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MULTI ENGINE INSTRUMENT TRAINING:
Our specialty at Prairie Air Service, Inc. has always been multi-engine
flight training. What makes our instrument training program different from most
other flight schools is that we offer instrument flight training in a twin
engine Piper PA23-160 Apache, which is equipped with HSI, RMI, DME, RNAV and
Loran, as well as the usual dual nav-com, ILS and ADF and transponder required
for instrument training. By receiving your instrument training in a well
equipped multi-engine airplane you will become comfortable with the operation of
equipment you will later on encounter in typical business or airline airplanes,
and you will also become very familiar with multi-engine and complex airplane
procedures. Many of our international customers have successfully upgraded from
the Apache directly to the ATR72 and even the Boeing 737 after returning home.
In order to keep the cost of the instrument training reasonable, you will
also receive 16 hours of training on the ATC-610 flight training device
("simulator"). You will first learn and practice the various
procedures on the ground in the simulator, which will make it much easier in the
The instrument training packages described below have worked well for
about 90% of our customers who are current and active pilots. These
packages are not guaranteed; they are based on average aptitude and a large
amount of self study. If you should require additional instruction that training
time will be charged at the applicable hourly rates. If you are able to
complete your training ahead of schedule, your cost will be reduced accordingly.
Multi Engine and Instrument
Rating Course (Multi-Engine):
$5500.00 (with IFR knowledge exam
passed, must have at least 45 hours of cross country pilot in command
experience): 30 hours Apache dual,
16 hours ATC-610 simulator dual, 3 weeks, includes oral exam prep and use of
plane for 2 flight tests. 2 examiners' fees additional.
This course is designed for the VFR single engine pilot who wishes to obtain his multi-engine rating and then gain additional multi-engine pilot in command experience while receiving his instrument training in a twin.
Instrument Rating Course
(with IFR knowledge exam passed, must have 45 hours cross country pilot in
command experience): 25 hours Apache dual, 16 hours ATC-610 simulator dual, 2˝
to 3 weeks, includes oral exam prep and use of plane for checkride. Examiner's
fee additional. This course is designed for the VFR pilot who is already multi
The VFR multi engine training will consist of the following maneuvers and
procedures: Steep turns, stalls, slow flight, Vmc demonstration, emergency
descent, engine out emergency procedures (enroute and in the traffic pattern),
engine feathering and restart, normal and crosswind take-offs and landings,
aborted take-offs and simulated single engine landings. The only difference
between a private pilot and a commercial pilot multi engine add on rating flight
test are the tolerances.
If you are currently flying complex single engine airplanes and are
current with basic airwork you should have no problem getting your multi-engine
rating in 6 hours. If you are rusty, have not practiced basic airwork recently,
or have not yet been checked out in complex singles, you will probably require
an additional 2 hours of multi engine instruction. If you feel that some
additional training may be necessary, please allow additional time and let us
know when you schedule your training.
Training Schedule :
1.5 hours cockpit briefing
1 or 2 flights of 1.5 – 2.0 hours each
2 hours multi engine ground school
.5 hours cockpit briefing
1 or 2 flights of 1.5 – 2.0 hours each
Flight Test (VFR Multi Engine Rating)
We usually fly a training flight on the day of the flight test to insure
the student has a feeling for that day’s weather and wind conditions. The VFR
multi engine rating can be completed in as little as two days. Some students may
however be quite fatigued after 2 training flights and may not want to take the
flight test immediately afterwards. For them it may work better to only take 1
flight on day one, 2 flights on day two, and a final training flight and flight
test on day three. This also allows for more time to review the material covered
during ground school.
Weather Requirements: The FAA requires most multi engine airwork maneuvers to be
completed no lower than 3000 feet AGL. Therefore ceilings below 4000 feet can
cause weather delays. Occasionally strong winds or turbulence may also make
meaningful training difficult. While it may be possible to fly under such
conditions, it can be very challenging and usually also requires more flight
time to master the required tasks, which will increase the total cost. It is
best if your schedule allows you to stay longer in the event of weather delays.
on the student's background, the multi engine training will typically require
approximately 6 hours of flight training. The training typically consists of 4
flights of 1.5 to 2.0 hours each. Refer to the multi engine ground school
instructor guide for the subjects to be covered during ground school.
Flight Lesson 1: 1.5 hours ground and pre flight briefing, 1.5 to
2.0 hours flight:
(a) Preflight inspection, cockpit checkout and lesson briefing.
(b) Start up, taxi, run up, normal take off and climb.
(c) Stalls, climb power and approach configuration, straight ahead and
(d) Slow flight, clean and flaps down, straight ahead and turns.
