December 8, 1997 Recurrent Training Center (RTC) |
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When AVweb's publisher recently went through three days of recurrent training at Recurrent Training Center in Champaign, Illinois, he found it a bit different from other simulator training programs he'd tried, with strong emphasis on flying realistic X-C scenarios and coping with real-world weather and emergency situations. RTC offers excellent sim-based IFR refresher training for both singles and twins, and at significantly lower prices than what the big name sim training companies charge.
December 8, 1997
 It was a cool, not quite
cold, day for my flight from Champaign, Illinois to Chicago's Midway airport. The
performance charts indicated that I would be airborne in about 2,200 feet at close to
gross weight. With the passenger load I was carrying, I had enough fuel to fly to MDW,
then on to Milwaukee (the alternate) and then for about another hour; slightly more than
what was required by the FARs.
Weather at MDW was 600-2 and forecast to stay that way for the rest of the day.
Champaign weather was almost the same and the enroute forecast looked like it was going to
be a routine flight. Winds aloft were not favorable, but icing was not in the forecast or
noted in any pilot reports.
 After takeoff everything looked fine except for a circuitous departure to the airway
and the groundspeed indicated stronger than forecast winds aloft. Chicago approach issued
a short hold then we were vectored towards MDW. Fuel was a concern at this point as I had
used up any extra with the holds and headwinds...if I was going to consider Milwaukee it
ought to be now. The MDW weather was still 600-2 so I decided that to stay with the
original destination. Alternates are fine, as long as the option of going there remains
open. As I learned on this flight, at some time the alternate option goes away.
 The ILS to runway 6 was working out just fine. The radar controller
had nailed the intercept for me and 69N was now inside the marker, gear down and neatly
tracking the glideslope. At about 1000 feet AGL, but still in the overcast, the tower
advised that the King Air in front of me had taxied into a snowbank and would I please
climb to 2300 feet on the published missed approach. By the way, call departure on 123.8.
Minimum Fuel
I was starting to get concerned about fuel. I no longer had enough to get to Milwaukee
and make more than one or two full approaches, but if I was going to go there I had
to go now. Climb to 2800 and turn to 360. I elected to stay with MDW, but I advised the
controller that I was now at minimum fuel. This meant that if there were going to be more
delays I needed to know about them and while declaring minimum fuel doesn't get you any
priority, it does let the people on the ground know that you can't take many more delays.
Back around for the next try, not quite as good an intercept but I was tracking
steadily on the localizer and down the glideslope when both needles centered and both
flags came on. No localizer, no glideslope. I switched NAV2 to the ILS frequency and
confirmed that there was no navigation signal. "Missed approach", I told the
tower, "there is no ILS". The tower confirmed that a snowplow on the runway had
inadvertently "plowed" the ILS antenna and that it would be some time before it
was fixed.
I was now very concerned about fuel. My ability to go to any alternate except ones very
nearby was gone, I had enough to make a few more approaches but I was uncomfortable with
the situation. "69N is declaring an emergency and I would like an ILS to another
runway", I transmitted. I had about 30 minutes of fuel left, far too little in IFR
conditions; I wanted down now with no further delays. "Roger 69N, you are
cleared for the ILS runway 3 approach, you are number one for the field, turn right to 270
and maintain 2000 feet until established, RVR runway 3 is now 4000 feet", the tower
replied. I was feeling better already even if the visibility was dropping.
 As I turned inbound toward the marker, my heading suddenly slewed sharply to
the right...the right engine had failed. I was very busy now: identify and feather the
failed engine, track the localizer, intercept the glideslope, secure the engine, and do
not miss this approach! "69N has lost the right engine," I reported to ATC.
The right engine of my Aerostar has the only engine-driven hydraulic pump, but
fortunately, 69N is equipped with an electrically-driven auxiliary pump that should let me
lower the gear. Finally, I broke out, got the lights in sight, and put down the gear
handle when I felt landing was assured. Ah, three greens! Finally I was on the ground with
less than 15 minutes of fuel remaining. That was too close for comfort...
Intense...And All Too Real
As 69N rolled to a stop, I took a deep breath...and the instructor turned up the lights
in the simulator. It seemed all too real and had been very intense, troubleshooting one
problem after another while hand-flying the airplane in solid IFR conditions. This was the
kind of session that felt different from my earlier simulator training at other training
facilities.
RTC's program starts like most others: you practice standard IFR procedures including
holds, all kinds of approaches, unusual attitude recoveries and engine failures in all
modes of flight. But once you feel comfortable in the sim, the instructor shifts to
various realistic X-C scenarios, one of which I just described above.
Another scenario included lost communications while I was on a vector for an ILS in the
mountains. Continuing on the vector would leave you headed toward some very high terrain.
You had to realize that something was wrong, you were on your own, and you'd better
intercept the localizer and track it inbound rather than continuing as cleared.
Most simulator courses help you gain proficiency in the mechanics of IFR flight, but
here at RTC they also introduce the real-world weather and emergencies in a very realistic
manner.
Classroom Training
 In addition to the simulator training, there are audio-visual
aids used to teach weather avoidance, FARs, procedures and all kinds of computations from
weight and balance to navigation. You also complete a systems workbook for the type of
aircraft you fly, and classroom sessions go over all the major systems of your aircraft.
RTC 's facility in Champaign is modest but functional. There are two simulators that
can be configured as either single or multi-engine airplanes, along with two small
classrooms. There are a couple of hotels just down the road with courtesy cars to take you
to and from school. The airport (CMI) is almost within walking distance.
By the way, RTC's boss, John Kileen, is also a tower controller CMI when he isn't
teaching or making videos, so don't be bashful about telling the tower why you are coming
to Champaign!
I spent three intense days at RTC, and came away with exactly the feeling I wanted from
my annual recurrent training: confidence. When things get tough in the cockpit, as
they did for me once shortly after I attended recurrent training at another facility, it
was my confidence that I could handle the deteriorating situation that made the
difference. We landed safely with only some extra dampness under the arms to show for it.
Regular recurrent training is essential for safe flying, and too many general aviation
pilots don't take adequate advantage of it.
Realism At Rock-Bottom Prices
While there are certainly other firms that offer great sim training (and fancier
facilities), Recurrent Training Center gets the job done at
rock-bottom prices, and gives you more than your money's worth in challenging, intense,
high-quality training that someday could save your life. For example, the tuition for my
three-day multiengine IFR recurrent training program was $950, less than half of what a
comparable course would cost at FlightSafety International. Tuition for single-engine
courses are somewhat lower. RTC also offers annual recurrent training contracts, initial
training and transition training.
If you have been thinking about simulator training, here's your chance to do it without
taking out a second mortgage to pay for it. With RTC's very reasonable tuition rates,
there is no excuse to put it off.
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