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The Top Six Mistakes Twin Commander Pilots Should Avoid

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By Bob Kromer


Since SimCom Training Centers became the exclusively approved training provider for Twin Commander Aircraft, LLC in 2012, we have trained many of you in a relatively short period of time. This, along with the many years of experience we�ve accumulated training thousands of pilots in a wide variety of piston, turboprop, and jet-powered aircraft, has given us keen insight into the general performance level of the owner-pilot community. We polled several of our instructors, including Will Shinew, SimCom�s Twin Commander Program Manager, about pilot techniques that can be problematic in single-pilot cockpits. From these interviews, we�ve identified six potential �gotchas� that we believe pilots should pay particular attention to, both during formal proficiency training and, especially, in everyday flying. With just a little practice you can avoid these errors.


Automation Dependency


This is typically the result of routine flying characterized by switching on the autopilot at 200 feet during climb and switching it off at 200 feet on the approach. This technique may result in an easy, smooth flight, but not much is required from the pilot as far as basic flying skills. Over time, these important skills begin to deteriorate. Hand-flying gets harder to do, and the pilot increasingly relies on the autopilot for basic aircraft control.


Our observation is that, generally speaking, pilots aren�t doing enough hand-flying. About 50 percent of the pilots we train struggle with basic aircraft control when asked to hand-fly the simulator for the first time. By its nature, simulator training involves a lot of hand-flying for the purpose of enhancing basic piloting skills. If those skills are rusty, it quickly becomes evident during the first simulator session.


To keep basic stick and rudder skills sharp, our advice is to manipulate the controls more often. When the weather is good and the workload low, hand-fly an occasional initial and enroute climb to altitude. Reward yourself for a job well done by engaging the autopilot only when reaching cruise altitude.


Same for the descent. If the workload is low, hand-fly the descent, approach, and landing. Hand-flying an occasional precision or non-precision IFR approach procedure is also a good idea for proficiency, especially when the weather is good and the workload low.


Twin Commanders are great flying airplanes that reward good stick-and-rudder skills. Hand-fly more often and you�ll find yourself confident, prepared, and safe when the weather is low, the workload is high, and the autopilot isn�t working very well--or at all.


Descending Below Minimum Descent Altitude


We all know minimum descent altitudes and decision heights are sacred limits during approaches in low IFR weather. When the avionics are operational and the autopilot is engaged, minimums are rarely busted. But when we fail the autopilot in a training scenario and a hand-flown IFR approach is required, we observe some unintentional descents below MDA or DH.


Again, we advise pilots to occasionally hand-fly their airplanes when IFR, in either simulated (with a safety pilot) or actual instrument conditions. Twin Commanders are honest and straightforward airplanes to operate and hand-fly IFR. Occasionally doing so will keep you much more confident and competent. And for that time when the autopilot fails, keeping your instrument hand-flying skills sharp could keep you from becoming a statistic.


NTS Checks Before Takeoff


Verifying proper operation of the Negative Torgue Sensing (NTS) system in the Twin Commander prior to takeoff is very important to the safe operation of the aircraft. A properly functioning NTS system is a required item for flight. If an engine fails shortly after takeoff during climb at relatively low airspeed, the NTS system is needed to help you with basic aircraft control.


If you�re not doing NTS checks in your airplane, we recommend you begin to do so. When you come to us for training, we�ll show you how and why these checks are vital.


Rusty Single-Engine Skills


Training in the Twin Commander simulator covers a variety of engine failures and resulting single-engine operations after the failure. This is a tough procedure to regularly practice and drill in the actual airplane. As a result, it can be difficult to manage that first engine-failure-on-takeoff drill in the simulator, much less the real thing in the airplane.


Knowing what to do when an engine quits greatly increases the ability to survive this rare but dangerous emergency situation.


Between dedicated training sessions, SimCom suggests frequent rehearsals of engine-failure checklist procedures. This doesn�t mean actual in-flight engine shutdowns, which can be somewhat dangerous and hard on equipment and engines.


Instead, checklist rehearsals can be conducted while seated in the cockpit with the aircraft parked in the hangar. The purpose of this drill is to become familiar with the procedures for handling an engine failure, know where the correct switches and controls are located in the cockpit, and prepare yourself to correctly respond in case it happens.


Coming up with the correct response to the questions �What if an engine fails?� and �What now?� when it does can be obtained quickly only if engine-failure procedures are understood and repeatedly drilled.


Understanding Holding Procedures


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While holding is somewhat uncommon in today�s airspace, it is occasionally requested by ATC. Most holding instructions are very straightforward and easy to follow. However, there are times when holding instructions require a back-to-basics understanding of 1) where the airplane is in relation to the holding fix, 2) the correct entry procedure, and 3) how to remain in the hold for an extended period while maintaining the boundaries and limits of the hold.


Even with the help of advanced avionics, including a moving map, pilots can struggle with the basics of holding. Everyone eventually finds their way into the holding pattern, but sometimes with a great amount of anxiety and confusion. And, once established in the hold, it�s not uncommon to lose situational awareness and have to re-enter the holding pattern.


The good news is that after a few practice holds, most pilots shake off the cobwebs and remember those long-forgotten holding procedures. The great thing about the simulator for holding practice is that we can �freeze� the situation at any time if the pilot becomes disoriented. While stationary, we can explain where the airplane is and how to get it back in the hold.


SimCom suggests that, between training sessions, pilots review holding procedures and regulations, and even engage in a bit of �virtual� practice. When flying, imagine a hold at an upcoming fix on the airway and consider entry procedures and what you would do once in the hold. Keeping proficient at holding procedures will greatly enhance your actions if ever asked to hold �for real.�


Navigating Using the Magenta Track Line


Moving maps and GPS are two of the most important and useful cockpit innovations to come our way in many years. With them, situational awareness is much improved. These are great technologies, and we embrace them during Twin Commander simulator training.


But the capabilities of GPS and moving maps can be misused. We see pilots using the magenta track line on the GPS moving map as the primary means of navigation instead of using the HSI for primary course guidance.


For example, executing an instrument approach by aligning the magenta track line on the moving map to an airport, runway, or navigation fix that is not part of the published approach. While this improper procedure might get you there, it is dangerous, especially when in IMC.


Obstacle clearance that is assured when executing the pubished approach procedure may not exist if the ad hoc approach places the airplane out of protected airspace. In a radar environment, ATC will certainly want to know what�s going on when the airplane ventures off planned routes and approach corridors.


We do not want our customers to be magenta-line pilots. We teach that the magenta track line is a backup to primary situational awareness, not the primary guidance to get the airplane from point A to point B.


Summary


If you recognize any of these scenarios in your operations, we recommend taking appropriate steps, whether through practice, a formal training program, or self-study and application, to enhance safety.


We have found Twin Commander pilots to be some of the best when it comes to having positive attitudes about safety and competency. We highly regard and respect Twin Commanders and are proud to be part of the community. We hope our efforts will help make a difference in your safe and continued operation of these wonderful airplanes.


Bob Kromer is vice president of marketing for SimCom Training Centers and a former engineering test pilot.




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