The Twin Cessna Flyer

Cessna 421C Level 6 Flight Training Device. The obvious difference between a Flight Training Device (FTD) and a Full Flight Simulator (FFS) is motion, but the FTD provides good aerodynamic modeling for control inputs, systems accuracy and exterior visuals. The downside is that all aircraft motion is indicated either through instrument changes or the visual clues from outside, so there is no “seat of the pants” feel to flying the aircraft. Consequently, the small corrections that one would normally make when reacting to feedback from the actual airplane in flight aren’t possible. That said, once I was used to “flying” the FTD, the lack of motion was barely noticeable. Another slight downside involved systems. All tip-tank Twin Cessnas from the earliest 310s to the 421B are basically the same when considering fuel system design, landing gear design and operation, engine controls, emergency procedures, etc. All that changed with the 421C. The fuel system differences and hydraulic landing gear change some of the normal, abnormal, and emergency procedures, and those differences must be taken into account. However, my purpose for attending this training was not to learn my aircraft’s systems (although the classroom portion is dedicated to this), but to brush up on my emergency procedures, and renew my instrument flight capabilities. One big difference between the FTD and my aircraft is the engines. My normally- aspirated IO-470 engines produce 260 HP each while the turbocharged GTSIO- 520s on the 421 are rated at a much higher 375 HP each. While the engine operation differences are minor, we had to make some changes to make the FTD perform like my 310. We first tried to vary the aircraft “weight” and various power settings, but finally determined that the power-to-weight ratio of a 421C at maximum gross weight is about the same as my fully loaded 310K, so the simulator was adjusted to that weight. The avionics in this particular FTD are old school. Navigation is handled by a King KX- 165 VHF Nav, a King KNS-80 RNAV, and a King KLN-90B. This could be a distraction to those with upgraded panels, but my panel has many of the same components so it proved to be a perfect setup. I won’t describe every maneuver and emergency that the instructor subjected me to over the course of two days and six hours on the hot seat, but it was extensive. We began with normal flight and steep turns to acclimate me to the “airplane,” then ILS approaches in varying sorts of weather and at various locations, VOR approaches into mountain airports, even a couple of ILS approaches in a 100-foot overcast just to say I could do it. And then there were engine failures. Oh Lordy the engine failures! At every possible stage of flight…cruise, takeoff roll, after takeoff before gear retraction, after takeoff after gear retraction, after takeoff after gear retraction after punching into the 400-foot overcast, left engine, right engine -- you name it, I did it. Carlos even gave me a double engine failure to simulate a misfueling scenario. Then there were system failures, partial panel in IMC, landing gear failures I was very impressed with the courtesy and professionalism of everyone I met at SIMCOM in Orlando. “And then there were engine failures. Oh Lordy the engine failures! At every possible stage of flight...” 18 | TWINCESSNA.ORG Simcom At Aircraft Specialties Services we know Starter Adapter failure can be a truly frustrating experience. A perfectly good aircraft that just sits on the ramp. This usually happens at the worst possible time, when it’s sitting on someone else’s ramp for example. We also know making repairs with a factory new Starter Adapter is a very costly proposition. That is why we stock a full range of overhauled Starter Adapters ready for immediate exchange. Our technicians have years of experience rebuilding these Continental adapters, using the highest quality parts. We can also overhaul your own core, if you prefer, and get it back to you quickly. Give us a call; we can get you back in the air fast and at a price you can afford! That’s the Aircraft Specialties Services promise. Or Overhaul Your Own With Our PMA Parts, .015, .030, or .040 Over (continued from page 17) during a single-engine approach with a 600-foot ceiling, engine fire scenario, and engine-driven fuel pump failures. All of the above brought back basic airmanship skills that had been getting rusty, as well as reenforced my belief in checklists, memory items, and the basic first steps for any airborne emergency: 1) Fly The Airplane, and 2) Do Nothing In Haste. Once you know that the airplane is flying, take time to fully assess the situation, determine the appropriate action and then take that action. Look at an engine control, then touch it and say it out loud before taking any action to feather a propeller, or turn on an electric fuel pump or cross-feed an engine. Identify and verify before doing anything. We all “know” this stuff. These procedures were part and parcel of our multi-engine training and checking. But that training may have occurred years ago, and let’s face it, very few of us actually take the time during our normal flying to practice emergency procedures. Simulator training is not cheap, although there are lower-cost options than what I chose. My two-day Twin Cessna Express Recurrent course at SIMCOM came in at $3,710. That doesn’t include travel to Orlando, the hotel, rental car, or meals. But in return I now have the skills necessary to handle whatever operational circumstances might arise in flying my 310. As Carlos and I were chewing the fat and swapping war stories at the end of Day 2, he showed me a picture of the Cessna 421 instrument panel of an airplane belonging to another of his students, which included all of the latest high-tech glass. Displayed My instructor, Carlos Kelly, was professional, very knowledgeable and easy to work with. prominently in the middle of his panel was a placard that has also become part of his checklist flow. It reads “TODAY IS THE DAY” and it serves to keep his mind focused and keep him aware that something can go wrong at any time. Should that moment ever come, he wants to be sure he’ll be able to recall the actions and procedures that he learned and practiced during his simulator training. It also keeps him coming back to practice those skills to ensure they are second nature. I now have the same placard for my airplane. SIMCOM proved a valuable experience to help me maintain the highest level of operational safety. At the end of the day, safely making it from Point A to Point B is what private aviation is all about, and our Twin Cessnas are more than up to the task. I maintain my airplane to the highest possible standards, and I now feel better knowing that I am maintaining my skills to that same level. I’ll be back next year.