Did you know that RTC offers a half day course called the “6 in 6” for pilots who don’t fly IFR regularly?

Yes, the opportunity to maintain IFR currency by training at RTC every 6 months is available at an affordable price.



RTC’s “6 in 6” features:

  • 4 hours of sim time
  • Review of charts and procedures
  • 6 or more approaches
  • Missed approaches
  • Holding procedures, including entries
  • Intercepting and tracking of radials & airways
  • An opportunity to speak with an instructor about any questions or concerns you may have about flying

This course is only $350 if you attend every 6 months or $450 if you attend every 12 months.

Other training options are available for those who want to practice emergency procedures.

Please call our office at 800.727.1014 if you have any questions.  We look forward to working with you!

The following is an edited account from an actual incident report to the FAA submitted by a pilot who had completed the Multi-engine Recurrent Training Course at RTC.  As he states in his summary of the incident, “I train periodically for emergency procedures and this is the best example of why we do that…..”  Put yourself in this pilot’s position and decide if you would be prepared for this type of actual, inflight emergency. 

On 6/25/15, I filed an IFR flight plan with a planned departure at approximately 7am from Huntington, West Virginia (KHTS) to Orangeburg, South Carolina (KOGB).  Taxi, run-up, take-off, climb and cruise were without incident and normal for the 1975 Cessna Golden Eagle 421B.  During an ATC directed descent from FL190… all engine indications were within acceptable ranges of the green area of the gauges….

[During the descent] the left engine began to lose oil pressure.  [After troubleshooting the engine] I decided to shut the left engine down.  As I prepared to do so, the left engine failed with some metal noise and a puff of smoke through the top nacelle louvers.  I confirmed I had the left throttle and immediately closed the left throttle.  Then, confirming I had the left RPM control, I immediately feathered the propeller.  After that, I proceeded to secure the engine by confirming and closing the left engine mixture, confirming and turning off the left magnetos and then the left alternator.  Once this was done, identifying the proper fuel control, I shut off the fuel from the left main tank to the left engine.

Immediately after securing the engine, I declared an emergency with CAE approach stating that I had lost an engine.  We had three souls on board and 400 pounds of fuel.  CAE offered Columbia Metropolitan Airport (KCAE), 20 miles north of our position as an alternate to our original destination.  I accepted vectors to the airport.  I flew the plane with single-engine procedures without incident. I received clearance to land on runway 29, an 8,601 foot- long runway.   I entered a left base using minimal control surface input, other than 15 degrees of flaps, until the plane was on final.  Once the runway was assured, I landed without incident with control input characteristic of single-engine operation – gear down, use of flaps as appropriate to speed and descent, and reduction of power on the right operating engine as appropriate.  [Fortunately], the plane has electrically activated landing gear so the loss of the left engine was not a negative factor to the landing gear operation.

After the plane was towed to the FBO, I learned from the mechanic that a rod had let go from the crankshaft and had put a hole in the engine case. The engine was approximately 300 hours short of TBO and fresh out of annual without any operational restrictions.

In closing, I wish to thank CAE approach control and KCAE tower and all ground personnel for all of their assistance to help make this an emergency landing without harm or loss of life to anyone.  I train periodically for emergency procedures and this is the best example of why we do that and why FAA controllers do the same.  I cannot thank them enough for their help and assistance.

David H

Commercial Pilot

RTC Client

RTC’s NEW Student Referral Program is our way of thanking our loyal customers for referring their friends, family, and colleagues! For every referral you send who trains at RTC, we will send you a $50 American Express gift card. Here are the rules for your referral to qualify:

  • The referral MUST be a new customer. If someone has trained with us in the past, they are not a new customer!
  • Training must be completed on or after November 1, 2015. The program was not in effect prior to this date.
  • Gift cards are only issued after the referral’s training is completed.
  • No limit on the number of gift cards you can receive. You get a gift card for every one!*
  • Send 5 referrals, get 10% off YOUR training.**
  • Not valid for sim time only referrals

So if you know someone who flies a plane we train for, be sure to tell them about RTC, and make sure they tell us who sent them!


