear-up decision and related safety factors Cabin altitude light illumination implications Use of alternate static source Location of tie-down rings Location of fuel vents (check during preflight) Potential for filliform corrosion on original foam-filled trim tab and horizontal stabilizer trailing edge Use of rudder trim in takeoff vs. cruise and implications for fuel spray from fuel vents Ice light location/use Availability of CPA Cessna 210 Systems/Procedures Course Check for operation of avionics fan during preflight (No-Go Item) Operation of cabin ventilation fan for passenger comfort Use of rudder trim essential for proper autopilot navigation Heater/Defroster interlock to prevent damage to windshield ** Caution against ground operation with significant power esp. in vicinity of stones; marginal soft-field abilities of this aircraft Location of Squat Switch Nose strut inflation technique (Nitrogen) Proper Intercooler operation (altered power settings, caution operating unintentionally at too high a power setting) (** Controversial/Debatable) Intercooled aircraft typically set for takeoff fuel flow above redline (for adequate fuel flow at higher altitudes) Typical target TIT <1500, CHT < 400, Oil temp < 200 Competing theories of boot operation timing (See article) *** Importance of replacing original factory fuel caps to minimize water entry in tanks *** Pre-flight inspection to check for damaged noseribs on horizontal stabilizer Caution high power or taxiing over stones/gravel/soft fields during ground operations Continental TopCare program for engine trend monitoring Importance of engine baffling/oil cooler to engine life Alternate points of view re: leaning engine on ground Turbocharger theory and critical altitude check procedure Consider 2 weight/balance lists (with 6th seat installed vs. removed) Location of autopilot computer (often under rear seats) How to identify turbocharger failure on engine runup Failure modes with double alternator failure (i.e. master switch solenoid) --> Suggest Battery-powered backup GPS Varied trim settings based upon aircraft loadings Oil filler cap gasket as a critical preflight item Need to carry high-altitude enroute charts for flight at and above FL180 Potential altitude-related failure mode of fuel controller Need to include fuel flow in scan on takeoff run (186 lbs./hr), implications on engine operation and pilot reactions to low vs. high fuel flow Failure modes with dual vacuum pump, including need to inspect/replace vacuum manifold periodically Potential sources pressurization leaks, including common (emergency door or windows) and uncommon (gear boots leading to pressurization leak only when gear up) Do not be alarmed at pressurization "whistles" Limitations/Comparisons of Cessna Standby Generator vs. B&C Alternator vs. TurboAlternator Operating considerations/limitations for Speed Brake and/or STOL equipped airplanes Operating considerations/limitations for airplanes with wing-tip and/or baggage compartment fuel tanks Emergency gear procedures with vs. without gear doors, i.e. turning off master switch can open solenoid Pilot and Maintenance procedures to address temperature-depenent variance in fuel flow on takeoff Identification/implications on boot operations of weak but operative primary vacuum pump Implications of asymmetric prop icing with partial prop heat failure Operation of 2 door interlocks both inside and outside cabin Operational cautions vs. usefulness operating with pressurization set to sea level in winter Door mechanism operation to seal fully when plane is left in rain Minimum airspeed for operation in icing conditions Landing procedures after encountering icing conditions Minimum airspeed in icing condition climb Hot start procedures Operating procedures at high density altitude airports Pros/cons of leaning for taxi Turbocharger cooldown procedures Flight profiles to avoid shock cooling Comparative risk of decompression in a single-engine piston airplane vs. multi-engine turboprop/jet Consider 20-minute emergency oxygen system for flight above Fl190 in P210 Consider carrying Afrin onboard for depressurization medical incidents High altitude engine performance including "bootstrapping" High altitude restart tehniques including comparison of Cessna vs. Continental recommendations Recent P210 inflight breakup an potential causes/preventive techniques Potential engine failure from loss of upper air deck hose and corrective action (boost pump on) Seasonal variations in engine operating procedures Varying thoughts on takeoff fuel flow, i.e. redline vs. over redline Life-limited parts on P210 (windshield, window, ice light) Consider 10 degrees flaps with electrical failure to minimize runway length requirements for landing Operation of exterior courtesy light Operation procedures with original vs. slope turbo controller Use of high vs. low fuel pump for emergency procedures Use of high vs. low fuel pump for normal procedures in start and climb Tendency of fuel to spray from vents if tanks are full and ball is not centered in climb Importance of pre-flighting fuel vents esp. in cold weather Technique to verify TKS tanks are full Cessna 400B Autopilot operating quirks esp. with newer GPS units Fuel tank switching procedure/timing to minimize vapor lock Weaker brakes when flying from right seat Avoid both flaps and speedbrakes in icing conditions Identifying TKS pump failure Inconel vs. Stainless exhausts: Maintenance and AD issues Implications of static system leak inside vs. outside pressure vessel re: partial panel interpretation Post-start ammeter check Implications of vacuum system leak in pressurized vs. non-pressurized flight Gear mirror design for known-ice compatibility Oil temperature variance with outside temperature vs. phase of flight vs. engine age vs. oil selection vs. mechanical malfunctions Throttle controller calibration effects vs. oil temperature Reasons to consider flying with electric pressurization switch "on" at all times with dump valve pulled Static wick effects on avionics function Door pin pre-flight and damage prevention considerations Effect of overly long breather tube on icing risks Effect of improperly shaped/sized fuel vents on icing considerations Rigging test to assure no interference between rudder and elevator Grounding strap in tail section Availability of structural support STC for tail Inspect nosewheel pins for absence of towing damages Vinyl flap tabs to prevent damage with movement Multiple possible modes of turbocharger failure -- wastegate, turbo controller, blade loss, oil leak Importance of changing turbo check valve on a regular basis Performance tables for original airframe vs. modified induction air scoop Significant potential of aircraft to weathervane without full aileron to stop on crosswind takeoff or landing roll Turn off autopilot in icing conditions Conditions amenable to elevator or elevator trim freeze in icing conditions and procedures to handle these situations Cowl flap position can affect vacuum pump pressure Run both TKS pumps periodically for lubrication purposes (if equipped with known-ice TKS) P210 Pressurization/High Altitude Checkout Pressurization can be an extremely effective tool to add comfort, utility, and safety to operation of an aircraft. However, understanding the advantages and limitations of pressurization is important for safety, particularly in a single-engine, non-redundantly pressurized aircraft such as the Cessna P210. Dr. Kaplan�s dual experience as a physician/aviation medical examiner and a flight instructor is very helpful in explaining and demonstrating the medical considerations involved in pressurized flight, including application of this information to a particular student�s medical history, where applicable. This is done both in ground school (reviewing curves of useful times of consciousness after sudden decompression) and by in-flight use of a pulse oximeter (a painless oxygen sensor on a pilot�s finger) to give each student specific guidelines for safe aircraft and cabin altitude selections specific to that pilot�s medical history. Specific items covered during the pressurized/high-altitude portion of a Cessna P210 checkout include the following: Ground Instruction Turbocharger/pressurization system operational check enroute to FL230 Small pressurization leaks are common (typically from right-side emergency door) and may preclude reaching FL230 with appropriate cabin altitude Aircraft responsiveness reduces with altitude, especially above FL200 Caution to avoid turning on fuel boost pump with engine operating Turbocharger high-altitude �bootstrapping� theory Review of high altitude of physiology, esp. re: sudden decompression and useful length of consciousness Consider pulse oximetry demonstration Risk rises exponentially above FL190 Consider systems interactions with a high-altitude engine failure Vacuum systems inoperative (thus boots and DG/AI inoperative)� Electric AI and panel avionics continue to operate but descent time could exceed useful battery life � Consider Handheld GPS with electronic HSI If equipped with TKS, consider brief TKS operation in descent to build up passive effect of TKS fluid throughout remainder of descent Review of P210 oxygen system maintenance/operation Failure modes of oxygen generators Discussion of service bulletin for periodic replacement Limitations of a one-use-only oxygen generator� Review of lower flight level weather strategies Useful to top weather in winter Unable to top weather in summer; Lower/VFR flight is usually a better strategy in summer Winds aloft can be a determining flight planning factor, especially in winter Always File IFR above 12,000 Feet: Note it is often difficult from this altitude or above to discern whether a pure VFR descent will be attainable Use and Pitfalls of High Altitude Enroute Charts Consider filing for a Full Route Clearance as preferable to Jet routes Flight Instruction Descent planning from the Flight Levels ATC Often not familiar with P210 descent profile Delayed descent must be considered in fuel planning contingencies � Do not run out of fuel while descending over airport! Culminate in landing at a Class B Primary airport Emergency Descent Published/Smooth Air procedure (gear down, flaps up, pitch to redline) Consider effects of propeller position Alternate approach: Steep Spiral Alternate approach: Lower speed with full or partial flaps High Altitude Engine Failure in IMC: Emergency Dead Stick Approach Options Mental calculation of descent profile Midfield crossover at predetermined altitude� GPS VNAV (Panel-Mount or Handheld) Do not forget engine restart is more difficult above 15,000 feet: Consider additional engine restart attempt at or below this altitude Chelton Training Chelton FlightlLogic EFIS Simulator Flight Level Aviation is pleased to announce the availability of Chelton FlightLogic EFIS training. We have now completed construction of our new desktop Chelton EFIS simulator. This "glass cockpit" or "Highway in the Sky" simulator -- pictured below -- includes two actual functioning Chelton EFIS displays, a yoke, rudder, single-engine or multi-engine throttle controls, electric trim, autopilot with altitude hold, audible terrain alerts, external visual display, and external nav tuning. This desktop simulator is not yet certified for logging flight time but nonetheless can be used in a very realistic and effective fashion to fly any instrument approach in the U.S. and learn all normal and emergency functions of this simulator, including failure of the Air Data Computer, AHRS failure, GPS failure, and analog nav failure. Training uses a syllabus customized to each pilot's needs and can include orientation sessions for pilots considering transitioning from traditional instruments to the Chelton Highway in the Sky EFIS system as well as initial or recurrent training for pilots who own a Chelton EFIS system. Training sessions can also be combined with Flight Level Aviation's full-motion flight simulator.� EFIS simulator training is available both in Waynesburg, PA and also on-site at a customer's home or business throughout the U.S. The cost for training in Waynesburg costs $500 per day (8AM to 5PM) using any combination of the Chelton EFIS simulator and the full-motion simulator. Training at a student's location costs $1,000 per day plus time/expenses for instructor travel. Group Training is also available at your location -- please inquire for details. Single-Engine Recurrent Training Custom IFR Recurrent Training Full-Motion Simulator plus Your Plane Garmin 430 Training Garmin 530 Training King KLN94 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 Portable Weather Datalink� Richard is a compulsive student of cost-effective weather datalink systems for general aviation IFR pilots. Weather is of course a critical part of IFR flight training, and the newly available panel-mount weather datalink systems are incredible. However, given the expense and rapid change in panel-mount weather datalink options, many pilots (including Richard � and of course including IFR rental pilots) have instead explored portable weather datalink options. During your flight training, Richard will gladly demonstrate to you inexpensive in-flight and ground-based portable weather datalink options which may vary from time to time though which currently include: Palm VIIX with CBAV software, Universal Weather, and WeatherClip � Datalink for under $100! Compaq Ipaq or Laptop Computer with Sierra Aircard and Weathertap � Better geographic coverage than panel-mount weather datalink with almost-realtime radar imagery including precipitation echo�tops radar New! -- WeatherWorx Satellite Datalink --- Richard gave a presentation at Oshkosh Airventure 2003 on Portable Weather Datalink and now has a WxWorx on Wings portable weather datalink system available for use both in his plane and in student airplanes -- see www.wxworx.com for details of this system which provides automatic 5-minute updates of Nexrad weather, lighning strikes, precip tops, METARs/TAFs, Sigmets, and digital precip intensity. Although the advantages of panel-mount datalink are notable, portable weather datalink has its own advantages aside from its very prominent cost savings: Portable weather datalink can be used in the car as well as the airplane, thus allowing pilots to safely get experience interpreting Nexrad radar data by driving through precipitation Panel-mount weather datalink only operates in the aircraft when the aircraft's electrical system is powered on; Portable weather datalink operates at any time � Non-satellite-based Panel-mount weather datalink systems may not permit operation on the ground in many geographical areas; Portable weather datalink, however, operates not only on the ground at remote airports but also in the airport pilot lounge or even in your hotel when you are planning a return cross-country trip.