AirDorrin: ELITE PI-135 General Aviation Simulator

The latest advisory circular, AC 61-136,  along with the FAA Approval Document for my simulator has led to an update of my interpretation of how you use simulator time to satisfy flight experience requirements. Basically, my interpretation was dead wrong, and I didn't realize until the first pilot came along and asked me for an IPC. At that time I did the research that clarified how the BATD can be used.

Pilots can count simulated approaches to meet currency, and use 10 hours of simulator time against a new instrument rating.  VFR pilots can use 2.5 hours. This simulator cannot be used toward IPC or BFR requirements, per our interpretation of the FAA's current guidance (which is lacking and lagging). Aside of logging time, Emergency simulations continue to be a significant learning experience.
King Air

INSTRUCTION PLANNING: Intended primarily to guide instructors in the proper utilization of the simulator. Click here to review our approach to teaching in this simulator. 

GARMIN 430 WAAS TRAINING: Delmarva Aviation's new Cirrus SR20 is equipped with dual 430W units and an STEC-55X autopilot. My own aircraft has an Garmin 430W and an STEC 30, so I use this equipment everyday. As of last month, the Elite PI-135 simulator based at the school also has a Garmin 430W with a KAP140/KFC150 autopilot. We are well suited to meet the training needs of GED pilots. Take the time to read about WAAS Approach Types, or review the Garmin Pilots Guide and the Garmin Flight Training Syllabus.

My own aircraft is equipped with the 430W and an STEC-30 autopilot. Likewise, the Cirrus uses the 430W/STEC 55X combination.eliminating the Trimble GPS entirely with a popular WAAS GPS unit was a great idea. I have this unit in my own airplane, and fly WAAS approaches routinely. Let me train you up so that you'll have multiple contingencies lined up for your approach. 

GENERAL PROFICIENCY SCENARIO FLYING:  This simulator includes scripted ATC simulations that are challenging and educational. Listen for your tail number and practice following a changing clearance on approaches of various difficulty levels. See some of the scenarios available here.PI-135 Simulator

SINGLE INSTRUMENT CURRENCY:  Simulated weather and instrument failures will challenge you while you fly an aircraft of your choice through the requirements for your instrument currency.  Includes six approaches; Holds/Intercepts/Tracking; Partial Panel; Equipment failures. This BATD can and should be used to maintain and/or enhance you airplane experience.

SINGLE ENGINE INSTRUMENT IPC: Using the simulator to prepare for an Instrument IPC is a great idea. I can get you tuned up and smooth before you head to the ramp for the actual IPC. After consulting with a number of more qualified folks, I need to make it clear to you that no part of your work on this BATD can be used to satisfy the regulatory requirements of an IPC. I don't expect this to change. If you haven't flown instruments for a year, it is entirely reasonable that you should want to ensure your expertise in an airplane. 

INSTRUMENT CHECKRIDE PREPARATION: Modeled after known local Designators Examiner testing routines, one or more sessions will get you tuned up to fly like a professional. Each approach will be made at the airports we know you'll be using, and you'll get practice setting them up in real time. Weather will be a minimums in some airports, so you'll need an alternate, and somewhere along the way you'll have an insidious vacuum failure requiring partial panel skills. Don't rely on the autopilot to bail you out, but you'll need to know how to use it.

File an IFR flight plan to Easton (ESN) and Cambridge (CGE), with a return to Georgetown (GED). Depart GED RW4. Intercept and track victor airways using VOR navigation; backing that up with a GPS flight plan on the Trimble 2000 IFR approved navigator. Utilize the KAP150 Autopilot or fly the simulator by hand through layers of weather. Vectors to final for the ESN ILS 4  where the weather will be near minimums. If you can see the runway, this will be a touch and go; if not - execute the missed approach procedure.Pick up your next clearance for the complete GPS 34 into CGE. This will be a night flight, so you may miss this one too if you neglect to turn up the runway lights. Following the missed approach here, we'll pick up a clearance for the return trip to Georgetown; where we'll have to hold for inbound traffic before executing the VOR 22 with a hold.

SIMULATOR BASED GROUNDSCHOOLS:  I have worked with Charlie Pickering to develop a multi-engine ground school syllabus we can use for pilot education. I am also making room for a single-engine version that would benefit instrument students. 

MULTI-ENGINE INSTRUMENT IPC: See the caviates noted for the Single Engine IPC. I recommend practicing multi-engine and single-engine approaches and emergency procedures in the simulator. 

UNDERSTANDING HOLDS AND PROCEDURE TURNS: Great way to log a few holds and really start to understand entry and hold procedures. Generally leads to a good discussion around EFC times, when to start an approach when communications are lost, and the implications of padding your ETA with respect to comm loss.

INFREQUENTLY USED APPROACH PROCEDURES: I can fly NDB approaches and back courses routinely now that the simulator is here.

MANUALS AND OTHER RESOURCES:  Can be found here. This includes GPS operating manuals, airplane POH files, and scenario details.
fed 12/21/2008