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FAR 135 PILOT TRAINING MANUAL
Table of Contents
ITEM
PAGE
Table of Contents------------------------------------------------------------------------------------------------1 & 2
Revisions----------------------------------------------------------------------------------------------------------------3
General------------------------------------------------------------------------------------------------------------------4
Syllabus for pilot Training
-------------------------------------------------------------------------------------5
Ground Training
-----------------------------------------------------------------------------------------5 & 6
Flight Training
-----------------------------------------------------------------------------------------------6
Training Time
-----------------------------------------------------------------------------------------------7
Records, and Training Forms -------------------------------------------------------------------------------------8
Study Materials
----------------------------------------------------------------------------------------9 & 10
Check Airmen and Instructors, Qualification Requirements --------------------------------------------13
Currency reviews
---------------------------------------------------------------------------------------------15
GROUND TRAINING SYLLABUS -----------------------------------------------------------------------------------16
Conduct of Training -----------------------------------------------------------------------------------17
Lesson (1) Operations Specifications Manual ---------------------------------------------------------------18
(2) Federal Aviation Regulations
--------------------------------------------------------19 & 20
(3) Navigation and Air Traffic Control Procedures------------------------------------------------21
(4) Route And Airport Qualifications-----------------------------------------------------------------22
(5) Meteorology--------------------------------------------------------------------------------------------23
(6) Carriage and Handling of Hazardous Materials-----------------------------------------------24
(7) Check Airmen and Instructors---------------------------------------------------------------------27
(8) New Equipment, Procedures & Techniques (Reserved) --------------------------------------28
FLIGHT TRAINING SYLLABUS (Single Engine)--------------------------------------------------------------------29
Conduct of Training------------------------------------------------------------------------------------------------30
Initial, Transition, Recurrent, Requalification and Upgrade Phases of training----------------------31
Flight Checks ---------------------------------------------------------------------------------------------------------32
Lesson (1) Airplane Ground Training---------------------------------------------------------------------------34
(2) Crewmember Duties & Responsibilities-----------------------------------------------------------37
(3) Crewmember Emergency Training----------------------------------------------------------------41
(4) Preflight Operations-----------------------------------------------------------------------------------44
(5) Airport & Traffic Pattern Operations-------------------------------------------------------------46
(6) Takeoffs & Landings----------------------------------------------------------------------------------48
(7) Flight at Critically Slow Airspeeds-----------------------------------------------------------------50
(8) Cross-Country Flying VFR--------------------------------------------------------------------------52
(9) Maximum Performance Maneuvers---------------------------------------------------------------53
(10) Operation of Airplane Equipment----------------------------------------------------------------56
(11) Emergency Operations------------------------------------------------------------------------------57
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Table of Contents (Con’t)
FLIGHT TRAINING SYLLABUS (Single Engine) (CON’T)
(12) Maneuvering by reference to Instruments----------------------------------------------------60
(13) IFR Navigation--------------------------------------------------------------------------------------62
(14) Instrument Approaches---------------------------------------------------------------------------63
(15) Cross-Country Flying IFR------------------------------------------------------------------------67
(16) Emergencies IFR------------------------------------------------------------------------------------69
(17) Check Airmen and Flight Instructors----------------------------------------------------------70
FLIGHT TRAINING SYALLBUS (Multi-engine) -------------------------------------------------------------------71
Conduct of Training-----------------------------------------------------------------------------------------------72
Initial, Transition, Recurrent, Requalification and Upgrade Phases of training---------------------73
Flight Checks--------------------------------------------------------------------------------------------------------74
Lesson (1) Airplane Ground Training-------------------------------------------------------------------------75
(2) Crewmembers Duties and Responsibilities------------------------------------------------------79
(3) Crewmember Emergency Training---------------------------------------------------------------83
(4) Preflight Operations----------------------------------------------------------------------------------86
(5) Airport and Traffic Pattern Operations----------------------------------------------------------88
(6) Takeoffs and Landings-------------------------------------------------------------------------------91
(7) Flight at Critically Slow Airspeeds----------------------------------------------------------------93
(8) Cross-Country Flying VFR-------------------------------------------------------------------------95
(9) Maximum Performance Maneuvers--------------------------------------------------------------96
(10) Operation of Airplane Equipment---------------------------------------------------------------98
(11) Emergency Operations----------------------------------------------------------------------------100
(12) Maneuvering by Reference to Instruments---------------------------------------------------106
(13) IFR Navigation--------------------------------------------------------------------------------------108
(14) Instrument Approaches---------------------------------------------------------------------------109
(15) Cross-Country Flying IFR------------------------------------------------------------------------113
(16) Emergencies IFR------------------------------------------------------------------------------------115
(17) Check Airmen and Flight Instructors----------------------------------------------------------117
PILOT RECORDS
Pilot Record Forms----------------------------------------------------------------------------------------120 & 121
Pilot information sheet--------------------------------------------------------------------------------------------122
Certificate of Ground Training----------------------------------------------------------------------------------123
Certificate of Flight Training------------------------------------------------------------------------------------124
Certificate of Crewmember Emergency Training------------------------------------------------------125-126
Hazardous Materials Training Program Compliance record---------------------------------------127-134
Hazardous Materials Form---------------------------------------------------------------------------------------135
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Revisions
Date
No.
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FAR 135 PILOT TRAINING MANUAL
PURPOSE
This manual provides a standardized program for training pilots. Initial training is to assure the pilot‟s proficiency in
procedures and techniques, and to provide him/her with information essential to the efficient and safe conduct of
assigned duties. Recurrent training is intended to refresh the pilots in the same subjects and assure their continued
proficiency. Transition training (when applicable) will provide training for crewmembers that have qualified and
served in the same capacity on another aircraft. Upgrade training (when applicable) will provide training for
crewmembers that have qualified and served as second-in-command on a particular type aircraft, before serving as
pilot-in-command on that aircraft. Differences training will be used for crewmembers that have qualified and served
on a particular type aircraft, when the FAA finds differences‟ training is necessary before a crewmember serves in
the same capacity on a particular variation of that aircraft.
Training is divided into two sections: Ground Training General Subjects and Flight Training. The flight training
section provides ground training relevant to the safe and efficient operation of particular aircraft types, in-flight
training, and crewmember emergency training. Separate flight training sections are provided for different aircraft
types that have a different means of propulsion and significantly different handling or flight characteristics.
TRAINING OBJECTIVE
The pilot will be able to successfully demonstrate his knowledge of the regulations, policies, and procedures
applicable to FAR 135 operations by correctly answering 70 percent of the questions on written and oral tests (oral
tests, in lieu of written tests, may be conducted when approved by the FAA). He/she will be able to fly the aircraft in
a manner that will show he/she is obviously the master of the aircraft with the successful outcome of each maneuver
never in doubt.
QUALIFICATION REQUIREMENTS
No person will be assigned duties as a pilot with this company until he/she has completed the following
requirements:
1. Each pilot must have successfully completed a flight test administered in the class of aircraft to be flown by an
authorized check airman or FAA inspector (135.293 (b). (When approved, portions of the test may be
conducted in a simulator as specified in Section 135.293 (f)
2. Each pilot must have successfully passed on oral or written examination within the past 12 calendar months
conducted by an authorized check airman or FAA inspector (135.293a).
3. For IFR assignments, each pilot prior to acting as pilot-in-command must have completed the 6 months IFR
proficiency check given by an FAA inspector or authorized check airman (135.297).
4. For pilot-in-command functions, each pilot must have completed an en route qualifications check (135.299).
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FAR 135 PILOT TRAINING MANUAL
SYLLABUS FOR PILOT TRAINING
The ground training syllabus provides an ordered listing of principle ground training subjects. A separate flight
training syllabus is provided for each aircraft type with significantly different handling/flight characteristics that
requires different in- flight training procedures and maneuvers. They may be modified as the circumstances under
which they are given requires or permits.
The syllabus provides a detailed description or pictorial display of the approved normal, abnormal, and emergency
maneuvers, procedures, and functions that will be performed during flight training and flight checks. Training is
provided in the maneuvers and procedures currently required for the original issuance of the particular pilot
certificate. The Syllabus serves as a basis for standardized instruction with guidelines established to achieve the
highest possible level of proficiency, and to provide safe operations of the aircraft.
CURRICULUM
INITIAL, TRANSITION, UPGRADE, AND RECURRENT PHASES OF TRAINING
A. Ground Training:
1. Instruction in the appropriate provisions of the company‟s Operations Specifications and manual;
including flight locating procedures and duties and responsibilities of crewmembers.
2. Appropriate provisions of FAR Parts 61, 91, and 135.
3. For the type of aircraft to be flown by the pilot: the aircraft powerplant, major components and
systems, major appliances, performance and operating limitations, standard and emergency
operating procedures, the contents of the Approved Aircraft Flight Manual or equivalent, the method
of determining compliance with weight and balance limitations for takeoff, landing and en route
operations.
4. Navigation and use of air navigation aids appropriate to the operation or pilot authorization;
including, when applicable, instrument approach facilities and procedures.
5. Air traffic control procedures, including IFR procedures, when applicable.
6. Meteorology in general, including the principles of frontal systems, icing, fog, thunderstorms, and
windshear, and visual cues before and during descent below DH and MDA.
7.
Procedures for avoiding severe weather situations and for operating in or near thunderstorms
(including best penetrating altitudes), turbulent air (including clear air turbulence and low altitude
windshear), icing, hail, and other potentially hazardous meteorological conditions.
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Ground Training (Cont’)
8. Normal and emergency communication procedures.
9. Route and Airport Qualification.
10. Other instructions necessary to ensure the pilot‟s competence and qualifications in new equipment,
procedures, and techniques.
11. Each pilot must pass a written or oral test (if approved) on subjects 1, 2, 3, 4, 5, 6, 7, and 10
(135.293(a) (1) through (8).
Pilots with appropriate previous air taxi experience (as determined acceptable by the FAA) may, in lieu of
completing all of the ground training curriculum, successfully pass a written examination, on curriculum areas,
given by an authorized check airmen as an equivalent of ground training curriculum completion.
Training subjects that apply to more than one aircraft or crewmember position and that have been satisfactorily
completed during previous training while employed by the company for another aircraft or another crewmember
position need not be repeated during subsequent training other than recurrent training (135.323(d).
B. Flight Training:
1. Preflight operations.
2. Airport and traffic pattern operations.
3. Takeoffs and landings during day and night.
4. Flight at critically slow airspeeds.
5. Maximum performance maneuvers.
6. Operation of airplane equipment.
7. Multi-engine procedures.
8. Maneuvering by reference to instruments.
9. IFR navigation.
10. Instrument Approaches.
11. Cross-Country Flying.
12. Emergencies.
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C. Minimum Training Time:
1. Ground Training.
a. Initial Training:
16 hours
b. Transition Training:
2 hours
c. Upgrade Training:
4 hours
d. Differences Training:
2 hours.
e. Recurrent Training:
2 hours.
f. Each training phase will be increased by1 hour(s) for each type aircraft operated by the company which
the pilot is to be certified in.
2. Flight Training. Acceptable performance guidelines are provided to place emphasis on training to a
predetermined level of proficiency, thus eliminating reliance on a specified number of hours in the flight training
curriculum (AC 135-3B (76) (d) (2), p. 98).
D. Newly Hired Crewmembers. All newly-hired crewmembers regardless of previous experience, must
accomplish the basic indoctrination provisions in Lesson One of Section Two as required by 135.329.
E. Pilot-in-Command. Each pilot training for pilot-in-command authorization must complete all ground training
lessons in accordance with 135.329, 135.331, 135.345, and 135.351. The IFR portions of subjects 4, 5, and 6 are
omitted for VFR only authorization.
F. Second-in-Command. Each pilot training for second-in-command authorization must complete all ground
training subjects except subject 9. The IFR portions of subjects 4, 5, and 6 will be omitted.
G. Recurrent Training (Special Provisions).
1. Recurrent training, as required, must be completed within 12 calendar months after the initial training phase or
last recurrent training phase. FAR 135.301(a) provides that if the test or flight check is completed in the calendar
month before or after the month in which it is required, that crewmember is considered to have taken the test or
check in the calendar month in which it is required.
2. The pilot will be notified, in advance, by the chief pilot when the recurrent training will be accomplished.
3. Recurrent ground training will consist of at least a quiz or other review to determine the crewmember‟s
knowledge of the aircraft and crewmember position involved, and instruction as necessary in the subjects
required for initial ground training in this manual, as appropriate, including emergency training.
4. Recurrent flight training will include at least flight training in the maneuvers and procedures in Section Three,
except that, satisfactory completion of the competency check required by 135.293 within the preceding 12
calendar months may be substituted for recurrent flight training.
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RECORDS, FORMS, AND TRAINING
FAR PART 135 PILOT RECORD
PPC Form 135-01 will be used in conjunction with the forms listed below to meet the requirements of 135.63 (a) (4)
for an individual record of each pilot used in operations under Part 135.
FAR PART 135 PILOT FLIGHT TIME RECORD
PPC Form 135-02 will be used to maintain a current record of each pilot‟s flight activity with the company. It is
given in sufficient detail to assure compliance with the flight time limitations of Part 135.
FAR PART 135 CERTIFICATE OF GROUND TRAINING
PPC Form 135-12 will be used to maintain a record of each pilot‟s ground training for initial, transition, upgrade,
differences, and recurrent training for each crewmember position authorized.
FAR PART 135 CERTIFICATE OF FLIGHT TRAINING
PPC Form 135-14 will be used to maintain a record of each pilot‟s flight training during initial, transition, upgrade,
differences, and recurrent training for each crewmember position authorized.
FAR PART 135 CERTIFICATE OF CREWMEMBER EMERGENCY TRAINING
PPC Form 135-16 will be used to maintain a record of each pilot‟s emergency training during initial, transition,
upgrade, differences, and recurrent training for each crewmember position authorized.
FAR PART 135 COMPETENCY CHECK
PPC Form 135-32 will be used to maintain a record of each pilot‟s competency check required by 135.293(b).
FAR PART 135 INSTRUMENT PROFICIENCY CHECK
PPC Form 135-34 will be used to maintain a record of each pilot‟s instrument proficiency check required by
135.297.
FAR PART 135 ROUTE CHECK
PPC Form 135-36 will be used to maintain a record of each pilot‟s en route qualifications check required by 135.299.
A copy of each record/form used for training in this course is included at the end of this section.
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STUDY MATERIALS
THE FOLLOWING TEXTBOOKS AND OTHER REFERENCE MATERIALS WILL BE
AVAILABLE TO EACH PILOT LISTED IN THE CURRENT COMPANY MANUAL.
AIRMAN’S INFORMATION MANUAL (Alaska Supplement in Alaska and Pacific Chart Supplement in PacificAsia Regions) or a commercial publication that contains the same information.
FEDERAL AVIATION REGULATIONS, including Parts 1, 61, 91, and 135.
NATIONAL TRANSPORTATION SAFETY BOARD, PART 830.
AIRCRAFT EQUIPMENT MANUALS, and AIRCRAFT FLIGHT MANUALS or equivalent.
When foreign operations are authorized, the INTERNATIONAL FLIGHT INFORMATION MANUAL or a
commercial publication that contains the same information concerning the pertinent operational and entry
requirements of the foreign country or countries involved.
THE FOLLOWING TEXTBOOKS AND OTHER REFERENCE MATERIALS WILL BE
AVAILABLE FOR CREWMEMBERS, CHECK AIRMEN, AND INSTRUCTORS AS SUCH
MATERIALS ARE AVAILABLE.
ADVISORY CIRCULARS
AC 00-2
AC 00-6A
AC 00-24A
AC 00-30
AC 00-45A
AC 00-50
AC 20-32B
AC 60-4
AC 60-6A
AC 61-23A
AC 61-21
AC 61-27B
AC 61-84
AC 61-55A
AC 61-56A
AC 61-77
AC 90-lA
Advisory Circular Checklist
Aviation Weather
Thunderstorms
Rules of thumb for avoiding or minimizing encounters with clear air turbulence
Aviation weather services
Low level wind shear
Carbon Monoxide (CO) contamination in aircraft-detection and prevention
Pilots spatial disorientation
FAA approved airplane flight manuals
Pilot‟s handbook of aeronautical knowledge
Flight training handbook
Instrument flying handbook
Role of preflight preparation
Commercial pilot airplane flight test guide
Instrument pilot airplane flight test guide
Airline transport pilot airplane practical test guide
Civil use of U.S. government produced instrument approach charts
(contained in AC 61-27B, page 161)
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AC 90-12B
AC 90-l4A
AC 90-23D
AC 90-54A
AC 90-60
AC 90-62
AC 90-48
AC 90-64
AC 91-6
AC 91-8A
AC 91-l1-I
AC 91-17
AC 91-23
AC 91-24
AC 9l-25A
AC 91-43
AC 91.83-lA
AC 95-1
AC 120-5
AC 120-28A
AC 135-3B
Severe weather avoidance
Altitude-temperature effect on aircraft performance
Wake Turbulence
Cruise Clearances
Weather Observation Reporting Obscured or Partially Obscured Sky Condition
Flying DME Arcs
Pilot‟s Role in Collision Avoidance
Automated Radar Terminal System (ARTS) III
Water, Slush, and Snow on the Runway
Use of Oxygen by General Aviation Pilots/Passengers
Guide to Drug Hazards in Aviation Medicine
The Use of View Limiting Devices on Aircraft
Pilot‟s Weight and Balance Handbook
Aircraft Hydroplaning or Aquaplaning on Wet Runways
Loss of Visual Cues During Low Visibility Landings
Unreliable Airspeed Indications
Canceling or Closing Flight Plans
Airway and Route Obstruction Clearance
High Altitude Operations in Areas of Turbulence
Criteria for Approval of Category IIIa Landing Weather Minima
Air Taxi Operators and Commercial Operators of Small Aircraft
VFR and IFR Internet Online guide lines and updates
VRF and IFR navigation, departure, and approach data pertinent to the assigned area and type of operations will be
available for each Pilot-In-Command.
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CHECK AIRMEN AND INSTRUCTORS:
QUALIFICATION REQUIREMENTS
No person will be assigned duties as an instructor or check airmen in this course until he/she has completed the
following requirements:
1. Holds the airman certificate and ratings that must be held to serve as a pilot in command in operations under
FAR 135.
2. Has satisfactorily completed the appropriate training phases for the aircraft, including recurrent training,
required to serve as pilot in command in operations under FAR 135.
3. Has satisfactorily completed the appropriate proficiency or competency checks required to serve as pilot in
command in operations under FAR 135.
4. Has satisfactorily completed the applicable training requirements of 135.339 and covered in ground training
Lesson Seven.
5. Holds a Class I or Class II medical certificate required to serve as a pilot in command in operations under
FAR 135.
6. In the case of a check airman, has been approved by the FAA for the airman duties involved; and
7. In the case of a check airman used in an aircraft simulator only, holds a Class III medical certificate.
8. In the case of a person to be used as a simulator instructor for a course of training given in an aircraft
simulator under FAR 135, he/she must:
a. Holds at least a commercial pilot certificate; and
b. Has satisfactorily completed the following as evidenced by the approval of a check airmanI. Appropriate initial pilot and flight instructor ground training contained in Lesson Seven of the
Ground Training Syllabus.
II. A simulator flight training course in the type simulator in which that person instructs under FAR
135.
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CURRENCY REVIEW
Each 90 days the chief pilot will review each crewmember‟s record. He/she will determine the status of
tests and checks and currency requirements. A determination will be made concerning:
(1) Currency status with special attention to 135.247 and 135.299(c).
(2) Status of competency checks, proficiency checks, and line checks (as applicable).
(3) Status of recurrent training (135.351).
(4) The amount (if any) of ground and flight training, instruction, and practice necessary to ensure the
crewmembers(a) Proficiency in each aircraft, crewmember position, and type of operation in which the
crewmember serves; and
(b) Qualifications in new equipment, facilities, procedures, and techniques, including modifications
to aircraft.
The chief pilot will contact the crewmember when in his/her opinion currency training is required and
establish a schedule for such training.
The chief pilot will contact the crewmember when recurrent training is required within the next 90 days
and schedule such training.
When tests or checks must be completed within the next 90 days a schedule will be established for those
checks and tests.
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Ground Training Syllabus
GROUND
TRAINING
LESSON
SUBJECTS
PAGE
(1) OPERATIONS SPECIFICATIONS MANUAL -----------------------------------------------------------18
(2) FEDERAL AVIATION REGULATIONS -----------------------------------------------------------19 & 20
(3) NAVIGATION AND USE OF AIR NAVIGATION AIDS ----------------------------------------------21
AND AIR TRAFFIC CONTROL PROCEDURES
(4) ROUTE AND AIRPORT QUALIFICATIONS ------------------------------------------------------------22
(5) METEOROLOGY ----------------------------------------------------------------------------------------------23
(6) CARRIAGE AND HANDLING OF HAZARDOUS MATERIALS ------------------------------------24
(7) CHECK AIRMEN AND INSTRUCTORS------------------------------------------------------------------28
(8) NEW EQUIPMENT, PROCEDURES) AND TECHNIQUES -------------------------------------------29
The ground training subjects contained within this manual will serve as the basis for standardized instruction for
pilots, check airmen, and instructors. This program includes all ground training subjects required by FAR
135.293,135.297, 135.329, 135.331, 135.333, 135.339, 135.345, and 135.351. The Ground Training ProgramGeneral Subjects includes all subject matter not pertaining to specific airplane types. Ground training subjects related
to the safe and efficient operation of specific airplanes is contained in the pilot training manual for each aircraft type.
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CONDUCT OF TRAINING
1. Each pilot will be given a list of material and subjects for study prior to the ground instruction. Conduct of
the ground instruction will consist of instruction in subject areas, review, examination, and discussion of the
subjects.
2. Subjects listed are to guide the instructor in the general areas and are not necessarily the only subjects
taught. Subjects listed for this training are for special review and will generate discussion of all required
knowledge areas.
3. Minimum training times listed in the curriculum are planned for a pilot already current in all areas. Those
times are the minimum allowable by the company merely for review. Whatever time is necessary to meet the
standards will be used for instruction.
4. Satisfactory completion of a lesson requires the pilot pass a written or oral (when approved by the FAA)
examination with a minimum grade of 70 percent. Lessons 4, 6, and 7 do not require written examinations.
Satisfactory completion will be realized by an oral quiz.
INITIAL TRAINING: Each pilot must accomplish ground training in each of the subjects outlined in this
section. In addition, pilots must also accomplish ground training in each of the subjects outlined in the pilot training
manual for each airplane that the pilot is authorized to operate.
TRANSITION TRAINING: Each pilot must accomplish ground training in each of the subjects outlined in the
pilot training manual for that particular aircraft.
UPGRADE_TRAINING: Each pilot must accomplish ground training in each of the subjects outlined in the pilot
training manual for each airplane that he/she is authorized to operate.
DIFFERENCES TRAINING: Each pilot must accomplish the ground training in each of the subjects outlined in
the pilot training manual for that specific airplane type.
RECURRENT TRAINING: Each pilot must accomplish ground training in each of the subjects outlined in this
section. In addition, pilots must also accomplish ground training in each of the subjects outlined in the pilot training
manual for each type airplane that the pilot is authorized to operate.
CHECK AIRMEN AND INSTRUCTORS: Each check airmen must accomplish the initial training required of
all pilots and the ground training outlined for check airmen and instructors. Each pilot flight instructor must
accomplish the initial training required of all pilots and the ground training outlined in Lesson Seven when he/she
does not hold a valid flight instructor certificate.
