For some pilots, simulator training is not a viable option. Most Piper Cheyenne models are not represented by simulator manufactures or training centers. The most common option is to train in a different Cheyenne 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 Cheyenne 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: Piper Cheyenne I, II or III. 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

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PIPER CHEYENNE I, II, OR III

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

Piper Cheyenne
Training Syllabus for Initial and Recurrent

Training hours: As required for proficiency

A. PRE-FLIGHT

1. Visual inspection
2. Pre-taxi procedures
3. Performance limitations

B. SURFACE OPERATION

1. Cockpit management
2. Securing cargo
3. Starting
4. Taxi
5. Pre-takeoff checks

C. TAKEOFF

1. Normal
2. Crosswind
3. Short/soft field
4. VMC demonstration and recovery
5. Powerplant failure before VMC (rejected takeoff)
6. Powerplant failure after VMC
7. Lower than standard takeoff minima

D. CLIMB

1. Normal
2. One-engine inoperative

E. ENROUTE

1. Steep turns
2. Approaches to stalls (All configurations)
3. Powerplant shutdown and restart
4. Slow speed handling characteristics
5. With a powerplant inoperative

F. DESCENT

1. Normal
2. Maximum rate (EMERGENCY)

G. APPROACHES

1. VFR procedures
• a. Normal
• b. With one engine inoperative
• c. With flap malfunction
2. IFR Precision Approaches
• a. ILS-Normal
• b. ILS- One engine inoperative
3. 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
4. From precision approach
5. From non-precision approach
6. With one engine inoperative

H. LANDINGS

1. Normal
2. With pitch mis-trim
3. From precision approach
4. From precision approach (ILS)with most critical engine inoperative
5. With flap malfunction
6. Crosswind
7. Short and soft field

I. AFTER LANDING

1. Parking
2. Emergency evacuation

J. OTHER FLIGHT PROCEDURES DURING ANY AIRBORNE PHASE

1. Holding
2. Ice accumulation on airframe
3. Air hazard avoidance
4. Windshear/microburst

K. SYSTEMS PROCEDURES DURING ANY AIRBORNE PHASE
(normal, abnormal and alternate)

1. Pressurization
2. Air conditioning
3. Fuel and oil
4. Electrical
5. Hydraulic
6. Flight controls
7. Anti-ice and de-ice equipment
8. Autopilot/flight director
9. Stall warning devices
10. Weather radar
11. Flight instrument malfunction
12. Communication and navigation equipment malfunction

L. SYSTEMS PROCEDURES TRAINING DURING
ANY AIRBORNE PHASE
(Emergency)

1. Aircraft fires
2. Smoke control
3. Engine failure/fire
4. Electrical, hydraulic and pneumatic systems
5. Flight control systems malfunction
6. Landing gear and flap systems malfunction
7. Air hazard avoidance
8. 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.