Your Sole Source Supplier Get the right tool. Diamond offers you all the advantages of fleet commonality: minimized instructor standardization rapid student transition reduced parts inventory sole source provider What is the right aircraft for your business? Choose your fleet. Costs Generate the maximum possible margin. Safety No. Diamond Aircraft's safety cell. Source graphic: Aviation Consumer, January Safety avionics.
Panoramic canopy providing excellent visibility during all flight maneuvers. Unsurpassed flight characteristics Flying Diamond Aircraft means: unparalleled visibility providing excellent visibility during all flight maneuvers agile yet forgiving flight characteristics continued controllability through a stall superb runway performance high crosswind capability.
EECU controlled turbo-charged jet fuel engine. Easy engine handling Our proprietary jet fuel engines stand for less work and zero guesswork — more efficiency in every regard: no manual mixture control no magneto ignition no manual priming no prop control lever no hard starting — hot or cold no manual runup tests no shock cooling no cowl flaps no power calculations based on rpm and manifold pressure Learn more about our sister company Austro Engine.
The conventional full-size standby instruments are centrally located for optimum viewing from both student and instructor positions and allow partial panel training. Ramp appeal Our aircraft, made out of ductile composite materials, allow superior aerodynamically surfaces and sturdy designs. Sustainable flying Diamond and Austro Engine invested a lot of time and money to bring new engines into aviation, which are environmentally acceptable.
Many of our flight school customers report a significant reduction in noise pollution complaints. References Listen to our happy customers.
We provided them with identification and were escorted to their parking lot and given the keys to a nearly new car. When we returned about 2 hours later we were only charged for the 7 gallons of fuel we purchased but not for the car or the parking.
The entire staff was friendly, efficient and helpful. A better FBO does not exist! Super Cutter service. Got stuck enroute and Cutter took care of my hotel reservation cancellation like true Champs. Got into Cutter on the 27th and they were excellent, refueled and gone with cart service to and from the plane.
Considering this is an Archer II I was impressed. I flew into KPHX for a seminar. Cutter took great care of my Malibu and me. Nothing but good things to say. I have had the pleasure of flying into every Cutter Aviation FBO and all have been a great experience. They are there planeside when we arrive with cars or whatever we need. We get fewer inbound delays when we come in on a flight plan than VFR un-announced, but the controllers are great and the folks at Cutter do a five star job.
Hotel rates through Cutter keep us coming back. Everyone was helpful, every chance that they could be. A day later THAT is great salesmanship. He was ahead of me with every need. Once my passengers arrived they were politely taken care of while I finalized the last few details We'll be back!! Really 1st class all-around. Staff was very helpful. Let me use crew car. Will definitely use again.
Had such a nice experience the first time that I came back a week or so later. Rented a car at Cutter Enterprise I think and they were fantastic. The linemen drove the car right out to our airplane Cessna , signed the paperwork there and we were on our way in minutes. Great customer service! Be advised there's a City of Phoenix landing fee that Cutter cannot waive.
I can't recall the exact amount but it was 5 or 10 bucks tops. The controllers will send you to many of the points referenced on that chart - they're also in your Garmin GPS but you have to have the identifiers from the Terminal Chart to find them you can pronounce the identifiers. Also pay attention to the transitions over PHX. Kevin Reedy and staff did a great job. Very happy with the quality of their work and the line staff overall. I will be back. The entire staff from front desk to the line was attentive and helpful, to me as the pilot, but also for my passengers.
Special thanks for Cassidy, Taylor and Len. By wigglyamp - Mon Sep 06, Thanks for the replies. It has a Garmin but no autopilot. I will contact the people mentioned above.. By T67M - Tue Sep 07, Tue Sep 07, By Andrew Sinclair - Tue Sep 07, Like 1.
However, this 'task sharing' advantage brings with it further challenges. For instance, what would happen to a two-person crew of a large passenger aircraft if it wasn't clear who was responsible for lowering the undercarriage before landing? And what would happen if it were left unclear who was responsible for actually flying the aircraft when a technical problem arose to distract both pilots?
Without clear task allocations, it's easy to see how accidents might happen. It's also easy to see that if two pilots don't communicate well with eachother - especially where they might have quite different personalities, or perhaps very different cultural backgrounds - any resulting misunderstandings could easily lead to accidents too.
So a good deal of your MCC course discusses how two or more pilots - whoare human beings after all - ought to interact with eachother consistently and professionally to minimise those risks. You will learn how to be situationally aware of all the factors involved with conducting a safe flight; from the internal technical , to external environmental , to the human personal. You'll ask " How well is the aircraft flying? In addition to these safety-related issues, on routine multi-crew flights you'll learn that one pilot is always responsible for flying the aircraft and the other for the additional tasks that arise; radio call responses, checking fuel figures and so on.
Again, even on normal flights, without a clear understanding of who does what and when, it's clear that chaos would soon ensue. The MCC course teaches you the typical task allocations that happens in a professional flying environment and by the end you'll be clear about the principles of flying safely with other crew members.