(e) Steep turns.
(f ) Engine out drills, straight ahead at approach cruise speed.
(g) Normal traffic pattern and landing.
Flight Lesson 2: 0.2 hours pre flight briefing, 1.5 to 2.0 hours
(a) Start up, taxi, run up, normal take off and climb.
(b) Engine out drills, all phases of flight.
(c) Traffic patterns, twin engine, normal and maximum performance.
(d) Traffic patterns with engine failures at
different points in the pattern and engine out landings.
(e) Aborted take offs.
Flight Lesson 3: 0.3 hours pre flight briefing, 1.5 to 2.0 hours
Note: Multi engine ground school and discussion of Vmc
to be completed before this flight.
(a) Vmc demonstration.
(b) Engine failure in cruise, troubleshooting procedures.
(c) Feathering, securing checklist, crossfeed, restart.
(d) Demonstration of effects of airspeed and configuration on performance (this can be combined
(c) while engine is feathered).
Flight Lesson 4: 0.2 hours pre flight briefing, 1.5 to 2.0 hour
(a) Review of all maneuvers and procedures and
flight test prep
INSTRUMENT RATING COURSE SUMMARY:
GROUND TRAINING AND KNOWLEDGE
section does not apply if the student has already passed the FAA instrument
rating knowledge exam before beginning his training with Prairie Air Service.
The ground training for the knowledge exam will be primarily self study by
the student, assisted by approximately 20 hours of video materials. The
materials used will prepare the student for the FAA knowledge exam (formerly
called written exam) and cover the aeronautical knowledge areas required by FAR
61.65 (b)(1) - (10). The course books used are the Instrument/Commercial Manual
by Jeppesen Training Products, in conjunction with the 5 video tapes of the
Jeppesen Instrument/Commercial Pilot Video Training System. Additional
preparation for the FAA knowledge exam uses the King Schools Instrument Written
Exam video course, in conjunction with King Schools computerized exam review
software and knowledge exam study books by Gleim Publications.
If a student needs additional assistance with any of the required subject
areas it will be provided by an FAA certified instrument flight or ground
instructor. This additional
instruction is usually part of the ground school received in conjunction with
the flight training portion of the instrument rating course. Our experience has
shown that the knowledge exam will be easiest for the student after he/she has
completed about 75% of the instrument flight training course and is able to use
his/her flight training experience and associated ground training to further
enhance the knowledge gained during self study.
The instrument flight training will be conducted in accordance with the
requirements of FAR 61.65 (c)(1) - (8) and will prepare the student for the
instrument rating flight test and applicable tolerances as per the FAA
Instrument Rating Practical Test Standard (PTS FAA-S-8081-4B or applicable
revised edition). The Instrument Flight Training Manual by Peter Dogan is used
as reading material for the flight training portion of the instrument training,
supported by additional material compiled or written and supplied by us. The
Sporty's Pilot Shop Instrument Rating Video Course and various King Schools and
Jeppesen single subject video tapes, totaling approximately 25 hours, are used
to provide additional operational information. The flight and ground training
will be given by FAA certified flight instructors with an instrument airplane
flight instructor rating and/or FAA certified ground instructors with an
instrument ground instructor rating as applicable.
The instrument flight training will take place on an ATC-610 flight
training device equipped with a plotter that records the flight path simulated
by the trainer, and in a twin engine Piper PA23-160 "Apache", which is
equipped with dual VOR and VHF communications, ILS, ADF, DME, marker beacon
receiver, VOR-DME RNAV, LORAN, a Bendix HSD 880 HSI/RMI indicator and intercom.
If a student desires to take his instrument flight training in a single
engine airplane, a Piper PA28R-180 "Arrow" will be used. It is
equipped with dual VOR and VHF communications, ILS, ADF, DME, marker beacon
receiver, Loran and intercom.
The flight training consist of 6 hours of ground school and briefings, 16
hours of flight training device instruction and 25 hours of flight instruction
arranged in 5 phases as described
below. Usually the ground school and flight training device instruction of
phases 1 and 2 is completed before the actual flight training in the airplane
begins. We will attempt to expose the instrument student to some actual
instrument weather conditions, as long as it is safely possible to do so,
considering ceiling and visibility, icing, thunderstorms and student skills. The
flight lessons of phases 2, 3 and 4 can be conducted in actual instrument
weather conditions. It is not practical to conduct the training flights of phase
1 in IMC, and safety considerations make visual weather conditions mandatory for
Attitude Flying and VOR,
NDB and Airway intercept and tracking: 2 hours ground school, 5 hours
ATC 610 flight training device, 4 hours airplane. This phase covers basic
aircraft control solely by reference to instruments: Climbs, descents, turns,
airspeed changes and configuration changes, as well as intercepting and tracking
VOR radials and NDB bearings and Airway Segments outbound and inbound. [Ref. FAR
61.65(c)(4)&(5)]. Typically each lesson will conclude with simulated vectors
to an instrument approach.