*In the event that there is more than one person who referred a single student, the gift card will be split evenly among the referral sources
**Discount does not stack. Valid on recurrent training ONLY. Discount can only be applied once every calendar year.

RTC understands that many pilots are short on time when it comes to their recurrent training. We offer a convenient, one day course just for that reason! All the ground school is done at your convenience, online, before you arrive at RTC. On the day you arrive, you will have 3 hours of simulator time in the morning, complete a systems workbook, and then finish up with another 3 hours of simulator time in the afternoon. You still go over the same procedures in the simulator that you would taking a longer course! Many of our students choose this option so they can get their training done quickly without compromising the quality of the training. As with all of our courses, you can come for training any day of the week!

If you would like more information about our Online Express courses, or any other training we offer, please call 1-800-727-1014 or email: train@rtcpilot.com.

*Please note that the Online Express Courses are available for recurrent training only. Initial courses must be done on campus.

Recently, we heard from one of our longtime students, Keith C. He wanted to let us know how training at RTC helped him when he had a real life emergency. Here is his story:


It was Saturday 19, September 2015 at 4:00 pm. I was departing Front Range Airport (FTG) about 5 miles east of Denver International. FTG is my home base, elevation is appx 5400 feet, temp was 77 degrees and density alt was 7200.

I was flying my personal plane, a 1976 PA-31 325CR. Total weight in the plane just me and 90 min of fuel or 66 gal was 5200 lbs, gross for my plane is 6800 lbs.

During preflight, start up and taxi, all indications were normal. I requested clearance for take-off, lowered 15 degrees of flaps and was cleared for a “straight out on RWY 8”. As I taxied onto the RWY, I went over my engine out procedure verbally out loud.

As I taxied out and completed my verbal emergency checklist, I turned on my fuel pumps, strobes, double checked the transponder, added full power, everything checked fine so I released the brakes and took off down the runway rotated and once I had a positive rate of climb, I moved my hand from the throttle to the gear and no sooner did I flick the gear handle up the left engine quit, I’d estimate I was 2-300 feet in the air.  The engine flat quit, the yaw happened just like the simulator, the plane reacted just like your simulator, I felt like I was taking off at Danville in one of your simulators and the instructor pulled the engine. Without thinking I pushed the nose forward allowing me to see that same gray thin image you see on your simulator, this time it was the runway, my speed was still over 100 mph, I lowered the gear and pulled the throttles back landed  and stopped with 1000 feet remaining. I taxied off the runway over to the run-up area called the FBO.

Couple of takeaways:

1) RTC training works! Keep pulling those engines while in the simulator at low altitudes. Make the students acquire quick reflexive actions.

2) Talk through emergencies, anticipate, don’t think you can/will avoid.

3) FLY THE PLANE, whether you are 300 feet AGL like I was or at 9000 ft. AGL. Fly the plane. I knew because of your training to lower the nose regardless of how unnatural it feels.

4) Don’t worry about talking. I recall a video I reviewed as part of your ground school where you highlighted that during a missed approach professionals never talk first they fly first. Same for old 6-Ts we all once learned during IFR training.
The next day my mechanic came out, quickly diagnosed the problem and fixed it and by Monday a.m.  The number 5 cylinder on the right engine had a broken stem and the valve was stuck in an open position causing the immediate loss of all manifold pressure.  After talking with you on Monday, I pulled the plane out of the hangar, pre-flighted and was rolling down the runway, this time the plane flew fine.  I’m more excited now than I’ve even been to fly the plane again.  The Navajo is a wonderful plane; Piper hit a home run with this model.  There is a lot of confidence a pilot gains when learning how to fly a twin and their instructor shuts down an engine at altitude while demonstrating the plane can still fly.  There is even more confidence when you completely lose an engine under 500’ AGL with all the transition requirements and notice the plane still flies with proper training.  I have your team to thank for that proper training!

I continue to be a believer in the training you provide, see you soon.


In 2013, Aeronautical Systems Engineering (ASE – Odessa, FL) collaborated with longtime business associate, Recurrent Training Center (RTC – Savoy, IL), to create a Florida based Flight Training Center.