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LESSON ONE: OPERATIONS SPECIFICATIONS AIR TAXI MANUAL
A. Duties and responsibilities of crewmembers.
B. Contents of the company‟s operating certificate and operations specifications.
C. Appropriate portions of the company‟s operating manual, including at least:
1. Flight locating procedures
2. Landing distance limitations
3. Authorized area of operations.
4. Manual requirements
5. Co-pilot requirement
6. Cargo restraint.
7. Training and test requirements
8. Route and airport qualification procedure
9. Company Policies
10. Weight and balance and loading procedures
11. Accident notification procedures.
12. Required inspection procedures.
13, Emergency procedures.
11. En route maintenance procedures.
15. Refueling procedures.
10. Mechanical irregularities and discrepancies
17. Passenger briefing, if appliciab1e.
18. Hazardous material procedures.
19. Handicapped person‟s procedures, if applicable.
D. Examination (lesson One)
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LESSON TWO: FEDERAL AVIATION REGULATIONS
A. FAR Part 1: Definitions and Abbreviations.
1. Review as necessary.
B. FAR Part 61: Certification: Pilots and Flight Instructors
1. Review as necessary.
C. FAR Part 91: General Operating and Flight Rules.
1. Responsibility and authority of the pilot-in-command.
2. Fuel requirements for flight in IFR conditions.
3. VOR equipment check for IFR operations.
4. Powered civil aircraft with standard category U.S. airworthiness
certificates, instrument and equipment requirements.
5. Right-of-way rules.
6. Aircraft lights.
7. Compliance with ATC clearances and instructions.
8. Minimum safe altitudes, general.
9. Basic VFR weather minimums.
10. Special VFR weather minimums.
11. Takeoff and Landing under IFR, general.
12. Minimum altitudes for IFR operations.
13. IFR, radio communications.
14. Inspections.
15. Maintenance records.
D. FAR Part 135: Air Taxi and Commercial Operators
1. Rules applicable to operations subject to this Part (135.3).
2. Emergency Operations (135.19).
3. Airworthiness checks (135.71).
4. Carriage of persons without compliance with the passenger-carrying provisions of FAR Part 135.
5. Autopilot; minimum altitudes for use (135.93).
6. Second-in-command required in IFR conditions (135.101).
7. Exception to second-in-command requirement; approval of use of
autopilot system (135.105).
8. Prohibition against carriage of weapons (135.119).
9. Equipment requirements; general (135.149).
10. Fire extinguishers, passenger-carrying aircraft (135.155).
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11. Equipment requirements; carrying passengers under VFR at night or under VFR over-the-top
conditions (135.159).
12. Radio and navigational equipment; carrying passengers under VFR at night or under VFR overthe-top (135.161).
13. Equipment requirements; airplanes carrying passengers IFR (135.163).
14. Radio and navigational equipment; extended over-water or IFR operations (135.165).
15. VFR; minimum altitudes (135.203).
16. VFR; visibility requirements (135.205).
17. VFR; fuel supply (135.209).
18. VFR; over-the-top carrying passengers: operating limitations (135.211).
19. Weather reports and forecasts (135.213).
20. IFR; operating limitations (135.215).
21. IFR; takeoff limitations (135.217).
22. IFR; Destination airport weather minimums (135.219).
23. IFR; alternate airport weather minimums (135.221).
24. IFR; alternate airport requirements (135.223).
25. IFR; takeoff; approach; and landing minimums (135.225).
26. Icing conditions; operating limitations (135.227).
E. National Transportation Safety Board, Part 830.
F. Examination (Lesson Two)
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LESSON THREE: NAVIGATION AND USE OF AIR NAVIGATION AIDS
AND AIR TRAFFIC CONTROL PROCEDURES
A. Use of Aeronautical Charts.
1. Sectional/WAC/Terminal Area Charts.
2. Enroute and Area Charts.
3. Instrument Approach Procedure Charts.
4. SID‟S and STAR‟S
B. Navigation Aids and Use of Air Navigation Aids.
1. Navigation Aids, AIM Chapter 2.
2. Airport, Air Navigation Lighting; Marking Aids, AIM Chapter 2.
C. Air Traffic Control Procedures.
I. Airspace, AIM Chapter 3.
2. Air Traffic Control, AIM Chapter 4, including at least:
a. Services available to pilots, as applicable to authorized operations.
b. Airport Operations, as applicable to authorized operations.
c. Preflight, as applicable to authorized operations.
d. Emergency Procedures, including normal and emergency communications procedures.
3. For IFR authorization, AIM Chapter 4: ATC Clearances/Separations, Departure-IFR, EnrouteIFR, and Arrival-IFR.
D. Instrument Approach Procedures.
1. Precision approaches using ILS.
2. Non-precision approaches using VOR and NDB.
3. Straight-in approaches.
4. Circling approaches.
5. DME arc.
6. Missed Approach.
E. Examination (Lesson Three)
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LESSON FOUR: ROUTE AND AIRPORT QUALIFICATIONS
A. General for new routes.
-
B. Preflight and Route Planning, AIM Chapter 3.
C. Weather characteristics.
D. Terrain and obstruction hazards.
E. Minimum safe flight levels.
F. Congested areas, obstructions, and physical layout of each airport.
G. Oral examination (Lesson Four)
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LESSON FIVE: METEOROLOGY
A. Meteorology, general and appropriate to the area of operation, including the principles of frontal systems.
B. Weather analysis and dispatch considerations.
C. Procedures for avoiding severe weather situations and for operating in or near potentially hazardous
meteorological conditions; including as appropriate:
1. Flying in the vicinity of thunderstorms, including thunderstorm avoidance.
2. Use of proper airspeed for turbulent air penetration, and best altitudes.
3. Flying characteristics in turbulence, including clear air turbulence company aircraft.
4. Attitude control.
5. Proper use of stabilizer trim and autopilot.
6. Use of airborne weather radar/thunderstorm detection equipment.
7. Fog, icing, and hail.
8. Wake turbulence.
9. Cold weather operation.
10. Blocked or frozen pitot systems.
11. Hydroplaning.
12. Mechanical failures.
13. Door opening (unwanted).
14. Procedures for avoiding other severe weather situations, including clear air turbulence and low
altitude windshear.
-
15. Conducting a Pre-contamination check and use of Precipitation charts.
D. Visual cues before and during descent below DH and MDA.
E. Examination (Lesson Five)
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LESSON SIX: CARRIAGE AND HANDLING OF HAZARDOUS MATERIALS
HAZARDOUS MATERIALS TRAINING
GENERAL
Title 14, Code of Federal Regulations, Part 135.333, states that a certificate holder who elects not to accept
hazardous materials shall ensure that each crewmember is trained to recognize those items classified as
hazardous materials. Title 14 CFR, Part 135.23(p) states that a certificate holder must have procedures and
instructions to enable personnel to recognize hazardous materials. The training required by FAR Part
135.333 will be given initially, with recurrent training each twelve months thereafter. The training will be
given to all employees who will handle, load, or carry cargo.
A. HAZARDOUS MATERIALS will not be carried on any aircraft being operated by this company under
Part 135 of the Federal Aviation Regulations.
B. Training Program. Under the provisions of FAR 135.333 the training requirements apply to all
crewmembers. Personnel having assigned duties for receiving, identifying, handling, storing, loading and
unloading packages for the operator should also receive this training.
C. Training Subjects.
(1) Hazardous materials and classifications (Ref. 49 CFR Parts 171, 172,
173 and 175).
(2) Marking and labeling (Ref. 49 CFR Part 172, Subparts D and E).
(3) Reporting hazardous materials incidents (Ref. 49 CFR Part 175.45).
(4) Specific regulations applicable to operators (Ref. 49 CFR Parts
175.3 and 175.10).
1. HAZARDOUS MATERIAL CLASSES
The following are the classes of Hazardous Materials,
according to Title 49 CFR, none of which will be carried by this company.
EXPLOSIVES
GASES (Compressed, Liquefied or Dissolved under Pressure)
FLAMMABLE LIQUIDS
FLAMMABLE SOLIDS (Substances Liable to Spontaneous Combustion, Substances
which on contact with Water Emit Flammable Gases)
OXIDIZING SUBSTANCES/ORGANIC PEROXIDES
POISONS/INFECTIOUS SUBSTANCES (Etiologic Agents)
RADIOACTIVE MATERIALS
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CORROS IVES
OTHER REGULATED MATERIALS (ORM) (ORM-A, ORM-B, ORN-C,
ORM-D, AND ORM-E)
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2. REFERENCE MATERIALS
The following materials will be used during instruction and for any self-study.
a. Title 49, Code of Federal Regulations, Parts 100 to 199
b. Company Operations Manual
c. Company Notices concerning Hazardous Materials
d. ICAO
3. SPECIFIC PROGRAM
All training will be presented by company personnel or qualified guest lecturers. Numerical references in the
following paragraphs refer to Parts of Title 49 CFR and ICAO.
1. Use of Title 49 CFR
a. Organization of Title 49 CFR.
b. Definitions ------------------------------------------------------171.8
c. Use of ICAO Technical Instructions ------------------------171.11 1.11 - 2.11, 3.1
d. Purpose and use of Hazardous -------------------------------172.101
Materials Table
2. Shipping Papers and Certifications
a. General Entries on Shipping Papers -------------------------172.201 4, 4.1- 4.3
b. Description of Hazardous Materials on Shipping Papers 172.202
c. Additional description requirements ----------------------- 172.203
d. Shipper‟s Certification ----------------------------------------172.204
3. Packaging. Marking and labeling
a. General Marking -----------------------------------------------172.301 4, 4.1 - 4.3.4
thru 172.312
b. Marking for ORM‟s -------------------------------------------172.316
c. General Labeling -----------------------------------------------172.400
thru 172.450
d. Packaging --------------------------------------------------------173.24, 173.25
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4. Damaged Shipments/Incidents/Deficiencies
a. Immediate Notice of Certain Hazardous
Materials Incidents ---------------------------------------------171.15
b. Detailed Hazardous Materials
Incident Reports ------------------------------------------------171.16
c. Reporting Hazardous
Materials Incidents ---------------------------------------------175.45
d. Damaged Shipments -------------------------------------------175.90
5, 4.5 - 4.6
5. Exceptions
From Regulations ----------------------------------------------------175.10
1, 2.3
6. Review/Testing
a. Review of entire Program
b. Test to determine ability of employees to recognize Hazardous Materials.
4. TRAINING RECORDS
During the initial or recurrent training, and after successful completion thereof, the
instructor, or other designated official of the company will accomplish the proper entries
on training records and a training certificate.
Expanded Hazardous training is continued on page 127 of this manual
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LESSON SEVEN: CHECK AIRMEN AND INSTRUCTORS.
A. Each check airman and instructor approved by this company must meet the qualifications of FAR Part
135.337.
B. INITIAL AND TRANSITION GROUND TRAINING. Each pilot check airmen will receive ground
training in the following subjects:
1. Pilot check airman duties, functions, and responsibilities.
2. The applicable provisions of FAR Part 135 and the company‟s policies and procedures as
contained in the company‟s operating manual.
3. The appropriate methods, procedures, and techniques for conducting each required check.
4. Proper evaluation of pilot performance including the detection of;
a. Improper and insufficient training.
b. Personal characteristics that could adversely affect safety.
5. The appropriate corrective action for unsatisfactory checks.
6. The approved methods, procedures, and limitations for performing the required normal,
abnormal, and emergency procedures in the aircraft.
C. INITIAL AND TRANSITION GROUND TRAINING-PILOT FLIGHT INSTRUCTORS. Each
pilot flight instructor that does not hold a valid flight instructor certificate will receive ground instruction
in the following subjects:
1. The fundamental principles of the teaching-learning process.
2. Teaching methods and procedures.
3. The instructor-student relationship.
D. Oral examination (Lesson Seven)
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LESSON EIGHT: NEW EQUIPMENT, PROCEDURES, AND TECHNIQUES
INTENTIONALLY LEFT BLANK AT THIS TIME
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FLIGHT TRAINING SYLLABUS
SINGLE ENGINE
LESSONS
(1) AIRPLANE GROUND TRAINING
(2) CREWMEMBER DUTIES AND RESPONSIBILITIES
(3) CREWMEMBER EMERGENCY TRAINING
(4) PREFLIGHT OPERATIONS
(5) AIRPORT AND TRAFFIC PATTERN OPERATIONS
(6) TAKEOFFS AND LANDINGS
(7) FLIGHT AT CRITICALLY SLOW AIRSPEEDS
(8) CROSS—COUNTRY FLYING — VFR
(9) MAXIMUM PERFORMANCE MANEUVERS
(10) OPERATION OF AIRPLANE EQUIPMENT
(11) EMERGENCY OPERATIONS
(12) MANEUVERING BY REFERENCE TO INSTRUMENTS
(13) IFR NAVIGATION
(14) INSTRUMENT APPROACHES
(15) CROSSCOUNTRY FLYING — IFR
(16) EMERGENCIES — IFR
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The ground and flight training contained in this manual must be completed by each pilot during initial, transition,
upgrade, differences, and recurrent training. It has been designed to meet the training requirements of FAR Part
135.293, 135.297 (when applicable), 135.327, l35329, 135.331, 135.339, 135.347, and 235.351.
The flight training maneuvers and related procedures, described herein, will serve as the basis for standardized
instruction and accomplishment of the training required by FAR Part 135. They will also serve as guidelines to
achieve the highest possible level of proficiency, and provide safe operations of the aircraft. At no time during flight
training will the limitations of the aircraft be intentionally exceeded, nor maneuvers conducted that would jeopardize
safety. Flight training will be limited to ONLY APPROVED MANEUVERS. Deviations from or changes in these
maneuvers requires prior approval by the FAA.
CONDUCT OF TRAINING
A. Each pilot will be given a list of material and subject for study prior to the ground instruction. Conduct of
the ground instruction will consist of instruction in subject areas, review, examination, and discussion of
the subjects.
B. Subjects listed are to guide the instructor in the general areas and are not necessarily the only subjects
taught. Subjects listed for this training are for special review and will generate discussion of all
required knowledge areas.
C. Minimum training times listed in the curriculum are planned for a pilot already current in all areas. Those
times are the minimum allowable by the company merely for review. Whatever additional time is
necessary to meet the standards will be used for instruction.
D. Satisfactory completion of Lesson One requires the pilot pass a written or oral (when approved by the
FAA) examination with a minimum grade of 70 percent. Lesson two may be completed by oral exam.
Lesson three will be completed by emergency drill (unless the F approves completion by
demonstration).
E. Acceptable Performance Guidelines are established for each flight lesson. In all cases the competent
performance of a procedure or maneuver requires that the pilot be the obvious master of the aircraft,
with the successful outcome of the maneuver never in doubt.
F. Alternate Procedure RE: use of simulator/training device. Procedures and maneuvers approved for
training in a simulator are marked with an (S), e.g. (S) 1 VOR Approach. If a simulator or training
device approved for use under this training program for certain maneuvers , procedures, or functions
becomes inoperative or, for any other reason, a maneuver, procedure or function programmed for the
simulator training device cannot be accomplished in the simulator or training device, such maneuvers,
procedures, or functions will be accomplished satisfactorily in an aircraft.
G. The Airplane Flight Manual or equivalent is an integral part of this course and will be referred to by
each pilot for specific operating information.
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INITIAL, TRANSITION, AND UPGRADE PHASES OF TRAINING
A. Each pilot must complete the ground instruction required by 135.345(h) included in lessons 1, 2, and 3.
Instruction should cover each model airplane to he flown and specific equipment installed in particular
airplanes.
B. Each pilot must also complete the flight training required by 135.347.outlined in the remaining lessons.
In-flight training may be accomplished in any of the airplane models covered in this manual for this
airplane type.
C. Second-In-Command. Lesson 8 and lessons 12 through 16 may be omitted.
D. Training subjects that apply to more than one aircraft or crewmember position that have been
satisfactorily completed during previous training while employed by this company for another aircraft or
another crewmember position, need not be repeated during subsequent training other than recurrent
training.
RECURRENT TRAINING
A. Each pilot will receive recurrent ground instruction, as necessary, in the subject required for initial
ground training.
B. Each pilot will be given a quiz or other review to determine the crewmembers knowledge of the aircraft
and crewmember position involved.
C. Each pilot will receive recurrent flight training, as necessary, in each of the approved
procedures/maneuvers.
D. Satisfactory completion of the competency check required by 135.293 within the preceding 12 calendar
months may be substituted for recurrent flight training.
REQUALIFICATION TRAINING
Requalification training will consist of a review of ground and or flight training deemed as
unsatisfactory by an examiner or check airmen for a competency check. This training will consist of
reviewed training for at least 2 hours with a flight instructor.
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FLIGHT CHECKS
A. Competency Check required by 135.293. The training subjects and pilot operation outlined in
lessons l-7 and 9-11 will be either tested on, or performed during this flight check.
B. Instrument Competency Check required by 135.297. The training subjects and pilot operations (except
lessons 8 and 15) throughout this manual will he performed during this flight check.
C. Line check required by 135.299. The procedures and maneuvers covered in lesson 8 and 15 will be
performed during this flight check.
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INTENTIONALLY LEFT BLANK
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LESSON ONE: AIRPLANE GROUND TRAINING
GENERAL DESCRIPTION AND SPECIFICATIONS
1. Performance, including cruising speeds, climbs, service ceiling, sea level take-off and landing distance
at max gross weight, and cruising range and endurance.
2. Wing area and Loadings.
3. Dimensions.
4. Airplane‟s licensed category(s).
5. Engine.
6. Propeller.
7. Flight controls, including trim tabs.
8. Flaps.
9. Hydraulic system and use of the brakes.
10. Fuel System.
11. Oil System.
12. Engine Controls.
13. Engine Cooling.
14. Engine Instruments.
15. Electrical System.
16. Heating and Ventilating System.
17. Cockpit and Instrument Lighting.
18. Flight instruments, including pitot static and vacuum system.
19. Communication Equipment.
20. Navigation Equipment.
OPERATING CHECKLISTS (see 135.83)
1.
2.
3.
4.
5.
6.
7.
8.
9.
Pro-Flight Inspection.
Before Starting Engines.
Starting Engine.
Before Take-Off.
Cruise.
Before Landing.
After Landing.
Shut-Down.
Emergency Cockpit Checklist.
PERFORMANCE SPECIFICATIONS AND LIMITATIONS
1.
2.
3.
4.
Take-Off Speeds.
Climb Speeds.
Stall Speeds.
Landing Speeds.
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PERFORMANCE SPECIFICATIONS AND LIMITATIONS (CON’T)
5. Airspeed Limitations; including Never Exceed, Caution Range, Maximum structural Cruising Speed,
Normal Operation Range, Flap Operating Range, and Maximum Design Maneuvering Speed.
6. Engine Operations Limitations.
7. Gliding Distance.
8. Approved Maneuvers.
NORMAL AND ABNORMAL OPERATIONS
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
Engine starting and warm-up.
Taxiing.
Normal takeoff, including power settings, use of trim, and Vr,
Normal climb out, power settings, climb speeds, and trim. Emphasis should be placed on Wake
Turbulence Avoidance and on Collision Avoidance Precautions.
Climb Power Management.
Cruise, including power settings, fuel consumption, and range.
Descent, including power settings, fuel consumption, and descent planning.
Normal landing procedures.
Obstacle clearance takeoff and landings.
Crosswind takeoffs and landings.
Induction system ice.
Flight through rough air; including procedures for avoiding severe weather situations and for operating
in or near thunderstorms (including best penetration altitudes), turbulent air (including clear air
turbulence and low altitude windshear), icing, hail, and other potentially hazardous meteorological
conditions.
Maximum range and maximum endurance.
Procedures for obtaining best gliding performance.
Cold weather operations.
Operations at high density altitude.
Aborted Takeoffs.
Balked Landings.
OPERATIONAL DATA
1.
2.
3.
4.
5.
6.
7.
Flight Planning.
Computing Takeoff Distance.
Computing Tine To Climb and Fuel Consumption.
Determining Cruise Power Settings, Cruise airspeeds, and Fuel Consumption.
Determining Maximum Safe Crosswind Velocities.
Determining Turbulent Air Penetration Speeds.
Determining Landing Distances
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EMERGENCY PROCEDURES
1. Engine failure.
2. Engine fire in flight.
3. Cockpit fire in flight.
4. Systems and Equipment malfunctions; including inoperative electrical system, flap malfunctions, door
opening in flight, and inoperative elevator trim tab.
WEIGHT AND BALANCE (refer to AC 91-23 and the Aircraft Flight Manual or equivalent).
1.
2.
3.
4.
5.
6.
7.
8.
9.
Terms and definitions.
Weight and balance control.
Aircraft weights and center of gravity.
Index and graphic limits.
Determining empty weight, empty C.G., empty moment, and useful load.
Method of determining weight and balance limitations for takeoff, landing, and en route operations.
Loading passengers and baggage.
Change of weight and shifting weight, including fuel burn-off.
Significant weight and balance limitations with various crewmember, passenger, payload, and fuel loads.
SUPERCHARGER OPERATION (when applicable)
SPECIFIC SYSTEMS AND OPERATIONS (APPROPRIATE TO INDIVIDUAL AIRPLANE).
1.
2.
3.
4.
5.
6.
Anti-icing and de-icing systems.
Autopilot systems.
Automatic or other approach aid systems.
Stall warning devices, stall avoidance devices, and stability augmentation devices.
Airborne radar devices.
Any other systems, devices, or aids available.
SPECIFIC EMERGENCY PROCEDURES (APPLICABLE TO INDIVIDUAL AIRPLANE)
1. Rapid decompression.
2. Emergency Descent.
3. Any other emergency procedure outlined in the appropriate manufacturer‟s published recommendations.
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LESSON TWO: CREWMEMBER DUTIES AND RESPONSIBILITIES
PILOT IN COMMAND: The pilot in command of the aircraft is at all times directly responsible for, and is the final
authority as to, the operation of that aircraft. Prior to flight, each pilot in command is responsible for familiarizing
himself with all available information concerning that flight; including current status and aircraft maintenance log.
TWO PILOT CREW: During operations with a second-in-command, the pilot-in-command will delegate the
functions outlined below to the second-in-command.
1. Preflight
a. Preparation of the aircraft; including line check, airplane servicing, and loading of food and
beverages.
b. Preparation of the load manifest.
c. Loading of passengers, cargo, and storage of loose articles.
2. Before Takeoff and during taxiing
a. Radio Communications including clearances and set-up of radios and equipment for departure.
b. Passenger briefing.
c. Check of all doors and windows.
d. MAINTAIN constant vigilance for other aircraft and hazards.
e. Read the Before Takeoff checklist (challenge and reply).
f. Handle appropriate navigation charts.
3. Takeoff and Climb
a. Radio communications, including clearances and set-up of radios and equipment during departure.
b. Call-out and monitor takeoff and climb speeds.
c. Monitor engine instruments and controls.
d. MAINTAIN constant vigilance for other aircraft and hazards.
e. Check on passenger comfort, including heating and ventilation.
4. Cruise
a. Read Cruise checklist (challenge and reply).
b. Radio communications, including clearances and set-up of radios and equipment.
c. Maintain constant vigilance for other aircraft arid hazards.
d. Handle appropriate navigation charts and assure let-down charts are in proper place.
e. Check on passenger comfort; including heating and ventilation.
f. Serve, as applicable, passenger beverages.
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LESSON TWO: CREWMEMBER DUTIES AND RESPONSIBILITIES (Continued)
5. Before landing
a. Read Before Landing checklist (challenge and reply).
b. Radio communications, including clearances and set-up of radios and equipment.
c. MAINTAIN constant vigilance for other aircraft and hazards.
d. Check on passenger comfort, stowing of articles for landing, and briefing.
e. During an instrument approach call out field-in-sight and M[)A or DH.
