Beechcraft Baron Training
Transition training for the Beechcraft Baron is designed to bring you up to speed on the systems, operations, procedures, and handling of your new Beechcraft Baron in an organized, thorough and efficient manner. The program relies upon self directed, pre-work followed by a series of scenario based training sessions involving both classroom and dual flight training. This process is modeled after the FAA/Industry Training Standards to deliver the most effective and comprehensive training available.
Each client brings a unique set of experiences and knowledge to the transition training course so the training itself is flexible, seeks to build on each pilot's prior experiences while setting the proper framework for the safe operations in the new aircraft. The goal of transition training is to provide you with the knowledge, skill and the self confidence to begin flying your new Beechcraft Baron and take full advantage of all its unique capabilities and characteristics.
You will receive a Baron workbook appropriate to your model Baron. You will go through and complete the workbook prior to beginning one-on-one training. Included in the pre-work package is a thumb drive containing an electronic copy of the aircraft training/information manual which is a "generic" version of the Baron POH appropriate to your aircraft, training presentations on systems and procedures along with electronic versions of the pilot manuals and quick reference guides for most, if not all of the major components in your Baron.
Formal training consists of a series of organized lessons starting with a review of the pre-work to ensure an adequate working knowledge of the basics. From there, each lesson builds on the prior one. Through this series of training scenarios you are introduced to all of the Baron systems, its performance characteristics, each of the normal, abnormal and emergency procedures, as well as the various servicing and handling procedures for the Baron.
As the lessons progress, you will transition from learning to performing and ultimately to demonstrating competence. The course is designed for an experienced multi engine pilot holding at least a Private Pilot Certificate with an Instrument rating with who has 500 to 1500 hours of overall experience, has at least 100 hours of multi engine time and who has flow 100 or more hours in the previous 12 months.
It also assumes at least a working knowledge of the basic aircraft instrumentation package including Auto Pilot, Flight Director, HSI or EHSI, GPS, Moving Maps, MFD and so forth. Each course will be tailored to the specifics of your aircraft. Should your requirements include transition to "glass" (G1000 or similar systems), the course will be tailored to include that training and additional time will most likely be required.
As the lessons progress, you will transition from learning to performing and ultimately to demonstrating competence. The course is designed for an experienced multi engine pilot holding at least a Private Pilot Certificate with an Instrument rating with who has 500 to 1500 hours of overall experience, has at least 100 hours of multi engine time and who has flow 100 or more hours in the previous 12 months.
It also assumes at least a working knowledge of the basic aircraft instrumentation package including Auto Pilot, Flight Director, HSI or EHSI, GPS, Moving Maps, MFD and so forth. Each course will be tailored to the specifics of your aircraft. Should your requirements include transition to "glass" (G1000 or similar systems), the course will be tailored to include that training and additional time will most likely be required.
The course itself consists of 5 individual lessons that take place over the course of 4 days. Each lesson consists of a pre-flight ground session in which the scenario is reviewed including flight details, goals for the lesson, clarification of systems and processes to be worked on and flight details need to complete the flight planning process.
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You will initiate a normal Take-off and initial climb manually then fly the DP with an autopilot-assisted departure. Then you will perform a DP utilizing the GPS inputs to the HSI and MFD for situational awareness. The autopilot will be disengaged prior to cruise with entry into cruise accomplished manually. The first leg should proceed under Basic Attitude Instrument (BAI) flying conditions. In cruise you will execute the proper procedures for an in-flight pressurization system failures, gradual and rapid decompression, followed by and emergency descent, and for power plant failures. Airspeed and configuration changes will be practiced during transitions from one phase of flight to another both manually and with auto-flight assistance. You will plan and perform an instrument approach as appropriate (ILS or GPS) at the first airport followed with an autopilot assisted missed approach with GPS navigation to the hold and then a hand-flown non-precision approach with a landing gear failure and manual gear extension, to a full-stop landing.