� � Portable weather datalink allows access to some weather products -- for example, precipitation echo tops radar, NOTAMs, and Area Forecasts -- which are unavailable in a panel-mount weather datalink system. Even for someone who owns a panel-mount weather datalink system, the ground-based features of a $70 Palm VIIx PDA are significant enough to make this part of any instrument pilot's flight bag. Deadstick Instrument Approach Of all the advanced training scenarios Richard teaches, the one which ties everything together is the Deadstick Instrument Approach. This can be taught in either the simulator or an actual aircraft. Imagine this scenario: 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. The key to executing a deadstick instrument approach is to observe the aircraft�s power-out rate of descent and then cross the final approach fix at an appropriately adjusted altitude to permit a glide to the runway. This can be calculated mentally, though the GPS VNAV capabilities of the Garmin-series GPS receivers make this task much easier. Successfully executing a night-time, IMC Deadstick instrument approach to a full stop on the simulator is a challenge but also a very rewarding experience which increases a pilot�s overall management of situational awareness, aircraft performance, attitude instrument flying, and cockpit resource management.� The single-engine IFR pilot who regularly practices a Deadstick instrument approach gives himself a major new option to handle an emergency situation if he has enough altitude. Just as twin-engine pilots regularly practice engine-out-on-takeoff scenarios in a simulator, Richard encourages single-engine IFR pilots to regularly practice the deadstick instrument approach either in their own plane with a safety pilot or with a home PCATD system or using the full-motion advanced avionics simulator. Frequently Asked Questions for Richard Kaplan, CFII�(Owner of Flight Level Aviation) Full Motion Simulator Training Advanced Instrument Training How do your training programs differ from those by other flight schools or by the major simulator schools? In a nutshell, the key differences are: We provide actual flight training and a full-motion flight simulator (not just a simulator)� We train in actual instrument weather when it is safe to do so (not just hood training)�. Weather-permitting, we can fly either in your airplane or (for single-engine pilots) in our known-ice, spherics/radar-equipped, dual-alternator, 5-gyroscope equipped Cessna P210N. [Cessna P210N N102KY is available for dual instruction for $125/hour in addition to regular instructor/simulator fees.] I operate a very personalized flight school with instructors who, like myself, have an a passion for practical, safe general aviation cross-country flying We provide significantly more opportunity for hands-on flight or simulator training per day than do the major flight simulator training schools -- up to 10 hours per day of simulator use if desired Ground instruction is done in a personal and customized setting with the instructor and 1 or 2 students and is not based upon predetermined lectures or videotapes At the completion of a training program you can stay for additional days of solo full-motion simulator use --- this opportunity is unique in the simulator training industry and is an excellent opportunity to master emergency techniques and advanced avionics procedures which you can first practice with me. Why train with both an airplane and a simulator? Each training situation has its own advantages so we can utilize the airplane and the simulator where each one works best. The AIRPLANE is best for teaching aircraft-specific stick and rudder skills, powerplant management, and airplane-specific emergency procedures. Of course the airplane is also best for teaching about real-world weather interpretation; there is no simulator as worthwhile as actually shooting an ILS to minimums when the approach lights appear before the runway, and there is no simulator which can teach as effectively as a TKS-equipped airplane about how to negotiate with ATC regarding in-flight icing. The SIMULATOR, on the other hand, is useful for generic IFR "worst case" problem-solving scenarios which are applicable to any airplane. For example, only in the simulator can I fail both the engine and the electrical system at night and only in the simulator can we wind up in IMC with the weather 100 and 1/4 mile for hundreds of miles around (all in good fun of course!). Instruction in IFR GPS approach procedures can also be done very effectively in the simulator and can even be practiced further by renting solo simulator time. Some critical systems failures cannot be experienced safely in the airplane, such as runaway electric trim, and some systems failures are hard to create in the airplane, such as static port blockage. Experiencing these training scenarios in the simulator is of benefit to pilots of any aircraft. And of course the simulator allows us to very effectively utilize ground time when weather does not permit flight training; this is particularly an advantage for students who set aside 2-3 days to travel from out of state for recurrent training. So the main point is not to think of the simulator as primarily a "P210 simulator"; actually, it is a Piston Airplane Advanced Avionics and Emergency Procedures Trainer. The simulator is thus quite useful to any piston airplane IFR pilot. Is your single-engine training program P210-specific? Only if you want it to be so. I also work with students with a variety of single-engine piston airplanes. Training can be P210-specific by student request since my airplane is a P210 and the motion simulator has a P210 flight model. However, I mostly teach advanced instrument techniques which are applicable to any single-engine instrument pilot. The full-motion simulator is value to any IFR pilot and is of particular value to any pilot who uses a Garmin 430/530, KLN94, or GX50/GX60 GPS in any airplane or who uses a Sandel EHSI in any airplane. The flight simulator also has a Piper Saratoga flight model which we can use if desired instead of the P210 flight model. The flight characteristics of the simulator would thus be useful for a variety of single-engine pilots, especially pilots of the Cessna T210, Cessna 210, Piper Malibu, Piper Saratoga/Lance, Mooney, Bonanza, or other complex or high-performance single-engine airplanes.� The in-flight P210 training is particularly helpful to allow students to safely gain actual IMC experience; this is valuable training for any IFR pilot no matter what airplane he regularly flies. What is unique or distinguishing about your P210-specific training program? Students who work with me have the opportunity to work with a flight instructor who not only has significant instructional experience in the Cessna P210 but who also regularly flies a Cessna P210 on practical cross-country missions which are likely similar to those flown by other P210 owners. You will have the opportunity to extensively do "hangar flying" discussing our prior flying experiences and how to safely achieve our future mission profiles. Since I am also a physician and aviation medical examiner, I can also review with you important medical considerations regarding flight above FL190 as this pertains to your personal medical history. Can I review your training syllabus? Elsewhere on this website you can review the topics taught by Flight Level Aviation as part of a recurrent training program. Richard offers custom recurrent training for his students since he has found that every IFR pilot has a unique combination of experience, aircraft, avionics, and typical flight mission. Before training begins, Richard discusses with each student his perceived strength/weaknesses and the areas that student wishes to review or wishes to try for the first time; often this planning process begins by email or by phone before the student arrives for training. Also Richard observes each student's "standard procedures" early in a training session and selects particular training goals or flight/ground/simulator training scenarios appropriate to that particular student's strengths and weaknesses. A custom training curriculum is particularly helpful for students who return for annual or twice-annual recurrent training, since future training sessions can focus on different areas depending on changes in a student's airplane or avionics, changes in a student's typical flight missions, or training opportunities which are present due to seasonal weather changes. Can I complete a BFR (biennial flight review) as part of your training program? Yes, recurrent training can include a BFR as long as we include at least 1 hour in an airplane (your airplane or Flight Level Aviation's P210 N102KY) as part of your training program. This is usually not a problem (weather-permitting, of course), since most pilots choose to divide their training time to include both significant time in the airplane and significant time in the simulator. An Instrument Proficiency Check can be completed entirely in the simulator or entirely in an airplane or in any combination per student preference. What is unique or distinguishing about your IMC Experience training program? There are many instrument-rated pilots who have little or no actual IMC time, either because these pilots trained in fair weather locations such as Arizona or Florida or because these pilots obtained an instrument rating in an airplane marginally equipped for actual instrument weather. Also some flight schools and flight instructors have policies against training in actual instrument weather. Some pilots had significant past IMC time but have not flown in weather recently. The IMC Adventure program is designed to help these students gain the experience, knowledge, and confidence to assess when IMC weather is safely flyable for a given pilot/airplane combination. This program is therefore very appropriate for any single-engine piston IFR pilot, not just P210 pilots. What season is best for competing the IMC Experience program? The IMC Experience will vary depending upon the season involved. Actual IMC weather is more likely achievable in a winter program in a known-ice airplane, though severe winter weather could result in cancellation of even a 3-day IMC Adventure schedule. Flyable weather is usually present at least in the morning on most summer days; summer IFR flying is usually more a matter more of weather avoidance than actual IMC exposure. Generally speaking in the winter we can safely achieve 8-10 IMC hours in a 15-hour program and in the summer we can generally safely achieve 3-4 IMC hours in a 15-hour program. But of course these numbers can vary quite a bit. In the event significant safe IMC weather is not available, we can also be quite productive flying under a hood on actual IFR flight plans gaining experience working "in the system." Regardless of weather, typically students receive 1-2 hours of introductory training under VFR and then all of the remaining training is conducted under an IFR flight plan. Is advanced instrument training best scheduled as a 1-, 2-, or 3-day program? This varies depending on a given student�s needs and luck with available IMC weather. The program was designed to be flexible based upon different student needs, schedules, and weather realities. Some students will travel from far and want a 3-day program with the instructor. Other students will work with the instructor one day and solo in the simulator another day. Other students who live closer may travel back several times per year to use the simulator solo. The training options are flexible depending on each student�s needs. The plane I own or plan to buy has an IFR approach GPS. Can you teach me how to use this? Yes. I am familiar with most IFR approach GPS systems, including those from Apollo, Trimble, King, Northstar, and Garmin. I am glad to work with students in their own planes which are IFR approach certified. Additionally, the full-motion simulator has actual working units of the Garmin 530, King KLN94, and UPSAT GX50. Can I obtain high performance and complex aircraft endorsements as part of my training with you? Yes. Can I obtain a high altitude endorsement as part of my training with you? No. Per FAR 61.31 (g), a high altitude endorsement is required for (and must be obtained in) an aircraft with a service ceiling and maximum operating altitude above 25,000 feet MSL. The maximum operating altitude for the Cessna P210N is 23,000 feet, so a high altitude endorsement is neither required nor attainable in this aircraft. That said, as a physician, AME, CFII, and pressurized aircraft owner, I can offer extensive ground and flight training regarding the aeronautical and medical factors operating a piston airplane in the lower flight levels up to FL230. This training would be helpful to pilots of any pressurized single-engine piston airplane, i.e. Cessna P210, Piper Malibu, or Lancair IV-P. What are your thoughts about TKS known-icing versus boots? TKS is terrific as a known-icing system; I cannot state my feelings more clearly. The TKS de-icing fluid covers all aerodynamic surfaces and in many cases eliminates the ice; thus when other (booted, known-ice) aircraft are landing with significant residual ice on the airframe, TKS aircraft may well land with no ice at all or minimal ice on the aerodynamic surfaces. The TKS system also has significant redundancy in the form of multiple pumps and alternators; if the critical vacuum pump fails on a booted known-ice system, the airplane becomes unprotected. Finally, there is a notable passive effect whereby the residual TKS fluid on the aircraft provides a significant continuing anti-icing effect for 20-30 minutes even in the event of a complete engine and electrical system failure. These advantages of TKS over boots significantly add to the dispatch reliability of the plane in the winter. Nonetheless, neither boots nor TKS is certified for flight in severe icing or freezing rain, nor is operation in known-icing conditions recommended if the aircraft cannot climb through the icing conditions to non-icing conditions (preferably clear on top). Also operation in ground icing conditions is not recommended. For more information see www.flightice.com (or request a demonstration P210 flight with me). What days are you available for training and how much notice is required? Each student is paired either with Richard or with another instructor depending on each student's airplane model and training goals. Training availability depends on the instructor - some instuctors are available on short notice for half-day training sessions and some require 6-8 weeks notice for multi-day training programs. We will do our best to accommodate your schedule. Often earlier training dates are available for students interested in "paired" flight training with another pilot; Richard can often help to suggest a training "partner" with similar aviation interests. Student Feedback Advanced Instrument Training Instrument Recurrent Training Full Motion Simulator Training Cessna 210 P210 T210 Training We are two recent owners a Cessna P210 who travelled all the way from Norway to Pennsylvania to attend 2 days of simulator training at Flight level Aviation. This was really an extraordinary experience; we learned more in these two days than we could learn in a week or two elsewhere. The topics were targeted at our request towards the P210 and Garmin GNS430, and the focus on safety and special knowlegde of the systems which will hopefully help us a lot. We liked Richard's teaching style and feel that the way the material was presented was very effective. He is obviously a very good instructor and teacher and a very learned P210 pilot. Overall this was a great experience which we think all P210 pilots should do at least once. Torkel Hasle and Torgrim Fredagsvik Cessna P210 Owners Sandefjord Norway Dear Rich: � I truly believe that even the Garmin engineers do not know how versatile their box is. I would suggest that you contact them for a training session�at Flight Level Aviation. After many visits over the years for my�annual proficiency�checks at a famous Florida school, I finally found the training genius. I fully intend to recommend sending their instructors to you. � It was not only the depth of your knowledge regarding the capability of the Garmin that you imparted to me, but it was also�your skill as a teacher that made it understandable and useful in the real world. Then there were the emergencies that we hope we will never encounter that were practiced, discussed, and made a part of my daily thinking as a pilot. I am now trying to figure out how to make periodic visits for reinforcement of everything I have learned. � Thanks also to John Lovingood who beat me up in the multi engine training portion of the session. � Michael Margulies Aztec N62769 White Plains, NY The training was awesome. My ability to handle higher workloads in an IFR environment has improved substantially. Consequently, my ability to keep a clear head and think in the event of an emergency in an IFR environment has improved substantially as well. Barry Krupowicz Cessna P210 Owner Danville, California Rich-- � I am still basking in the glow of my training with you -- certainly the best I have ever experienced -- and I am anxious to return for another session, hopefully in the Spring. � Look forward to seeing you next year. � Steve Wathen Cessna P210 Owner Columbus, Ohio Richard - I would like to thank you for the excellent training I received at Flight Level Aviation. I have been flying for 14 years and while I have been lucky to have some excellent instructors, you are by far the most knowledgeable and best instrument instructor I have flown with. I have always been a big believer in simulators for flight training, and your full-motion FTD is both unique and a great training resource. We were able to pack more challenging and educational instrument approaches into one day than I would have thought possible. Thanks again - I'll be back! Robert Johnson Bonanza Pilot Dallas, Texas I just returned from a day flying Richard's full-motion simulator. Among other things, we practiced some deadstick IFR approaches using the GPS to establish the appropriate descent profile. It works really well and could come in very handy in the event of an engine failure in IMC. For what it's worth, I felt that the recurrent sim training at Flight Level Aviation was among the best I've ever experienced at any price -- and I did my initial 210 training at FlightSafety in their Wichita 210 sim. The training in Richard's sim was not only better than that at FlightSafety, but cost a lot less as well. Michael Sutton Cessna T210 Owner Monterey, California I had a great time with Dr. Kaplan crashing into mountains and flying deadstick landings with 500 overcast! Sometimes Dr. Richard can be quite evil "but all in good fun" as he says. Seriously. I needed lots of IFR refresher training and I got arm loads. I wrote down at least 40 items that I either was never trained on, or learned once and forgot. Dr. Kaplan is laid back, flexible, informative and extremely knowledgable! He really can make the Garmin 530 sing. It was also quite fun flying a "full motion" simulator for a 210, or as he configured it for me a "Twin Centurion". I believe it was a great value and I highly recommend it to any one who wants to learn more and stretch their learning envelope. Kent Titcomb Cessna T210 Centurion / Cessna 337 Skymaster Owner DeLand, Florida � I have been attending OSH since 1975. I typically blow into town early Saturday, take in 5-6 forums/day over the weekend, then get back into St. Louis in my 182 late Sunday. Over the years I have listened to a LOT of forums, and I gotta tell you, you took me by surprise with your 'Engine Out IMC Instrument Approach' lecture on Sunday. My attitude was "Yeah, right, maybe I'll pick up one pearl to make the whole hour and fifteen minutes worth it". I was very impressed. Now, I am not exactly looking forward to an engine failure in IMC, but I will definitely be rehearsing some of your scenarios. If there were ever a situation where most of us would go tits up, this would be it, and now you have given us much, much food for thought. Again, thanx Rich. You are an excellent public speaker with some very good, very helpful information that I've never heard anyone tackle in such a sensible manner. Chris Erkmann MD (Anesthesiology, St. Johns Mercy Med Center in St. Louis) � I recently attended a Bonanza Recurrency Program at Flight Level Aviaitionmthat I found particularly useful, so I wanted to make my fellow ABS members aware of the program. �I have normally attended recurrency programs every other year for more than 20 years: they have consisted of all simulator flying, a mix of airplane and classroom activities and, finally, the above program which consisted of simulator, classroom and airplane work. Clearly, at different times we each have differing requirements. Most frequently, however, we know our airplanes quite well and mainly need to brush up on our skills, emergency procedures and FAA requirements. For these purposes, this program was far and away the best that I have attended.... � The program I am describing was conducted by Flight Level Aviation, Inc. at the Waynesburg, PA, airport The program is the brainchild of Dr. Richard Kaplan, President of FLA -- a medical doctor who is also an AME and CFII. Dr. Kaplan served as a very capable simulator instructor. The Bonanza classroom and flight instruction was conducted by Lee Elson, also a CFII and a fellow Bonanza owner. �I felt the mix of basic skills/refresher training and emergency procedures was just about ideal. Both instructors set a tasking, but doable pace -- too often I have found that in the interest of getting everything done in a very short time, pilots are too rushed to get the maximum benefit from attending training programs. The inflight and simulator emergency efforts turned out to be very complementary and useful; something I value highly. The simulator permitted a much wider range of emergency procedures than could be performed safely in the airplane; for example, before the day was over we had safely done a night approach to a departure airport under IFR conditions with full electrical failure using a simulated handheld GPS for navigation. An unintended, but real world addition, was the actual failure of the flashlight I was using for instrument lighting. A good workout, lots of sweat, but also both satisfying and enjoyable. �The in-flight portion went equally well. Having gotten a good work out on basic skills in the simulator, it was possible to work on more advanced items in the airplane. I was very impressed with Lee's ability to offer help with both the relatively new GNS 480 system that I have and the Garmin 530 system my training partner has. We covered a complete range of flight planning and instrument approach procedures, plus went through a range of emergency conditions. This was the first time I have ever gone through a simulated inflight fire resulting in a descent to a landing -- on an airport, of course. It's amazing how fast one can get a Bonanza down once you put the wheels out and push the nose down! �Again, I want to reiterate my earlier comment that this was the best balanced recurrency program I have attended. Dr. Kaplan is to be congratulated for doing such a fine job of putting it together. I'm certain that there must be many other members who also would enjoy and benefit from this program as a complement to the BPPP or other programs they have been using for recurrency training. Bill Foley Beechcraft Bonanza Owner Glastonbury, Connectict � Richard, It was nice to get to know you and I enjoyed flying your sim and your P210. Thank you for the instruction in flying the Garmain 530 -- it helped me a lot and it made our 430 and 295 easy and simple to use. I was very impressed with your knowledge of these GPS units. It is our hope in the short future to start working with you to train our other pilots as well who fly missions in Africa in our P210N and P210N. I would recommend your training to anyone seeking Cessna 210 or other high performance aircraft training or advanced avionics training. Rukang D. Chikomb Cessna T210 Pilot Director Southern Congo Wings of The Morning United Methodist Chrurch Aviation Ministry in the Congo Dear Richard, I want to thank you SO much for the most educational and rewarding aviation weekend I have spent in many years. I had high expectations and many things that I wanted to get accomplished in coming to Flight Level Aviation. Well, my expectations were more than exceeded and everything I wanted to get accomplished, paled in comparison to what was�actually accomplished. I found your knowledge of the Garmin 530/430 and the IFR "system" to be truly remarkable. I had already had a pretty good working knowledge of my 430 but have since learned from you how the 430 can truly add a much higher degree of safety to every flight. I found the simulator to be an excellent way to practice many of the situations that cannot be done in an aircraft. The ability to create situations instantly, fly them and then discuss them was a wonderful feature. I found both you and Mark to be as helpful as could be. It seemed�your only goal was to be sure that the weekend supplied exactly what I was looking for. Even at 5 PM on the second day, after being in the sim since 8 AM, Mark asked me if there was ANYTHING ELSE at all, that I would like to try. That is customer service at its best. I cannot wait until my next visit to Flight Level Aviation. Thanks so much for making me a more competent and confident instrument pilot. Larry Levin, DMD Trinidad TB20 Owner Pawtucket, Rhode Island Richard, The�1-day refresher training course was excellent -- exceeded my expectations. Unlike the [competitor's] course I took in 2000,�the training�was customized to what would be most useful to me, rather than just following a cook-book one-size-fits-all. Mark Blackwell was an excellent instructor, and he used the features of the AST-300 sim to assure that I got the most out of the day. For example, he configured it to match the performance of my Saratoga, let me pick the airports and approaches, and�froze the action at various times so we could discuss a point. Furthermore, Mark had no problem with my using my Jeppesen charts - unlike my experience at [a competitor] where they required U.S. Govt. NOCA charts. I left [the competitor] feeling "why go back? - it's the same tired routine every time." I left Flight Level Aviation feeling "I will learn something new and valuable every time." I was also impressed that you [Dr. Kaplan] solved a subtle problem with my Garmin GNS-480 -- and explained it by email at 2:11 AM the morning after my lesson. We did find a couple of new approaches not yet in the sim database, so I'll be looking for those on my next training session at Flight Level Aviation! Thanks again to you and Mark for a worthwhile and fun experience. � Sandy Trevor Piper Saratoga PA-32R-301 Owner Worthington, Ohio [KOSU] Richard, � I thought that the day in the simulator with you was the most valuable day of flying education that I have ever experienced. Every instrument rated pilot flying high performance singles should spend at least a day with you to experience the thinking process that is necessary to handle in-flight emergencies. You have clearly spent a lot of time and effort developing realistic scenarios for the sim and your teaching style is superb. I have already told our third plane partner about the experience and strongly recommended that he consider a day or two with you in the future. I know I will be back next year for more fun in the box. Although I am�more confident now in my ability to handle an emergency situation, I also have a much greater appreciation for the difficulty of assessing an in-flight emergency, formulating a plan of action, and continuing to fly the plane competently at the same time. � Thank you for the outstanding learning experience. Ray Ray James, M.D. Bonanza F33 Owner Williamsburg, Virginia Dear Richard; You may remember when I called you to ask about the instructor I was going to have for my first experience with your course. I�m an older guy who�s been flying for sixteen years, and I�ve had my share of flight instructors who are not good educators. I didn�t want another, no matter how well equipped and how full motion was your simulator. If I had to choose between the two, I�d go for the instructor any day. At your place I got both. Your passion for the skills and even the arts of instrument flying is contagious and translated into excellent communication with me. I could tell that you were having fun teaching me and challenging me. I really liked that. Here�s something else