You will receive access to Piper PA46 Meridian pre-work files. They consists of a study guide and workbook appropriate to your model Meridian. Going through and completing the workbook is a prerequisite to completing the overall initial training course. As an alternative, you can request the pre-work package on a thumb drive. This material contains an electronic copy of the aircraft training/information manual which is a "generic" version of the PA46 Meridian 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 Piper. Once you have registered for the course, you will be given internet access to all of the information. You will continue to have access to this information for one year to enable you to refer back to it at any time. Each year you return for recurrent training, access is extended for a year.
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 PA46 Meridian systems, its performance characteristics, each of the normal, abnormal and emergency procedures, as well as the various servicing and handling procedures for the PA46 Meridian. As the lessons progress, you will transition from learning to performing and ultimately to demonstrating competence.
The course is designed for an experienced pilot holding a Private Pilot Certificate with an Instrument rating with complex and high performance endorsements who has 500 to 1500 hours of overall experience and who has flow 100 or more hours in the previous 12 months. It also assumes at least a working knowledge of technically advanced aircraft systems such as GPS, EFIS, Multi Function Displays and so forth. Pilots with more extensive experience and/or more TAA and EFIS experience will progress more rapidly while those with less experience or little to no TAA experience will take more time to complete the course.
<open the training syllabus>
The course itself consists of 5 individual lessons that take place over the course of 5 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.
Review of the pre-work, clarification of issues and the administration of a written test to establish a base line. In essence, test out of further ground school and move on to practical, hands on training.
After completing the briefing, flight preparations and planning process, these scenarios are designed to introduce you to the basic procedures from weight and balance to pre-flight inspection, engine start, taxi, run-up and so forth. During this session you will practice the application of all the normal procedures for operating your aircraft over the course of three individuals VFR flights at various altitudes. Each flight segment will provide the opportunity to become familiar with the aircraft handling characteristics and begin introducing you to its systems as you are shown how to operate them and then practice doing so.
This set of flights focuses on transitioning from VFR to IFR flight including planning both on the ground and airborne. You will practice utilizing the avionics, the flight management, the information systems as well as the flight automation systems. These scenarios are designed complete your introduction to the aircraft systems and normal procedures, giving you the opportunity for hands on practice over the course of three flights at various altitudes with cruise time of approximately 1 hour each.
These scenarios will introduce abnormal procedures in which you will experience a variety of system malfunctions and failures. Each failure will be discussed during the pre-flight briefing along with appropriate responses and then be introduced to you during the course of the day's flying. While each flight will be a cross country IFR flight at typical cruise altitudes, time will be taken between each leg to review the experience of the previous leg and set the stage for the next one.
This lesson with start with a review of the abnormal procedures and move into emergency procedures. All flights will start as cross country missions incorporating situations that have historically lead to issues. These scenarios will provide the opportunity to practice and adhere to all of the major emergency procedures established for your Piper. As with previous sessions, each flight will be briefed including what will happen, how to respond to it and you will be expected to discuss the appropriate responses to each situation on the ground as well as follow those procedures with minimal coaching, in the air.
The final lesson of the series, like all previous lessons will consist of three cross country flights built around realistic scenarios. Each scenario will be reviewed prior to the flight and you will be expected to complete the flight with little or no assistance from the instructor.
The PT will plan the flight profile and perform all preflight procedures, engine start-up, avionics set-up, taxi and before-Take-off procedures. This is accomplished prior to Take-off for each leg of the flight. Runway incursions, ground operations, collision avoidance, abnormal indications, and corrective actions should be performed without assistance from the CFI. At this point, all decisions affecting the operation of these flights are to be made by you while employing appropriate aeronautical decision-making skills.
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 significant 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 power restored but primary instruments inoperative, 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 a complete engine failure, 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 with a midfield engine failure and in the 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 brake system failure 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.