On this leg you will perform a normal Take-off and autopilot assisted departure. In cruise you will perform the proper procedures for handling a critical engine power loss, control surface failures, and a complete electrical failure, maintaining control of the aircraft by sole reference to the compass, altimeter and airspeed indicator. With primary instruments inoperative and critical engine inop, you will plan and perform a GPS hold followed by a GPS instrument approach at the second airport to a full-stop landing.
On this final leg, you will perform a normal Take-off and autopilot assisted departure. The IFR flight plan will be cancelled and the 3rd leg will proceed under VFR with flight flowing. You will perform recovery from unusual attitudes; perform the procedure for engine failures, an emergency descent and a diversion to the home airport. As you approach the terminal area you will perform a GPS assisted VFR entry into the downwind pattern followed by landing to a full stop. After clearing the runway you will taxi back and perform a normal closed traffic pattern take-off followed by a various system failures to a 50% flap landing, utilizing appropriate aeronautical decision making and single pilot resource management techniques to minimize the extent of the abnormal situation and safely execute a full stop landing. You will then taxi back and, with all systems restored, perform a second traffic pattern with a zero-flap landing to a full stop.
The FAA requirement for ongoing learning or continuous education can be satisfied through a number of options including attending safety seminars, adding a rating to your existing certificate, participating in online courses or by simply getting together with a certified flight instructor and going through a "BFR". Many pilots simply choose the "BFR" route and often this is accomplished in conjunction with some other training event such as an initial aircraft course.
* Ground requirement is accomplished through any one of several means including interactive computer based training, directed video presentations or one on one classroom type discussions reviewing FAR’s, aviation safety and focusing on a pilot’s self identified areas of interest. Various online “wings” accredited programs can also satisfy the ground portions provided they are accomplished within a reasonable timeframe.
Flight training associated with the "BFR" is an opportunity to brush up on techniques, practice basic maneuvers such as slow flight and stall recovery along with emergency procedures. This is not a “check-ride” but rather a chance to reinforce basics, perhaps learn new techniques and expand your airmanship skill inventory. The length of time involved must be at least one hour of flight time.
This is sometimes referred to as in Instrument Competency Check (ICC) in the insurance world. In short, it is an informal refresher for those pilots who don’t regularly log actual IMC and/or actual IFR approaches. It can also be used to get reacquainted with a specific instrument panel layout or become familiar with a new type of instrument such as an HSI/EHSI or a Flight Director system. Insurance companies occasionally require an ICC prior to issuing coverage to an IFR rated pilot purchasing an airplane. This is especially true when the new airplane has a more advanced cockpit with GPS systems, multi function displays and/or EFIS systems. Most commonly however, an ICC is used to simply restore IFR currency.
* Ground requirement is accomplished through any one of several means including interactive computer based training, directed video presentations or one on one classroom type discussions reviewing FAR’s, aviation safety and focusing on a pilot’s self identified areas of interest. Various online “wings” accredited programs can also satisfy the ground portions provided they are accomplished within a reasonable timeframe.
Flight training associated with the "BFR" is an opportunity to brush up on techniques, practice basic maneuvers such as slow flight and stall recovery along with emergency procedures. This is not a “check-ride” but rather a chance to reinforce basics, perhaps learn new techniques and expand your airmanship skill inventory. The length of time involved must be at least one hour of flight time.
This is sometimes referred to as in Instrument Competency Check (ICC) in the insurance world. In short, it is an informal refresher for those pilots who don’t regularly log actual IMC and/or actual IFR approaches. It can also be used to get reacquainted with a specific instrument panel layout or become familiar with a new type of instrument such as an HSI/EHSI or a Flight Director system. Insurance companies occasionally require an ICC prior to issuing coverage to an IFR rated pilot purchasing an airplane. This is especially true when the new airplane has a more advanced cockpit with GPS systems, multi function displays and/or EFIS systems. Most commonly however, an ICC is used to simply restore IFR currency.