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curriculum is reviewed and approved by an FAA Training Course Program Manager (TCPM). In the case of LOFT, that is an inspector within the FAA San Diego FSDO office. This process in- volves a considerable amount of time by both LOFT and the TCPM. ASE has built a number of simu- lators, and while quite familiar with the manufacturing of these devices, each new model requires an extensive amount of aircraft data, both systems and inflight aerodynamic. In order to build the CJ1 models for LOFT, it entailed fully instrumenting the actual airplane and flying a variety of flights over a period of six weeks. The result is an experience that mimics the aircraft in minute detail, even the quirks. Arriving for Training When you enter LOFT, you notice a difference from other training centers right off the bat. The LOFT concierge, Corrie Reese, sits at a desk created from a jet engine cowl. And on the right, you see a Link trainer complete with the instructor desk. All around, the walls are lined with aviation memorabilia – so much so that you might think you have entered a museum instead of a training facility! This was my first training experi- ence focused on the Cessna Citation CJ1 (CE-525). There are many simi- larities between all of the Citation 525-series aircraft, but enough spe- cific differences for each model to keep it interesting. Richard Sears, LOFT’s vice president, was gracious to accom- modate my training requirements on short notice and created a class slot for me that fit my schedule. With only a one-week notice, it was the proverbial “drinking from a fire hose” process in absorbing LOFT’s 500 pages of material in their training manual. The materials are well written, concise and dovetail perfectly with the ground and f light training program. Bob Rombach was my ground in- structor on the first day, and as expect- ed, an expert in the CJ1. I was joined by an experienced Citation CJ1 owner who had already trained several times at LOFT. Bob took an integrative ap- proach to learning aircraft systems and limitations. His style, which typically started with the annunciator panel and each system’s associated CAS message, proved very effective in learning the normal and abnormal operation of the systems. As Noel told me during our interview, one of the company’s train- ing goals is to “reduce the complexity to ensure simplicity.” On to the Sim LOFT’s CJ1 sim is equipped with the standard avionics for that model, name- ly a Universal FMS and Garmin GNS 530. Cessna offered various avionics systems in the Citation 525 series with earlier models equipped in this man- ner and later models with Rockwell Collins Pro Line 21 in the CJ1+, CJ2+, CJ3 and CJ4. Newer models in the series, notably the M2 (CE525) and the CJ3+ (CE525B), feature Garmin 3000 avionics. Time passed quickly in the simula- tor. My f light training session with Eugene Tucker went by fast from pre-f light to shut-down. LOFT’s f light simulator was just like the airplane, except at Eugene’s direction, systems and engines failed frequently for my session. As pilots who have done type rating training know, the emergencies are only interspersed with short peri- ods of normal operation. From engine fires to failures both before V1 and after, it was a great workout. Since I was completing a FAR 135 training under our OpSpecs, I was required to do some additional proce- dures, such as a takeoff with 600 RVR and approaches to 1800 RVR. Other- wise, the maneuvers were essentially the same as a Part 91 61.58. In addition to the CJ1, LOFT has a Lockheed L1011 and a new Cessna Citation V (CE560) simulator. The L1011 simulator is used for training crews for orbital sciences, which utilize an L1011 to launch rockets while airborne. The Citation V simulator is also unique as it is the only Level D training de- vice outside of FlightSafety. With this simulator, LOFT can offer pilots not only initial and recurrent training for two pilot operations, but also the FAA-required annual training for the Single Pilot Exemption for the various 500-series jets. For pilots requesting the single-pilot exemption training, the programs require two additional days. Proficiency Check For the recurrent training, your fi- nal session is technically a proficiency check rather than the type rating check ride. While different by regulations, the process is very similar. My proficiency check was with Noel starting with the Part 135 paperwork. Noel quizzed me on the new-to-me Part 135 regulations and procedures, as well as the usual aircraft systems and emergencies. His engaging manner quickly puts you at ease. After struggling with some of the charter requirements and answer- ing his other questions, it was off to the simulator for the check ride. Noel put me through the paces for almost two hours, and before I knew it, we were done. Pilot Training Challenges I asked Noel what challenges he and his instructors see when training their clients. His main comment: “pilots get in their own way.” When pilots have is- sues, it can often be traced back to them responding too fast without confirming their current situation. In some cases, it is not confirming that the PFD score- board (the display of autopilot modes) matches what they thought they had selected on the mode controller. PHOTO BY AUTHOR Jet Journal May 2020 / TWIN & TURBINE • 15