ASE manufactures, markets, and supports flight simulator training devices capable of worldwide regulatory approval. RTC was founded in 1988 and has trained over 11,000 pilots. Naturally, it made sense for the two companies to join forces to train pilots at the best possible price. Utilizing RTC’s FAA Part 142 Certification, we can now train pilots at ASE’s newly developed Training Center located near Tampa, FL, in addition to continuing to train pilots at the Savoy, IL location.

Check out ASE’s website for more information regarding their design and manufacturing capabilities. www.aerosyseng.com.

If you are a Skymaster driver, you have come to the right place! Back by popular demand, our partner company, Aeronautical Systems Engineering (www.aerosyseng.com), has supplied RTC with an FAA approved AATD device that utilizes a Skymaster module so that RTC can, once again, offer a Skymaster Initial and Recurrent course. This course is currently only available at our Tampa, FL location, but will be coming very soon to Illinois.

To schedule your Skymaster training call 1-800-727-1014 today!

As an air traffic controller in a VFR tower with intersecting runways, I see a lot of different types of aircraft, flown by pilots of varying skill levels, in various training scenarios.  It is my role as a controller, in cooperation with the pilots, to keep these operations running safely and smoothly.  Many VFR towers do not have radar and my tower is one of those.  Therefore, the only tools I have to anticipate and sequence traffic are pilot position reports, my knowledge of aircraft characteristics, and my eyes.  In order to sequence traffic effectively, I have to know where you are from the airport, and the closer you are, the more critical my knowledge of your position becomes to the overall operation.

All IFR approaches, whether practice or actual, must be sequenced with other aircraft in Class D airspace.  That is why VFR tower controllers require pilots on instrument approaches to report the final approach fix inbound.  This “request” is a control instruction and is not optional.  Controllers are making control decisions based on those position reports.  We can anticipate when and where an aircraft will be based on the report at the FAF and sequence other traffic accordingly.  So you can understand that this instruction to “report the final approach fix inbound” is critical to the safe and efficient operation on the airport.

Because my tower is a low level facility, we attempt to accommodate the requests made by pilots utilizing our airport.  This may lead to intersecting flight paths or the occasional opposite direction operation between aircraft.  Are these operations legal?  Yes.  Are these operations safe?  Of course.  As long as pilots make timely and accurate position report, everything is copacetic.  However, should a requested position report be neglected, things can go bad in a hurry.  And that is just what happened recently.

Several pilots were out flying and enjoying a beautiful day.  Some inbound, some outbound, some staying in the pattern, and all the runways being utilized to accommodate pilot requests as much as possible within the confines of the flow of traffic.  A VFR practice approach called the tower outside Class D airspace and was requested to report the final approach fix inbound on the approach.  The pilot neglected to do so and showed up unexpectedly at the approach end of the runway executing a missed approach and conflicting with other traffic.  There ensued some fast talking with traffic calls and visual separation applied and there was no scratched paint, but it could have been worse.   All the excitement and the disruption in the flow of traffic came about because one pilot neglected to follow instructions and failed to report the FAF inbound.

Position reports requested by controllers to pilots conducting actual IFR approaches and VFR practice approaches cannot be a low priority item on the approach checklist.  It’s required when requested and sits right up there in importance with other control instructions when executing an instrument approach.  Your separation from other aircraft may depend on it.

Written by: Steve M., CFI at RTC

Pilot Rules

One of our CFI’s found this gem at an FBO in Virginia!


RTC Tampa is proud to announce that we have 2 CFI’s who have successfully met all of the qualifications to become 142 Flight Instructors. Congratulations to Mr. T. Glenn Johnson, and Mr. John “Jack” Maher for this achievement! Both instructors are at our Tampa, FL location. The Tampa training center offers courses for the following aircraft:

  • Beechcraft King Air 90-200
  • Piper Aerostar / Aztec / Navajo / Seneca / Twin Commanche / Warrior / Seminole
  • Cirrus SR20/22
  • Cessna C172 /  C337
  • Garmin G1000 (Coming Soon)

To schedule your training in Tampa, call 1-217-530-4054 today!


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