6. After landing
a. Read After Landing checklist (chal1enge and reply).
b. Radio communications, as appropriate.
c. MAINTAIN constant vigilance for other aircraft and hazards.
7. Stopping Engine(s).
a. Read Stopping Engine(s) checklist (challenge and reply).
8. Deplaning.
a. Assist passengers.
b. Unload baggage.
c. Clean-up aircraft for next flight.
d. Handle airplane servicing; including fuel and oil.
9. Emergencies.
a. Read Emergency checklist (challenge and reply).
b. Conduct Passenger briefing.
c. Handle radio communications.
d. Follow other specific instructions of the pilot-in-command
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COLLISION AVOIDANCE PRECAUTIONS: Each pilot will be briefed on operations practices procedures, and
techniques which should be used to minimize the dangers of Midair collisions and near Midair Collisions. Special
emphasis will he placed Stage III pilot responsibilities, the contents of Advisory Circular 9O-48A (or current
equivalent), and the use of proper visual scanning technique
INSTRUMENT APPROACHES: Each flight crewmember will be briefed on the importance of altitude awareness
and flight crew procedures during instrument approaches. The dangers of cockpit distractions during critical regimes
of flight will he emphasized. Pilots should be aware that periods of “cockpit sterilization” are recommended during
such times. The flight deck crew should not be disturbed by irrelevant communications with ATC, company calls,
and unnecessary conversation with passengers and between crewmembers.
Two Pilot Crew: The following procedures wil1 be implemented during the execution of instrument approaches.
A. A review of instrument approach plates prior to final approach fix to include:
1. Field elevation.
2. Type of approach.
3. Radio configuration.
4. Minimum Descent Altitude (MDA) or Decision Height (PH).
5. Missed Approach Procedure.
6. Approach Speed.
B. Completion of final checklist prior to or a soon as practicable after final approach fix.
C. During final approach, the non-flying pilot shall check and CALLOUT as appropriate:
1. Final fix inbound or 1,000 feet above airport altitude: altimeter and instrument crosscheck and flag warnings. During flight director or auto coupled approach (when applicable)
both pilots shall confirm proper flight director auto coupler mode and glide slope lock-on as
appropriate. Raw ILS data shall be monitored during approach and significant excursions called out by the
non-flying pilot.
2. Five hundred feet above field elevation: cross-check of altimeters, instruments, and flag warnings.
Thereafter the non-flying pilot shall call out significant deviations from planned approach speed,
rate of descent, and instrument indications.
3. One hundred feet above MDA or DH.
4. MDA or DH.
5. Approach, strobe, or centerline lights “in sight,” or “runway in sight.‟ or “no runway in sight.” No
nonstandard sighting callouts should be made.
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INSTRUMENT APPROACHES - TWO PILOT CREWS (CON’T)
6. During non precision approaches, the altitude callouts at minimum descent altitude shall be
continued while maintaining the MDA until the aircraft:
(a) reaches the missed approach point, or
(b) until the pilot can maintain visual reference for landing as required by FAR 91.117, or
(c) until a missed-approach procedure is commenced and a positive rate of climb is established.
7. During the conduct of ASR approaches, the non- flying pilot shall confirm to the pilot flying the
airplane all “should be” altitudes given by the ASR final controller.
8. The non-flying pilot should be aware of the necessity to report to the pilot flying the airplane any
significant rate of descent excursions continually until the aircraft is visual and over the runway.
2. Single-Pilot Crew. The pilot will adhere to the same procedures outlined above under (1) (A) and (B). In addition,
he/she will call out to the check pilot or instructor the altitudes noted in (C) (1), (2), (3) and (4).
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LESSON THREE: CREWMEMBER EMERGENCY TRAINING
Each crewmember during initial, transition, upgrade, differences, and recurrent training must accomplish the
emergency training outlined below for each aircraft type, model, and configuration.
1. Operation of emergency equipment; including, when applicable:
a. Equipment used in ditching and evacuation,
b. First aid equipment and its proper use, and
c. Portable fire extinguisher, with emphasis on the type of extinguisher to be used on different
classes of fires.
2. Handling of emergency situations; including, when applicable:
a. Rapid Decompression,
b. Fire in flight or on the surface and smoke control procedures with emphasis on electrical
equipment and related circuit breakers found in cabin areas,
c. Ditching and evacuation,
d. Illness, injury, or other abnormal situations involving passengers or crewmembers, and
e. Hijacking and other unusual situations.
3. Review of the company‟s previous accidents and incidents involving actual emergency situations.
4. Crewmembers who serve in operations above 25,000 feet must receive instruction in the following:
a. Respiration.
b. Hypoxia.
c. Duration of consciousness without supplemental oxygen at altitude.
d. Gas expansion.
e. Gas bubble formation.
f. Physical phenomena and incidents of decompression.
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EMERGENCY DRILLS
Each crewmember must perform the following emergency drills, using the proper emergency equipment and
procedures (unless the Administrator finds that, for a particular drill, the crewmember can be adequately trained by
demonstration)
1. Ditching, if applicable.
2. Emergency evacuation.
3. Fire extinguishing and smoke control.
4. Operation and use of emergency exits, including deployment and use of evacuation chutes, if applicable.
5. Use of crew and passenger oxygen.
6. Removal of life rafts from the aircraft, inflation of the life rafts, use of life lines, and boarding of
passengers and crew, if applicable.
7. Donning and inflation of life vests and the use of other individual
flotation devices, if applicable.
PILOT FLIGHT TRAINING
The following pilot operations with related procedures and maneuvers have been identified by the FAA as necessary
to demonstrate the skill and knowledge to safely and efficiently function as a pilot. Each pilot should be especially
aware of wake turbulence hazards and collision avoidance precautions. Each maneuver and/or related procedure is
presented in accordance with the following outline.
1. Title: A specific name for the individual maneuver consistent with a title identified in applicable FAR‟s
and flight/practical test guides.
2. Objective: An objective states briefly the purpose for which the maneuver or procedure is required during
the flight training.
3. Description: For each flight training maneuver/procedure utilized in training there is a prescribed word
picture of chronological order of events followed in the execution of the particular maneuver. The
description may include CAUTIONS, brief NOTES, and references to attached pictorial displays of the
approved normal, abnormal, and emergency maneuvers, procedures, and functions that will be performed
during each flight training maneuver/procedure.
a. Company recommended procedure.: A company recommended procedure is a description of
the company approved procedure for the execution of each maneuver. These are the only procedures
approved by the company for use during flight training.
b. Alternate Procedure: In cases where more than one procedure may be used in the performance
of a flight training maneuver, an alternate procedure is included within the description portion of the
particular maneuver.
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PILOT FLIGHT TRAINING (CON’T)
4. Acceptable Performance Guidelines: The Acceptable Performance Guidelines set forth in these
maneuvers are utilized to evaluate the performance of an individual to determine if that pilot has attained the
level of proficiency necessary to achieve the objective of the maneuver. These guidelines include tolerances
which are not hard-and-fast, but serve to establish the level of performance expected in good flying
conditions. Consideration will be given to: (1) executing procedures and maneuvers within the aircraft‟s
performance capabilities and limitations, (2) executing emergency procedures and maneuvers
appropriate to the aircraft, (3) piloting the aircraft with smoothness and accuracy, (4) exercising judgment,
(5) applying his/her aeronautical knowledge, and (6) showing that he/she is the master of the aircraft, with
the successful outcome of a procedure or maneuver never in doubt.
5. Profile: For a flight training maneuver for which a pictorial depiction is appropriate and helpful, the
profile has been included together with the description of the related maneuver.
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LESSON FOUR: PREFLIGHT OPERATIONS
PREFLIGHT OPERATIONS: These procedures are completed to assure the pilot is familiar with all available
information concerning flight preparation, to ensure that he/she meets pilot requirements, to determine that the
airplane is airworthy and ready for safe flight, and to ensure that suitable weather conditions exist for the proposed
flight.
DESCRIPTION
1. Certificates and documents. The pilot will be expected to present approved pilot and medical certificates
and to locate and explain the airplanes registration certificate, operating manual or FAA approved Airplane
Flight Manual, airplane equipment list, and required weight and balance data. The airplane and engine
logbooks and other pertinent maintenance records should be presented.
2. Airplane Performance and Limitations. The pilot should have determined the runway lengths at airports of
intended use, and using the FAA approved Airplane Flight Manual (or equivalent) determined the required
takeoff and landing distance considering density altitude, wind, and gross weight. Other important
performance capabilities, approved operating procedures, and limitations for the airplane should be
identified; including normal power settings, critical and recommended speeds, and fuel and oil requirements.
3. Weight and Balance. The pilot will demonstrate the application of the approved weight and balance data
for the airplane; including determining gross weight limitations and that the c.g. (center of gravity) location
is within allowable limits. A different set of loading data should be given for each flight so the pilot learns
the capabi1ities and limitations of the airplane.
4. Weather Information. The pilot will obtain pertinent reports and forecasts for each proposed flight.
5. Line inspection. After initial briefing and demonstration, the pilot will be asked to demonstrate a visual
inspection of the airplane and determine that the airplane is in an airworthy condition and ready for Flight.
6. Airplane Servicing. During the line inspection the pilot will determine that the fuel is of the proper grade
and type and that the supply of fuel, oil, and other required fluids is adequate for the proposed flight. Special
attention should he given to eliminate possible fuel contamination.
7. Engine and Systems Preflight Check. Prior to each flight the pilot will demonstrate a check to determine
that the engine is operating within acceptable limits and that all systems, equipment, and controls are
functioning properly and adjusted for takeoff. The cockpit checklist should be used for preflight, before
starting engine(s), and before takeoff.
ACCEPTABLE PERFORMANCE GUIDELINES
1. The pilot will be expected to be knowledgeable regarding the location, purpose, and significance of
certificates and documents.
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LESSON FOUR: PREFLIGHT OPERATIONS (CON’T)
2. The pilot will be expected to obtain, explain, and apply the information which is essential in determining
performance capabilities and limitations of the airplane.
3. The pilot will be expected to determine the empty weight, center of gravity, maximum allowable gross
weight, useful load (fuel, passengers, baggage) by reference to appropriate publications. He/she will explain
the method of determining compliance with weight and balance limitations for takeoff, landing, and en route
operations.
4. The pilot will be expected to explain the best way to obtain weather information that is pertinent to the
flight, select weather information pertinent to the flight, and show ability to interpret and understand its
significance with respect to the proposed flight.
5. The pilot will be expected to use an orderly procedure in conducting a preflight check of the airplane, and
shall know the significance of each item checked and recognize any unsafe condition.
6. The pilot must know the grade and type of oil and fuel specified for the airplane and be able to determine
the amount of fuel required to complete the flight. He/she must know where to find all fuel and oil fillers and
the capacity of each tank, as well as the location of the battery, hydraulic fluid reservoirs, anti-icing fluid
tanks (if applicable), and shall know the proper steps for avoiding fuel contamination during and following
servicing.
7. The pilot will be expected to use proper procedures in engine starting and run-up and in checking airplane
systems, equipment, and controls to determine that the airplane is ready for flight. Careless operation in
close proximity to obstructions, ground personnel, or other aircraft is evidence of incompetent performance.
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LESSON FIVE: AIRPORT AND TRAFFIC PATTERN OPERATIONS
AIRPORT AND TRAFFIC PATTERN OPERATIONS: These procedures provide training in the safe and
efficient operation of the airplane during arrival, departure, and operation in the traffic pattern at controlled and
noncontrolled airports during day and night VFR operations.
DESCRIPTION
1. Radio Communication and ATC light signals. The pilot will be asked to use designated frequencies and
recommended voice procedures to report position and state intentions regarding the flight, and to obtain
pertinent information and clearances. When applicable, the pilot should use Airport Terminal Information
Service, Airport Advisory Service, Control Tower, Approach and Departure Control, UNICOM, and ATC
light signals.
2. Airport and Runway Markings and Lighting. When available, the pilot will be expected to demonstrate the
proper use of wind and traffic direction indicators and markings indicating closed runways, displaced
thresholds, taxiway holding lines, and basic runways, and is also expected to be familiar with taxiway and
runway lighting, rotating beacons, obstruction lights, and VASI.
3. Operations on the Surface. When ready to taxi, release parking brake and as aircraft begins to move
forward test brakes by depressing each brake pedal. Taxi at a moderate speed and avoid making fast turns
that put abnormal side loads on the landing gear. Maximum speed for taxiing should be that which wou1d
allow the aircraft to be safely controlled in the event of a brake failure. Unless passing close to another
aircraft or object, the nose of the aircraft should always follow the painted taxi lines. Safe operating practices
while in close proximity to other aircraft, persons, or obstructions will always be used. Emphasis will be
placed on use of brakes and power to control taxi speeds, proper positioning of flight controls for existing
wind conditions, awareness of possible ground hazards, and compliance with taxi procedures and
instructions. Extra precaution should be used when taxiing behind large aircraft.
4. Traffic Patterns. Prescribed arrival and departure procedures will be used and the pilot is expected to
maintain appropriate altitudes, airspeeds, and ground track consistent with instructions received or the
established traffic pattern at each airport used.
5. Collision Avoidance Precautions. Continuous and conscientious surveillance of the airspace in
which the airplane is being operated will be emphasized to guard against potential mid-air
collisions. During maneuvers which involve rapid altitude and heading changes, adequate clearing
procedures will he used. Whatever clearing is deemed necessary should be used to assure that the
area is clear before performing maneuvers such as stalls or flight at critically slow airspeeds, etc.
There will be no significant delay in entering a maneuver upon completion of the clearing turn(s).
6. Wake Turbulence Avoidance. The pilot will be asked to explain how, where and when wingtip
vortices are generated and their characteristics and associated hazards. Recommended procedures
will be followed to remain clear of these hazards during flight operations.
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ACCEPTABLE PERFORMANCE GUIDELINES
1. Determine the type of communications facilities available, select current frequencies, and use appropriate
communications procedures to obtain and acknowledge necessary information.
2. Know the meaning of standard wind and traffic indicators, markings and lighting, and how they relate to
airplane operation.
3. Maneuver the airplane on the surface without endangering persons or property or conflicting with a
smooth and orderly flow of traffic. Always test brakes before taxiing. Maintain safe distance from other
aircraft and objects. TAXI AT A SAFE SPEED.
4. Maneuver the airplane relative to the runway in use. Wind drift correction, and adequate spacing in
relation to other aircraft should he used. Altitude should be maintained within + 100 ft. from prescribed
traffic pattern altitudes and airspeed should be maintained within + 10 knots of recommended airspeed.
5. Maintain continuous vigilance for other aircraft arid take immediate actions necessary to avoid any
situation which could result in a mid-air collision Extra precautions shall be taken, particularly in areas of
congested traffic, to ensure that the view of other aircraft is not obstructed by the airplane‟s structure. When
traffic advisory service is used, the pilot should understand terminology used by the radar controller in
reporting positions of other aircraft.
6. When applicable, identify the conditions and locations in which wingtip vortices may be encountered and
adjust the flight-path so as to avoid these areas. Follow recommended procedures for avoiding the hazards of
flying into wingtip vortices.
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LESSON SIX: TAKEOFFS AND LANDINGS.
OBJECTIVE: These procedures describe the methods and techniques to be employed when performing takeoffs
and landings under normally anticipated conditions with field of normal length and surface conditions.
DESCRIPTION
1. Normal Takeoff. The pilot should brief the instructor on takeoff procedures that will be used prior to
clearance for takeoff. This briefing should consist of the density altitude, existing wind, runway length
available and runway length required, power settings, flap settings, lift-off speed, best rate-of-climb
speed, and climb power settings. During takeoff, the airplane should he aligned with the runway centerline
and the power applied smoothly while maintaining positive directional control. Monitor engine instruments
and use whatever control displacement is needed to compensate for crosswind conditions and other variables
while maintaining runway heading. Lift-off should be made at the manufacturer‟s recommended takeoff
speed for normal takeoff and a pitch attitude established that will obtain the best rate of climb speed until
reaching traffic pattern altitude. Reduce to climb power above 500 feet AGL and accelerate to cruise climb
speed above traffic pattern altitude.
NOTE: Because takeoff is the most critical phase of flight, careful attention should be given to the use of a
checklist before every takeoff. Throttle operation should be smooth and positive with thought given to “P”
factor and mechanical strains on the engine. Engine operating limitations will be observed. The takeoff run
should be maintained down the centerline to improve proficiency and to allow for blowouts or unexpected
swerves.
2. Crosswind Takeoff. Careful consideration should be given to the effects of strong crosswind before
taxiing to the takeoff position. At no time should a takeoff be attempted that would exceed the crosswind
limitations of the airplane. Narrow wheel treads, high center of gravity and light weight when combined,
result in an aircraft easily turned over in gusty cross and tail winds. During the takeoff, hold aileron into the
wind and maintain a straight path by use of the rudder. As the nose wheel lifts off the ground, the rudder is
used as necessary to prevent crabbing into the wind. When the plane becomes airborne, the wheel upwind
leaves the ground last. If these corrections were not made, gusty winds could cause the plane to skip and if
the plane were in a crab, landing gear failure or a ground loop could result. After leaving the ground the
aircraft should be crabbed into the wind to continue the flight path straight out the extension of the runway
centerline. After the airplane is airborne, the crab established, and the airspeed stabilized at Vy, normal
takeoff procedures will be used.
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TAKEOFFS AND LANDINGS (CON’T)
3. Crosswind Landing. On final approach, the crab will he changed to a slip. The force held on the controls
is proportionate to the crosswind. The slip must keep the flight path and the fuselage of the aircraft aligned
with the runway centerline. Wind drift corrections should be made throughout the last phase of final
approach and touchdown. As ground contact is made on the upwind wheel, the controls are gradually
moved farther in the same direction to compensate for loss of control effectiveness as speed decreases. No
crosswind landing should be attempted that exceeds the crosswind limitations of the aircraft.
4. Normal Landing. Unless otherwise directed by ATC, entry should be made at midfield, 45 degrees to the
downwind leg at traffic pattern altitude. Speed should be reduced to that compatible with other aircraft in the
pattern if practicable. The Before Landing Checklist should be completed (except for landing flaps) when
downwind opposite the point of touchdown. Angle of bank should not exceed 30 degrees while in the traffic
pattern. Under normal conditions, approach flaps are lowered downwind and landing flaps are lowered when
established on final and landing is assured. When established on final approach and landing flaps have been
extended, stabilized airspeed to that recommended by the manufacturer. If a recommended airspeed is not
furnished by the manufacturer, a speed equal to 1.3 Vso should he use. The approach should be planned so
the landing will be made in the center of the first third of the runway, with a smooth transition from
approach t landing attitude. Always use smooth coordinated power reduction in airplanes using power during
the approach. The after landing checklist will not be accomplished until clear of the runway.
ACCEPTABLE PERFORMANCE GUIDELINES
1. Competence in performing normal and crosswind takeoffs will be evaluated on application of power and
flight controls, directional control, coordination, smoothness in establishing lift-off and climb, and wind drift
corrections.
2. A track aligned with the runway should be maintained after lift-off and a climb speed within • 5 knots of
the best rate-of-climb speed until reaching traffic pattern altitude.
3. Proper final approach speed shall be maintained within ± 5 knots and touchdown in the proper landing
attitude with the Pre-landing procedures completed and proper. Touchdown should he made without
excessive side load on the landing gear. Directional control shall be maintained and track maintained down
the centerline of the runway. Directional control is to be maintained throughout the approach, landing, and
roll-out so that no danger of ground loop or loss of control exists.
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LESSON SEVEN: FLIGHT AT CRITICALLY SLOW AIRSPEEDS
OBJECTIVE: These maneuvers demonstrate the degree of controllability available while in close proximity to the
pre-stall buffet. They provide the opportunity to practice control techniques which are most beneficial in the low
speed regimes encountered during takeoffs and landings. They demonstrate the changes in the airplane flight
characteristics at critically slow airspeeds. They develop competency in maneuvering the airplane at critically slow
airspeeds and teach recognition of imminent stalls and the procedures to commence prompt, positive, and effective
recoveries from such situations.
DESCRIPTION:
1. Maneuvering at Minimum Controllable Airspeed. Flight at minimum controllable airspeed is practiced in
cruise and landing configuration, and will consist of straight flight, turns, climbs, and descents. By
definition, the term “Flight at minimum controllable airspeed” means “a speed at which any further increases
in angle of attack, or increase in back pressure will cause an immediate physical indication of a stall. Stall
warning devices on U.S. certificated aircraft are required to be activated at least 5, but not more than the
greater of 10 knots or 15% of the stalling speed, and must continue until the stall occurs “. In view of the
above requirement, flight at minimum controllable airspeed will result in activation of the stall warning
device.
2. Imminent Stalls. Stalls will be practiced under the two most critical operating conditions: Takeoff and
Departure and Approach to landing.
A. Takeoff and departure stalls will be performed straight ahead and from 15º and 20º constant
banked turns in takeoff configuration. The climb will be entered at liftoff speed with climb power.
The angle of attack will be gradually increased until a stall occurs. At least 65% power should he
used.
B. Approach to landing stalls are performed from straight glides and moderately banked gliding
turns in the landing configuration. The demonstration is entered at landing approach speed and
gradually reduced until a stall occurs, at idle power, or the power that would be used for a normal
approach, should be used.
Deactivation of stall warning devices is prohibited if they are required equipment on the airplane.
Recovery will be initiated as soon as evidence of a stall is recognized or when full-up elevator will
not result in a stall.
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FLIGHT AT CRITICALLY SLOW AIRSPEEDS (CON’T)
ACCEPTABLE PERFORMANCE GUIDELINES
1. Evaluation will be made on competence in establishing the minimum controllable airspeed, in positively
controlling the airplane, in using proper torque corrections, and in recognizing incipient stalls. Primary
emphasis will be placed on attitude and airspeed control. During straight-and-level flight at this speed,
altitude will be maintained within ± 50 ft. and heading within ±10 degrees of that assigned. Special
emphasis will be placed on surveillance of the area prior to and during these maneuvers. Any pilot induced
unintentional stalls will be considered unsatisfactory. Airspeed should be maintained within + 5 and - 0 of
that desired.
2. Evaluation will be made on competence in recognizing the indications of an imminent stall and in taking
prompt, positive control action to prevent a full stall. There should be no uncontrollable pitching of the nose,
no abrupt pitch changes during recovery, the heading should be maintained within ±10º where applicable,
there should be no excessive airspeed, excessive loss of altitude, or a spin.
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LESSON EIGHT: CROSS-COUNTRY FLYING -VFR
OBJECTIVE: These maneuvers develop competency in operating the aircraft over a route segment and into
airports representative of the operating authorization.
This pilot operation is omitted when the pilot will be authorized to conduct IFR operations (included in that section)
and for Transition, Upgrade, and Differences Training.
DESCRIPTION
1. Flight Planning. A cross-country flight to a point at least 2 hours away and representative of the
authorization specifications should be planned. Planning should include obtaining of pertinent and available
weather information; plotting the course on an aeronautical chart, selecting checkpoints, measuring
distances, and computing flight time, headings, and fuel requirements. The Airport Facility Directory
should be used as a reference for airport information.
2. Conduct of Planned Flight. The planned flight should be made using pilotage, dead reckoning, and VOR
or ADF radio aids as appropriate to the equipment in the airplane. The desired track should be made good,
position determined by reference to landmarks, and estimated times calculated over checkpoints and
destination. VFR/ADF navigation should include intercepting and following a VOR radial or ADF bearing,
station passage should be identified, and position should he identified by means of cross bearings. The
planned course will be followed at least until established on course, groundspeed has been computed, and
the estimated time of arrival at the point of first intended landing has been made.