that�s vital � knowing just the right amount of challenge to give someone. Certainly I didn�t come there to impress you with my abilities, but I didn�t want to be discouraged either. You insightfully caught the right balance I needed to keep me learning and to help me to depart with not only better skills and strategies but a more realistic self-appraisal of my abilities as a pilot. I thoroughly expect this will greatly enhance my decision making in the forthcoming flights I have planned. I look forward to my next recurrent session with you. Best wishes and thanks. Richard Kimball Piper Saratoga Owner New Milford, NY � Richard: Thank you again for a first class, professional 210 recurrent training session. The combination of a full motion simulator (that includes up to date GPS/avionics) plus your emphasis on real world training scenarios offers 210 pilots the same quality and depth of training that business jet and airline pilots enjoy. Full motion simulation of departure out of my home field in low IFR on one of my typical trips, followed by various system failures and then having to think through the problem and fly the solution back to a landing -- that's good training. And, of course, the deadstick instrument approach procedure that you teach is a darned handy trick to have up your sleeve. In my 20+ years of flying, your program was as good as any I've attended. I look forward to seeing you again next year for another session. Jay Neely ATP, CFI, CFII, MEI Cessna T210 Owner Savannah, Georgia I enjoyed the training. Since leaving the airlines, I need regular recurrent training to keep up with the airspace world. This was a good checkup and proficiency training. Well worth the trip out... Your sim experience was great for thinking through problems and finding solutions. Normally in sims, the instructor seldom freezes the sim and discusses the situation. That worked well for the training and exploration that we did in your sim. I gained a lot from working with you. I appreciate the depth you have gone to find your scenarios and the way you present them.. Thanks for a great course. Phil Ecklund Cessna P210 Owner Boulder, Colorado Dear Richard: �I�d like to take a few minutes and give you my feedback regarding my experience at Flight Level Training. As you know I fly a Beech B36TC and wanted to do some specialized training geared to the type of flying that I do. A good bit of my flying is in the Rockies both summer and winter. The winter offers some unique challenges that make training in the airplane difficult because of flight restitutions at the airports that I fly in and out of. Your program offered me the opportunity to do exactly what I wanted to in an environment that made improving my proficiency much easier. My comments regarding your associate Joe Ziegler are top notch. He is very knowledgeable and does a great job instructing both in my airplane and in the simulator. I�d also like to thank you for making yourself available to me during the evening because of scheduling constraints. Having the opportunity to do simulator work with you was the best of both worlds. Needless to say I�ll be coming back to Flight Level on a regular basis. I�d also like to add that the type of training that we did is much more practically done in your simulator than in my airplane. Also your electronics and knowledge of their operation makes learning in the 21 century much easier. I look forward to training with you again. � Regards, � Eddie Kessler Bonanza B36TCP Owner Northbrook, Illinois Hi Richard, Unbelievable...this [referring to an accident report regarding static port blockage] is the exact scenario I encountered on the sim. Prior to my training I would have not recognized the failure quickly enough to divert disaster had the same situation happened to me in my plane at such a low altitude in IMC. I now know what the�instruments can look like and feel confident that I could identify the problem and open the alternate static air valve to normalize the situation. If I hadn't done this on your simulator I would have never known what a static system problem looked like in the "real world". I've looked back on all the emergencies we practiced and can't thank you enough for getting me into thinking a lot deeper and more specific�about my flying. Flying is serious business! Can't wait to get back and do it all over again! Thank you for pairing me up with a great flying partner and for making this level of training available! Kindest regards, Van Gurley Bonanza V35 Owner South Bend, Indiana I just got back today from my IFR workout. Richard, let me tell you: many thanks. The experience was simply exhilarating. I don't know exactly how many approaches I flew with you (after a while I forgot that I was in a Sim) or how many hours. But I will never forget the feeling when you started failing things on me, and basically left me with a flashlight, a compass and one VOR doing an ILS approach to minimums into ORH at night and in turbulence. I enjoyed spending those hours with you, learning from your experience and listening to your recommendations. Would I recommend the course? Absolutely YES!!! I believe that this is the kind of training that each of us who wants to fly in the soup should have. So many, many thanks. I also would like to take the opportunity to thank you for your suggestion to combine the Sim time with a taildragger checkout. I can assure you that it was simply a blast! I believe that it was the perfect combination: sim time and then a fly by the pants experience. See you again in the fall! Oscar Avalle Peru Mooney M 20C N9341V (Based KGAI) I just returned from a 2 day training session with Richard Kaplan at Flight Level Aviation in Waynesburg, PA. If you fly IFR, you should seriously consider this training. It is an extraordinary experience, especially for 210 pilots. It met and exceeded my already optimistic expectations.� I was interested in gaining several things from this training. First, I wanted an objective evaluation of my ability to safely fly in IMC. I have had my rating for a while, but rarely used it because of trepidation about my skill level and lack of IMC experience. I also wanted to gain experience with emergency procedures. I felt my training to date was weak in this regard. Lastly, I wanted to see how the newer avionics, especially the Garmin 530, would fit into my flying. All of these objectives were met.� First we flew about 3 hours in Richard's (de-iced) P210 so that he could see where I was at. He was able to quickly assess my strengths and weaknesses. We flew some instrument procedures, and I wanted to experience icing, and he was most accommodating in trying to find an icy altitude. We had some success, but mother nature wasn't in an angry enough mood to give us lots of ice.� After that, we spent time in the sim. The sim is well set up to fly like a 210. While it took a little while to get used to it, the fact that it isn't a real plane is quickly forgotten once the training scenarios start popping up. The great thing about this training is that it is customized to each individual pilot*s abilities and skill level, strengths and weaknesses. Rich has a knack for setting up scenarios to help you reinforce what you're strong in, and learn a lot about what you're weak in. But it isn't at all intimidating, just challenging. The workload builds up to a point where your hands are full enough to give you experience at problem solving while under the stress and distraction of keeping the plane flying. I think this is much like a real emergency would be.� I agree with the others that training with another pilot is very educational. I was fortunate enough to be paired with another pilot with different skills than myself, and we were able to learn from each other.� I found rich to be an excellent instructor, a terrific teacher, and very knowledgeable (especially with regard to the 210). Despite his ability to set up difficult and challenging scenarios, he is not at all intimidating and is in fact very easy going.� I came away from this session with much more confidence to fly in actual, as well as my ability to handle emergencies. Rich and I are still debating what the next upgrade to my plane should be, however! Any questions, just ask.� � David Landset Ocean View, New Jersey Cessna 210 N319MM DLandset@aol.com Rich, I had a great time. I find the program you offer invaluable. Being stuck in the air with no engine in a simulator is intimidating enough. If it were to happen for real I believe the advanced pratice will definitely be beneficial... I would like to sign up as I mentioned to come out twice a year. If I can ever help with a reference please don�t hesitate to give out my name. Thanks again for the great time. Stu Miller Cessna 182 Owner University Park, Pennsylvania Rich, � Thanks again for the training session. As a pilot with 520 hours of P210 time,�I wasn't sure how much I would get out of recurrent training. Well, after a day in your simulator, I cannot imagine having logged as much P210 time as I have, without first�going through your course. It is impossible to practice partial panel instrument approaches, engine out, down to minimums, in the real world. Not to mention the variety of other scenarios you threw at me. � Additionally, your knowledge of the Garmin 530 and its capabilities could have been a course in and of itself. It is a tremendous tool with far more capability than I knew existed. Since leaving two weeks ago, I've made a couple of approaches down to minimums as if they were a walk in the park. Thanks again, count on seeing me again within the next 6-12 months. � John Kirkendoll Telluride, Colorado Javelin Cessna P210 Owner I want to tell you how very much I enjoyed my two days with you last week. I have been to Simcom 5 times and thought no simulator experience could be better. Boy, was I wrong. Your full motion AST simulator was amazing. I knew I was in for an extremely realistic ride when I ducked as a 747, which ATC vectored across my path, passed 300 feet over my altitude. I thought your approach to complex single engine IFR training was perfect for my�desire to be as proficient as possible in my piloting skills. You thoroughly covered every conceivable scenario where pilots get into trouble and gave me the confidence to handle any emergency. Additionally, you taught me to call upon every possible source of help to make the best decisions. The training you gave me was well organized and flexible for my situation. I enjoyed our discussions about unusual approaches, ATC errors, and even the time of useful consciousness in depressurization situations. Additionally, I felt that the ride in my own aircraft was very effective. You encouraged me to get the most out of my avionics and made suggestions which will make me utilize all of the powers in my navigation and communication radios. Thanks again for a terrific experience. I will look forward to scheduling with you again. � David S. Lennon, M.D. Waxhaw, NC Piper Turbo Saratoga PA-32RT N181KC Dear Rich, The [multi-engine] training [with Joe Ziegler MEII] went fine. We spent most of the time working on the GX50 which is what I wanted... On the way home I had two hours of real practice for what we had done in the sim. In fact I shot my first ever GPS approach to mins with great success in the dark at 6:30m last nite. So I guess the training was effective. Also, I was prepared to have a high level of stress as Joe ate me alive and spit me out. Instead, it was a totally relaxed environment which helped me feel confident and able to ask more questions and more actively participate in what I learned. Good job. Feel free to quote me any time. The advantages of your operation for me was it was within striking distance, the price was right, we convinced my insurance company to accept it and you had the GPS in the sim that I have in my airplane and an EHSI. Already I was able to do many things on the way home that I've never done before. Just informationally, I am an instrument rated Commercial pilot with about 750 hours in six years of flying and currently fly a 1976 Piper Navajo PA31-310. About 40% of my flying is IFR and about 75% of my flying is work or charity related. Mark Revet Eagle Bridge, NY Piper Navajo PA31-310 Owner CEO, Nightly Notes As far as Joe Zieglar MEII went...he's great...we only wish that we could have ridden in the Cub with him. He is extremely knowledgeable, very patient and stresses learning instead of "testing." Only good things to report. We were very pleased to meet and train with him. We will be back to Flight Level Aviation. -------------------- My husband and I had a wonderful experience at Flight Level Aviation. As multiengine, instrument, commercial pilots, we were taught conscientiously with no attempts at harrassment. The experience included both simulator training and IFR approaches in our own twin engine Cessna Crusader. The experience was fun, educational, and satisfying. Cheryl Kerr and Larry Kerr Syracuse, NY Cessna 303 Crusader Owners lkerr@stny.rr.com Thanks again for the great P210 Sim experience! I was blessed with a most unusual and exciting way to start the new year of 2004; I logged 6.2 hours of time in a Cessna P210, that is to say a full motion simulator of the P210 which is owned and operated by Dr. Richard Kaplan of Flight Level Aviation, Inc. Dr. Kaplan was willing and able to allow me to log more hours; but to tell the truth, my exhausted adrenaline glands and my overall fatigue was telling me that I had come to the end of my learning curve, and what a ride it had been! In the course of these 6.2 hours there were many simulations of engine out at altitude in IMC and in the exhilarating process of doing all of the calculations to ensure the most probable successful landing at the nearest airport, with local weather reported as 500� ceilings and visibility 1-mile, I learned something very important for any serious pilot to consider. All of the situations that Dr. Kaplan gave me, no matter how challenging, were all survivable, but only with experience. This meant that during the training process, learning to recognize and to have the necessary recorded skills stored in my mind for ready recall, to deal with each of these life and death aviation situations, I first had to die. �I died at least twice for each series of recognitions and skill-sets to be able to make a survivable response. The reality of each scenario presented in this full-motion Sim, designed especially for high performance single engine aircraft, such as the Cessna P210 series and the Piper Malibu series, is extraordinary. At the end of one session, after I had gained enough experience to make a successful engine out landing down through IMC and into the nearest airport with local conditions at minimum IMC weather, Dr. Kaplan said: �Let�s check your pulse.