Blondie will do it.

The presentation (perverts) :

If you survive the ground school instructors, the sim sessions are usually good. You can’t fail the ground instruction, but you can fail the sim checks. To pass the ground stuff you just need to pass a multiple choice test. And most instructors will stop and emphasize points that will be on the test.

I am doing 2 weeks at Flight Safety in June getting typed in the 510. Will be interesting how that goes.

I takes 2 weeks to get a 510 type? I knew FlighSafety was milking it...

Allen
Why get typed in the Mustang?

When do we sign up for that? I’d have 50 type ratings just because.....

Allen,

Can't you do the 5-day prior experience course?

Mark, in your last video you showed the teb4 departure.

My Jepp charts are up to date and do not show a teb4 but a teb2 SID. Was this video done a while back before the last change? I’m asking because I more than once have found myself given a sid that is not in my charts even though they are current. Just wondering

I am bored with doing the same 61.58/135.297 training about 20 times over the last 12 years. I can spend a bit more and get a new type and extend my 525 currency for another year. In addition a Mustang may better meet my future needs. And I get to learn something new.

Allen,

Can't you do the 5-day prior experience course?

FSI shat all over me when I wanted to do P180 initial. Said I had to have CPL and 1500hrs at least. And it's 2 weeks and costs $32K!! Everyone else's P180 initial in the plane is 5 days long and costs $7K, no CPL requirement, no time requirement. Can you say steep?

I'm assuming the Citation training similarly takes you to the cleaners and monopolizes your time.

FSI has their standards and the pro pilot market does recognize FSI training is at a different level. You walk away with the same type rating but you do learn more in sim training then what is safe to do in aircraft training. You get what you pay for.

I probably shot 25 approaches in the clag (fog/rain/snow/icing) with failures this past week. Several V1 cuts, emergency descents, fires, engine start failures (hot, wet, hung, left covers on, etc). Blown tires on runway, fire on runway, AP failures/runaways, flap failures, windshear events, etc. I also spent 7:30 to 7 most days learning every system in and out when not in the sim.

I ABSOLUTELY got my money’s worth this week. When I first got into twins I trained in airplane. My recurrent was in the sim and OPENED MY EYES. I learned I had not been safe in my own honest opinion and did sim training every year after.

My instructor was a lifer at United after the military. My TCE was also a high time jet guy. Learned CRM SOP, along with real life Ops.

Example: what do you do if you blow a tire 8kts below V1? Lets say you are loaded and doing 98kts and it blows. The book says stop. Well, maybe...

If a tire blows and it takes the squat switch with it, you now have one wheel braking, No TRs, no anti-skid, and you are doing V1 a ways down the runway. It takes a loooong time to get stopped. If you take it in the air, burn fuel down to 600lbs, land at a 92Vref, life is much easier.

These scenarios are what you get because they talk to hundreds of pilots each year at recurrent and update their training as a result.

Another good one - there is a bulletin regarding tire pressures. In the CII I have flown, if tire psi drops below 90 the tire must be replaced. In the last month, a Simcom customer let his tire drop on a V. He refilled it himself. His pilot taxid it out the next day and it blew out due to sidewall failure. A blown tire can be a BIG problem in a loaded jet, especially if it wipes out the squat switch.

Its far more than book training. Its too bad the mngmt at Simcom has let the facility and customer service deteriorate. They have some decent sims and excellent instructors but it won’t last in this condition.

If you bring a Citation into a Cessna Citation Service Center and any tires are low they will not release the plane until those tires are replaced. Always check your tire pressure before taking a plane into a CCSC.

I got a lot more serious about checking my tire pressures after one of my best friends was killed in the Lear Jet 60 accident in South Carolina in 2008. There were other issues in that accident, but ultimately started with low tire pressures which caused the tires to fail. I am sure the tires on the 60 are highly stressed compared to other jets but it is still a concern for me. Serious business.