Instrument approaches, holding patterns and procedure turns:
2 hours ground school, 9 hours ATC 610 flight training device, 6 hours airplane.
During this phase the student will become familiar with the different
types and configurations of instrument approach procedures, such as VOR, VOR-DME,
NDB, ILS and LOC-B/C, as well as different initial approach transitions and
procedure turn variations; missed approach procedures, deviations to unplanned
alternates, and different holding patterns (VOR, intersections, radial/DME, NDB).
[Ref. FAR 61.65(c)(1)(2)(3)(6)&(7)]. Emphasis will also be placed on wind
correction with wind speeds of up to 40 knots. During this phase instrument
approach procedures will typically be flown at uncontrolled airports with the
instructor simulating ATC communications, and the student practicing IFR
phraseology. If actual IFR conditions are encountered, the instructor will
handle ATC communications.
ATC Communications: 1 hour ground
school, 5 hours airplane. During this phase the student will handle Air Traffic
Control communications. The flights typically take place at Wichita Mid
Continent airport and/or Hutchinson airport (these are the only 2 tower
controlled civilian airports within a 50 nautical mile radius of Benton) and
involve both radar vectors and pilot navigation approach transitions, as well as
published and/or ATC assigned missed approach procedures. The instructor will
assist as necessary with the communications. Emphasis will be placed on proper
prioritizing of the tasks of aircraft control, navigation and communications.
IFR Cross Country Procedures: 3 hours
ground school, 3 hours airplane. During this phase the IFR training cross
country flight of 250 nautical miles with 1 ILS, and 2 non precision approaches
at three different airports will be conducted. The flight will be conducted on
an IFR flight plan, and the enroute navigation phase will cover VOR airway and
direct segments, as well as STARs and SIDs as assigned by air traffic control.
[Ref. FAR 63.65(d)(2)(iii)].
PHASE 5: Emergency procedures and Flight Test Preparation: 2 hours ground school, 2 hours ATC-610 flight training device, 7 hours airplane. This phase covers partial panel (i.e. no gyro) procedures, recoveries from unusual attitudes, lost communications, simulated engine failures and simulated engine out instrument approaches (for the multi engine instrument training course)[Ref. FAR 61.65(c)(7)]. At the end of this phase the student will take the instrument rating practical test.
MS, CQE, RAC
Professor of Engineering and Technology Management
wish to express my sincere gratitude for the flight instruction received at your
school over the last month. Your training program provided me with my
multiengine, instrument, and commercial ratings in only four weeks at a cost
that no other school could possibly match.
will interest you to know that my training has already been put to the test less
than a week from returning from your school. I took a business trip from
Burlington, Vermont, to Toronto in intense instrument meteorological conditions
(IMC). I flew the gauges for over three solid hours and successfully completed
an ILS approach into Toronto International Airport.
the way back, conditions were no better. Midway through, my attitude indicator
started telling me that my nose was decreasingly pointed down, despite my steady
airspeed and altitude. Knowing there was something wrong with this picture, I
glanced at the suction gauge - zero! Your training prevented panic or even
serious concern; cross-checking the instruments had prevented an unusual
attitude, and ATC was most helpful. I declared an emergency and performed a
no-gyro approach into Watertown, New York, 45 miles away. I got the vacuum pump
replaced and completed my trip that afternoon - all in IMC.
getting home is always rewarding, I was especially touched when the line crew
that met me gave me a very crisp salute. (It seems that several at the FBO were
betting heavily that I wouldn’t get the plane back in time and would be stuck
somewhere for the weekend as the weather shut down the Northeast.) I pass that
salute along to you and Kenny for a job well done.
was thankful that my training was so fresh in my mind, and that we took whatever
time it took to get it right. It impressed upon me the need to keep those skills
current with frequent refresher training. You can therefore expect to see me
conclusion, it is with great pleasure that I recommend Prairie Air Service as a
fine and affordable flight school for those who intend to challenge the sky on a
less than fair-weather day. I also wish to express my gratitude and provide my
heartfelt recommendation to instructor Kenny Hultman. His efforts during ground
and simulator training were instrumental to my success.
Woodbine Road, Shelburne, Vermont 05482 USA
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