3. Diversion to an Alternate. After becoming established on course, an alternate course of action will be
given that requires selecting an alternate airport, as might be necessary to avoid adverse weather. The new
course should be established promptly and an estimate to the alternate airport computed.
ACCEPTABLE PERFORMANCE GUIDELINES
1. All flight planning operations shall be meaningful, accurate, and applicable to the trip proposed.
2. Headings should be established that will intercept and maintain the desired course. Position should be
identified accurately. Estimates over checkpoints and destinations should have an apparent error of not more
than 5 minutes. Altitude should be maintained within ± 100 ft. Power settings should be established that will
result in the flight planned airspeed and fuel consumption. The mixture should be leaned in accordance with
manufacturer‟s recommendations. The course to the alternate should be established within a reasonable time
and an acceptable estimate of flying time and required fuel calculated,
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LESSON NINE: MAXIMUM PERFORMANCE MANEUVERS
OBJECTIVE: These maneuvers develop competence in obtaining maximum performance from the airplane.
DESCRIPTION
1. Short Field Takeoff and Maximum Climb: The takeoff should be made from a runway of normal length
with the distance and obstruction being simulated. The airplane should be taxied to the farthest possible
point on the runway and lined-up with the centerline of the runway. Power should be added promptly and
smoothly and the aircraft accelerated on the ground roll until the airspeed approaches the best angle-of-climb
speed. The airplane should be rotated so as to establish best angle-of-climb speed after liftoff. Best angle-ofclimb speed should be maintained until clear of the obstruction. After clearing the obstruction, best rate-ofclimb should be maintained until reaching traffic pattern altitude. From this point normal takeoff procedures
will be used.
NOTE: The manufacturer‟s recommended flap settings, power settings, and airspeeds will be used.
2. Short Field Approach and Landing: This landing will be made over an assumed 50 ft. obstacle.
Manufacturer‟s recommended airspeed should be established on final approach together with landing flap
setting. This will be a power approach using pitch to control airspeed and power to control rate of descent.
The landing should be accomplished with little or no floating. The throttle is gradually closed after crossing
the obstruction and is closed immediately after touchdown, accompanied by application of brakes to
minimize the after-landing roll.
3. Soft Field Takeoff: This takeoff will be made from a normal runway with surface conditions being
simulated as soft field. After run-up and systems check and cleared for takeoff, the airplane should be taxied
at a speed consistent with safety and ground conditions without stopping on the runway. As the aircraft is
aligned for takeoff, apply power smoothly and as rapidly as the powerplant will accept it without faltering.
As the aircraft accelerates, establish a pitch attitude that concentrates the aircraft weight on the wing as soon
as possible and allows the aircraft to liftoff as soon as it is ready to fly. After becoming airborne, the pitch
attitude should be adjusted with the wheels just clear of the surface to allow the airplane to accelerate.
The airplane should not settle back to the ground. As the airplane reaches best angle-of-climb or best rate-ofclimb speed, whichever is appropriate for the field conditions, adjust the pitch attitude to maintain the
desired climb speed. The flap setting used should be in accordance with the manufacturer‟s
recommendations. Flaps should be retracted as soon as the aircraft reaches a safe speed.
4. Soft Field Landing: This landing will be made from a normal approach with a touchdown at the slowest
possible airspeed to permit the softest possible touchdown and a short landing roll. A nose high attitude
should be maintained during the roll-out and the flaps promptly retracted (if recommended by the
manufacturer) to prevent damage from mud or slush thrown by the wheels,
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MAXIMUM PERFORMANCE MANEUVERS (CON”T)
NOTE: Extreme caution should be exercised when practicing short and soft field landings at minimum speeds. At
these speeds, high sink rates may occur in some aircraft requiring excessive altitude and/or power for recovery.
5. Steep Power Turns. At the manufacturer‟s recommended entry airspeed, enter a steep turn using a
bank attitude of at least 50 degrees (not to exceed 60 degrees) to execute maximum performance turns in
both directions. When entry airspeed is not recommended, normal cruise airspeed may be used in smooth air,
otherwise maneuvering speed should be used. Power will be increased as the bank is established and
decreased during the roll- out as required to maintain altitude and airspeed. Entry and rollout rate should be
consistent and executed with proper coordination.
6. Descents. Power-off descents will be made which result in either the greatest possible forward distance,
or the minimum rate-of-descent as the conditions require. Consideration should be given to gross weight,
wind, and configuration.
7. Steep Spirals. Enter a gliding turn about a point on the ground maintaining a constant radius of turn with a
radius so selected that the steepest hank will be approximately 50°. The turns should be accomplished both
right and left with at least three 360 turns. Recovery should be made at an attitude that would allow a forced
landing in the event of engine trouble, but not lower than 500‟ above the highest obstruction. This maneuver
may be accomplished as an emergency overhead pattern with the last turn executed as a 360 overhead
approach (when conditions permit).
ACCEPTABLE PERFORMANCE GUIDELINES
1. Takeoff and landing performance will be evaluated on the basis of planning, smoothness, directional
control, and accuracy. Performance should be comparable to that presented in the Aircraft Flight Manual (or
equivalent). In simulating a short-field takeoff, the lift-off and climb speed shall be performed within ± 5
knots of the best angle-of-climb speed and the assumed obstacle cleared by a safe margin. In simulating a
soft-field takeoff, the lift-off should not be above the power-off stalling speed and the climb speed should be
within ± 5 knots of either the best rate-of-climb, or the best angle-of-climb speed as appropriate. In
simulating a short field landing, the airspeed and angle of descent should be accurately controlled so that the
assumed obstacle is safely cleared and floating is minimized during the flare. After touchdown, the airplane
should be brought smoothly to a stop within the shortest possible distance consistent with safety. Final
approach speed during all landings should be within ± 5 knots of that prescribed.
When raising the flaps after a soft-field landing, extreme caution shall be exercised to maintain
positive directional control. Improper or incomplete pre-takeoff and pre-landing procedures,
touching down with an excessive side load on the landing gear, or poor directional control will be
evidence of a lack of competence in performance of these maneuvers.
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MAXIMUM PERFORMANCE MANEUVERS (CON”T)
2. During steep power turns competence will be evaluated on planning, coordination, smoothness,
prompt stabilization of the turns, and orientation during the maneuver. Altitude should be
maintained within ± 100 ft. from the entry altitude, bank within ± 5 degrees, and heading on
recovery within ±10 of entry heading.
3. During maximum performance descents, evaluation will be based on establishing and
maintaining the proper configuration and pitch attitude which will produce the maximum
performance speed for the glide. Airspeed should be maintained within ± 5 knots of the desired
speed. Consideration should be given to the effects of gross weight, wind, configuration, and other
variables
4. Performance will be evaluated on the basis of entering, maintaining, and recovering from steep
spirals using smooth coordinated controls. Emphasis will be placed on a uniform radius of turn and
vigilance for other aircraft. Loss of orientation, descending below a safe altitude, or excessive
variation of pitch attitude will be evidence of a lack of competence. Airspeed should be maintained
with ± 10 knots of that recommended. The steepest bank should be between 50° and 55º. Heading
should be within ± 100 of the entry heading.
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LESSON TEN: OPERATION OF AIRPLANE EQUIPMENT
OBJECTIVE: These procedures develop the trainee‟s practical knowledge of the use of the systems and devices
appropriate to the aircraft.
DESCRIPTION
1. Flap Operation. Wing flaps will be used for normal takeoffs or short and soft/rough field type takeoffs, the
wing flaps should be set to the manufacturer‟s recommended setting. Full flaps will be used for normal
landings. All flap operation will be below the limiting flap operating speeds.
2. Controllable Propeller (when applicable). Place the propeller in high RPM prior to engine starting.
Exercise the propeller one or more times prior to takeoff and leave in the high-RPM setting for takeoff. After
takeoff and climbing to at least 500 feet AGL, reduce power to 75% and then reduce RPM to the top of the
green operating range. During cruise flight the RPM should be adjusted to the lowest usable RPM for a
given power setting. The RPM should never be reduced below the manifold pressure without reference to the
manifold pressure vs. RPM limitations. During descent for landing the propeller should be placed in the high
RPM setting. When increasing power, attention should first be given to RPM setting. Anytime power is
being reduced, attention should first be directed to power setting.
3. Anti-icing, de-icing systems, auto-pilot system, airborne radar devices, and any other system, device or
aid installed on the airplane. All systems, devices, and aids installed on the airplane will be used in
accordance with the operating instructions for that equipment. Each system, device, and aid will be utilized
during training lessons to develop proficiency in their use. An exact description of their use is not possible
due to the variations of equipment that may be operational within aircraft types.
ACCEPTABLE PERFORMANCE GUIDELINES
1. Untimely operation of the flaps which creates a hazard will be evidence of a lack of competence in the
operation of the airplane.
2. Improper propeller settings which could damage the engine or create a hazard will be evidence of a lack
of competence. All settings should be in accordance with the manufacturer‟s recommendations.
3. The trainee will be expected to demonstrate a practical knowledge of, and the ability to operate under
normal and abnormal conditions, all systems, devices, and aids installed on the airplane.
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LESSON ELEVEN: EMERGENCY OPERATIONS
OBJECTIVE: These maneuvers describe the emergency operation of the airplane during emergency situations
which may occur during flight, and describe the emergency operation of airplane systems and equipment.
DESCRIPTION
1. Partial or Complete Power Malfunctions. The instructor will, with no advance warning, reduce power to
simulate engine malfunction. This will include both partial and complete power loss. The pilot should
establish the proper airspeed and accomplish the recommended emergency checklist; including checking for
carburetor or induction system ice, fuel starvation, and engine malfunction. The instructor may either return
the engine to normal power after the pilot identifies the problem the instructor is simulating, or the instructor
may request a forced landing.
A. Simulated Forced Landing. A simulated Forced landing can be given with the aircraft in any
configuration. The instructor will call “forced landing” and check that the throttle is closed. In order
to obtain the best glide ratio, the cleanest configuration and best glide speed are normally established
as soon as possible. If the airspeed is above the glide speed the trainee should maintain altitude,
place the aircraft in its cleanest configuration and allow airspeed to dissipate to best glide speed.
Altitude permitting, the trainee should determine the best landing area available, maneuvering the
aircraft as required to do so. The many variables such as altitude, obstructions, wind direction,
landing direction, landing surface gradient and landing distance requirements of the aircraft will
determine the pattern and approach techniques used to complete the maneuver. The trainee should
consider landing on a long field crosswind, or uphill and downwind, if such a landing would be safer
than directly into the wind on available landing areas.
NOTE: During the glide and approach the instructor will assure that measures are taken to keep the engine clear and
ready for immediate response.
Utilizing any combination of normal gliding maneuvers, from wings level to spirals, the trainee is expected to
eventually arrive at the normal “key” position at normal traffic pattern altitude for the selected landing area From
this point on, the approach is as nearly as possible the same as normal power-off approaches, allowing the trainee to
use his/her previous experience in judging the landing point.
Cockpit checks to determine the cause of emergency are a part of this maneuver. Items such as changing fuel tanks,
checking mixture controls, carburetor heat/alternate air, and ignition problems should be covered. If time permits the
trainee should call an appropriate ground station and declare the emergency and his location.
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EMERGENCY OPERATIONS (CON’T)
NOTE: It is mandatory that the instructor and trainee know who is going to initiate the go-around and who will be
flying the aircraft at that time. No simulated forced landing is to be carried out below 500 feet AGL.
2. Rejected Takeoff. During the initial takeoff phase, power will be reduced to idle and normal stopping
procedures will be employed.
NOTE: Rejected takeoffs will be executed on command of the instructor pilot.
Practice of rejected takeoffs will be limited to speeds of not more than 50% of Normal Liftoff Speed.
3. Rejected Landing. This maneuver involves a go-around with the engine operating normally while in the
final stages of a landing approach. All phases of the “Before Landing Checklist” will have been completed.
At any time on final approach prior to actual touchdown; the instructor will command “Go-around.” This
will simulate a landing obstacle such as fire equipment, another aircraft, large animal, etc., moving onto the
runway directly into the landing path. It may also simulate a sudden and violent shift in surface wind or
other unusual conditions. The trainee will immediately apply maximum power and stop the descent and raise
the landing flaps. When the descent has stopped and after checking for a safe airspeed, the approach flaps
are raised and the aircraft pitch adjusted to avoid altitude loss. After final flap retraction, allow the aircraft to
accelerate to Vy. From this point the maneuver will be conducted in the same manner as a normal takeoff.
4. Accuracy Landing. This maneuver will be practiced to enhance planning and afford training in the
utilization of the glide characteristics of the airplane to land at a desired point. Entry will be downwind at
traffic pattern altitude. The engine will be brought to power-off. This maneuver may be practiced with and
without flaps (but no flap retraction once they are applied). On downwind leg, opposite the spot of intended
landing, close the throttle and maintain altitude while decelerating to gliding speed. Maintain a constant best
no-wind glide speed until approaching the landing phase. The approaches will he made to touch down within
the area specified by the instructor.
5. Systems or Equipment Malfunctions. Where practicable, the instructor will, with no advance warning,
simulate flap malfunctions, or an inoperative electrical (or hydraulic) system. The trainee will demonstrate
the correct actions for: (1) inoperative electrical system (generator, alternator, battery, or circuit breaker); (2)
inoperative hydraulic system, if applicable; (3) flap malfunctions; (4) door opening in flight; and (5) control
system malfunction and inoperative elevator trim tab.
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EMERGENCY OPERATIONS (CON’T)
6. No Flap Approach and Landing. No-flap landings will be conducted as a normal landing except without
flaps and from a speed equal to 1.3 times the power--off stall speed with flaps retracted (1.3 Vsl). The
trainee should be aware that in most aircraft the touchdown will be in a higher than normal nose- up attitude,
and that the landing roll will be longer due to the loss of drag caused by the no-flap condition and higher
touchdown speed, The use of brakes may be required as dictated by runway length and surface.
7. Fire in Flight. The instructor will, without advance warning, describe the symptoms of electrical and fuel
fires. After the instructor describes the symptoms of a fire situation, the trainee will follow prescribed
procedures for combating the particular type of fire described. When the simulated fire condition requires
shutting down the engine, engine shutdown will, be simulated and the instructor will assure that measures
are taken to keep the engine clear and ready for immediate response while the trainee accomplishes normal
forced landing procedures.
ACCEPTABLE PERFORMANCE GUIDELINES
1. Evaluation will be based on the trainee‟s knowledge of emergency situations and his ability to recognize
the situation, take prompt and remedial action, and use of good judgment and techniques to minimize the
danger to occupants and the airplane. All emergency procedures shall be in compliance with the
manufacturer‟s published recommendations when available.
2. During forced landings, airspeed should be maintained within ± 10 knots. Altitude at key positions should
be within + 200 feet of the normal pattern altitude.
3. During rejected takeoffs and landings, evaluation will be based upon the use of proper techniques, proper
sequence of procedures, and positive control of aircraft. Airspeed on a go-around should be within +10 and -0 knots of the recommended climb speed.
4. During an accuracy landing, the trainee should land beyond and within 200 feet of a line or mark specified
by the instructor.
5. When the instructor describes the symptoms of a fire in flight the trainee should recognize the type of fire,
determine its location, and explain the proper procedures for extinguishing the fire or for safely terminating
the flight.
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LESSON TWELVE: MANEUVERING BY REFERENCE TO INSTRUMENTS
OBJECTIVE: These maneuvers familiarize the trainee with the operation of the airplane when flying solely by
reference to instruments using full and emergency procedures.
DESCRIPTION
1. Straight-and-level: The trainee will practice straight-and-level flight with changes in airspeed and
airplane configuration.
2. Turns: The trainee will practice heading changes using various means to determine rate and amount of
turn in level, climbing, and descending flight. Practice will include: (1) standard rate turns, (2) timed turns,
(3) turns to predetermined headings, (4) magnetic compass turns, and (5) steep turns.
3. Climbs and Descents: The trainee will practice changes of altitude including (1) constant airspeed climbs
and descents, (2) rate climbs and descents, (3) climbs and descents to predetermined altitudes and headings
ACCEPTABLE PERFORMANCE GUIDELINES
1. During all flight maneuvers the trainee will be expected to control altitude within ±100 ft., heading within
±10°, and airspeed within ±10° knots of that assigned.
2. He/she may be requested to make configuration changes while maintaining the same tolerances.
3. During rate climbs and descents the vertical rate should be within ±200 Ft. per minute of that desired.
4. Unless instructed otherwise all turns will he standard rate (or less if bank limitations apply).
5. Unless advised otherwise all climbs will be at cruise climb until within 1,000 ft. of assigned altitude and
thereafter at 500 ft. per minute, the last 1,000 ft. of any descent should also be at 500 ft. per minute.
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INSTRUMENT TAKEOFFS
Takeoffs will be practiced simulating entry into instrument conditions shortly after liftoff. At or before reaching an
altitude of 100 feet above the airport elevation, the trainee will be requested to lower the hood and complete the
takeoff without visual references.
INSTRUMENT FLIGHT RULES TAKE OFF MINIMUMS
I.F.R. take off minimums which are lower than standard are permitted provided they are at least equal to the lowest
straight in landing minimum at a particular airport, but no lower than 1800 RVR or mile.
In areas where terrain is higher than field elevation and IFR departure procedures are specified, these procedures will
be followed as directed.
The trainee will demonstrate their ability to make an 1800 RVR or mile visibility takeoff by putting in place a view
limiting device immediately after liftoff. The trainee should maintain best single engine rate of climb airspeed until
at least 500 feet above the highest surrounding terrain.
Simulated IFR departure procedures may be given at the option of the check pilot.
The trainee will be expected to follow all required procedures and maintain complete control of the aircraft at all
times.
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LESSON THIRTEEN: IFR NAVIGATION
OBJECTIVE: These maneuvers provide the trainee practice in using radio navigation aids for safe and efficient
navigation in instrument conditions in the National Airspace System in compliance with Instrument Flight Rules and
ATC clearances and instructions.
DESCRIPTION
1. Time, Speed, and Distance. The trainee will practice preflight and in-flight computations of groundspeed,
ETE, ETA, and wind correction angle using radio aids.
2. VOR Navigation. The trainee will practice: (1) intercepting a VOR radial at a predetermined angle, (2)
tracking on a selected VOR radial, and (3) determining position using intersecting VOR radials.
3. ADF Navigation. The trainee will practice using the ADF for homing, intercepting, and tracking
predetermined radio bearings to and from non-directional beacons, and for determining position by use of
cross bearings.
5. GPS Navigation. The trainee will practice usage of the installed and approved GPS (if installed) for all
phases of flight including, flight plans, navigation, approaches if certified and emergency usage. Usage for
approaches will be used only when competency has been proven through the check flight.
4. Navigation by ATC Instructions. The trainee will be given an instrument clearance for each flight in this
phase. This clearance may be obtained through ATC or may be given by the instructor. The clearances will
consist of navigation, radar vectors, and specific instructions for headings and altitude changes.
ACCEPTABLE PERFORMANCE GUIDELINES
1. The trainee will be evaluated on the basis of his/her ability to determine‟ position by means of cross
bearings, interception procedures, ability to maintain orientation and the assigned flight path, and to make
accurate and timely computations.
2. He/she will be evaluated on the promptness and accuracy shown in response to and complying with ATC
navigation instructions; including radio communication procedures in accepting clearances.
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LESSON FOURTEEN: INSTRUMENT APPROACHES.
OBJECTIVE: These maneuvers train the pilot to execute safe and accurate instrument approaches to published
minimums under (simulated) instrument conditions.
DESCRIPTION
1. VOR Approach. ATC or the instructor pilot will clear the trainee for a specific VOR approach. The
primary VHF navigational receiver to be used will be properly tuned, identified, and course selector set
for the approach. If the number two navigational receiver is to be used to identify an intersection,
missed approach point, or as a back-up for the number one receiver, it also will be properly tuned.
The in-range checklist should be accomplished immediately prior to commencing the approach to reduce
pilot workload and allow concentration on maneuvering the aircraft for the approach. The “Before
Landing” checklist may be accomplished at any time during the initial or intermediate segments, with
the exception of landing flaps. Prior to the final approach fix, the trainee will verify field elevation,
MDA, time to missed approach, and missed approach procedures. Flaps may be lowered to the approach
flap setting.
Upon passing the final approach fix, begin descent to MDA or step down fix, if applicable. Landing
flaps will be delayed until landing is assured.
At MDA and at the appropriate time, the trainee will advise the instructor that the airport should be in
sight. The instructor will advise whether a landing or a missed approach is to be executed.
Two variations of the VOR approach now exist. They are the DME arc to the final approach course and
the Area Navigation approach. The DME arc to final approach is accomplished by flying an arc around
the VORTAC at a specific distance until intercepting the final approach course.
The RNAV approach is accomplished in the same manner as the normal VOR approach, but utilizes
waypoints in stead of the actual VORTAC station. This approach requires the use of special on-board
RNAV equipment and special RNAV approaches are published. Unless the RNAV equipment is
approved there will be no RNAV practice approaches conducted during actual instrument conditions.
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INSTRUMENT APPROACHES - DESCRIPTION (CON’T)
2. ADF Approach: The instructor pilot shall clear the trainee for an ADF approach from any specific
position, or following a descent in a holding pattern. Emphases will be placed on the proper technique in
tracking a magnetic bearing. The before landing checklist, up to landing flaps, will be accomplished
inbound to the NDB. Approach flaps may be lowered at this time. Station passage is confirmed when the
ADF needle has made more than a 90° swing. As station passage is recognized, the before landing
checklist will be completed with the exception of landing flaps which may be delayed until landing is
assured.
Prior to crossing the station-inbound, the trainee will verify field elevation, MDA, missed approach
procedure, and time from the station to missed approach.
Time over the station will be noted and the descent adjusted to assure reaching the MDA prior to one
mile out. At MDA and at the appropriate time, the trainee will advise that the airport should be in sight
and the instructor pilot will advise if a landing or missed approach is to be executed.
3. ILS Approach: ATC or the instructor will clear the trainee for a front course approach. The localizer
frequency will be set and identified on appropriate NAV receiver with front course heading set on the
OBS. The marker beacon should be turned on, the ADF turned on (if installed) and tuned to proper
frequency, identified and functioning. The second VHF NAV receiver, if available, should be tuned and
identified as necessary to provide fix points along the approach course, if applicable, or also be tuned to
the localizer course being used, or for missed approach maneuvering. The before landing checklist,
except for landing flaps, will be accomplished prior to the outer marker inbound.
Prior to reaching the final approach fix inbound, the trainee shall verbal verify the field elevation,
decision height, and missed approach procedures. Use of landing flaps will be delayed until landing is
assured.
After passing the final fix, the approach airspeed should be maintained, at decision height, the trainee
will continue the approach and land with the hood removed or execute a missed approach as directed by
the instructor pilot.
NOTE: The trainee will use the published instrument approach procedures.
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INSTRUMENT APPROACHES - DESCRIPTION (CON’T)
4. Circling approaches: The approach to the airport from the final fix is accomplished with approach
flaps. Maneuver the aircraft onto the downwind leg at a position not more than published minimum
visibility distance from the landing runway. Visual reference with the runway must be maintained
throughout the maneuver. When the landing is assured, complete the “before landing” checklist.
Maintain MDA until turning onto final approach. The turn and rate of the descent should be adjusted so
as to bring the aircraft smoothly in alignment with the runway utilizing a normal glide slope approaching
the runway. From this point a normal approach and landing should be executed.