� My pulse came in at 110, and this is without moving any of my extremities more than an inch or more at a time. This might not seem like a very �high� pulse to some of you, but I am a person whose resting pulse is 55. To get my pulse up to 110 I have to be on the treadmill where I work out, at medium to strong jogging speed. It is amazing how the human brain interfaces with the flight simulator and you become one with the total experience. My lessons learned with Dr. Kaplan could not have been learned in the real airplane under real conditions unless a pilot experienced in these situations had been with me. �Alone with no specific training to equip myself, my first such experience would have been my last. If in my first experience, I could come down in VFR conditions, that would be altogether different. That I can do. But, to do it to minimums, from altitude in IMC conditions, not hardly. What makes this simulator and Dr. Kaplan�s many emergency scenarios so valuable is the fact that you can die many times in real world like situations and live, not only to tell about it, but also much more importantly for a pilot, you can learn to overcome the challenge and be ready for those moments you hope you never have to live in the real world. Once is not enough; I will reschedule for this experience at least twice a year, more if possible. Thank you, Dr. Kaplan, for a life-saving experience. � Herb Hatfield Lafayette Hill, Pennsylvania Cessna 182/172 Pilot Herb Hatfield is a CFII who has been flying over 30 years and has 2,700 hours of flying accumulated in many different single engine types and models. Herb flies out of Teterboro, New Jersey on a regular basis. Being a Cessna P210 owner and pilot from Germany, I always wanted to attend Richard's �Advanced IMC Experience." The introduction of the full motion simulator seemed another reason to do it now, so I extended a business trip to NY for another two days in Waynesburg, PA. My expectations, which were already high, were fully surpassed. I decided to take the combined simulator and aircraft training and this turned out to be exactly the right choice. Flying the airplane with Richard is already very interesting, because he has a lot of in-depth knowledge specific to the Cessna 210 and its systems. But the full-motion simulator is a jewel. With it, you have the chance to train in all the emergency situations you can think of in your worst nightmares in very realistic conditions for a fraction of the price that comparable full-motion simulator training costs for jets, twins, turboprops etc. There is a correct response to any situation and you learn it, as well as the use of the incredible and often unknown possibilities of the installed avionics. My favorite was the deadstick instrument approach. Engine failure in IMC or at night is a nightmare for every single engine aircraft pilot. Many fly twins just because of this risk. With Richard's �approach� to this problem I consistently flew deadstick instrument approaches at minimum conditions right to the threshold. You just need one of the new GPS systems, enough altitude (one more reason to use the altitude capabilities of turbocharged and pressurized airplanes), and an airport in gliding range. The flight model of the sim is similar to the turbocharged Cessna 210, but this training makes sense for pilots of any complex single engine airplane, be it a Beechcraft Bonanza or a Piper Malibu. Ralf Drache Haan, Germany Cessna P210N D-EDRM I am a CFI with 1,500 hours. I hadn't been flying for almost two years when I showed up in Waynesburg, PA in my newly acquired Cessna P210 with my friend Jeff (the former owner). After such a big break from flying I knew I needed some serious proficiency training to be safe, competent and confident in a relatively sophisticated high altitude single. I needed a BFR, an IPC, and a P210 checkout for insurance as well as plain vanilla proficiency training. The two days of training I spent with Dr. Richard Kaplan was everything I needed and wanted. Not only is Richard enthusiastic with a great sense of humor, but also he is an excellent and knowledgeable CFII, genuinely and seriously interested in teaching. Dr. Kaplan's syllabus is extremely complete and thorough,�although he is flexible in its content to tailor his instruction to the individual needs of his student. In addition, he is able to change his plans as circumstances arise so as to maximize the student's experience. I would recommend Dr. Kaplan for anyone interested in simulator training, complex aircraft training and high altitude flight. Richard is extremely knowledgeable in C-210 systems; however he is quite knowledgeable about GA aircraft and I think anyone could benefit from his experience. My friend Jeff, who had owned my 210 for the previous 20 years has attended Flight Safety and the Cessna Pilots Association courses on the C-210 and said to me that his next training would be with Richard (Jeff bought a Silver Eagle, a turbine powered C-210). He thought Richard's approach was more relevant and practical than his other experiences. I know I'll be back. Glen E. Doyon, DMD Baltimore, Maryland Cessna P210N N4796K I know that there have been other posts regarding Flight Level Aviation's sim training but I felt that I had to add my own endorsement and applause. [Another pilot] and I spent two days with Rich Kaplan in Southwest Pennsylvania and left the training sessions better pilots. Rich tailored the training specifically to our ability/needs and panel configurations. Approaches to minimum, dead stick IMC, CFIT procedures, ATC/pilot responsibilities, Garmin 196 uses, etc, etc. My gray matter was jello by the end of each day. Rich enjoyed himself. Having previously attended Flight Safety, the bang for the buck at Rich's sim was significantly better. FSI lacked trainers who knew Cessnas. Rich knows Cessnas and personalizes training to your needs. This simulator session is clearly one of the best, most hands-on, practical, educational airplane related experiences that I have had. I'm not exagerating. Rich knows this business, he knows Cessnas and potential problems with Cessnas - he knows IFR procedures and problems. He will test you on ALL those problems. My gray matter was jello by the end of each day. I left a better pilot. If you are looking for great sim training at a reasonable cost, set up a one or two day session. You will become a better pilot. Bill Compitello Old Bridge, NJ Cessna 210 Owner Richard, I would like to thank you for a wonderful training experience. As you know, I have been flying for 43 years. Most of my flight time has been in medium and small twins. Frankly I feel the Cessna T210 with the modern avionics is more of a challenge. As you know, I did my initial training in the Flight Safety 210 simulators. Flight Safety is unquestionably the gold standard of flight training. Your full motion 210 simulator offers more up to date avionics and visual displays. Your simulator instruction is certainly on par with the best. Your "in aircraft" instruction was also excellent. I look forward to training with you in the near future. I also feel the approaches in [nearby] Morgantown WV offer a "big airport" experience. Thank you. Irwin S. Freedman, M.D. Alexandria, Virginia Cessna T210N N1226M I just completed a personalized three day "IFR refresher" course with Richard and could not be happier. We began with a series of local approaches in my C210 but soon transitioned to the full-motion simulator. After a short familiarization period, I found the simulator to be an extremely effective training tool, particularly with Richard behind the curtain. The motion base, visual and sound effects, communications with "Kaplan approach," and fully loaded avionics provide a very realistic training environment where any number of emergency situations can occur -- and with Richard they do. We practiced a variety of partial panel situations and mechanical failures (asymmetric flaps, runaway trim, etc.), under all kinds of weather, wind, and turbulence. The simulator can take you to any airport where you can fly any approach, hold, or departure procedure. You might even have a runway incursion or near miss at LaGuardia! I particularly appreciated being able to use my own model GPS -- one of three panel mounted GPS receivers in the sim. On day two I had the opportunity to learn by looking over another pilot's shoulder flying through some of the same emergencies. I found this type of training, which I am told is used by Flight Safety and other sim schools, highly effective -- particularly in Richard's personalized environment. Needless to say, I am already scheduling another training session with Richard and will make Flight Level a semi-annual stop. Paul Scialabba New York City, New York Cessna 210 N9056M I just spent a spectacular day visiting with Rich Kaplan. Rich has provided my P210 recurrency training in the past and I have always found his approach to be a great combination of knowledge and personal experience. I had therefore been interested in whether the simulation approach that he was going to use would be a significant step up from my past training. It was! We started in as soon as I arrived and, with two breaks, spent almost 6 hours together on learning the simulator, setting it up to parallel my airplane (more later) and finally running through approach after approach and failure after failure, including starkly realistic multiple instrument and engine failures. We talked about problems as they arose and then flew them again until I got it right. I spend a fair amount of time each year on keeping current (a day every two months with a CFI) and fly 250 hrs per year in some fairly hard IFR in the Northeast. The time spent on the simulator has truly increased my confidence and at the same time increased my respect for how difficult it is to actually fly the airplane in trying circumstances. This was the hands down winner for use of my time in training this year and I truly enjoyed and gained from the experience. Caveat - I hope Rich can convince the simulator people to make one minor software change. Each airplane has a different control feel. I did spend a bit of time adjusting to the feel of the Kaplan 210. It would be nice if the feel can be dialed in for each pilot. With that minor nit - a great way to spend a training session. Thanks Seth Rudnick, M.D. Chapel Hill, North Carolina Javelin P210N / N42WB� Cirrus SR22 Wow, what a seriously fun and important machine. Thank you so very much for the opportunity to work with it. "I now believe in simulators." The Full-Motion AST-300 single engine flight simulator ... is a potential life saver for the [average single engine piston] GA pilot and others... For the most part, instrument simulation in a single engine piston powered aircraft has been rather unsophisticated until now with the advent of the full motion sim. � I flew Dr. Kaplan's simulator for three hours�about a week ago. We departed�LaGuardia, got in an upset, and went inverted because of some airliner induced wake turbulence. I got into a spin somewhere over LAX and recovered in some nasty weather.... We were not flying [in an airplane] but I was�working, sweating, and most importantly learning in a safe environment. � $500 a day to use�this realistic and sophisticated machine is a bargain. [Pilots are] coming in�to his office in Waynesburg, PA from�half way across the U.S.�to get aeronautically beat up the same as I did. Getting slapped around in the clouds with Richard can save your proverbial airplane and passengers though. What's that worth? � Jim Opalka Freelance Aviation Writer Piper PA28 N6421J Butler, Pennsylvania I just returned from a 2 day P210 training session (partnering with [another pilot]) that included flight training in [another pilot's] plane (I acted as ballast) and the balance of the time was spent in Rich Kaplan's new sim. I'll let [the other pilot] speak for himself, but I couldn't be happier. I have had concerns about wingtip vortices rolls and wanted to experience dead stick approaches. I wanted to do zero-zero landings, and other things no one would do in a plane. The sim requires some tweaking in control sensitivity just to shorten the time it takes to get comfortable, but unlike RTC and Flight Safety this sim flies like a 210 and it is an outstanding way to practice dangerous conditions so they become routine. I was exhausted after the two days because the training is intense and you do get caught up in the emergencies Rich sets up. I came away learning as much watching [the other pilot] (a very capable pilot) as when I had my turn in the barrel. I recommend Rich Kaplan's course to not only new owners, but seasoned pilots who want to really practice their techniques in real emergency conditions. Jon Wehrenberg Knoxville, Tennessee Cessna P210 N732JB My first orientation to the 210 was the Flight Safety course last January [2003]. I found the systems overview very educational as I had never had my rump in a 210 before. At the time I thought the IFR training and flight sim they had was top notch. I can tell you that the experience I just received and the realism of Rich Kaplan's flight training device (FTD) was orders of magnitude better than the Flight Safety program. One of the significant benefits beyond full motion was Rich having a wide variety of current GPS and other technologies in his FTD. I was able to emulate pretty much my exact navigational setup so the learnings were directly transferable to my plane. I would also highly recommend partnering with someone. It is amazing what one can learn when you throw a mix of relatively new and seasoned IFR pilots together. In summary I will probably be doing rolls or engine outs in the mountains at night for weeks in my sleep but I have a good feeling that what I learned will save my bacon when my nightmares become reality some day. Leo Smith Chaska, Minnesota Cessna P210 N4925K I am a P210 owner / pilot whose search for a meaningful BFR / IPC experience led me to Richard Kaplan. I have used every type of flight instruction from the independent at the local uncontrolled field to Flight Safety's 210 simulator program. I found Richard on the web and knew nothing of his program, teaching skills, or knowledge. But there was enough there that I felt compelled to call. I liked the sound of the personalized training in my own airplane. So I spoke with Richard and got a very strong sense that this guy was different than other flight instructors I'd worked with. His knowledge was impressive and he comes across as having a genuine desire to teach. Convinced enough to ask Richard for some references, I followed-up with the them and became more and more impressed. Many people will say, "go ahead and use me as a reference", but these people genuinely wanted to help Richard. I was amazed at how quickly they called me back. I was shocked by how much time they were willing to spend with me. I was convinced by the long list of seriously thrilled students and their consistent experiences with Richard's outstanding teaching ability, knowledge, patience, and enthusiam. So I called Richard and scheduled time with him.