Twin Piston and Turboprop Training

Twin Piston and Turboprop Training

Date: By Appointment

Course Description

If you are training for twin piston aircraft, turboprop aircraft or any aircraft, we STRONGLY SUGGEST you have an instrument rating and be qualified flying instruments.  What do we mean by qualified?  It means that you can fly attitude instruments and make all the decisions as far as emergency procedures in the cockpit not outside the cockpit in visual flight rules conditions.  The worst thing that can happen will and can happen on the gauges in IMC conditions.  You must be able to manage the problems on the gauges not in VMC conditions. If you don’t have an instrument rating you need to work with us to at least get twenty hours in the sim so you can fly the gauges.  This is known as attitude instruments and it can be the difference in winning or losing.  Losing in aviation is not a good thing.

Pilots who fly twins need to be at airline standards and airline standards are being able to do everything in the cockpit, not outside.  You cannot handle an emergency procedure correctly by going in the cockpit and then outside the cockpit.  It will distract you and defeat the purpose, that being stabilizing the aircraft and controlling the problem.

Our Training Approach

If you are coming in for initial training in a specific aircraft not only do you need to be instrument current and able, but you need to understand the POH.  The initial training is the POH.  Pilots ask us about our “syllabus” and on initial training it is the POH.  That is the “bible” for operating the aircraft. What we are teaching is not a license or rating it is procedural operation of the aircraft especially in the emergency areas.  A syllabus is an outline for getting to an assigned goal that being a license or rating.  We train to cover a possible problem that could occur or to review what you already know, such as instrument skills.

In addition to that, we focus on “quirks” of the respective aircraft.  The POH is operational and the “quirks” are based on accident reports, AD’s and other generic problems that you need to be aware of in the aircraft.

We also tell our pilots that one reason you need to come to the initial training with a strong understanding of the POH is that you are wasting your time and money if we have to explain the details of operating the aircraft.  We want you to get into the sim and fly and apply the emergency procedures and the general operations of the aircraft.  It is one thing to be able to clear something up that you don’t understand but another thing to explain why there is a main tank and aux tank in the aircraft.

Recurrent Training

If you are coming for recurrent training you should have a working knowledge of the aircraft as well as being good on the gauges.  We do not believe in going over the same thing you have done in initial training in recurrent training.  It is a waste of time.  What we want to do in recurrent training is to work with what you are weak in and work on the single engine loss and emergency procedures as well as what we call “save your butt” items.   We also want to refresh your instrument procedures. Some new pilots ask what is your syllabus? Our syllabus for recurrent and for our one day single engine program is “what is bothering you when flying the aircraft and what are you weak in.” I have never had a pilot that could not answer those questions.  Pilots know what bothers them and where they are weak.  We then determine what we think the pilot needs and go over it until they have the procedures under control.

One Day Single Engine Loss Training

We call this the “tune up.”  If you do not do anything do this at least once a year if not every six months.  Again, we are trying to get you to a level as a professional pilot.  The air carriers have six month “check ups” and you need the same.  General Aviation has terrible safety records and the reason it does is that the GA pilots do not COME UP TO AIR CARRIER STANDARDS.

I cannot emphasize enough how the six month, six hours of work in the simulator is a life preserver.  It not only tunes you up but gives you confidence.  If you teach the worst that can happen and you are able to handle those problems the rest is easy.

Why Do We Teach the Way We Do?

Anyone can follow a syllabus and check “OK” next to the objective.  We look on training as “chocolate, vanilla and strawberry.”  Every pilot is different and bring in wants, needs and training experience at different levels.  We talk to the pilots, work with their needs and then check their work in the oral discussions and the sim to see what we think they need to concentrate on.  Why do we teach like this?  Because we have sat in the cockpits with pilots for years either as mentors or instructors.  We also have taught outside aviation and we know that people learn and adapt differently.

Why do training companies use a syllabus?  One reason is that any instructor can walk in and start the line item procedures and check them off.  Can they miss something in the pilot?  Absolutely and that is why we work with the individual pilot and their needs.  Also, you name it, we have seen or we have experienced it.

Scheduling

 

We are a small operation and we work to try to fit all pilots in.  Unfortunately we stay busy and sometimes we are at least a month out before we can get you in.  Many of our pilots are sent by referral from other pilots and people that know our teaching experience.

We strongly suggest that you stay at least current on the gauges and the best way to do that is in the sim.  Instrument attitude flying should  “automatic” without thought.  You need to be able to hold tight parameters so at least stay current on instruments every six months and again we suggest if you fly a twin engine aircraft you train for the worst.

Let us know by email or a phone call if we can help you.

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