It should be emphasized that excessively banked turns close to the ground are undesirable and should be
avoided.
5. Loca1izer Back Course Approach: ATC or the instructor will clear the trainee for a localizer back
course approach. The localizer frequency will be set and identified on the appropriate NAV receiver
with the FRONT COURSE heading set on the HSI. The trainee will “fly the needle as on a front course
approach. The ADF should be on (if installed) and tuned to the appropriate frequency, identified and
functioning. The second NAV receiver should be tuned and identified to provide fix points along the
approach course or, turned to the localizer course being used, or for the missed approach procedure. The
“before landing” checklist, except for landing flaps, will be completed prior to the final approach fix.
Prior to reaching the final approach fix, the trainee will verify the field elevation, MDA, time to missed
approach point and missed approach procedures. Use of landing flaps may be delayed until landing is
assured. After passing the final fix, the approach speed should be maintained. At MDA, the trainee will
continue the approach and land with the hood removed or execute a missed approach as directed by the
instructor.
6. VOR-DME Approach: ATC or the Instructor pilot will clear the trainee for a VOR-DME approach.
The primary NAV will be properly tuned, identified and the course selector set for the approach. The
DME will be checked to verify the unit is operating and the flag is not showing. If the #2 NAV to be
used to identify or verify intersections, missed approach point, or as a back up for NAV #1, it also will
be properly tuned and identified.
The in range checklist should be completed prior to commencing the approach to reduce pilot workload
and allow concentration on the maneuvering the aircraft for the approach. The before-landing checklist
may be completed any time during the initial or intermediate segments, with the exception of landing
flaps. Prior to the final fix, the trainee will verify field elevation, MDA, time to missed approach, missed
approach DME and missed approach procedures.
Upon passing the final fix, begin descent to MDA or step down fix, if applicable. Landing flaps may be
delayed until landing is assured.
At the missed approach point, the trainee will execute the missed approach or remove the hood and land
the as directed by instructor pilot.
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INSTRUMENT APPROACHES - DESCRIPTION (CON’T)
7. GPS Approaches. ATC or the instructor pilot will clear the trainee for a GPS approach. The GPS unit
should be set for the proper approach selected. The trainee will follow the prescribed procedure and be
competent in adjusting the position of final course interception, and should have completed the before
landing checklist prior to the final fix. Additional navigation equipment if installed should be tuned and set
prior to the final approach segment to allow for increased situational awareness.
ACCEPTABLE PERFORMANCE GUIDELINES
1. Non-precision Approaches. The trainee should descend on course so as to arrive at the MDA at or
before the missed approach point, in a position from which a normal landing approach can be made,
straight-in or circling, as appropriate. The missed approach point shall he determined by accurate timing
from the final approach fix. Airspeed shall be maintained within ±10 knots of the desired approach
speed. At no time shall the trainee descend below minimum altitudes during any part of the approach or
descend below the MDA prior to the instructor reporting the runway environment in sight.
2. Precision Approach. The trainee shall descend on a straight-in approach to the DH or on a circling
approach to the MDA, arriving in a position from which a normal landing approach can be made
straight-in or circling, as appropriate. Airspeed shall be maintained within ±10 knots of the desired
approach speed. Descent below minimum altitudes during any part of the approach, full scale deflection
of the CDI or the glide slope indicator after glide slope interception or descent below the DH or MD
prior to the instructor reporting it in sight will be evidence of an incompetent performance.
3. Circling Approach. The trainee must not exceed the radius of turn dictated by published visibility
minimums or descend below the MDA prior to reaching a position from which a normal approach to the
landing runway can be made.
4. During initial and intermediate segments, altitude will be maintained within ±100 ft. of the prescribed
altitude, and airspeed will be maintained within ±10 knots of the desired airspeed.
5. During the final approach segment, altitude will be maintained within +50 feet and - 0 feet at the MDA
or DH and airspeed within ±5 knots of the desired approach speed.
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LESSON FIFTEEN: CROSS-COUNTRY FLYING - IFR.
OBJECTIVE: These maneuvers develop the trainee‟s competency in conducting en route and terminal operations
within the National Airspace System in (simulated) instrument conditions, using radio aids and complying with ATC
instructions.
DESCRIPTION: The trainee will prepare and satisfactorily accomplish a cross-country flight over a civil airway,
an approved off-airway route, or a portion of either of them representative of operations authorizations; including
takeoffs and landings at one or more representative airports.
1. Selection of Route. The instructor will assign a cross-country flight to an airport representative of a typical
IFR flight. The trainee will select a route based on information contained in the Airport Facility Directory,
En route Charts, Instrument Approach Procedures Charts, and other sources of information. Route planning
will include facilities to be used for all departures and arrivals.
2. Procurement and Analysis of Weather Information. The trainee will procure and analyze weather reports
and forecasts pertinent to the proposed flight. This information should provide: (1) existing weather
conditions over the entire route and the destination airport, (2) forecast weather conditions over the route and
the destination airport, (3) all significant weather information that could effect the flight, (4) the basis for
selecting an alternate airport (if required), and (5) the basis for selecting a route to avoid severe weather
(when applicable).
3. Development of Flight Log. The trainee will develop a complete flight log for the flight; including the en
route courses, estimated ground speeds, distances between checkpoints, estimated time between checkpoints,
the amount of fuel required, and all radio aids that will be used. After completing the flight log, the trainee
will prepare and file an IFR flight plan.
4. Preflight Check of instruments and Equipment. Prior to takeoff, the trainee will perform a systematic
operational check of all flight instruments and avionic equipment required for the flight. All equipment will
be appropriately set for the departure clearance requirement.
5. Use of Radio Communications. The trainee will use two-way radio voice communication procedures for
reports, ATC clearances, and other instructions.
6. Holding Procedures. The instructor, or ATC, will direct the trainee to hold in either a standard or a nonstandard pattern at a specified fix. Decelerate to holding airspeed before reaching the holding fix. Unless
conditions require otherwise, holding speed should be the minimum consistent with good aircraft control,
but never in the area of reverse command. This lower speed will require less power and allow prolonged
holding and fuel economy. The trainee should make a proper entry as described in the Airman‟s Information
Manual, remain within protected airspace, apply adequate wind correction, and accurately time the pattern so
as to leave the fix at the time specified.
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ACCEPTABLE PERFORMANCE GUIDELINES
1. The trainee will be expected to obtain and apply pertinent information for the selection of a suitable route,
including the current status and usability of facilities.
3. The trainee will obtain and correctly analyze the weather reports and forecasts and understand their
significance to the proposed flight, including the recognition of any hazardous weather condition that
could effect the flight.
4. The flight logs will be expected to be complete and accurate. The flight plan should be correctly filled
out and properly filed.
5. All instruments and equipment must be properly checked. The trainee will be evaluated on the
thoroughness and accuracy of the checks and procedures.
6. All voice communications should be on the proper frequencies, use current phraseology, and be concise,
clear, and timely. Acceptance of clearances must be based on facilities, frequencies, and equipment
being used and in confirming with the aircraft‟s performance capabilities.
7. Holding procedures will be evaluated on compliance with instructions, entry procedures, orientation,
accuracy, and timing.
8. During flight, Altitude will be maintained within ±100 ft, airspeed within
±10 knots of that desired, and heading within ±10 degrees of the desired heading.
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LESSON SIXTEEN: EMERGENCIES - IFR
OBJECTIVE: These maneuvers train the pilot to promptly recognize and take appropriate action for abnormal and
emergency conditions and equipment malfunctions peculiar to instrument flight.
DESCRIPTION
Recovery from Unusual Attitudes: The instructor will place the airplane in unusual flight attitudes which could
result from vertigo, wake turbulence, lapse of attention, or abnormal trim conditions, the instructor may limit the use
of flight instruments for this demonstration by covering the attitude indicator and heading indicator. When advised
by the instructor, the trainee should recover the airplane and return to the original heading and altitude.
1. Loss of radio communications. The instructor will simulate the loss radio communications during flight in
visual flight conditions by canceling IFR (if applicable) and acting as the traffic controller. The trainee
follows prescribed procedures pertaining to altitudes, routes, holding procedures, and approaches.
2. Missed Approach Procedures. At any time during an instrument approach, the trainee may be asked by the
instructor to execute a missed approach. If the instructor fails to report the runway in sight at the DH on a
precision approach, or the MAP (missed approach point) on a non-precision approach, the trainee should
immediately initiate the missed approach. The missed approach procedure should adhere to that described on
the chart, or as directed by ATC. At the missed approach point, power will be advanced to maximum and
pitch attitude adjusted to check the descent. As the aircraft accelerates, flaps will be retracted to the setting
appropriate for the existing conditions. Final flap retraction will be accornp1ished after safe airspeed has
been reached. The pitch will be adjusted for climb and the aircraft accelerated to Vy. Maximum power
should be maintained to at least 500 AGL. Climb power will he established after reach a safe altitude.
ACCEPTABLE PERFORMANCE GUIDELINES
1. Recovery from unusual attitudes should be prompt, smooth, and accurate. All maneuvering must be
conducted within the operating limitations for the airplane.
2. During simulated radio communication failure, the trainee should comply with the pertinent
procedures required by Part 91 of the FAR„s and the emergency procedures outline in the AIM.
3. The trainee will be judged on his/her decision when to execute the missed approach, the appropriateness of
communications and navigation procedures, the ability to maintain positive airplane control, and to operate
all airplane systems in accordance with applicable operating instructions. Descent below the MDA or DH,
as appropriate, prior to initiation of the missed approach procedure will be unacceptable (unless the
runway environment was in sight at the MDA or DH). Airspeed during missed approach should be within
+10 knots, - 0 knots. Heading should be within ± 5 degrees. Missed approach will be in compliance with
published missed approach procedures or ATC instructions as appropriate.
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LESSON SEVENTEEN: CHECK AIRMEN AND FLIGHT INSTRUCTORS.
INITIAL AND TRANSITION TRAINING. Each pilot check airmen and pilot flight instructor must complete
the following:
1. Adequate in-flight training and practice in conducting flight checks from the left and right pilot seats in the
required normal, abnormal, arid emergency maneuvers to ensure that person‟s competence to conduct the pilot flight
checks and flight training under FAR 135.
*2. The appropriate safety measures to be taken from either pilot seat for emergency situations that are likely to
develop in training.
*3. The potential results of improper or untimely safety measures during training.
*The requirements of paragraphs (2) and (3) may b accomplished in flight or in an approved simulator.
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MULTI-ENGINE PISTON
FLIGHT TRAINING SYLLABUS
LESSON
(1) AIRPLANE GROUND TRAINING
(2) CREWMEMBER DUTIES AND RESPONSIBILITIES
(3 CREWMEMBER EMERGENCY TRAINING
(4) PREFLIGHT OPERATIONS
(5) AIRPORT AND TRAFFIC PATTERN OPERATIONS
(6) TAKEOFFS AND LANDINGS
(7) FLIGHT AT CRITICALLY SLOW AIRSPEEDS
(8) CROSS—COUNTRY FLYING — VFR
(9) MAXIMUM PERFORMANCE MANEUVERS
(10) OPERATION OF AIRPLANE EQUIPMENT
(11) EMERGENCY OPERATIONS
(12) MANEUVERING BY REFERENCE TO INSTRUMENTS
(13) IFR NAVIGATION
(14) INSTRUMENT APPROACHES
(15) CROSSOUNTRY F LYING IFR
(16) EMERGENCIES
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MULTI-ENGINE PISTON
The ground and flight training contained in this manual must be completed by each pilot during initial, transition,
upgrade, differences, and recurrent training. It has been designed to meet the training requirements of FAR Part
135.293, 135.297 (when applicable), 135.327, 135.329, 135.331, 135.339, 135.347, and 235.351.
The flight training maneuvers and related procedures, described herein, will serve as the basis for standardized
instruction and accomplishment of the training required by FAR Part 135. They will also serve as guidelines to
achieve the highest possible level of proficiency, and provide safe operations of the aircraft. At no time during flight
training will the limitations of the aircraft be intentionally exceeded, nor maneuvers conducted that would jeopardize
safety. Flight training will be limited to ONLY APPROVED MANEUVERS. Deviations from or changes in these
maneuvers requires prior approval by the FAA.
CONDUCT OF TRAINING
A. Each pilot will be given a list of material and subjects for study prior to the ground instruction. Conduct of
the ground instruction will consist of instruction in subject areas, review, examination, and discussion of
the subjects.
B. Subjects listed are to guide the instructor in the general areas and are not necessarily the only subjects
taught. Subjects listed for this training are for special review and will generate discussion of all required
knowledge areas.
C. Minimum training times listed in the curriculum are planned for a pilot already current in all areas. Those
times are the minimum allowable by the company merely for review. Whatever additional time is
necessary to meet the standards will be used for instruction.
D. Satisfactory completion of Lesson One requires the pilot pass a written or oral (when approved by the
FAA) examination with a minimum grade of 70 percent. Lesson two may be completed by oral exam.
Lesson three will be completed by emergency drill (unless the FAA approves completion by
demonstration).
E. Acceptable Performance Guidelines are established for each flight lesson. In all cases the competent
performance of a procedure or maneuver requires that the pilot be the obvious master of the aircraft, with
the successful outcome of the maneuver never in doubt.
F. Alternate Procedure RE: use of simulator/training device. Procedures and maneuvers approved for training
in a simulator are marked with an (S) (e.g. (S) 1. VOR Approach). If a simulator or training device
approved for use under this training program for certain maneuvers, procedures, or functions becomes
inoperative or, for any other reason, a maneuver, procedure, or function programmed for the simulator
training device cannot be accomplished in the simulator or training device, such maneuvers, procedures, or
functions will be accomplished satisfactorily in an aircraft.
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CONDUCT OF TRAINING (CON’T)
G. The Airplane Flight Manual or equivalent is an integral part of this course and will be referred to by each
pilot for specific operating information.
INITIAL, TRANSITION, AND UPGRADE PHASES OF TRAINING
A. Each pilot must complete the ground instruction required by 135.345(b) included in lessons 1, 2, and 3.
Instruction should cover each model airplane to be flown and specific equipment installed in particular
airplanes.
B. Each pilot must also complete the flight training required by 135.347 outlined in the remaining lessons.
In-flight training may be accomplished in any of the airplane models covered in this manual for this
airplane type.
C. Second-In-Command. Lesson 8 and lessons 12 through 16 may be omitted.
D. Training subjects that apply to more than one aircraft or crewmember position that have been
satisfactorily completed during previous training while employed by this company for another aircraft or
another crewmember position, need not be repeated during subsequent training other than recurrent
training.
RECURRENT TRAINING
A. Each pilot will receive recurrent ground instruction, as necessary, in the subjects required for initial
ground training.
B. Each pilot will be given a quiz or other review to determine the crew-member‟s knowledge of the aircraft
and crewmember position involved.
C. Each pilot will receive recurrent flight training, as necessary, in each of the approved
procedures/maneuvers.
D. Satisfactory completion of the competency check required by 135.293 within the preceding 12 calendar
months may be substituted for recurrent flight training.
REQUALIFICATION TRAINING
Requalification training will consist of a review of ground and or flight training deemed as
unsatisfactory by an examiner or check airmen for a competency check. This training will consist of
reviewed training for at least 2 hours with a flight instructor.
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FLIGHT CHECKS
A. Competency Check required by 135 .293. The training subjects and pilot Operations outlined in lessons
1-7 and 9-11 will be either tested on, or performed during this flight check.
B. Instrument Competency Check required by 135.297. The training subjects and pilot operations (except
lessons 8 and 15) throughout this manual will be performed during this flight check.
C. Line check required by 135.299. The procedures and maneuvers covered in lessons 8 and 13 will be
performed during this flight check.
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LESSON ONE: AIRPLANE GROUND TRAINING.
GENERAL DESCRIPTION AND SPECIFICATIONS
1. Performance, including cruising speeds, climbs, service ceiling, sea level take-off and landing distance at
max gross weight, and cruising range and endurance.
2. Wing area and Loadings.
3. Dimensions.
4. Airplane‟s licensed category(s).
5. Engine.
6. Propeller.
7. Flight controls, including trim tabs.
8. Flaps.
9. Landing Gear, including switches, indicators, safety devices, and brakes.
10. Fuel System.
11. Oil System.
12. Engine Controls.
13. Engine Cooling.
14. Engine Instruments.
15. Electrical System.
16. Heating and Ventilating System.
17. Cockpit and Instrument Lighting.
18. Flight Instruments, including pitot static and vacuum system.
19. Communication Equipment.
20. Navigation Equipment.
OPERATING CHECK LISTS (see 135.83)
1. Pre-Flight Inspection.
2. Before Starting Engines.
3. Starting Engine.
4. Before Take-Off.
5. Cruise.
6. Before Landing.
7. After Landing.
8. Shut-Down.
9. Emergency Cockpit Checklist.
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PERFORMANCE SPECIFICATIONS AND LIMITATIONS
1. Take-Off Speeds.
2. Climb Speeds.
3. Stall Speeds.
4. Landing Speeds.
5. Airspeed Limitations; including Never Exceed, Caution Range, Maximum structural Cruising Speed,
Normal Operation Range, Flap Operating Range, Maximum Design Maneuvering Speed, and Maximum
Gear Extended Speed.
6. Engine Operations Limitations.
7. Gliding Distance.
8. Approved Maneuvers.
NORMAL AND ABNORMAL OPERATIONS
1. Engine starting and warm-up.
2. Taxiing.
3. Normal takeoff, including power settings, use of trim, and Vr.
4. Normal climb-out, including landing gear retraction, power settings, climb speeds, and trim. Emphasis
should be placed on Wake Turbulence Avoidance and on Collision Avoidance Precautions.
5. Climb Power Management.
6. Cruise, including power settings, fuel consumption, and range.
7. Descent, including power settings, fuel consumption, and descent planning.
8. Normal landing procedures.
9. Obstacle clearance takeoff and landings.
10. Crosswind takeoffs and landings.
11. Induction system ice.
12. Flight through rough air; including procedures for avoiding severe weather situations and for operating
in or near thunderstorms (including best penetration altitudes), turbulent air (including clear air turbulence
and low altitude windshear), icing, hail, and other potentially hazardous meteorological conditions.
13. Maximum range and maximum endurance.
14. Procedures for obtaining best gliding performance.
15. Cold weather operations.
16. Operations at high density altitude.
17. Aborted Takeoffs.
18. Balked Landings.
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OPERATIONAL DATA
1. Flight Planning.
2. Computing Takeoff Distance.
3. Computing Time to Climb and Fuel Consumption.
4. Determining Cruise Power Settings, Cruise airspeeds, and Fuel Consumption and Determining Maximum
Safe Crosswind Velocities.
6. Determining Turbulent Air Penetration Speeds.
7. Determining Landing Distances
EMERGENCY PROCEDURES
1. Engine failure.
2. Engine fire in flight.
3. Cockpit fire in flight.
4. Systems and Equipment malfunctions; including inoperative electrical system. gear malfunctions, flap
malfunctions, door opening in flight, and inoperative elevator trim tab.
WEIGHT AND BALANCE (refer to AC 91-23 and the Aircraft Flight or equivalent).
1. Terms and definitions.
2. Weight and balance control.
3. Aircraft weights and center of gravity.
4. Index and graphic limits.
5. Determining empty weight, empty C.G., empty moment, and useful load.
6. Method of determining weight and balance limitations for takeoff, landing, and en route operations.
7. Loading passengers and baggage.
8. Change of weight and shifting weight, including fuel burn-off.
9. Significant weight and balance limitations with various crewmember, passenger, payload, and fuel loads.
SUPERCHARGER OPERATION (when applicable)
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SPECIFIC SYSTEMS AND OPERATIONS (APPROPRIATE TO INDIVIDUAL AIRPLANE)
1. Anti-icing and de-icing systems.
2. Autopilot systems.
3. Automatic or other approach aid systems.
4. Stall warning devices, stall avoidance devices, and stability
augmentation devices.
5. Airborne radar devices.
6. Any other systems, devices, or aids available.
SPECIFIC EMERGENCY PROCEDURES (APPLICABLE TO INDIVIDUAL AIRPLANE)
1. Rapid decompression.
2. Emergency Descent.
3. Any other emergency procedure outlined in the appropriate manufacturer‟s published recommendations.
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LESSON TWO: CREWMEMBER DUTIES AND RESPONSIBILITIES
PILOT IN COMMAND: The pilot in command of the aircraft is at all times directly responsible for, and is the
final authority as to the operation of that aircraft. Prior to flight, each pilot in command is responsible for
familiarizing himself with all available information concerning that flight; including current status and aircraft
maintenance log.
TWO PILOT CREW: During operations with a second-in-command, the pilot-in-command will delegate the
functions outlined below to the second-in-command.
1. Preflight.
a. Preparation of the aircraft; including line check, airplane servicing, and loading of food and
beverages.
b. Preparation of the load manifest.
c. Loading of passengers, cargo, and storage of loose articles.
2. Before Takeoff and During Taxiing.
a. Radio Communications, including clearances and set-up of radios and equipment for departure.
b. Passenger briefing.
c. Check of all doors and windows.
d. MAINTAIN constant vigilance for other aircraft and hazards.
e. Read the Before Takeoff checklist (challenge and reply).
f. Handle appropriate navigation charts.
3. Takeoff and Climb.
a. Radio communications, including clearances and set-up of radios and equipment during departure.
b. Call-out and monitor takeoff and climb speeds.
c. Monitor engine instruments and controls.
d. MAINTAIN constant vigilance for other aircraft and hazards.
e. Check on passenger comfort, including heating and ventilation
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CREWMEMBER DUTIES AND RESPONSIBILITIES (CON’T)
4. Cruise.
a. Read Cruise checklist (challenge and reply).
b. Radio communications, including clearances and set-up of radios and equipment.
c. MAINTAIN constant vigilance for other aircraft and hazards.
d. Handle appropriate navigation charts and assure let-down charts arc in proper place.
e. Check on passenger comfort; including heating and ventilation
f. Serve, as applicable, passenger beverages.
5. Before Landing.
a. Read Before landing checklist (challenge and reply).
b. Radio communications, including clearances and set-up of radios and equipment.
c. MAINTAIN constant vigilance for other aircraft and hazards.
d. Check on passenger comfort, stowing of articles for landing, and
e. During an instrument approach call out field-in-sight and MDA or DH.
6. After Landing.
a. Read after Landing checklist (challenge and reply)
b. Radio Communications, as appropriate.
c. MAINTAIN constant vigilance for other aircraft and hazards
7. Stopping Engine(s).
a. Read stopping Engine(s) checklist (challenge and reply)
8. Deplaning.
a. Assist passengers.
b. Unload baggage.
c. Clean-up aircraft for next flight.
d. Handle airplane servicing; including fuel and oil.
9. Emergencies.
a. Read Emergency checklist (challenge and reply)
b. Conduct Passenger briefing.
c. Handle radio communications.
d. Follow other specific instructions of the pilot-in-command.
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CREWMEMBER DUTIES AND RESPONSIBILITIES (CON’T)
COLLISION AVOIDANCE PRECAUTIONS: Each pilot will be briefed on operating practices, procedures,
and techniques which should be used to minimize the dangers of Midair collisions and near Midair Collisions.
Special emphasis will be placed en Stage II pilot responsibilities, the contents of Advisory Circular 91- 48A (or
current equivalent), and the use of proper visual scanning techniques
INSTRUMENT APPROACHES: Each flight crewmember will be briefed on the importance of altitude
awareness and flight crew procedures during instrument approaches. The dangers of cockpit distractions during
critical regimes of flight will be emphasized. Pilots should be aware that periods of “cockpit sterilization” are
recommended during such times. The flight deck crew should not be disturbed by irrelevant communications with
ATC, company calls, and unnecessary conversation with passengers and between crewmembers.