� I was not dissapointed. Richard flew with me, figured out my weaknesses and strengths, and worked hard to fill the gaps. He quickly determined that one of my strengths was aircraft systems knowledge so he focused elsewhere. He also quickly realized that most of the time, I'm flying out of a large airport with an ILS. So we did lots of "landings on the numbers", brushing up on short field landing techniques. I performed emergency procedures that I had never even considered actually practicing (ever done an IMC dead-stick instrument approach?). He taught using real-world scenarios. He showed me where the system can easily fail us as pilots and how to avoid the potential catastrophy. All in all, I left feeling more confident, competent, and safe.� I can say with confidence, this was the best flight training experience I've had. I'm sure to become a regular student.� James Baum� Boston, Massachusetts� Cessna P210N N6444W� � Hi Richard, Sir! Thank you very much for offering this one-on-one training opportunity and, in comparison to what I have seen outside, a remarkably capable and well equipped simulator... It was a pure pleasure working with Joe Zieglar, an absolute aviation enthusiast, he has given me another perspective recounting his own experiences on an autogyro, his vast tailwheel airplane experience, and his considerable interest in the industry. He has also affirmed that, although currently idle, my previous commercial experience, procedures, and decision making have not been lost. I feel confident to take a checkride in Germany, knowing full well that I had experienced some tarnish of my skills and am nowhere near perfection, but generally "safe". This will definitely reduce my level of anxiety in a situation that I may be confronted with. My attitude is that we never finish learning, although I continue dreaming of one day owning a utility airplane, I am a strong believer in continuous training, and I will certainly consider recurrent and refresher training with Joe and your simulator... Christopher Scheziat - Warner Bridgeport, CT (U.S. and German pilot licenses) As a relatively low time pilot (480 hrs) who rarely flies in actual IMC (I live in FL) I thought that this course would be a good brush up on my Instrument skills. It was that but much much more. Starting with my preflight of his well equipped P210 Richard proved to be a wealth of practical 210 knowledge that most flight instructors just don't know. I think by concentrating on the 210 he has gathered a wealth of pearls that are invaluable for safe and enjoyable flying. I would recommend this course to anyone who has or is planning to fly the 210. Steven Bowman Clearwater, Florida Cessna T210N N2247U Richard -- With twelve approaches to ILS and localizer minimums the first day in the mountains with rain and [forecast icing conditions], it was a challenging start. However, your coaching and attention to detail (and TKS) made the flight safe and doable with our planned alternatives. I took home 25 specific points to review monthly on procedures, weather planning, regulations, operations, and maintenance which I feel were not only fresh ideas, but also important to anyone flying under IFR conditions. I cannot imagine a course where I could have learned more practical useable knowledge in such a short period of time. I hope you can expand the course so that more people can take advantage of it. Many thanks. Robert W. Dunne� Ashtabula, Ohio� Commander 112TC 4565W� I first contacted Richard Kaplan at the recommendation of my insurance agent when I was kicking around the idea of a P210 or Malibu. From the very outset, Richard was an enthusiastic source of information and encouragement. When I purchased my P210, he was the obvious choice of instructor. He is an accomplished pilot, with a detailed knowledge of the FARs, weather complexities, and other factors necessary for flight at high altitude in a highly complex (and slightly daunting) airplane. This is enhanced by his medical background, which adds all the more credibility to his tuition about hypoxia. His knowledge of the intricacies of the P210 is outstanding. In the cockpit and during debriefs, his style is one of gentle encouragement. The learning experience continues after the course is over - Richard keeps in touch with most of his students. I, for one, have no hesitation about emailing him about something that has cropped up. A reply is usually forthcoming within hours. Sometimes, I swear, he must be up in the small hours of the morning answering his email! I intend to continue my training with Richard, to maintain and enhance my instrument skills and complex single piloting, and I would encourage other P210 pilots to do the same. Simon Westacott� Butler, Pennsylvania� Cessna P210N N3YL� Icy clouds, low ceilings, DME arc approaches into Central Pennsylvania airports surrounded by snow obscured mountains -- Rich Kaplan makes it fun. Well almost. He does make it safe and with his experience and TKS equipped P210,very valuable and effective training -- and a medical at the same time. Even with 700 hours in my own I learned much about safety, power management, maintenance, and flying the P210 in real conditions. Rich, my wife Sue and I enjoyed both the beautiful Southwestern Pennsylvania setting (Uniontown) and especially your cheerful hospitality. Thanks for a very "Rich" experience. Dave Corby� Richmond, Michigan� Cessna P210 N6084P� I have owned my P210 for more than 15 years and flown it over 2000 hours. During those years I went to recurrent training regularly. I alternated between such companies as American Flyers, PIC, Flight Safety, and Recurrent Training Center. What sets Rich Kaplan's recurrent training apart from all others is that he is P210 specific. The others provided generic recurrent training which was helpful, but it was typically the same regardless of the type of aircraft flown or hours of experience. In my case Rich assessed my capabilities and then proceeded to provide training and scenarios which were both challenging and appropriate. While doing so he was also providing advice based on his own experiences owning and flying a P210, thus going far beyond what was provided by others. Jon Wehrenberg Knoxville, Tennessee Cessna P210 N732JB I am a pilot and A&P Mechanic without great familiarity with Cessna 210s. As a prospective 210 owner, I really appreciated Dr. Kaplan's real world advice from his experiences as a seasoned P210 owner on how to properly manage the powerplant. What I had read, prior to meeting Dr. Kaplan, was that 210's like to wear out cylinders. What I really found was that pilots who do not really understand proper power and temperature(s) management can really accelerate early cylinder/engine demise in 210s. Dr. Kaplan knows these #s , reasons and implications. The day with him was truly a learning experience. Hint. Buy him coffee or lunch after you fly with him and pick the 210 maintenance and Medical Examiner side of his brain and your day will be made. Shame on you if you don't. :-) Kurt Archibald� Springfield, Virginia 180 HP 172N partner� I thought the [P210 recurrency] training time was very productive. We covered a number of items that had been incompletely introduced as I was first familiarized with the plane. The issues of what is operating properly in a specific type are always best addressed by someone familiar with the type. You were very helpful in that regard...� [Flying partial panel] is an important skill and I believe that you did an excellent job in brushing up my skills. I will [also] look into the best version of an electric AI that is fully self-contained and figure out how to move the other instruments around as you suggested...� The engine out approach is really very worthwhile... All in all, it was a very productive session and I feel that I gained a lot from it. Thanks again.� Seth Rudnick� Chapel Hill, North Carolina Javelin P210N / N42WB� Cirrus SR22 I was excited to discover Dr. Kaplan's Flight Level Aviation training program. After obtaining my instrument rating, although a certification widely respected, I felt that I still had a lot to learn. My three days with Dr. Kaplan added immeasurably to my knowledge, both theoretical and practical. It is rare to a find well-trained CFII who is willing to teach in real IMC with live-encounter situations. His airplane and equipment are first rate. I was particularly pleased that Dr. Kaplan shared his extensive aviation medical knowledge with me.� In three days with Flight Level Aviation, I accumulated more crucial IFR experience (IMC, high altitude-flight level flying, Class B landing/take off, mountain flying, hypoxia recognition) and was exposed to more equipment (pressurized aircraft, in-flight Weather, TKS-de-icing, radar, turbocharging, Loran, GPS VNAV) than many high time pilots have experienced. It has been a year since I flew with Dr. Kaplan, but he gave me a lifetime of knowledge. Jackson Peng� (Bonanza N6731C) New York City, New York Thanks Richard, Joe, and John, I have been a pilot since around 1980. For the most part owning a business, 4 children & priorities put the brakes on my flying around 1992 after around 600 hours. I began flying again late in 2002 and after 50 hours flying again I received an Instrument Proficiency Check. I however did not feel very comfortable and I have always wanted to try some simulator time. I thoroughly enjoyed the 7-1/2 hours spread over a day and a half in your simulator. Not only did I get a chance to have a realistic no gyro approach to minimums, but also I flew from airport to airport using approaches at airports I generally fly in to. Joe had the ceilings and visibility set near minimums at each stop. It seemed very realistic to break out (most of the times) at 250 feet with 3/4 of a mile visibility. It was a great confidence booster. I plan on some how making this an annual trek for 1/2 a day of sim time. If you want to have any prospective customers call me for questions please feel free to do so at ANY TIME. Money Hard earned but Well spent. Best Regards, Bob Kelly Royal Oak, Michigan Cherokee Six Owner "Suffice it to say for now that I'm grateful to have had the opportunity to take your course. You are an excellent pilot and instructor, and I do intend to walk through the door you opened for me. I still feel a bit of a glow remembering the flying we did. Many thanks." Robert O. Tyler� (Cessna 170 Owner and Retired Navy Carrier Pilot) Great Falls, Virginia� � Kaplan�s Advanced IMC Experience IMC Training in a Cessna P210 Introduction Kaplan�s Advanced IMC Experience is a unique training program for the already IFR-rated pilot seeking both confidence and experience flying actual IMC weather in a single-engine piston aircraft. This course is equivalent to a Custom Advanced Instrument Training program except that the IMC Experience includes overnight/out-of-town destinations if necessary in order to achieve flyable and educational IMC weather. The training is conducted in a well-equipped Cessna P210, which allows both the capability of flying IMC in the Northeast Corridor and the ability for students to gain experience with advanced IFR systems. However, the only pre-requisite for this course is a single engine land IFR rating; the course is non-P210 specific and serves well as an IFR recurrency program for any single-engine piston aircraft pilot.� This course also is an excellent idea for a pilot planning to purchase a high-performance/complex instrument airplane who wishes to learn more about advanced single-engine aircraft systems in order to help decide what airplane to purchase. This course departs from Waynesburg, PA (KWAY) in Southwestern Pennsylvania or from Morgantown, WV (KMGW) with either one student or two students who sign up together and fly alternate flight legs. At the student(s) choice and depending on weather factors and individual student training goals, the student(s) will log between 5 and 15 hours over a period of 1 to 3 days. Destinations are chosen by the student(s) both based upon personal interest and in order to experience safely flyable instrument meteorological conditions � possibilities include busy or scenic airports in the Northeast Corridor, as well as other locations in the Midwest, Appalachian, and Mid-Atlantic regions. Flight profiles will include both low altitude routes and flight to the Flight Levels (FL190 in cruise, FL230 for training).