This is much the same as the MCC course as described above except that it places particular emphasis on the task allocation involved in a jet aircraft environment.
Along with the principles of multi-crew operations, the JOC provides the student with some useful simulator-handling experience of the larger and heavier jet aircraft types. Each phase must be successfully completed before you can move into the next phase. Successful completion is assessed in a formal progress test with an in-house examiner, except phase 4 which is assessed by a UK CAA Examiner.
Initial theory training runs throughout phases one and two of flight training and is preparing for more in depth knowledge required for EASA ATPL exams. A general brush up on maths and physics will be completed and then subjects covered in the initial theory course are;. Initial flight training is learning to handle the aircraft, take-off, climb, level off, turn, descend and, of course, how to land! You will also be introduced to aerodynamic stalls and spins and taught how to avoid them.
All of this will lead to your first solo flight which will signify completion of phase one flight training. Once you have a basic grasp of the theoretical side of aviation you will move on to pass further written exams at the higher, professional-pilot level.
These multiple-choice exams are often called 'the ATPLs'. This stage of the theoretical knowledge training is classroom based and will be scheduled to dovetail with your progress with the flight training. These are the fourteen subjects you will cover;. Phase 2 flight training will be both aircraft and simulator based where you will learn practical Navigation skills and will be introduced to instrument flying for the first time.
You will learn how to deal with an engine or weather related emergency and you will also carry out more solo flight time to consolidate your learning and build your expertise. At the appropriate point you will demonstrate your level of expertise to an in house examiner to complete phase two. This phase builds your situational awareness with advanced visual flight, night flying, radio navigation techniques, instrument aircraft handling and advanced emergency handling.
Again there is a mix of dual flight training and solo time and utilisation simulators for some of the training. A further progress test with and in house examiner completes Phase 3. In this phase the student flies a multi-engine aircraft for the first time, and, more importantly, what to do if one of the engines fails. This phase concludes with a flight test with an independent UK CAA designated examiner and is quite a demanding exercise.
So far, all of your flying has been restricted to what are known as 'single pilot aircraft'. Only one person can be flying it at any point in time, either you or your instructor, but not both. Airliners, however, have two and sometimes more crew.
This phase introduces the art, and pitfalls, of sharing the cockpit workload. The training is both classroom and simulator based and introduces the student to handling a large jet type aircraft, its automatics and systems, in our medium range jet simulator based on the Airbus A family of aircraft.
Ok, so whichever route you followed, you now have both your fATPL and an MCC certificate and you have some simulated flight time on large aircraft. Now you need to train to fly a specific type of aircraft for your career, a type rating.
Here you will apply everything you have learned on much smaller aircraft to a much larger and specific aircraft type; perhaps a seat turboprop, or even the larger seat Boeing or Airbus jets.
Of course, these are much bigger and faster passenger transports, and are certainly more complex than anything you will have flown so far. Nevertheless, the basic principles you apply to flying a small aircraft will be much the same; after all, every aircraft ever made has always had a fuselage, some aerofoil surfaces and some form of propulsion hasn't it?
All that really changes is the speed at which everything happens due to the much faster airspeeds of turboprop and jet aircraft , the sheer number of extra instruments you will need to keep an eye on due to the size and complexity of the aircraft itself and, of course, the likelihood that you will now be flying in and out of much larger and busier airports. Your type rating will be a structured programme that begins with a considerable amount of classroom time.
With your ground instructors' advice and help - along with electronic presentations, flight-deck mockups, printed literature and sometimes a 'self-learning' automated computer programme - you will learn all about your specifically chosen aircraft in great detail.
You will be looking at the overall handling characteristics and performance of the aircraft. You'll also study the navigation tools onboard - including how to use ground beacons, satellite GPS and the onboard flight management computers to know exactly where you are at any moment, and how to programme a flight route.
You'll then learn about the highly sophisticated safety equipment available on modern commercial aircraft - such as ground-proximity, traffic-collision and automatic stall-warning systems. Last but not least, you'll learn about the challenges of flying at much higher speeds than before, at higher altitudes and in a pressurised cabin. Once you have learned the classroom theory, you will begin putting your knowledge to the test in highly-complex simulators; often with 'full motion' facilities to accurately mimic the real aeroplane's performance.
You will learn how to handle the aircraft in normal everyday situations, as well as how to manage engine failures, decompressions, hydraulic failures and computer malfunctions. Great fun! Finally, at the end of your type rating training , you will have the chance to fly the real aeroplane. You will be expected to complete some take-offs, circuits and landings until the examiner is satisfied you can manage the basics of flying the aircraft safely.
This is often called 'Base Training' and represents the successful end of your type rating. We guarantee that you will have a very large smile on your face when you step out of the aircraft. You'll look back at the sheer size of the machine you have controlled so well and give yourself a well-deserved pat on the back! Assuming you pass each stage, you will now be able to apply for that specific aircraft 'type' to be added to your fATPL. And most importantly, you will realise that your brand-new type rating has made you a much more employable commodity.
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