Frequently Asked Questions

Larry York Aviation, LLC specializes in Initial and Recurrant training in: Turbo Commander, King Air 90 & 100 Series and 200, Piston Twin

How long is the course?

Initial Training typically requires four days; Two days for Academics and Two days for Flight.
Recurrent Training is typically two days; One day for Academics, and one day for Flight.

Where is the training conducted?

Typically, we bring the training to you, training at your airport. You are expected to cover the instructor?s travel expenses (airfare, hotel, rent car and meals). These are the same charges you would incur if you came to us. So really, the choice is yours: If we come to you, you sleep in your house, if you come to us, you sleep at a hotel.

I have a really busy schedule. Is it required to take the Academics and Flight training in a single session?

Although, from a training perspective, it is preferred to take all the training in a single session, they can be divided into two separate sessions. The disadvantages are:

  • The more time between academics and application, the less retention of the material.
  • You will have additional travel expenses.

I have never flown a pressurized airplane. How does this impact my training in a turbo-prop or pressurized piston twin?

The goal for the training is for you to be competent to fly as pilot-in-command of your airplane. You must have satisfied the requirements of FAR 61.31(g) Additional training required for operating pressurized aircraft capable of operating at high altitudes.

In the interest of time, if you do not have that endorsement, we recommend you take one of the study-at-home courses you can find on-line to satisfy the academic portion of the regulation. We will add a day of flight to perform the in-flight portion of the required training.

I have multiple pilots needing training. Is there an advantage for training all the pilots at one time?

Yes. By having all the pilots in the same Academics session(s), they all share in the collective questions. Additionally, there is a price break by doing one Academics session with all in attendance.

I am an experienced pilot (either airline, military or corporate). Is it necessary for me to take the entire Initial course?

Yes. This is type-specific training required by your insurance carrier. Although you have abundant experience, it is not in this specific type.

Does my insurance company approve this training?

In general, your underwriter must approve all training. That said, our training has been approved by all of the major companies in this insurance market.

Why should I train in my airplane instead of in a simulator?

The simulator is configured for one model of airplane; If your model is different, well, the switches and controls are going to be different from your airplane. You will experience a negative transfer of learning.

The simulator is configured with a generic cockpit and avionics suite. You have your avionics suite configured to meet your own unique requirements. In the simulator, the avionics suite is a basic installation, probably different from your cockpit. You will spend precious training time just learning their cockpit and having to re-learn your own cockpit after training.

Why not train in your cockpit and make application where it counts?

How does the cost of in-aircraft training compare to simulator training?

The cost of simulator-based training is significantly higher. You are paying, not only for the sim itself, but also for all of the infrastructure needed to support the simulator.

How do you fail an engine?

This is probably the most frequently asked question, because of past experiences.

The first answer is, we don't shut down your engine. If training calls for an in-flight shut-down and airstart, we brief you, you execute the appropriate checklist, and you perform the shutdown yourself.

Simulated engine failures are just that: Simulated. In a turbine airplane, the power lever is retarded to simulate either auto-feather engagement or NTS, depending on the powerplant.

In a piston airplane, the throttle is smoothly retarded to slightly below the green arc on manifold pressure. This is done with respect for both your counter-balancers and CHTs. As you demonstrate the simulated response to the failure, (with cowl flaps closed, if appropriate) power is advanced to the bottom of the green arc, propeller RPM is retarded to the bottom of the green arc, and mixture is retarded to achieve a rise in EGT. CHT will remain in the green.