� Comprehensive Aviation Currency At the successful completion of this program, the students will have completed all of the following: Instrument Proficiency Check� Biennial Flight Review� Wings Flight Phase� Instrument Recurrent Training Program� High Performance/Complex signoff (if required)� Class II or Class III FAA Flight Physical (if desired; this may need to be scheduled for the morning after training ends)� Advanced Systems During this flight, students will receive instruction in the use of several aircraft systems which can be helpful for instrument flight, including these: Pressurization� Turbocharging� Known-Icing Operations� Weather Radar� Thunderstorm Detection (Strikefinder)� Weather Datalink (Portable Palm VIIx and Compaq Ipaq/Sierra Aircard)� Digital Engine Monitoring� Weather Analysis Significant time and emphasis will be placed on obtaining and interpreting weather forecasts and conditions to determine when safely flyable IMC conditions and alternates exist. Weather sources will include not only Flight Service Stations but also self-directed weather briefings by computer using various sources including DUAT, wireless Palm VIIx weather sites, WxWorx on Wings portable weather datalink, and wireless Compaq Ipaq weather sites using a Sierra Aircard and the Verizon Express Network. Instrument Recurrency Training� This course provides instrument recurrency training with emphasis on handling major systems failures while in IMC. Components of this recurrency training include (but are not limited to): Actual AI or DG failure (when in VMC and selected by instructor)� Partial panel holds and approaches with and without ATC assistance� Dead-Stick Instrument Approach � A single-engine aircraft flown at high altitude may successfully complete a dead-stick instrument approach after complete engine failure. Students will have the opportunity to experience this scenario� Partial and complete electrical system failures� Emergency "No Panel" approaches utilizing only a handheld GPS� Use of GPS VNAV (Garmin handheld GPSMAP 295) in VMC conditions or with complete electrical failure in IMC conditions to provide (particularly useful under night VMC conditions)� Use of an electronically simulated GPS Radio Magnetic Indicator (RMI) as a positional awareness aid while flying a DME arc� "Working the System" One key to feeling comfortable as an instrument pilot is a high comfort level with radio communications in a busy ATC environment. To the extent possible, this course will encourage professional utilization of the ATC system to its fullest, including concepts such as: Obtaining Void-Time Clearances� Obtaining Pop-Op Clearances� Negotiating multiple approaches for IFR proficiency� Air-Filing IFR with Flight Service� Receiving Enroute Weather Advisories� Requesting Block Altitudes for IMC practice� Filing Pilot Reports� Expediting Routings via Visual Climbs, VFR-On-Top Altitude Requests, or Composite VFR-IFR Flight Plans� Fitting into the traffic flow at a Class B Primary field or other busy airports� Descent planning from the Flight Levels in a piston airplane� Non-Radar Procedures� Understanding when procedure turns are permitted, required, or prohibited� Less Common IFR Approaches Emphasis will be placed on achieving familiarity with the full spectrum of IFR approaches, including somewhat less common approaches such as these: SDF Approaches� LDA Approaches� ASR Approaches with and without altitude advisories� PAR Approaches (if available)� DME Arcs� Back Course Approaches� Complex and/or Multi-Navaid approaches (e.g. DME from alternate sources, missed approach to a backcourse hold)� Contact Approaches� Circling Approaches� Landing from an instrument approach to minimums� Weather Analysis and Minimums Pre-flight weather analysis from both human and computerized sources will be emphasized as a major component of this course, with a focus on strategies to successfully and safely complete missions, as well as guidelines for delaying or canceling a flight. Flight destinations will be chosen in order to maximize exposure to IMC weather conditions, but never at the expense of safety. In general, safely flyable IMC weather in a single-engine known-icing equipped airplane is more common in the winter months. When safe IMC weather cannot be located, simulated instrument instruction in VMC will be conducted with a hood. Weather conditions which will not be flown for this course include the following: In-flight icing when the freezing level is below the MEA and forecast or reported tops are above 15,000 feet� IMC with embedded thunderstorms� Surface winds above 35 knots or crosswind components above 21 knots� Severe turbulence� Ground icing conditions (icing prior to takeoff)� Ground operations with braking action below fair (or Mu below 60)� Takeoffs with weather below approach landing minimums� Widespread low-IFR conditions� Freezing Rain or Severe Icing� Night IMC� Night VMC over unfriendly terrain� Student-Specific Custom Training Needs This course is customized to the students� needs and the available weather conditions. Destinations and specific training goals are chosen based upon student interest. If you have a specific instrument training need, requests for custom training scenarios will be considered. Full Motion Advanced Avionics Simulator Time at home base not spent flying (due to weather or student choice) may be spent on advanced ground instruction, including use of the full-motion advanced avionics simulator for various custom training scenarios. Click here to learn more. Cost Please refer to the Costs section of this website. New: Click Here for Flight Level Aviation IFR Forums Join Our Mailing List by Clicking Here and Sending an Email �Flight Level Aviation is the ONLY Full-Motion Sim Training Program to Offer up to 8 Hours of Sim Time Per Day! and The ONLY Sim Training Program to Offer a Type-Specific Syllabus Customized to Your Airplane and Goals! and the ONLY Sim Training Program to Integrate Simulator and Airplane Training! All This at a Very Reasonable Price of $375/Day Each For 2 Single-Engine Pilots Major Simulator Upgrade Completed February 2006 We are pleased to announce that our full-motion simulator has just completed a major upgrade which substantially increases its ability to realistically simulate both VFR and IFR flight. The new simulator upgrade includes: Photo-realistic scenery of the entire U.S. -- see screenshots here 3-Axis Autopilot Aerobatics Mode in Motion Base for highly realistic unusual attitude and upset recovery practice �The new simulator upgrade allows us to expand upon our longstanding goal of customizing the simulator experience to be realistic for each pilot's level of experience, aircraft, avionics, home airport, and typical flying destinations. The new visuals are particularly realistic in practicing VFR engine-out procedures and locating emergency landing locations or airports just as you would do in an actual emergency. As always, the simulator includes a 6-degree-of-freedom motion base, 3 IFR GPS units, and a Sandel electronic HSI. The simulator is unique in this regard as an advanced avionics simulator and has therefore attracted pilots from all over the U.S. and as far away as Norway, Germany, United Kingdom, and Africa and has been very positively reviewed by several major aviation periodicals. Have you ever tried inverted attitude recovery in windshear while in IMC? At night? Partial panel? At low altitude? Can you tell the difference in a twin between engine failure and asymmetric flaps? Click here to read what prior students had to say about their experience! Training topics include: Cessna 210/T210/P210 Type-Specific Training Advanced IFR Training for All Piston Single/Twin Airplanes Combined Airplane and Simulator Training Training in Actual IMC Advanced Instrument Training Advanced Avionics Training IFR GPS and Electronic HSI Operation Pressurization Turbocharging Known-Icing Spherics Portable Weather Datalink Practical Single-Pilot Piston IFR Weather Analysis As of August 2003, Richard Kaplan is proud to have been designated as a Master CFI by the National Association of Flight Instructors. Flight Level Aviation is proud to have its recurrent training program approved for an insurance discount through the Avemco Safety Rewards program. Past students have also received insurance underwriter approval for Flight Level Aviation's recurrent training programs from most other aviation insurers, including W. Brown, USAIG, AIG, and Aerospace, among others. Please inquire for details regarding insurance approval of our training programs. Flight Level Aviation, Inc. 60 Stockton Avenue Uniontown, PA 15401 (724) 880-2948 rkaplan@flyimc.com � Piper Malibu Recurrent Training� Flight Level Aviation offers recurrent training for Piper Malibu owners. The full-motion simulator is a particularly valuable training device for Malibu owners since it allows pilots to practice deadstick instrument approaches from the flight levels using a variety of avionics for navigational assistance; as Malibu owners are aware, the deadstick instrument approach is a technique which has been studied and discussed extensively by pilots of this aircraft model. Malibu Recurrent �Training Syllabus As with all training by Flight Level Aviation, a Malibu recurrent training program may be customized to student needs. Suggested content in such a recurrent training program includes the following: Review of Malibu accident history, with special attention to specific features of this aircraft (for example: engine failure and runway loss of control) which have established trends in prior accident evaluations� Emphasis on electric trim as a particularly insidious and potentially lethal failure mode for this aircraft� Review aircraft maintenance logs and weight and balance� Review of operation of installed avionics, with particular attention to aircraft specific factors, such as GPS/autopilot coupling� Review of supplemental type certificated items which could affect aircraft performance Basic air maneuvers (including stalls in multiple configurations, steep turns, power settings for climbing and level flight and descent under various ambient temperature conditions)� Takeoff and landing proficiency, including short field, no-flap, crosswind, and high density altitude considerations at varying aircraft weights� Simulated or actual performance of all emergency checklist items, including engine failures in multiple configurations, flight control or flap system failure, inflight fire, vacuum and electrical system loss, use of emergency gear extension system, Boost Pump and Fuel Pump failure, unforecast severe icing encounters, and sudden decompression/emergency descent� Instrument proficiency evaluation, emphasizing partial panel operations enroute and on approach� Turbocharger critical altitude check and pressurization system operational testing� Detailed review of engine power and fuel flow operating parameters for safety and engine longevity� Ground and in-flight review of high altitude physiology, including simulated operation of the aircraft�s oxygen generating system, actual in-flight pulse oximetry, and correlation of such pulse oximetry with projected times of useful consciousness in the event of sudden decompression� Review of air traffic control considerations specific to this aircraft (limitations in aircraft climb and descent rates which may be viewed by air traffic control as unusual for an aircraft capable of flying in the flight levels)� High altitude cross-country flight, culminating in a flight of 200 nautical miles or greater at or above Flight Level 200 with a full stop landing at a Class B primary airfield under instrument flight rules. Depending on weather conditions and student interest, this flight may alternately culminate in a simulated high-altitude engine failure with a "dead stick" instrument approach � the ultimate IFR simulated emergency!� Review of pertinent recent published articles from the popular aviation press regarding the Piper Malibu High Altitude Operations Turbocharger/pressurization system operational check enroute to FL250 Small pressurization leaks are common and may preclude reaching FL250 with appropriate cabin altitude Aircraft responsiveness reduces with altitude, especially above FL200 Turbocharger high-altitude �bootstrapping� theory Review of high altitude of physiology, esp. re: sudden decompression and useful length of consciousness Consider pulse oximetry demonstration Risk rises exponentially above FL190 Consider systems interactions with a high-altitude engine failure Vacuum systems inoperative (thus boots and DG/AI inoperative)� Electric AI and panel avionics continue to operate but descent time could exceed useful battery life � Consider Handheld GPS with electronic HSI Review of Malibu oxygen system maintenance/operation Failure modes of oxygen generators Discussion of recomendation for periodic replacement Limitations of a one-use-only oxygen generator� Review of lower flight level weather strategies Useful to top weather in winter Unable to top weather in summer; Lower/VFR flight is usually a better strategy in summer Winds aloft can be a determining flight planning factor, especially in winter Always File IFR above 12,000 Feet: Note it is often difficult from this altitude or above to discern whether a pure VFR descent will be attainable Use and Pitfalls of High Altitude Enroute Charts Consider filing for a Full Route Clearance as preferable to Jet routes Flight Instruction Descent planning from the Flight Levels ATC Often not familiar with Malibu descent profile Delayed descent must be considered in fuel planning contingencies � Do not run out of fuel while descending over airport! Culminate in landing at a Class B Primary airport Emergency Descent Published/Smooth Air procedure Consider effects of propeller position Alternate approach: Steep Spiral Alternate approach: Lower speed with full or partial flaps High Altitude Engine Failure in IMC: Emergency Dead Stick Approach Options Mental calculation of descent profile Midfield crossover at predetermined altitude� GPS VNAV (Panel-Mount or Handheld) Do not forget engine restart is more difficult above 15,000 feet: Consider additional engine restart attempt at or below this altitude Cessna 210/T210/P210 Weekend Cessna 210 Training Cessna P210 Training Cessna T210 Training Flight Level Aviation is pleased to offer periodic Cessna 210 Weekends conducted in a group format designed to take you beyond just the normal procedures found in your Cessna POH. The group format includes individual flight instruction but also allows you to meet and discuss Cessna 210/T210/P210 operation with other owners. The two day group program is taught periodically and consists of time in Flight Level Aviation's full motion flight simulator as well flight training in your own Cessna 210/T210/P210. Flight training will be conducted out of KWAY. If weather conditions are not VFR (KWAY does not have an instrument approach as of yet), KMGW can be used as an alternate location for arrival and flight training. KMGW is just a 30 minute drive from KWAY (Flight Level Aviation will provide transportation to and from KMGW if that becomes necessary). � The flight training will be conducted by Dr. Richard Kaplan, owner of Flight Level Aviation. Dr. Kaplan is a NAFI Master CFI, certificated instrument flight instructor (CFII), aviation medical examiner, and aviation safety counselor. An experienced simulator instructor will also be available � The course will be conducted over a Saturday-Sunday period with 4 pilots and 2 instructors. The pilots will train in pairs, alternating between airplane instruction with Richard and simulator instruction with a second instructor. Time not spent flying the simulator or airplane will be spent observing the other student. Additionally Richard will include ground time in a group setting reviewing the Cessna 210/T210/P210 accident