1. Two Pilot crew: The following procedures will be implemented during the execution of instrument
approaches.
A. A review of instrument approach plates prior to a final approach fix to include:
1. Field elevation.
2. Type of approach.
3. Radio configuration.
4. Minimum Descent Altitude (MDA) or Decision Height (DH)
5. Missed approach procedure.
6. Approach speed
B. Completion of final checklist prior to or as soon as practical after final approach fix.
C. During final approach, the non-flying pilot shall check and CALLOUT as appropriate:
1. Final fix inbound or 1,000 feet above airport altitude: altimeter and instrument cross-check and
flag warnings. During flight director or autocoupler approach (when applicable) both pilots shall
confirm proper flight director autocoupler mode and glide slope lock-on as appropriate. Raw ILS
data shall be monitored during approach and significant excursions called out by the non-flying
pilot.
2. Five hundred feet above field elevation: cross-check of altimeters, instruments, and flag warnings.
Thereafter the non flying pilot shall call out significant deviations from planned approach speed, rate
of descent, and instrument indications.
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INSTRUMENT APPROACHES – TWO PILOT CREWS (CON’T)
3. One hundred feet above MDA or DH.
4. MDA or DH.
5. Approach, strobe, or centerline lights “in sight,” or “runway in sight. or “no runway in sight.! No
nonstandard sighting callouts should be made.
6. During nonprecision approaches, the altitude callouts at minimum descent altitude shall be continued
while maintaining the MOA until the aircraft:
(a) reaches the missed approach point, or
(b) until the pilot can maintain visual reference for landing as required by FAR 91.117, or
(c) until a missed-approach procedure is commenced and positive rate of climb is
established.
7. During the conduct of ASR approaches, the non flying pilot shall confirm to the pilot flying airplane
all “should be” altitudes given by the ASR final controller.
8. The non-flying pilot should be aware of the necessity to report to the pilot flying the airplane any
significant rate of descent excursions continually until the aircraft is visual and over the runway.
2. Single Pilot Crew: The pilot will adhere to the same procedures outlined above under (1) (A) and (B). In addition,
he/she will call out (to the check pilot or instructor) the altitudes noted in (C) (1), (2), (3), and (4).
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LESSON THREE: CREWMEMBER EMERGENCY TRAINING
Each crewmember during initial, transition, upgrade, differences, and recurrent training must accomplish the
emergency training outlined below for each aircraft type, model, and configuration.
1. Operation of emergency equipment including, when applicable:
a. Equipment used in ditching and evacuation,
b. First aid equipment and its proper use, and
c. Portable fire extinguisher, with emphasis on the type of extinguisher to be used on different
classes of fires.
2. Handling of emergency situations including, when applicable:
a. Rapid Decompression,
b. Fire in flight or on the surface and smoke control procedures with emphasis on electrical
equipment and related circuit breakers found in cabin areas,
c. Ditching and evacuation,
d. Illness, injury, or other abnormal situations involving passengers or crewmembers, and
e. Hijacking and other unusual situations.
3. Review of the company‟s previous accidents and incidents involving actual emergency situations.
4. Crewmembers who serve in operations above 25,000 feet must receive instruction in the following:
a. Respiration.
b. Hypoxia.
c. Duration of consciousness without supplemental oxygen at altitude
d. Gas expansion.
e. Gas bubble formation.
f. Physical phenomena and incidents of decompression.
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EMERGENCY DRILLS
Each crewmember must perform the following emergency drills, using the proper emergency equipment and
procedures (unless the Administrator finds that, for a particular drill, the crewmember can be adequately trained by
demonstration).
1. Ditching, if applicable.
2. Emergency evacuation.
3. Fire extinguishing and smoke control.
4. Operation and use of emergency exits, including deployment and use of evacuation chutes, if
applicable.
5. Use of crew and passenger oxygen.
6. Removal of life rafts from the aircraft, inflation of the life rafts, use of life lines, and boarding of
passengers and crew, if applicable.
7. Donning and inflation of life vests and the use of other individual flotation devices, if applicable.
PILOT FLIGHT TRAINING
The following pilot operations with related procedures and maneuvers have been identified by the FAA as necessary
to demonstrate the skill and knowledge to safely and efficiently function as a pilot. Each pilot should be especially
aware of wake turbulence hazards and collision avoidance precautions. Each maneuver and/or related procedure is
presented in accordance with the following outline.
1. Title. A specific name for the individual maneuver consistent with a title identified in applicable FAR‟s and
flight/practical test guides.
2. Objective. An objective states briefly the purpose for which the maneuver or procedure is required during the
flight training.
3. Description. For each flight training maneuver/procedure utilized in training there is a prescribed word picture of
chronological order of events followed in the execution of the particular maneuver. The description may include
CAUTIONS, brief NOTES, and references to attached pictorial displays of the approved normal, abnormal, and
emergency maneuvers, procedures, and functions that will be performed during each flight training
maneuver/procedure.
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PILOT FLIGHT TRAINING (CON’T)
a. Company recommended procedure: A company recommended procedure is a description of the
company approved procedure for the execution of each maneuver. These are the only procedures approved
by the company for use during flight training.
b. Alternate Procedure: In cases where more than one procedure may be used in the performance of a flight
training maneuver, an alternate procedure is included within the description portion of the particular
maneuver.
4. Acceptable Performance Guidelines: The Acceptable Performance Guidelines set forth in these maneuvers are
utilized to evaluate the performance of an individual to determine if that pilot has attained the level of proficiency
necessary to achieve the objective of the maneuver. These guidelines include tolerances which are not hard-and-fast,
but serve to establish the level of performance expected in good flying conditions.
Consideration will be given to: (1) executing procedures and maneuvers within the aircraft‟s performance
capabilities and limitations, (2) executing emergency procedures and maneuvers appropriate to the aircraft, (3)
piloting the aircraft with smoothness and accuracy, (4) exercising judgment, (5) applying his/her aeronautical
knowledge, and (6) showing that he/she is the master of the aircraft, with the successful outcome of a procedure or
maneuver never in doubt.
5. Profile: For a flight training maneuver for which a pictorial depiction is appropriate and helpful, the profile has
been included together with the description of the related maneuver.
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LESSON FOUR: PREFLIGHT OPERATIONS
PREFLIGHT OPERATIONS: These procedures are completed to assure the pilot is familiar with all available
information concerning flight preparation, to ensure that he/she meets pilot requirements, to determine that the
airplane is airworthy and ready for safe flight, and to ensure that suitable weather conditions exist for the proposed
flight.
DESCRIPTION
1. Certificates and Documents. The pilot will be expected to present a photo ID, appropriate pilot and
medical certificates and to locate and explain the airplane‟s registration certificate, operating manual or FAA
approved Airplane Flight Manual, airplane equipment list, and required weight and balance data.
The airplane and engine logbooks and other pertinent maintenance records should be presented.
2. Airplane Performance and Limitations. The pilot should have determined the runway lengths at
airports of intended use, and using the FAA approved Airplane Flight Manual (or equivalent) determined the
required takeoff and landing distance considering density altitude, wind, and gross weight. Other important
performance capabilities, approved operating procedures, and limitations for the airplane should be
identified; including normal power settings, critical and recommended speeds, arid fuel and oil requirements
3. Weight and Balance. The pilot will demonstrate the application of the approved weight and balance data
for the airplane; including determining gross weight limitations and that the c.g. (center of gravity) location
is within allowable limits. A different set of loading data should be given for each flight so the pilot learns
the capabilities and limitations of the airplane.
4. Weather Information. The pilot will obtain pertinent reports and forecasts for each proposed flight.
5. Line Inspection. After initial briefing and demonstration, the pilot will be asked to demonstrate a visual
inspection of the airplane and determine that the airplane is in an airworthy condition and ready for flight.
6. Airplane Servicing. During the line inspection the pilot will determine that the fuel is of the proper grade
and type and that the supply of fuel, oil, and other required fluids is adequate for the proposed flight. Special
attention should he given to eliminate possible fuel contamination.
7. Engine and Systems Preflight Check. Prior to each flight the pilot will demonstrate a check to determine
that the engine is operating within acceptable limits and that all systems, equipment, and controls are
functioning properly and adjusted for takeoff. The cockpit checklist should be used for preflight, before
starting engine(s), and before takeoff.
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ACCEPTABLE PERFORMANCE GUIDELINES
1. The pilot will be expected to be knowledgeable regarding the location, purpose, and significance of
certificates and documents.
2. The pilot will be expected to obtain, explain, and apply the information which is essential in determining
performance capabilities and limitations of the airplane.
3. The pilot will be expected to determine the empty weight, center maximum allowable gross weight, useful
load (fuel, passengers, baggage) by reference to appropriate publications. He/she will explain the method of
determining compliance with weight and balance limitations for takeoff, landing, and en route operations.
4. The pilot will be expected to explain the best way to obtain weather information that is pertinent to the
flight, select weather information pertinent to the flight, and show ability to interpret and understand its
significance with respect to the proposed flight.
5. The pilot will be expected to use an orderly procedure in conducting a preflight check of the airplane, and
shall know the significance of each item checked and recognize any unsafe condition.
6. The pilot must know the grade and type of oil and fuel specified for the airplane and he able to determine
the amount of fuel required to complete the flight. He/she must know where to find all fuel and oil fillers and
the capacity of each tank, as well as the location of the battery, hydraulic fluid reservoirs, anti-icing fluid
tanks (if applicable), and shall know the proper steps for avoiding fuel contamination during and following
servicing.
7. The pilot will be expected to use proper procedures in engine starting and run-up and in checking airplane
systems, equipment, and controls to determine that the airplane is ready for flight. Careless operation in
close proximity to obstructions, ground personnel, or other aircraft is evidence of incompetent performance.
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LESSON FIVE: AIRPORT AND TRAFFIC PATTERN OPERATIONS
AIRPORT AND TRAFFIC PATTERN OPERATIONS: These procedures provide training in the safe and
efficient operation of the airplane during arrival, departure, and operation in the traffic pattern at controlled and
noncontrolled airports during day and night VFR operations.
DESCRIPTION
1. Radio Communication and ATC light signals. The pilot will be asked to use designated frequencies and
recommended voice procedures to report position and state intentions regarding the flight, and to obtain
pertinent information and clearances. When applicable, the pilot should use Airport Terminal Information
Service, Airport Advisory Service, Control Tower, Approach and Departure Control, UNICOM, and ATC
light signals.
2. Airport and Runway Markings and Lighting. When available, the pilot will be expected to demonstrate
the proper use of wind and traffic direction indicators, and markings indicating closed runways, displaced
thresholds, taxiways, holding lines, and basic runways, and is also expected to be familiar with taxiway and
runway lighting, rotating beacons, obstruction lights, and VASI.
3. Operations on the Surface. When ready to taxi, release parking brake and as aircraft begins to move
forward test brakes by depressing each brake pedal. Taxi at a moderate speed and avoid making fast turns
that put abnormal side loads on the landing gear. Maximum speed for taxiing should be that which would
allow the aircraft to be safely controlled in the event of a brake failure. Unless passing close to another
aircraft or object, the nose of the aircraft should always follow the painted taxi lines. Safe operating practices
while in close proximity to other aircraft, persons, or obstructions will always be used. Emphasis will be
placed on use of brakes and power to control taxi speeds, proper positioning of flight controls for existing
wind conditions, awareness of possible ground hazards, and compliance with taxi procedures and
instructions. Extra precaution should be used when taxiing behind large aircraft.
4. Traffic Patterns. Prescribed arrival and departure procedures will be used and the pilot is expected to
maintain appropriate altitudes, airspeeds, and ground track consistent with instructions received or the
established traffic pattern at each airport used.
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AIRPORT AND TRAFFIC PATTERN OPERATIONS (CON’T)
5. Collision Avoidance Precautions. Continuous and conscientious surveillance of the airspace in
which the airplane is being operated will be emphasized to guard against potential mid-air collisions. During
maneuvers which involve rapid altitude and heading changes, adequate clearing procedures will be used.
Whatever clearing is deemed necessary should be used to assure that the area is clear before performing
maneuvers such as stalls or flight at critically slow airspeeds, etc. There will be no significant delay in
entering a maneuver upon completion of the clearing turn(s).
6. Wake Turbulence Voidance. The pilot will be asked to explain how, where and when wingtip
vortices are generated and their characteristics and associated hazards. Recommended procedures will be
followed to remain clear of these hazards during flight operations.
ACCEPTABLE PERFORMANCE GUIDELINES
1. Determine the type of communications facilities available, select current frequencies, and use appropriate
communications procedures to obtain and acknowledge necessary information.
2. Know the meaning of standard wind and traffic indicators, markings and lighting, and how they relate to
airplane operation.
3. Maneuver the airplane on the surface without endangering persons or property or conflicting with a
smooth and orderly flow of traffic. Always test brakes before taxiing. Maintain safe distance from other
aircraft and objects.
TAXI AT A SAFE SPEED!
4. Maneuver the airplane relative to the runway in use. Wind drift corrections and adequate spacing in
relation to other aircraft should he used. Altitude should be maintained within + 100 ft. from prescribed
traffic pattern altitude and airspeed should be maintained within + 10 knots of recommended airspeed.
5. Maintain continuous vigilance for other aircraft and take immediate actions necessary to avoid any
situation which could result in a mid-air collision. Extra precautions shall be taken, particularly in areas of
congested traffic, to ensure that the view of other aircraft is not obstructed by the airplanes structure. When
traffic advisory service is used, the pilot should understand terminology used by the radar controller in
reporting positions of other aircraft.
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AIRPORT AND TRAFFIC PATTERN OPERATIONS (CON’T)
6. When applicable, identify the conditions and locations in which wingtip vortices may be encountered and
adjust the flight path so as to avoid these areas. Follow recommended procedures for avoiding the hazards
of flying into Wingtip vortices.
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LESSON SIX: TAKEOFFS AND LANDINGS
OBJECTIVE: These procedures describe the methods and techniques to be employed when performing takeoffs
and landings under normally anticipated conditions with field of normal length and surface conditions.
DESCRIPTION
1. Normal Takeoff. The pilot should brief the instructor on takeoff procedures that will be used prior to
clearance for takeoff. This briefing should consist of the density altitude, existing wind, runway length
available and runway length required, power settings, flap settings, Vmc speed, lift-off speed, best single
engine and all engine rate of climb speed, and what procedures will be followed if an engine failure occurs
prior to reaching Vxse and before gear retraction. During takeoff the airplane should be aligned with the
runway centerline and the power applied smoothly while maintaining positive directional control. Monitor
engine instruments and use what ever control displacement is needed to compensate for crosswind
conditions and other variables while maintaining runway heading. Lift-off should be made at no less than
Vmc + 5. After liftoff, allow the aircraft to accelerate to best all engine rate of climb speed, retract the
landing gear when there is not sufficient runway remaining to land safely, and climb to 500 feet AGL using
Vyse or Vy and takeoff power. Upon reaching 500 feet AGL, accelerate to cruise climb speed and reduce to
climb power (Vy may be maintained to 1,000 feet AGL).
NOTE: Because takeoff is the most critical phase of flight, careful attention should be given to the use of a checklist
before every takeoff. All engine operating limitations will be observed. The takeoff run should be maintained down
the centerline to improve proficiency and allow for blowouts or unexpected serves.
2. Crosswind Takeoff. The same procedures used for normal takeoffs will he observed for crosswind
takeoffs. Careful consideration should be given to the effects of strong crosswind before taxiing to the
takeoff position. At no time should a takeoff be attempted that would exceed the crosswind limitations of the
airplane. Narrow wheel tread, high center of gravity and light weight when combined, result in an aircraft
easily turned ever in gusty cross and tail winds. During the takeoff, hold aileron into the wind and maintain a
straight path by use of the rudder. As the nose wheel comes off the ground, the rudder is used as necessary to
prevent crabbing into the wind. When the plane is becoming airborne, the wheel into the wind leaves the
ground last. If these corrections were not made, gusty winds could cause the plane to skip and if the plane
were in a crab, landing gear failure or a ground loop could result. The aircraft should remain in slipping
flight until well clear of the ground and then allowed to crab into the wind to continue the flight pith straight
out the extension of the runway centerline.
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TAKEOFFS AND LANDINGS (CON’T)
3. Normal Landing. Unless otherwise directed by ATC, entry should be made at midfield, 45 degrees to the
downwind leg at traffic pattern altitude. Speed should be reduced to that compatible with other aircraft in the
pattern if practicable. Airspeed approaching downwind will normally be reduced to Vyse and approach flaps
will be lowered. The “Before Landing” checklist should be completed (except for landing flaps) when
downwind opposite the point of touchdown. Angle of bank should not exceed 30 degrees while in the traffic
pattern. Under normal conditions, landing flaps will not be extended until established on final and the
landing is assured. When established on final approach, and after landing flaps are extended, stabilize
airspeed to that recommended by the manufacturer. If a recommended airspeed is not furnished by the
manufacturer, a speed equal to 1.3 Vso will be used. The approach should be planned so the landing will be
made in the center of the first one-third of the runway with a smooth transition from approach to landing
attitude. Always use a power approach with smooth coordinated power reductions. The “After Landing”
checklist will not be accomplished until clear of the runway.
4. Crosswind Landing. Normal Landing techniques will be used. On final approach, the crab will be
changed to a slip. The force held on the controls is proportionate to the crosswind. The slip must keep the
flight path and the fuselage of the aircraft aligned with the runway centerline. Wind drift corrections should
be made throughout the last phase of final approach and touchdown. As ground contact is made on the wheel
into the wind, the controls are gradually moved farther in the same direction to compensate for loss of
control effectiveness as speed decreases. No crosswind landing should be attempted that exceeds the
crosswind limitations of the aircraft.
ACCEPTABLE PERFORMANCE GUIDELINES
Competence in performing normal and crosswind takeoffs will be evaluated on application of power and
flight controls, directional control, coordination, smoothness in establishing lift-off and climb, and wind drift
corrections.
A track aligned with the runway should be maintained after lift-off and climb speed within ±5 knots of
the best rate-of-climb speed until reaching at least 500 feet AGL. Lift-off speed may be no les than Vmc +5
knots.
Proper final approach speed shall be maintained within ±5 knots and touchdown in the proper
landing attitude, Pre-landing procedures should be complete and proper. Touchdown should be
made without excessive side load on the landing gear. Directional control shall be maintained and
track maintained down the centerline of the runway. Directional control is to be maintained
throughout the approach, landing, and roll-out so that no danger of ground loop exists.
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LESSON SEVEN: FLIGHT AT CRITICALLY SLOW AIRSPEEDS
OBJECTIVE: These maneuvers demonstrate the degree of controllability available while in close proximity to the
pre-stall buffet. They provide, the opportunity to practice control techniques which are most beneficial in the low
airspeed regimes encountered during takeoffs and landings. They demonstrate the changes in the airplane flight
characteristics at critically slow airspeeds. These maneuvers develop competency in controlling the airplane at
critically slow airspeeds and teach recognition of imminent stalls and the procedures to effect prompt, positive, and
effective recoveries from such situations.
DESCRIPTION
1. Maneuvering at Minimum Controllable Airspeed. Flight at minimum controllable airspeed is practiced
in cruise and landing configuration, and will consist of straight flight, turns, climbs, and descents. By
definition, the term “Flight at minimum controllable airspeed” means a speed at which any further increases
in angle of attack, or increase in back pressure will cause an immediate physical indication of a stall. Stall
warning devices on U.S. certificated aircraft are required to be activated at least 5 but not more than the
greater of 10 knots or 15% of the stalling speed, and must continue until the stall occurs.” In view of the
above requirement, flight at minimum controllable airspeed will result in activation of the stall warning
device.
2. Imminent Stalls. Stalls will be practiced under the three most critical operating conditions: Takeoff and
departure, approach to landing, and accelerated maneuvering.
A. Takeoff and departure stalls will be performed straight ahead and from 15º and 20º constant
banked turns in the takeoff configuration. The climb will be entered at liftoff speed with climb
power. The angle of attack will be gradually increased until a stall occurs at least 65% power should
be used.
B. Approach to landing stalls are performed from straight glides and moderately banked gliding
turns in the landing configuration. The demonstration is entered at landing approach speed and
gradually reduced until a stall occurs. IDLE power, or the power that would be used for a normal
approach, should he used.
Deactivation of stall warning devices is prohibited if they are required equipment on the
airplane.
Recovery will be initiated as soon as evidence of a stall is recognized or when full-up elevator will
not result in a stall.
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ACCEPTABLE PERFORMANCE GUIDELINES
1. Evaluation will be made on competence in establishing the minimum controllable airspeed, in positively
controlling the airplane, in using proper torque corrections, and in recognizing incipient stalls. Primary
emphasis will be placed on attitude and airspeed control. During straight-and-level flight at this speed,
altitude will be maintained within ± 50 ft. and heading within ± 10 degrees of that assigned. Special
emphasis will be placed on surveillance of the area prior to and during these maneuvers. Any pilot induced
unintentional stalls will be considered unsatisfactory, Airspeed should be maintained within +5 and -0 of that
desired.
2. Evaluation will be made on competence in recognizing the indications of an imminent stall and in taking
prompt, positive control action to prevent a full stall. There should be no uncontrollable pitching of the nose,
no abrupt pitch changes during recovery, the heading should be maintained within ±10º where
applicable, there should be no excessive airspeed, excessive loss of altitude, or a spin.
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LESSON EIGHT: CROSS—COUNTRY FLYING - VFR
OBJECTIVE: These maneuvers develop competency in operating the aircraft over a route segment and into
airports representative of the operating authorization. This pilot operation is omitted when the pilot will be
authorized to conduct IFR operations (included in that section) and for Transition, Upgrade, and Differences
Training.
DESCRIPTION
1. Flight Planning: A cross-country to a point at least 2 hours away and representative of the authorization
specifications should be planned. Planning should include obtaining of pertinent and available weather
information; plotting the course on an aeronautical chart; selecting checkpoints; measuring distances; and
computing flight time, headings, and fuel requirements. The Airport Facility Directory should be used as a
reference for airport information.
2. Conduct of Planned Flight: The planned flight should be made using pilotage, dead reckoning, and VOR
or ADF radio aids as appropriate to the equipment in the airplane. The desired track should be confirmed by
reference to landmarks, and estimated times calculated over checkpoints and destination. VOR/ADF
navigation should include intercepting and following a VOR radial or ADF bearing, station passage should
be identified, and position should be identified by means of cross bearings. The planned course will be
followed at least until established on course, groundspeed has been computed, and the estimated time of
arrival at the point of first intended landing has been made.
3. Diversion to an Alternate: After becoming established on course, an alternate course of action will be
given that requires selecting an alternate airport, as might be necessary to avoid adverse weather. The new
course should be established promptly and an estimate to the alternate airport computed.
ACCEPTABLE PERFORMANCE GUIDELINES
1. All flight planning operations shall be meaningful, accurate, and applicable to the trip proposed.
2. Headings should be established that will intercept and maintain the desired course. Position should be
identified accurately. Estimates over checkpoints and destinations should have an apparent error of not more
than 5 minutes. Altitude should be maintained within ±100 ft. Power settings should be established that will
result in the flight planned airspeed and fuel consumption. The mixture should be leaned in accordance with
manufacturer‟s recommendations. The course to the alternate should be established within a reasonable time
and an acceptable estimate of flying time and required fuel calculated.
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LESSON NINE: MAXIMUM PERFORMANCE MANEUVERS
OBJECTIVE: These maneuvers develop competence in obtaining maximum performance from the airplane.
