Simulator Training - All Comments

re: Simulators and Training Devices: An Overview

Blaine Sweatt — Mon, 31 Oct 2011 02:57:19 GMT

Does SimTrain have a full motion Garmin Perspective simulator available in Atlanta?

re: CAPS ADM Defined

Jim Clutter — Thu, 16 Sep 2010 18:41:42 GMT

The current wisdom is that if you lose your engine on takeoff and you are below CAPS deployment altitude (NC<500ft) you land straight ahead (+/- 30 degrees) and hope for the best, the same that you would do in any non-CAPS equipped plane.

CAPS criteria on departure -- the presentation

Pull early, pull often! — Mon, 30 Aug 2010 17:25:42 GMT

What do you plan to do when bad things happen on departure? Have a loss of engine power on take off?

re: Chute Happens... (or does it?)

Jim Clutter — Wed, 16 Jun 2010 20:52:12 GMT

See our latest Blog post for Mike Radomsky's version of the ADM you suggest. Seems like you two think very much alike.

re: Aeronautical Decision Making…. Under Pressure

Jim Clutter — Wed, 16 Jun 2010 20:47:00 GMT

Jim,

There are now Redbird Garmin 1000 (almost Perspective) AATD's available at a number of locations.

re: A-B-C YOUR WAY TO A SUCCESSFUL INSTRUMENT APPROACH

Robbie Sanders — Sat, 26 Dec 2009 22:14:28 GMT

A quick briefing Acronym, as taught by my flight instructor, who is a Delta pilot and Natl Guard pilot, is the LIDS CHECK.

L- Localizer: Check to ensure the localizer is set to the correct frequency by identifier or morse code

I- Inbound Course: Check to make sure your inbound course is set correctly.

D- DME/Distance: If you are using GPS, make sure your approach is activated.

S- Study: minimums, missed approach procedures, approach lighting

I have read accident reports and heard stories of students failing checkrides where the LIDS check would have saved the day.

re: A-B-C YOUR WAY TO A SUCCESSFUL INSTRUMENT APPROACH

Martin Weiss — Tue, 17 Nov 2009 04:25:45 GMT

I use the phrase: "source - course - and on the horse"

"Source" is the approach frequency or type - ILS? GPS? etc., Course is the HSI pointer setting for the runway and "on the horse" is (at least) a pictorial vision or the initial heading and altitude for the missed approach. Works nice.

re: Chute Happens... (or does it?)

R. Nevin Rupp — Tue, 17 Mar 2009 19:00:04 GMT

I have not seen specifics as to what altitude is needed for the chute to adequately deploy. Looking at the videos provided by Cirrus Design I would guess it is about 500' AGL. With this in mind, my takeoff routine is to keep 1/2 flaps and climb at best angle ( 93 kts ) and climb at full power to 500'agl. My plan if losing the engine before reaching 500' is to land within amout 30 degrees either side of takeoff heading and pick the best spot for landing/crash. At 500' I retract flaps, reduce power to 2600RPM, turn off boost pump and climb at best rate (93 kts). If I loose the engine between 500' and 1000' AGL I would deploy the chute, unless there is a for-sure landing site or runway in front of me. If the power fails above 1000' I may try a 180 ( which is really 270 or more) back to the runway, with the plan to use the chute at 500' if the runway was not for sure made.

Enroute, I plan to use the chute if is no airport or wide untrafficed road easily available.

I like the after deployment checklist mentioned but I had not thought of turning on the ELT (I have the 406 mhz ) or broadcasting the position shown on the GPS.

Any thoughts on this?

re: Aeronautical Decision Making…. Under Pressure

Jim Penney — Fri, 23 Jan 2009 03:56:03 GMT

I really enjoyed my time in the sim. Do you have a timeline to get a Perspective Sim up and running somewhere??? I hope Vegas. I think it is something I would like to do every year. Especially if my Vision will have Perspective too.

re: CRAM, CLIMB, CLEAN, COMMUNICATE, PUSH, PUSH...Flying That Missed Approach

Trip Taylor — Sat, 11 Oct 2008 03:40:18 GMT

Sounds like good advice. The only caution I can think of would be with the "CRAM" portion. In a Cirrus, this would not likely cause a problem if the "CRAM" was done with Gusto. In a single-engine turboprop, that had best be a measured response. I emphasize, smooth application of power for Go-arounds and Missed approaches. No dilly-dallying but no slamming of controls to the stops.