What We Do & Why We Do it
Learn why we started Aircraft Simulator Training and what our philosophy is for training Twin Piston & Turboprop pilots.
Taking it to Airline Standards
Pilots who fly twins need to be at airline standards. Being at airline standards requires that you are able to do everything in the cockpit, not outside. You cannot handle an emergency procedure correctly by working 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.
If you are training for twin piston aircraft, turboprop aircraft or any aircraft, we STRONGLY SUGGEST you have an instrument rating and be qualified to fly instruments. What do we mean by qualified? We 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 can and will 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.
Initial Training Approach
If you are coming in for initial training in a specific aircraft, not only do you need to be instrument current, you need be familiar with the POH for that aircraft. Basically, the syllabus the initial training is the POH. That is the “bible” for operating the aircraft. What we are teaching is not for a license or rating. We are teaching and practicing procedural operation of the aircraft, especially in the emergency areas. We train to cover possible problems that could occur and 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.
If you are coming to Aircraft Simulator Training for recurrent training you, should have a working knowledge of the aircraft and be good on the gauges. In recurrent training, we do not believe in going over the same thing you have done in initial training. That would be a waste of your time. In recurrent training we work with you on engine loss and other emergency procedures, as well as what we call “save your butt” items. We also want to refresh your instrument procedures. We work on areas where you might be weak. Some new pilots ask what is your syllabus? Our syllabus for recurrent training 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 that until they have the procedures under control.
Why Do We Teach the Way We Do?
Anyone can follow a syllabus and check “OK” next to the objective. We view training as “chocolate, vanilla and strawberry”. Every pilot is different and brings in wants, needs and different levels of experience and training. We talk with the pilots, work with their needs and then check their work through oral discussions and in the sim to see what we think they need to concentrate on. Why do we teach like this? Because we have sat in cockpits with pilots, either as mentors or instructors, for years. Because we have taught outside aviation, 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. You name it, we’ve likely seen or experienced it.
We are a small operation. We will do our best to work with your schedule. Because of the demand for quality training, booking as far in advance as possible, is a good idea.
At the very least, we strongly suggest that you stay current on the gauges. The best way to do that is in the sim. Instrument attitude flying should be “automatic”, without thought. You need to be able to hold tight parameters. At the very least, stay current on instruments and train every six months. Again, and most importantly, we suggest if you fly a twin engine aircraft that you train for the worst. Training is the key to safety for you and your passengers.