history, operational procedures, maintenance considerations, and other topics of interest to pilots. Training will be conducted 8AM to 5PM Saturday and Sunday in pairs as above. The group will also go out to dinner at a local restaurant Saturday evening, followed by an evening roundtable discussion lead by Richard covering pertinent but difficult or controversial topics relevant to the 210/T210/P210 (i.e. lean of peak operation, maintenance decisions, major upgrade considerations, gear-up/gear-down timing). If weather does not permit sufficient airplane time, then additional ground and simulator time will be provided by Richard. This two-day program must be scheduled in advance. Send an e-mail to rkaplan@flyimc.com if you have any questions about this new program or would like to set up a training schedule. � The cost of this unique program is $595 per pilot and includes simulator, ground and flight training. If your own airplane is not available for this weekend, you may drive or fly on the airlines and then rent Flight Level Aviation's Cessna P210N for $125/hour wet (dual instruction only) in addition to the $595 weekend course fee. � The program price does not include food, lodging, car rental or parking/landing fees. Two to four students will be accommodated during this two-day program. About Richard Kaplan CFII/MCFI/AME/ASC Flight Level Aviation, Inc. was founded by Richard S. Kaplan, an FAA-certificated pilot for over 12 years who is also an instrument flight instructor and FAA Aviation Safety Counselor. Richard retains a very active role in managing all operations of Flight Level Aviation, and he personally instructs Flight Level Aviation's advanced single-engine IFR students and P210/T210/210-specific training. In addition to extensive experience in the Cessna 210/T210/P210 series, Richard has experience flying the Mooney M20C, various Bonanza models, and most Cessna and Piper single-engine aircraft. Richard also holds a B.S. Degree in Engineering Science. Richard frequently flies Flight Level Aviation�s Cessna P210 on practical cross-country flight, like many single-engine instrument pilots. You will have the ability to learn about single-pilot single-engine piston instrument flight first-hand from an experienced peer who regularly flies practical missions in this aircraft type. Richard has a history of over a decade of accident-free practical cross-country instrument flight with his family. This makes Richard particularly qualified to offer Cessna 210/T210/P210-specific training and single-engine recurrent IFR training so that single-engine IFR pilots can learn from an instructor who regularly flies mission profiles similar to theirs. Richard is also an aviation medical examiner and conducts flight physicals as part of his medical practice (Uniontown Medical Rehab PC); his extensive experience in both aviation and medicine is particularly helpful in teaching pressurized Cessna P210 pilots about the medical and aviation factors related to single-engine pressurized aircraft operation. More than anything else, you will no doubt recognize Richard�s high level of enthusiasm for single-engine general aviation IFR flight and the energy with which he approaches flight instruction. Many of Richard�s students have become long-term friends and email pen-pals (see Student Feedback) � If you email an aviation question to Richard at night, you might even get a reply back the same night at 1AM! As of August 2003, Richard is proud to have been designated as a Master CFI by the National Association of Flight Instructors. Cessna 210/T210/P210 Training Checklist Cessna 210/T21/P210 training programs include use of a 210-specific training checklist developed and continually modified by Richard to cover important type-specific areas of training in this airplane. This checklist will include the following: Lowered risk of water contamination of fuel with non-recessed fuel caps Importance of fueling aircraft �to the brim� in proper ground attitude when planning cross-country flight Emergency procedures for vapor lock (fuel pump on, switch tanks) Caution against use of fuel pump routinely for takeoff or cruise Full throttle activates high setting of fuel pump (important if engine failure occurs on takeoff) Operation of interlock mechanism on pilot door (? Lock vs . Unlock safety lock) Procedures if emergency exit opens in flight (expect buffeting, opening openable window may reduce this) Preflight/Pre-purchase to include check of horizontal stabilizer noseribs and implications for ground handling (powered tug recommended) Location of hydraulic fluid reservoir (check each 25 hours) Location of 5 fuel sumps during preflight Preflight inspection of propeller spinner (slightly loose/low) and propeller blades (no looseness permitted) Emphasize proper leaning and cylinder/TIT temperature monitoring procedures Limiting factor for summer climbs = Cylinder head temps Limiting factor for leaning = TIT temperature Altered power settings for intercooler-equipped aircraft Emergency gear extension procedure Emergency descent procedure for decompression at high altitude High altitude physiology factors, esp. re: exponentially increased risks above 18,000 feet Inspection/Replacement of oxygen generator Flight planning for climb/descent distances for high altitude flight ATC factors for high-altitude flight (ATC often unfamiliar with relatively low P210 climb/descent rates for a flight-level-flown aircraft) Physiology of moving pressurization controls in-flight Pressurization system = Electric+Pneumatic+Mechnical and implications for emergency operations Implications of cabin pressurization differential in marginally high range (aircraft has reverted to backup outflow system) Location of pressurization bulkhead Locations which can block pressurization outflow valves Go-Around procedure (timing of gear up?, not specified in POH) Switching fuel tanks consistently enroute (50 lb. max imbalance for factory autopilot) -- by time or fuel flow? *** Electric Trim = Most Dangerous part of aircraft ***� Runaway trim can be unrecoverable if undetected, Extreme control forces can occur by attempting to manually control pitch when autopilot is engaged, Need to memorize location of electric trim circuit breaker Maximum altitude loss during autopilot malfunction � Implications for autopilot-coupled approaches Need for autopilot disengage check as part of pre-flight/runup Need to memorize location of gear motor circuit breaker in event pump stays on after takeoff Procedures to verify gear-down (visually, gear-down light/switch bulbs, audible warning/retard throttle) (Recommend add-on mirror to verify nosegear is down) Procedures for landing gear-up if necessary Potential high sink-rate on final with no power vs. long rollout if final flown with power on Cessna Pilots Association vs. Lycoming recommendations/Aircraft placard for leaning procedures (operate lean of peak vs. rich of peak?, GAMIjectors?) Implications of operating prop heat if ammeter does not respond appropriately (potential asymmetric prop icing) Competing theories of de-ice boot operation/timing De-Ice vs. Known-Ice, icing procedures in POH Warning signs of induction icing� Cowl flap operation (keep open in summer esp. if digital engine probe not available?) �Critical vacuum pump� for dual-vacuum pump aircraft with boots *** Accident History � Dual vacuum pumps and/or dual vacuum/electric attitude indicators seem essential Max Takeoff Weight vs. Max Landing Weight Critical circuit breakers � Gear motor, electric trim, autopilot Methods to deactivate autopilot (intentionally and unintentionally) Never manually overpower autopilot in pitch! Note and observe altitude guideline for maximum altitude loss if autopilot malfunctions Autopilot preflight techniques (multiple axis) Max gear operating speed� Max gear-down speed = Never exceed speeds (facilitates emergency descent esp. after depressurization) Max speed for 10 degrees flaps, full flaps Max takeoff power = 5 minutes Caution against overboosting turbocharger, esp. in winter Hot starting procedure Presence/Use of manual fuel primer (and importance to check as part of preflight inspection) Timing of gear-up decision and related safety factors Cabin altitude light illumination implications Use of alternate static source Location of tie-down rings Location of fuel vents (check during preflight) Potential for filliform corrosion on original foam-filled trim tab Use of rudder trim in takeoff vs. cruise and implications for fuel spray from fuel vents Ice light location/use Availability of CPA Cessna 210 Systems/Procedures Course Check for operation of avionics fan during preflight (No-Go Item) Operation of cabin ventilation fan for passenger comfort Use of rudder trim essential for proper autopilot navigation Heater/Defroster interlock to prevent damage to windshield ** Caution against ground operation with significant power esp. in vicinity of stones; marginal soft-field abilities of this aircraft Location of Squat Switch Nose strut inflation technique (Nitrogen) Proper Intercooler operation (altered power settings, caution operating unintentionally at too high a power setting) (See article) Intercooled aircraft typically set for takeoff fuel flow above redline (for adequate fuel flow at higher altitudes) Typical target TIT <1500, CHT < 400, Oil temp < 200 Competing theories of boot operation timing (See article) *** Importance of replacing original factory fuel caps to minimize water entry in tanks *** Pre-flight inspection to check for damaged noseribs on horizontal stabilizer Caution high power or taxiing over stones/gravel/soft fields during ground operations Continental TopCare program for engine trend monitoring Importance of engine baffling/oil cooler to engine life Alternate points of view re: leaning engine on ground Turbocharger theory and critical altitude check procedure Consider 2 weight/balance lists (with 6th seat installed vs. removed) Location of autopilot computer (often under rear seats) How to identify turbocharger failure on engine runup Failure modes with double alternator failure (i.e. master switch solenoid) --> Suggest Battery-powered backup GPS Varied trim settings based upon aircraft loadings Oil filler cap gasket as a critical preflight item Need to carry high-altitude enroute charts for flight at and above FL180 Potential altitude-related failure mode of fuel controller Need to include fuel flow in scan on takeoff run (186 lbs./hr), implications on engine operation and pilot reactions to low vs. high fuel flow Failure modes with dual vacuum pump, including need to inspect/replace vacuum manifold periodically Potential sources pressurization leaks, including common (emergency door or windows) and uncommon (gear boots leading to pressurization leak only when gear up) Do not be alarmed at pressurization "whistles" Limitations/Comparisons of Cessna Standby Generator vs. B&C Alternator vs. TurboAlternator Operating considerations/limitations for Speed Brake and/or STOL equipped airplanes Operating considerations/limitations for airplanes with wing-tip and/or baggage compartment fuel tanks Emergency gear procedures with vs. without gear doors, i.e. turning off master switch can open solenoid Pilot and Maintenance procedures to address temperature-depenent variance in fuel flow on takeoff Identification/implications on boot operations of weak but operative primary vacuum pump Implications of asymmetric prop icing with partial prop heat failure Operation of 2 door interlocks both inside and outside cabin Operational cautions vs. usefulness operating with pressurization set to sea level in winter Door mechanism operation to seal fully when plane is left in rain Minimum airspeed for operation in icing conditions Landing procedures after encountering icing conditions Minimum airspeed in icing condition climb Hot start procedures Operating procedures at high density altitude airports Pros/cons of leaning for taxi Turbocharger cooldown procedures Flight profiles to avoid shock cooling Comparative risk of decompression in a single-engine piston airplane vs. multi-engine turboprop/jet Consider 20-minute emergency oxygen system for flight above Fl190 in P210 Consider carrying Afrin onboard for depressurization medical incidents High altitude engine performance including "bootstrapping" Recent P210 inflight breakup an potential causes/preventive techniques Potential engine failure from loss of upper air deck hose and corrective action (boost pump on) Seasonal variations in engine operating procedures Varying thoughts on takeoff fuel flow, i.e. redline vs. over redlineCessna 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 Panel Upgrade for N102KY (March 2005) Garmin 430 Training Avidyne EX500 Training Cessna P210 Training Advanced IFR Training Flight Level Aviation is pleased to announce that the panel for N102KY (a Cessna P210N) has now been upgraded to allow in-flight teaching and demonstration of advanced avionics. The new panel features a Garmin GNS 430 IFR GPS linked to a Garmin 296 battery GPS with terrain advisories, as well as an Avidyne EX500 multi-function display with CMAX electronic charts and weather datalink, Strikefinder, backup alternator, dual electric/vacuum attitude indicators, and dual electric/vacuum directional gyros. Coupled with the existing equipment in N102KY's panel, this allows Flight Level Aviation to provide instruction in a wide variety of basic and advanced IFR navigational and operational equipment, including: TKS Known-Icing Pressurization Turbocharging Weather avoidance with Radar vs. Spherics vs. Weather Datalink Advanced Navigation (IFR GPS with multi-function display) Traditional Navigation (VOR, ILS, VOR/DME RNAV, Loran, ADF) Emergency Navigation (Portable GPS) Flying Companion Course� Flight Level Aviation�s full-motion simulator is an excellent tool for a Flying Companion course to teach a pilot's spouse or other flying companion how to land a single-engine or multi-engine airplane in the event of pilot incapacitation. The simulator is a realistic yet non-threatening means to learn emergency procedures to fly the airplane while communicating with air traffic control to find a nearby airport and medical help for the incapacitated pilot. A Flying Companion Course may be combined with the pilot's recurrent training or may be scheduled as a stand-alone half-day or full-day training program. Cessna 210 Simulator Cessna T210 Simulator Cessna P210 Simulator 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 </div> </div> </h3> </div> </h3> </div> </div> </div> </div> </div> </body>