DESCRIPTION
1. Short Field Takeoff and Maximum Climb: Normal takeoff briefing should be accomplished. The
takeoff will be made from a runway of normal length with the distance and obstruction being simulated.
Takeoff flaps and trim settings will be made prior to taxiing onto the runway. The airplane should be taxied
to the farthest possible point on the runway and lined-up with the centerline of the runway. Power should be
applied promptly and smoothly, the brakes released, and the aircraft is accelerated in a near level flight
attitude during the takeoff run. The airplane should be rotated so as to establish a lift-off speed of Vmc +5
knots. A climb speed of Vmc + 5 or Vx (which ever is greater) will be used until clearing the assumed 50
foot obstacle. The landing gear and flaps are retracted and the airplane accelerated to the best rate-of-climb
speed. After reaching 500 feet AGL the aircraft is accelerated to cruise climb, climb power is adjusted, and
the After Takeoff checklist accomplished (Initial climb may be maintained to 1000 ft. AGL)
NOTE: If published angle of climb speed is less than Vmc +5, Vmc +5 will be used. The use of any climb speed less
than Vmc +5 should he avoided in the training environment.
2. Soft Field Takeoff: This takeoff will be made from a normal runway with surface conditions being
simulated as soft field. After normal run-up, system check, briefing, and cleared for takeoff, the airplane
should be taxied at a speed consistent with safety and ground conditions without stopping on the runway. As
the aircraft is aligned for takeoff, apply power smoothly and as rapidly as the engines will accept it without
faltering. As the aircraft accelerates, establish a pitch attitude that concentrates the aircraft weight on the
wing as soon as possible and allows the aircraft to liftoff as soon as it is ready to fly, but in no case at a
speed below Vmc +5. After becoming airborne, the pitch attitude should be adjusted with the wheels just
clear of the surface to allow the airplane to accelerate. The airplane should not settle back to the ground. The
aircraft should be accelerated to the best rate-of-climb speed. When a positive rate of climb is established
the landing gear and takeoff flaps should be retracted. After reaching 500 feet AGL the aircraft is accelerated
to cruise climb, climb power is adjusted, and the After Takeoff checklist is accomplished. Take-off flaps and
trim will be set according to manufacturers recommendations.
3. Short Field Approach and Landing: Initial procedures will be the same as a normal approach and
landing. This landing, though, will be made over an assumed 50 foot obstacle. Full flaps will be lowered on
final approach when landing is assured. Manufacturer‟s recommended short field approach speed will be
used. This will be a power approach using pitch to control airspeed and power to control rate of descent. The
landing should be accomplished with little or no floating.
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The power should be cut after touchdown the nose lowered, and the brakes applied as desired (excessive
braking should not be used to minimize stress on the nose gear). The “After Landing checklist” will not be
accomplished until the aircraft is clear of the runway.
4. Soft Field Landing: This landing will be made from a normal approach with a touchdown at the slowest
possible airspeed to permit the softest possible touchdown and a short landing roll. A nose-high attitude
should be maintained to hold the nose wheel clear of the surface as long as possible. Braking should be used
with care to prevent excessive loads on the nose gear.
NOTE: Extreme caution should be exercised when practicing short and soft field landings at minimum speeds. At
these speeds, high sink rates may occur in some aircraft requiring excessive altitude and/or power for recovery.
5. Steep Power Turns: At the manufacturer‟s recommended entry airspeed, enter a steep turn using a bank
attitude of at least 50 degrees (not to exceed 60 degrees) to execute maximum performance turns in both
directions. When entry airspeed is not recommended, normal cruise airspeed may be used in smooth air,
otherwise maneuvering speed should be used. Power will be increased as the bank is established and
decreased during the roll-out as required to maintain altitude and airspeed. Entry and rollout rates should be
consistent and executed with proper coordination.
ACCEPTABLE PERFORMANCE GUIDELINES
1. Takeoff and landing performance will be evaluated on the basis of planning, smoothness, directional
control, and accuracy. Performance should be comparable to that presented in the Aircraft Flight Manual (or
equivalent) with consideration of using no lower air speed than Vmc 5. In simulating a short-field takeoff,
the lift-off and climb speed shall be performed within +5, -O knots of the desired speed, but no less than
Vmc +5 knots. In simulating a soft-field takeoff, the lift-off should be at Vmc +5 knots. In simulating a short
field landing, the airspeed and angle of descent should be accurately controlled so that the assumed obstacle
is safely cleared, the rate-of-descent is safely controlled, and floating is minimized during the flare. After
touchdown, the airplane should be brought smoothly to a stop within the shortest possible distance consistent
with safety. Final approach speed during all landings should be within ±5 knots of that prescribed. When
raising the flaps after a soft-field landing, extreme caution shall be exercised to maintain positive directional
control. Improper or incomplete Pre-takeoff and pre-landing procedures, touching down with an excessive
side load on the landing gear, or poor directional control will be evidence of a lack of competence in
performance of these maneuvers.
2. During steep turns, competence will be evaluated on planning, coordination smoothness, prompt
stabilization of the turns, and orientation during the maneuver. Altitude should be maintained within ±100 ft
of the entry altitude, bank within ±5 degrees, and heading on recovery within ±10º of entry heading.
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LESSON TEN: OPERATION OF AIRPLANE EQUIPMENT.
OBJECTIVE: These procedures develop the trainee‟s practical knowledge of the use of the systems and devices
appropriate to the aircraft.
DESCRIPTION
1. Retractable Landing Gear Operation: The landing gear switch should always be checked in the down
position prior to turning on the master switch. After takeoff the landing gear should be retracted only after
the airplane has established a positive rate-of-climb and there is insufficient runway remaining to effect a
safe landing. Normal landing gear extension will be made at the point where final descent to landing is
commenced and at an airspeed well below maximum landing gear operating speed.
2. Flap Operation: Wing flaps will be used for short, and soft/rough field type takeoffs in accordance with
the manufacturer‟s published recommendations. Full flaps will be used for all normal landings. Flap
operation will at all times be below the limiting flap operating speeds outlined in the Airplane Flight Manual
(or equivalent).
3. Controllable Propeller: Place the propeller in high rpm prior to engine starting. Exercise the propeller
one or more times prior to takeoff and leave in the high-rpm setting for takeoff. After takeoff and climbing
to at least 500 feet AGL, reduce power to 75% and then reduce rpm to the top of the green operating range.
During cruise flight the rpm should be adjusted to the lowest usable rpm for a given power setting. The rpm
should never be reduced below the manifold pressure without reference to the manifold pressure vs. rpm
limitations. During descent, rpm should be reduced to the lowest usable setting. During the final descent for
landing the propeller should he placed in the high rpm setting. When increasing power, attention should first
be given to rpm setting. Anytime power is being reduced, attention should first be directed to power setting.
4. Anti-icing, dc-icing systems, auto-pilot system, airborne radar devices, and any other system,
device, or aid installed on the airplane: All system, devices, and aids installed on the airplane will be used
in accordance with the operating instructions for that equipment. Each system, device, and aid will be
utilized during training lessons to develop proficiency in their use. An exact description of their use is not
possible to the variations of equipment that may be operational within aircraft types.
ACCEPTABLE PERFORMANCE GUIDELINES
1. Operation of the retractable landing gear must be within the operating limitations of the manufacturer. The
trainee will be expected to demonstrate the emergency extension of the landing gear.
2. Untimely operation of the flaps which creates a hazard will be evidence of a lack of competence in the
operation of the airplane.
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3. Improper propeller settings which could damage the engine or create a hazard will be evidence of a lack
of competence. All settings should be in accordance with the manufacturer‟s recommendations.
4. The trainee will be expected to demonstrate a practical knowledge of, and the ability to operate under
normal and abnormal conditions, all systems, devices, and aids installed on the airplane.
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LESSON ELEVEN: EMERGENCY OPERATIONS
OBJECTIVE: These maneuvers describe the emergency operation of the airplane during emergency situations
which may occur during flight, and describe the emergency operation of airplane systems and equipment.
DESCRIPTION
1. Partial or Complete Power Malfunctions: The instructor will, with no advance warning, reduce power
to simulate engine malfunctions. This will include both partial and complete power loss. The trainee should
establish the proper airspeed and accomplish the recommended emergency checklist, including checking for
induction system ice, fuel starvation, and engine malfunction. The instructor may either return the engine to
normal power after the trainee identifies the problem, or request the trainee to continue with engine-out
procedures.
2. Rejected Takeoff: During the initial takeoff phase, power will be reduced to idle on one engine. The
trainee will reduce all power to idle and employ normal stopping procedures.
NOTE: Rejected takeoffs are normally initiated by mixture cuts at speeds of not more than 50% of Vmc,
3.
Rejected Landing: This maneuver involves a go-around with both engines operating normally while in
the final stages of a landing approach. All phases of the „Before Landing” checklist will have been
completed. At any time on final approach prior to actual touchdown, the instructor will command “Goaround” This will simulate a landing obstacle such as fire equipment, another aircraft, large animal, etc.,
moving onto the runway directly into the landing path. It may also simulate a sudden and violent shift in
surface wind or other unusual conditions. The trainee will immediately apply maximum power to stop the
descent. Drag flaps will be raised and the landing gear retracted. Takeoff flaps will be raised when a positive
rate of climb has been established. Initial climb will be made at Vyse. After final flap retraction allow the
aircraft to accelerate to Vy. From this point the maneuver will be conducted in the same mariner as a normal
takeoff.
4. Systems or Equipment Malfunctions: Where practical the instructor will, with no advance warning,
simulate flap malfunctions, landing gear malfunctions, or an inoperative electrical (or hydraulic) system. The
trainee will demonstrate the correct actions for: (1) inoperative electrical system (alternator, battery, or
circuit breaker); (2) inoperative hydraulic system; (3) gear or flap malfunction and inoperative elevator trim
tab.
5. No Flap Approach and Landing: No-flap landings will be conducted as a normal landing except
without flaps and from a speed equal to 1.3 tines the power-off stall speed with flaps retracted (1.3
Vsl). The trainee should he aware that in most aircraft the touchdown will be in a higher than normal nose up
attitude, and that the landing roll will be longer due to the loss of drag caused by the no-flap condition and
higher touchdown speed. The use of brakes may be required as dictated by runway length and surface.
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6. Fire in Flight: The instructor will, without advance warning, describe the symptoms of electrical and fuel
fires. After the instructor describe the symptoms of a fire situation, the trainee will follow prescribed
procedures for combating the particular type of fire described. When the simulated fire condition requires
shutting down an engine, engine shut-down will be simulated and the trainee will describe the action he/she
has elected to follow.
7. Emergency Descent: This maneuver could follow an uncontrollable fire, or any other situation
demanding an immediate and rapid descent. The primary purpose of this maneuver is to descend the aircraft
as soon as practicable to a safe altitude. In order to maintain positive “G” forces and for the purpose of
clearing altitudes below, a 30 to 45 degree hank should be established in the initial descent for at least 90
degrees heading change. When asked to demonstrate an emergency descent the trainee will reduce power to
idle, increase propeller controls to full increase rpm, and set airspeed to the top of the green arc on the
airspeed indicator.
NOTE: The minimum altitude for entering this maneuver will be 5,000 feet AGL. Recovery will be initiated at or
above 2,500 feet AOL. This maneuver should not be continued below 1500 feet AGL. Engine instruments should be
monitored to assure adequate oil pressure.
ACCEPTABLE PERFORMANCE GUIDELINES
1. Evaluation will be based on the trainee‟s knowledge of emergency situation and his/her ability to
recognize the situation, take prompt and remedial action and use good judgment and techniques to minimize
the danger to occupants and the airplane. All emergency procedures shall be in compliance with the
manufacturer‟s published recommendations when available,
2. During rejected takeoffs and landings, evaluations will be based upon the use of proper techniques, proper
sequence of procedures, and positive control of aircraft. Airspeed on a go-around should be within +l0 and 0 knots of the recommended climb speed.
3. When the instructor describes the symptoms of a Fire in flight the trainee should recognize the type of
fire, determine its location, and explain the proper procedures for extinguishing the fire or for safety
terminating the flight.
:
4. During an emergency descent the trainee will be expected to adequately clear the area and remain within
designated maximum speeds. As soon as all prescribed procedures are completed and the descent is
stabilized, the maneuver should be terminated to prevent any damage to the engines.
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MANUVERING WITH ONE ENGINE INOPERATTVE
OBJECTIVE: This maneuver provides practice in properly maintaining aircraft control during one of the more
critical in flight, emergencies. It develops knowledge of aircraft characteristics under adverse conditions, together
with control applications necessary to achieve a maximum margin of safety.
DESCRIPTION: Following an intentional engine failure during flight, the trainee will feather and secure the dead
engine. The trainee will complete engine shutdown procedures and secure the in-operative engine. With one engine
shut down and feathered the trainee will make turns into and away from the inoperative engine using banks of 20°.
Power on the operating engine will be used as required to maintain altitude and/or airspeed. Ascending and
descending turns will be practiced and when the airplane is capable of climbing under existing conditions, climbs to
prescribe altitudes and climbing turns.
NOTE: Actual engine shutdown and feathering of one engine will be accomplished at altitudes above 3000 ft. AGL
and only after specific instructions from the instructor.
ACCEPTABLE PERFORMANCE GUILDELINES
The trainee will be expected to use prescribed procedures as well as good operating practices and follow the
recommended emergency settings of all ignition, fuel, electrical, hydraulic, end fire extinguisher systems appropriate
to the situation. The trainee should maintain heading within ± 20°of the original heading during the feathering and
un-feathering procedures, and an altitude within ± 100 feet of the original altitude if it is within the capability or the
aircraft. The trainee will be expected to promptly identify the inoperative engine after an engine power failure and to
know accurate shutdown procedures. Airspeed should be maintained within ± 5 knots of the engine-out best rate-ofclimb speed when the airplane is not capable under the existing conditions of maintaining altitude.
USE OF ENGINE—OUT/ BEST RATE—OF—CLIMB SPEED
OBJECTIVE: This maneuver provides the trainee practice in obtaining the best engine-out performance.
DESCRIPTION: The trainee will be asked to establish and maintain the best possible rate of climb (or minimum
rate of sink) with one engine throttled to simulate the drag of a feathered propeller. This maneuver will be practiced
at altitude and then in the traffic pattern.
ACCEPTABLE PERFORMANCE GUIDELINES: The trainee will be expected to determine (from the
manufacturer‟s published recommendations for the gross weight and density altitude) the prescribed engine-out best
rate-o climb speed (Vyse). He/she will be expected to use this speed during flight when a maximum rate of climb is
desired. During flight, the trainee will maintain Vyse within ± 5 knots and maintain heading within ± 10° of the
desired heading. The only time the trainee should use a speed below Vyse is to clear an obstruction.
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EFFECTS OF AIRPLANE CONFIGURATION ON ENGINE-OUT PERFORMANCE
OBJECTIVE: This procedure assures the trainee understands the effects which airplane configuration has on
airplane performance.
DESCRIPTION: The trainee will change airplane configuration (including use of the landing gear, the flaps,
feathering the propeller, carburetor heat, and mixture) to obtain optimum performance. He/she will demonstrate the
effects of extending the landing gear, the flaps, and both, the application of carburetor heat, use of the mixture, and
wind-milling of the inoperative engine on single-engine performance.
ACCEPTABLE PERFORMANCE GUIDELINES
The trainee will be expected to maintain an airspeed within ± 5 knots or the best rate-of-climb speed and a heading
within ± 10° of the assigned heading while controlling the airplane in the various configurations. During flight with
an engine inoperative, the trainee will be expected to make whatever changes in configuration necessary to achieve
optimum performance.
ENGINE FAILURE ON TAKEOFF
OBJECTIVE: This maneuver provides the trainee with the skill and knowledge required to cope with an engine
failure during any flight phase from start of takeoff roll to reaching a safe maneuvering altitude.
DESCRIPTION: Simulated engine failure for this maneuver will normally be induced by retarding a throttle.
Mixture cuts will only be done at speeds not more than 50% of Vmc. There are two speeds which are of vital
importance in any actual or simulated engine failure during takeoff; Vmc and Vyse. The trainee will state these two
speeds aloud as he pulls onto the runway to begin takeoff. There are three situations through which each takeoff
must pass before reaching a safe altitude for maneuvering:
A. On takeoff roll before becoming airborne when engine fails.
B. Airborne at a speed below Vyse when engine fails.
C. Airborne at a speed at or above Vyse when engine fails.
1. In situation (A), immediately close both throttles and abort the takeoff using prompt braking action.
NOTE: There is no single-engine certification requirement for this airplane to demonstrate any climb
performance at Vmc.
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2. Situation (B) usually requires an immediate landing because of altitude loss required to increase speed to
Vyse. The variables such as remaining runway, aircraft weight, altitude, density altitude and single-engine
performance must be considered in deciding whether it is safer to land immediately or to accelerate to Vyse
and continue flight.
NOTE: The minimum speed for all normal takeoffs is Vmc +5. This assures having air control
before losing ground control.
3. Situation (C) leaves but one major decision to the pilot, which is where to land with maximum safety
consistent with the performance of the airplane. After reaching Vyse, and before reaching a safe
maneuvering altitude, the pilot must decide whether to land on the remaining runway, land in the best
possible off-airport area, or performance permitting, continue climbing on one engine to a safe maneuvering
altitude and return to the airport for landing. If the last option is selected follow the procedures outlined
below.
Maintain Vyse, retract the landing gear when a positive rate of climb is attained. Use a maximum
bank angle of 5 degrees to maintain directional control. Identify and simulate propeller feather on
failed engine. Adjust pitch to maintain Vyse and climb until clear of all obstacles (minimum of 400
feet above field elevation). When flight path permits, accomplish engine failure after takeoff
checklist.
4. A simulated engine failure following a maximum performance (obstacle) takeoff will not be practiced due
to proximity of the climb speed to Vmc.
NOTE: The trainee will always compute the altitude at which the airplane will be capable of climbing with one
engine out at a rate of climb of 50 feet per minute at 1,000 feet above the airport. If it has been determined that the
engine-out rate of climb will not be at Least 50 feet per minute at 1,000 feet above the airport, the engine failure
will be simulated at a point on the takeoff roll which will permit the airplane to be safely stopped on the remaining
portion of the runway. The feathering of the propeller and securing of the throttled engine will be simulated to
keep it available for immediate use, but all other settings should be made as in the case of an actual power failure.
The simulated failure of an engine will be accomplished by throttling one engine while in the traffic pattern to
keep the engine available and reduce hazards associated with this maneuver.
ACCEPTABLE PERFORMENCE GUIDELINES
1. In Situation (A), immediate reduction of power on the operating engine and bring the aircraft safely to a
full stop on the runway.
2. In Situation (B), if the airspeed is below the engine-out best angle-of climb speed and the landing gear has
not been retracted, the takeoff will be abandoned immediately. If the best angle- of-climb speed has been
obtained, the landing gear has been retracted, and the airplane is capable of climbing at least. 50 feet per
minute at 1,000 feet above the airport, the trainee should continue and climb out at Vxse or Vyse as
applicable, clear any obstructions, and thereafter stabilize the airspeed at Vyse and return for landing.
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ENGINE FAILURE ON TAKEOFF (CON’T)
3. In Situation (C), Maintain straight flight path, correctly identify and simulate feathering of failed engine,
maintain Vyse + 5 mph, and make the best choice of where to land.
ENGINE-OUT APPROACH AND LANDING
OBJECTIVE: This maneuver provides training in accomplishing an approach to land (and landing) with the
failure of one engine.
DESCRIPTION: The trainee will make an approach and landing with one engine inoperative.
NOTE: All single-engine approaches will be made with an engine throttled to simulate the drag of a
feathered propeller.
Due to the many variations in performance due to gross weight and density altitude, no specific flight path or
procedure can be proposed that would be adequate in all engine-out emergencies.
In most cases, the engine-out approach and landing can be accomplished with the flight path and procedures
almost identical to a normal approach and landing, with three noteworthy exceptions:
1. Speed on final should not be less than Vyse until the landing is assured; thereafter, at the approach speed
commensurate with the flap position used until the landing flare.
2. Under normal conditions, the landing will be made with full flaps; however, full flaps should not be
lowered until the landing is assured. If unusual circumstances dictate landing with other than full flaps, the
approach speed will be 1.3 Vs1.
3. The landing gear should not be extended until landing is assured. It may be lowered at any point during
the final descent for landing allowing time to complete the “Before Landing Checklist.”
ACCEPTABLE PERFORMANCE GUIDELINES
1. The trainee will be expected to use the correct procedures for the operation of the airplane systems, use
appropriate trim settings, observe the regular traffic pattern or approach path, maintain airspeed and
aircraft control during touchdown and landing roll.
2. At no time during the approach should the airspeed be less than the engine- out minimum control speed
(Vmc) before the landing flare is initiated.
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LESSON TWELVE: MANEUVERING BY REFERENCE TO INSTRUMENTS
OBJECTIVE: These maneuvers familiarize the trainee with the operation of the airplane when flying solely by
reference to instruments using the full and emergency panel.
DESCRIPTION
1. Straight-and-level. The trainee will practice straight-and-level flight with changes in airspeed and
airplane configuration.
2. Turns. The trainee will practice heading changes using various means to determine rate and amount of
turn in level, climbing, and descending flight. Practice will include: (1) standard rate turns, (2) timed turns,
(3) turns to pre-determined headings, (4) magnetic compass turns, and (5) steep turns.
3. Climbs and Descents. The trainee will practice changes of altitude including:
(1) constant airspeed climbs and descents, (2) rate climbs and descents, arid (3) climbs and descents to
predetermined altitudes and headings.
ACCEPTABLE PERFORMANCE GUIDELINES
1. During all flight maneuvers the trainee will be expected to control altitude within ±100 ft., heading within
±10°, and airspeed within ±10 knots of that assigned.
2. He/she may be requested to make configuration changes while maintaining the same tolerances.
3. During rate climbs and descents the vertical rate should be within ±200 ft. per minute of that desired.
4. Unless instructed otherwise all turns will be standard rate or less if bank limitations apply).
5. Unless advised otherwise all climbs will be at cruise climb until within 1,000 ft. of assigned altitude and
thereafter at 500 ft. per minute. The last 1,000 ft. of any descent should also he at 500 ft. per minute.
INSTRUMENT TAKEOFF
Takeoffs will be practiced simulating entry into instrument conditions shortly after liftoff, at or before
reaching an altitude of 100 feet above the airport elevation, the trainee will be requested to lower the hood
and complete the takeoff without visual reference.
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INSTRUMENT FLIGHT RULES TAKE OFF MINIMUMS
I.F.R. take off minimums which are lower than standard are permitted provided they are at least equal to the
lowest straight in landing minimum at a particular airport, but no lower than 1800 RVR or ½ mile.
In areas where terrain is higher than field elevation and IFR departure procedures are specified, these
procedures will be followed as directed.
The trainee will demonstrate his/her ability to make a 1800 RVR or ½ mile visibility by putting in place a
view limiting device immediately after lift-off. The trainee should maintain best single engine rate of climb
speed until at least 500 feet above the highest surrounding terrain.
Simulated IFR departure procedures may be given at the option of the check pilot.
The trainee will be expected to follow all required procedures and maintain complete control of the aircraft
at all times.
a
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LESSON THIRTEEN: IFR NAVIGATION
OBJECTIVE: These maneuvers provide the trainee practice in using radio navigation aids for safe and efficient
navigation in instrument conditions in the National Airspace System in compliance with Instrument Flight Rules and
ATC clearances and instructions.
