FLIGHT TRAINING AT YOUR LOCATION IN YOUR KING AIR 90/100/200

For some pilots, simulator training is not a viable option. Many older or discontinued King Air models are not represented by simulator manufactures or training centers. The most common option is to train in a different King Air simulator and then do “differences” training on your make and model. Even if the correct simulator is available, some pilots prefer to train in their own airplane because they are not comfortable with the “feel” of a simulator. Many experienced King Air pilots alternate between simulator based training and actual aircraft training. This typically saves thousands of dollars a year in training costs. I offer an insurance approved alternative to simulator-based training by using your aircraft and my individualized training syllabus. It is the same training program I use in my simulator but I have modified it to safely meet the demands of in aircraft training. I travel to your location and offer Initial or Recurrent in the following models: BE 90 A B C E F, BE100 A B, and BE200. Training is conducted one-on-one at your location. Training programs are approved by the major insurance companies. FEE: Recurrent $1995 plus expenses Initial $2995 plus expenses .................................................................................... KING AIR 90, 100, 200 Ground School Training hours: As required for proficiency Systems Review, Operation and Management Check List Procedures Abnormal and Emergency Operation Airplane Limitations and Performance Weight and Balance Beechcraft King Air 90/100/200 Training Syllabus for Initial and Recurrent Training hours: As required for proficiency A. PRE-FLIGHT Visual inspection Pre-taxi procedures Performance limitations B. SURFACE OPERATION Cockpit management Securing cargo Starting Taxi Pre-takeoff checks C. TAKEOFF Normal Crosswind Short/soft field VMC demonstration and recovery Powerplant failure before VMC (rejected takeoff) Powerplant failure after VMC Lower than standard takeoff minima D. CLIMB Normal One-engine inoperative E. ENROUTE Steep turns Approaches to stalls (All configurations) Powerplant shutdown and restart Slow speed handling characteristics With a powerplant inoperative F. DESCENT Normal Maximum rate (EMERGENCY) G. APPROACHES VFR procedures a. Normal b. With one engine inoperative c. With flap malfunction IFR Precision Approaches a. ILS-Normal b. ILS- One engine inoperative IFR non-precision approaches a. GPS-normal b. VOR/DME-normal c. Non precision approach one engine inoperative d. Localizer/back course procedures e. SDF/LDA procedures f. ASR procedures g. Circling approach h. Missed approach procedures From precision approach From non-precision approach With one engine inoperative H. LANDINGS Normal With pitch mis-trim From precision approach From precision approach (ILS)with most critical engine inoperative With flap malfunction Crosswind Short and soft field I. AFTER LANDING Parking Emergency evacuation J. OTHER FLIGHT PROCEDURES DURING ANY AIRBORNE PHASE Holding Ice accumulation on airframe Air hazard avoidance Windshear/microburst K. SYSTEMS PROCEDURES DURING ANY AIRBORNE PHASE (normal, abnormal and alternate) Pressurization Air conditioning Fuel and oil Electrical Hydraulic Flight controls Anti-ice and de-ice equipment Autopilot/flight director Stall warning devices Weather radar Flight instrument malfunction Communication and navigation equipment malfunction L. SYSTEMS PROCEDURES TRAINING DURING ANY AIRBORNE PHASE (Emergency) Aircraft fires Smoke control Engine failure/fire Electrical, hydraulic and pneumatic systems Flight control systems malfunction Landing gear and flap systems malfunction Air hazard avoidance Windshear/microburst FEE: Recurrent $1995 plus expenses Initial $2995 plus expenses Call Doug at 843.521.9412 or email at dscarmody@safepilot.com. TO LEARN MORE ABOUT how you can take advantage of my flight training programs, please call me at 843-521-9412.