DESCRIPTION
1. Time, Speed, and Distance. The trainee will practice preflight and in-flight computations of
groundspeed, ETE, ETA, and wind correction angle using radio aids.
2. VOR Navigation. The trainee will practice: (1) intercepting a VOR radial at a predetermined angle, (2)
tracking on a selected VOR radial, and (3) determining position using intersecting VOR radials.
3. ADF Navigation. The trainee will practice using the ADF for homing, intercepting, and tracking
predetermined radio bearings to and from non-directional beacons, and for determining position by use of
cross bearings.
4. Navigation by ATC Instructions. The trainee will be given an instrument clearance for each flight in this
phase. This clearance may be obtained through ATC or may be given by the instructor. The clearances will
consist of navigation, radar vectors, and specific instructions for headings and altitude changes.
5. GPS Navigation. The trainee will show competence in navigation by GPS including off-route obstruction
clearance requirements, communication reception requirements and off route emergency procedures.
ACCEPTABLE PERFORMANCE GUIDELINES
1. The trainee will be evaluated on the basis of his/her ability to determine position by means of cross
bearings, interception procedures, ability to maintain orientation and the assigned flight path, and to make
accurate and timely computations.
2. He/she will be evaluated on the promptness and accuracy shown in responding to and complying with
ATC navigation instructions; including radio communication procedures in accepting clearances.
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LESSON FOURTEEN: INSTRUMENT APPROACHES
OBJECTIVE: These maneuvers train the pilot to execute safe and accurate instrument approaches to published
minimums under (simulated) instrument conditions.
DESCRIPTION
1. VOR Approach. ATC or the instructor pilot will clear the trainee for a specific VOR approach. The
primary VHF navigational receiver to be used will be properly tuned, identified, and course selector set for
the approach. If the number two navigational receiver is to be used to identify intersections, missed approach
point, or as a back-up for the number one receiver, it also will be properly tuned.
The in-range checklist should be accomplished immediately prior to commencing the approach to reduce
pilot workload and allow concentration on maneuvering the aircraft for the approach. The “Before Landing”
checklist may be accomplished at any time during the initial or intermediate segments, with the exception of
landing gear and flaps. Prior to the final approach fix, the trainee will verify field elevation, MDA, time to
missed approach, arid missed approach procedures. Flaps may be lowered to the approach flap setting.
Upon passing the final approach fix, begin descent to MDA or step down fix, if applicable. Landing gear
should be extended at the final approach fix inbound. Landing flaps may be delayed until landing is assured.
At MDA and at the appropriate time, the trainee will advise the instructor that the airport should be in sight.
The instructor will advise whether a landing or a missed approach is to be executed.
Two variations of the VOR approach now exist. They are the DME arc to final approach course and the Area
Navigation approach. The DME arc to final approach is accomplished by flying an arc around the VORTAC
at a specified distance until intercepting the final approach course.
The RNAV approach is accomplished in the same manner as the normal VOR approach, but utilizes
waypoints instead of the actual VORTAC station. This approach requires the use of special on-board RNAV
equipment and a special RNAV published approach. Unless the RNAV equipment is approved, there will be
no RNAV approaches conducted during actual instrument conditions.
2. ADF Approach. The instructor pilot shall clear the trainee for an ADF approach from any specific
position, or following a descent in a holding pattern. Emphasis will be placed on the proper technique in
tracking a magnetic bearing. The before landing checklist, up to landing gear and landing flaps, will be
accomplished inbound to the NDB. Approach Flaps may be lowered at this time.
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DESCRIPTION - INSTRUMENT APPROACHES (CON’T)
Station passage is confirmed when the ADF needle has made more than a 90° swing. As station passage is
recognized, the before landing checklist will be completed with the exception of landing flaps which may be
delayed until landing is assured.
Prior to crossing the station-inbound, the trainee will verify field elevation, MDA, missed approach
procedure, and time from the station to missed approach.
Time over the station will be noted and the descent adjusted to assure reaching the MDA prior to one mile
out. At MDA and appropriate time, the trainee will advise that the airport should be in sight and the
instructor pilot will advise if a landing or missed approach is to be executed.
3. ILS Approach. ATC or the instructor will clear the trainee for a front course approach. The localizer
frequency will be set and identified on the appropriate NAV receiver with front course heading set on the
OBS. The marker beacon should be turned on, the ADF turned on and tuned to proper frequency, and
identified and functioning. The second VHF NAV receiver, if available, should be tuned and identified as
necessary to provide fix points along the approach course, if applicable, or also be tuned to the localizer
course being used, or for missed approach maneuvering. The before landing checklist, except for landing
flaps and gear, will be accomplished prior to the outer marker inbound.
Prior to reaching the final approach fix inbound, the trainee shall verbally verify the field elevation, decision
height, and missed approach procedures. As the glide slope is intercepted, the landing gear is extended. Use
of landing flaps may be delayed until landing is assured. After passing the final fix, the approach airspeed
should he maintained. At decision height, the trainee will continue the approach and land with hood removed
or execute a missed approach as directed by the instructor pilot.
NOTE: The trainee will use the published instrument approach procedure.
4. Circling approaches. The approach to the airport from final fix is accomplished with gear down and
approach flaps. Maneuver the aircraft onto the downwind leg at a position not more than published minimum
visibility distance from the landing runway. Visual reference with the runway must be maintained
throughout the maneuver. When landing is assured, complete the “Before Landing” checklist. Maintain
MPA until turning onto final approach. The turn and rate of descent should be adjusted so as to bring the
aircraft smoothly in alignment with the runway utilizing a normal glide slope approaching the runway. From
this point a normal approach and landing should be executed. It should be emphasized that excessively
banked turns close to the ground are undesirable and should be avoided.
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DESCRIPTION - INSTRUMENT APPROACHES (CON’T)
5. Localizer Back Course Approach. ATC or the instructor will clear the trainee for a localizer back course
approach. The localizer frequency will be set and identified on the appropriate NAV receiver with the front
course heading set on the HSI. The trainee will “fly the needle” as on a front course approach. The ADF
should be on and functioning. The second NAV receiver should be turned and identified to provide fix
points along the approach course or, tuned to the localizer course being used, or for the missed approach
procedure. The before landing checklist, except for the landing flaps, will be completed prior to the final
approach fix.
Prior to reaching the final approach fix, the trainee will verify the field elevation, MDA, time to the missed
approach point and the missed approach procedures. Use of landing flaps may be delayed until landing is
assured. After passing the final fix, the approach speed should be maintained. At MDA, the trainee will
continue the approach and land with the hood removed or execute a missed approach as directed by the
instructor.
6. VOR-DME Approaches: ATC or the instructing pilot will clear the trainee for a VOR-DME approach.
The primary NAV will be properly turned, identified and the course selector set for the approach. The DME
will be checked to verify the unit is operating and the flag is not showing. If the #2 NAV is to be used to
identify or verify intersections, missed approach point, or as a back up for NAV #1, it also will be properly
tuned and identified.
The in range checklist should be completed prior to commencing the approach to reduce pilot workload and
allow concentration on maneuvering the aircraft for the approach. The before-landing checklist may be
completed any time during the initial or intermediate segments, with the exception of the landing flaps. Prior
to the final fix, the trainee will verify field elevation, MDA, time to missed approach, missed approach DME
and the missed approach procedure.
Upon passing the final fix, begin descent to MDA or step down fix, if applicable. Landing flaps may be
delayed until landing is assured.
At the missed approach point, the trainee will execute the missed approach procedure or remove the hood
and land as directed by the instructor pilot.
7. GPS Approaches: The trainee must have thorough knowledge of the type of GPS unit installed in the
aircraft and the GPS manual must be in the aircraft in a retrievable location. ATC or the instructing pilot will
clear the trainee for a GPS approach. The in-range checklist should be accomplished immediately prior to
commencing the approach to reduce pilot workload and allow concentration on maneuvering the aircraft for
the approach. The “Before Landing” checklist may be accomplished at any time during the initial or
intermediate segments, with the exception of landing gear and flaps. Prior to the final fix, the trainee will
verify field elevation, MDA, missed approach DME and the missed approach procedure. After crossing the
final approach fix, the gear should be lowered and attention should be given to distance to the threshold vs.
altitude, ensuring descent to MDA, 1 mile prior to the threshold.
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ACCEPTABLE PERFORMANCE GUIDELINES
1. Non-precision Approaches. The trainee should descend on course so as to arrive at the MDA at or before
the missed approach point, in a position from which a normal landing approach can be made, straight-in or
circling, as appropriate. The missed approach point shall be determined by accurate timing from the final
approach fix. Airspeed shall be maintained within ±10 knots of the desired approach speed. At no time shall
the trainee descend below minimum altitudes during any part of the approach or descend below the MDA
prior to the instructor reporting the runway environment in sight.
2. Precision Approach. The trainee shall descend on a straight-in approach to the DH, or on a circling
approach to the MDA, arriving in a position from which a normal landing approach can be made straight-in
or circling, as appropriate. Airspeed shall be maintained within ±10 knots of the desired approach speed.
Descent below minimum altitudes during any part of the approach, full scale deflection of the CDI or the
glide slope indicator after glide slope interception or descent below the DH or MDA prior to the instructor
reporting it in sight will be evidence of an incompetent performance.
3. Circling Approach. The trainee must not exceed the radius of turn dictated by published visibility
minimums or descend below the MDA prior to reaching a position from which a normal approach to the
landing runway can be made.
4. During initial and intermediate segments, altitude will be maintained within
±100 ft. of the prescribed altitude, and airspeed will be maintained within ±10 knots of the desired airspeed.
5. During the final approach segment, altitude will be maintained within
+50 feet and - 0 feet at the MDA or DH and airspeed within ±5 knots of the desired approach speed.
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LESSON FIFTEEN: CROSS—COUNTRY FLYING — IFR
OBJECTIVE: These maneuvers develop the trainee‟s competency in conducting en route and terminal operations
within the National Airspace System in (simulated) instrument conditions, using radio aids and complying
with ATC instructions.
DESCRIPTION: The trainee will prepare and satisfactorily accomplish a cross-country flight over a civil airway,
an approved off-airway route, or a portion of either of them representative of operations authorizations;
including takeoffs and landings at one or more representative airports.
1. Selection of Route: The instructor will assign a cross-country flight to an airport representative of a
typical IFR flight. The trainee will select a route based on information contained in the Airmen‟s
Information Manual, Airport Facilities Guide, En route Charts, Instrument Approach Procedures Charts, and
other sources of information. Route planning will include facilities to be used for all departures and arrivals.
2. Procurement and Analysis of Weather Information: The trainee will procure and analyze weather reports
and forecasts pertinent to the proposed flight. This information should provide: (1) existing weather
conditions over the entire route and the destination airport, (2) forecast weather conditions over the route and
the destination airport, (3) all significant weather information that could effect the flight., (4) the basis for
selecting an alternate airport (if required), and (5) the basis for selecting a route to avoid severe weather
(when applicable).
3. Development of Flight Log: The trainee will develop a complete flight log for the flight; including the en
route courses, estimated ground speeds, distances between checkpoints, estimated time between checkpoints,
the amount of fuel required, and all radio aids that will be used. After completing the flight log, the trainee
will prepare and file an IFR flight plan.
4. Preflight Check of Instruments and Equipment: Prior to takeoff, the trainee will perform a systematic
operational check of all flight instruments and avionic equipment required for the flight. All equipment will
be appropriately set for the departure clearance requirement.
5. Use of Radio Communications: The trainee will use two-way radio voice communication procedures for
reports, ATC clearances, and other instructions.
6. Holding Procedures: The instructor, or ATC, will direct the trainee to hold in either a standard or a nonstandard pattern at a specified fix. Decelerate to holding airspeed before reaching the holding fix. Unless
conditions require otherwise, holding speed should be the minimum consistent with good aircraft control,
but never in the area of reverse command. This lower speed will require less power and allow prolonged
holding and fuel economy. The trainee should make a proper entry as described in the Airman‟s Information
Manual, remain within protected airspace, apply adequate wind correction, and accurately time the pattern so
as to leave the fix at the time specified.
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ACCEPTABLE PERFORMANCE GUIDELINES
1. The trainee will be expected to obtain and apply pertinent information for the selection of a suitable route,
including the current status and usability of facilities.
2. The trainee will obtain and correctly analyze the weather reports and forecasts and understand their
significance to the proposed flight, including the recognition of any hazardous weather condition that could
affect the flight.
3. The flight log will be expected to be complete and accurate. The flight plan should be correctly filled out
and properly filed.
4. All instruments and equipment must be properly checked. The trainee will be evaluated on the
thoroughness and accuracy of the checks and procedures.
5. All voice communications should be on the proper frequencies, use correct phraseology, and be concise,
clear, and timely. Acceptance of clearances must be based on facilities, frequencies, and equipment being
used and in conformance with the aircraft‟s performance capabilities.
6. Holding procedures will be evaluated on compliance with instructions, entry procedures, orientation,
accuracy, and timing.
7. During flight, Altitude will be maintained within ±100 ft, airspeed within
±10 knots of that desired, and heading within ±10 degrees of the desired heading.
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LESSON SIXTEEN: EMERGENCIES — IFR
OBJECTIVE: These maneuvers train the pilot to promptly recognize and take appropriate action for abnormal and
emergency conditions and equipment malfunctions peculiar to instrument flight.
DESCRIPTION
1. Recovery from Unusual Attitudes. The instructor will place the airplane in unusual flight attitudes
which could result from vertigo, wake turbulence, lapse of attention, or abnormal trim conditions. The
instructor may limit the use of flight instruments for this demonstration by covering the attitude indicator
and heading indicator. When advised by the instructor, the trainee should recover the airplane and return to
the original heading and altitude.
2. Loss of radio communications. The instructor will simulate the loss of radio communications during
flight in visual flight conditions by canceling IFR (if applicable) and acting as the traffic controller. The
trainee will follow prescribed procedures pertaining to altitudes, routes, holding procedures, and approaches.
3. Missed Approach Procedures. At any time during an instrument approach, the trainee may be asked by
the instructor to execute a missed approach. If the instructor fails to report the runway in sight at the DH, on
a precision approach, or the MAP (missed approach point) on a non-precision approach, the trainee should
immediately initiate the missed approach. The missed approach procedure should adhere to that described on
the chart, or as directed by ATC. At the missed approach point, power will be advanced to maximum and
pitch attitude adjusted to check the descent. As the aircraft accelerates, flaps will be retracted to the setting
appropriate for the existing conditions. The landing gear will be retracted when a positive rate of climb is
established and, if necessary, final flap retraction will be accomplished. The pitch attitude will be adjusted
for climb and the aircraft accelerated to Vy. Maximum power should he maintained until at least 500 feet
AGL. Climb power will, be established after reaching a safe altitude.
ACCEPTABLE PERFORMANCE GUIDELINES
1. Recovery from unusual attitudes should be prompt, smooth, and accurate. All maneuvering must be
conducted within the operating limitations for the airplane.
2. During simulated radio communication failure, the trainee should comply with the pertinent procedures
required by Part 91 of the FAR‟s and the emergency procedures outlined in the AIM.
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ACCEPTABLE PERFORMANCE GUIDELINES (CON’T)
3. The trainee will be judged on his/her decision when to execute the missed approach, the appropriateness
of communications and navigation procedures, the ability to maintain positive airplane control, and to
operate all airplane systems in accordance with applicable operating instructions. Descent below the MDA
or DH, as appropriate, prior to initiation of the missed approach procedure will be unacceptable (unless the
runway environment was in sight at the MDA or DH). Airspeed during missed approach should be within
+10 knots, -0 knots. Heading should be within ±5 degrees. Missed approach will be in compliance with
published missed approach procedures or ATC instructions as appropriate.
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LESSON SEVENTEEN: CHECK AIRMEN AND FLIGHT INSTRUCTORS
INITIAL AND TRANSITION TRAINING: Each pilot check airmen and pilot flight instructor must complete
the following:
1. Enough in-flight training and practice in conducting flight checks from the left and right pilot seats in the
required normal, abnormal, and emergency maneuvers to ensure that person‟s competence to conduct the
pilot flight checks and flight training under FAR 135.
*2. The appropriate safety measures to be taken from either pilot seat for emergency situations that are likely
to develop in training.
*3• The potential results of improper or untimely safety measures during training.
*The requirements of paragraphs (2) and (3) may be accomplished in flight or in an approved simulator.
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CHECK AIRMEN AND INSTRUCTORS:
QUALIFICATION REQUIREMENTS
No person will be assigned duties as an instructor or check airmen in this course until he/she has completed
the following requirements:
1. Holds the airman certificate and ratings that must be held to serve as a pilot in command in
operations under FAR 135.
2. Has satisfactorily completed the appropriate training phases for the aircraft the applicable
training requirements of 135.339 and covered in ground training Lesson Seven.
3. Holds a Class I or Class II medical certificate required to serve as a pilot in command in
operations under FAR 135.
4. Has satisfactorily completed the applicable training requirements of 135.339 and covered in
ground training Lesson Seven.
5. Holds a Class I or Class II medical certificate required to serve as a pilot in command in
operations under FAR 135.
6. In the case of a check airman, has been approved by the FAA for the airman duties involved;
and
7. In the case of a check airman used in an aircraft simulator only, holds a Class III medical
certificate.
8. In the case of a person to be used as a simulator instructor for a course of training given in an
aircraft simulator under FAR 135, he/she must:
a. Holds at least a commercial pilot certificate; and
b. Has satisfactorily completed the following as evidenced by the approval of a check
airman—
I. Appropriate initial pilot and flight instructor ground training contained in Lesson Seven of
the Ground Training Syllabus.
II. A simulator flight training course in the type simulator in which that person instructs
under FAR 135.
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CURRENCY REVIEW
A. Each 90 days the chief pilot will review each crewmember‟s record. He/she will determine the status of
tests and checks and currency requirements. A determination will be made concerning:
(1) Currency status with special attention to 135.247 and 135.299(c).
(2) Status of competency checks, proficiency checks, and line checks (as applicable).
(3) Status of recurrent training (135.351).
(4) The amount (if any) of ground and flight training, instruction, and practice necessary to ensure
the crewmembers—
(a) proficiency in each aircraft, crewmember position, and type of operation in which the
crewmember serves; and
(b) qualifications in new equipment, facilities, procedures, and techniques, including
modifications to aircraft.
B. The chief pilot will contact the crewmember when in his/her opinion currency training is required and
establish a schedule for such training.
C. The chief pilot will contact the crewmember when recurrent training is required within the next 90 days
and schedule such training.
D. When tests or checks must be completed within the next 90 days a schedule will be established for those
checks and tests.
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PILOT RECORD FORM
Pilot:
20
Jan.
Feb.
March April
May
June
July
Instruction
Ground
Flight
PIC
SIC
Sim/hood
Day
Night
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Nov
Dec
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PILOT RECORD FORM
Pilot:
20
Jan Feb March April May June July August Sept Oct Nov Dec Total
SEL
MEL
X-cty
Lds day
Lds Night
Instrument
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BLUE ASH CHARTERS LLC
PILOT INFORMATION SHEET
Date ___________________
Flight Training Aircraft Type Ground Training FAA Check
Telephone
Name
Address
Pilot Certificate Type
Ratings
Medical Class
Total Time
Assignment
Certificate # ______________________________ Date Issued
BFR
Date _______
Date Issued________________________
N.E. _____________ X—C
Night_______________________
Aircraft_____________________
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FAR 135 CERTIFICATE OF GROUND TRAINING
TRAINING PHASE:_______AIRCRAFT: ________________
ADDRESS__________________________ FULL NAME__________________________
CITY________________________ TYPE PILOT CERT._____________________________
STATE_______________ ZlP ________________ DATE ISSUED________________ No__________________
This is to certify that_______________________________ has received ___________________
training prior to serving as Pilot In Command as required by FAA Regulations and pertinent to Operating
Certificate No.___________________ issued by the Federal Aviation Administration.
This training has included, but was not necessarily limited to:
(1) Instruction in the appropriate provisions of the company‟s Operations Specifications and nanua including flight
locating procedures and duties and responsibilities of crewmembers.
(2) Appropriate provisions of FAR Parts 61, 91, and 135.
(3) For the tune of aircraft to be flown by the pilot: the aircraft power plant (s), major components and systems,
major appliances, performance and operating limitations, standard and emergency operating procedures, the contents
of the approved Aircraft Flight Manual or equivalent, the method of deter mining compliance with weight and
balance imitations for takeoff, landing and en route operations.
(4) Navigation and use of air navigation aids appropriate to the operation or pilot authorization, including,
when applicable, instrument approach facilities and procedures.
Air traffic control procedures, including IFR procedures when applicable.
(6) Meteorology in general, including the principles of frontal systems, icing, fog, thunderstorms, and windshear,
and, if appropriate for the operation of the company, high altitude weather, and visual cues before and during descent
below DH and MDA.
(7) Procedures for avoiding severe weather situations and for operating in or near thunderstorms (including nest
penetrating altitudes), turbulent air (including clear air turbulence and low altitude windshear, Icing, hail and other
potentially hazardous meteorological conditions.
(8) Normal and emergency communication procedures.
(9) Other instructions necessary to ensure the pilot‟s competence and qualifications in new equipment, procedures,
and Techniques.
Signed_________________________________
Title___________________________________
Date_________________________
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FAR 135 CERTIFICATE OF FLIGHT TRAINING
TRAINING PHASE_______________________ AIRCRAFT_______________________
ADDRESS ____________________________ FULL NAME___________________________
CITY ___________________ TYPE PILOT CERT. _________________
STATE______________ZIP____________DATE ISSUED_______________NO_________________
This is to certify that holder of pilot certificate number____________________ has received training prior to serving
as Pilot-in command as required by FAA Regulations and pertinent to operating Certificate No. O6WA-853K issued
by the Federal Aviation Administration.
This training has included, but was not necessarily limited to:
(1) Preflight operations.
(2) Airport and traffic pattern operations.
(3) Takeoffs and landings during day and night.
(4) Flight at critically slow airspeeds.
(5) Maximum performance maneuvers.
(6) Operation of airplane equipment.
(7) Multi-engine procedures.
(8) Maneuvering by reference to instruments,
(9) IFR navigation,
(10) Instrument Approaches.
(11) Cross-country Flying,
(12) Emergencies.
List item numbers approved in whole or part for accomplishment in simulator or training device
Signed ___________________________
Title _____________________________
Date __________________
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CERTIFICATE OF CREWMEMBER EMERGENCY TRAINING
TRAINING PHASE_______________________ AIRCRAFT _______________
ADDRESS ___________________ FULL NAME ________________________
CITY ___________________ TYPE PILOT CERT _______________________
STATE_________ ZIP.________ DATE ISSUED ________________
This is to certify that , holder of _______________ pilot certificate number, has
received___________________________ crewmember emergency training prior to serving as ___. in-command on
a _______________—_________ aircraft, in operations as required by FAA Part 135.331 and pertinent to operating
Certificate No.________________ issued by the Federal Aviation Administration. This training included, but was
not necessarily limited to:
(1) Instruction in emergency assignments and procedures, including coordination among crewmembers.
(2) Instruction in the location, function, and operation of emergency equipment, including (i) equipment used in
ditching and evacuation, (ii) first ala equipment and its proper use, and iii) portable fire extinguishers, with emphasis
on the type of extinguisher to he used on different classes of fires
(3) Instruction in the handling of emergency situations, including as appropriate: (i) rapid decompression, (ii) fire in
flight or on the surface and smoke control procedures with emphasis on electrical equipment and related circuit
breakers found in cabin areas, (iii) ditching and evacuation, (iv) illness, injury, or other abnormal situations
involving passengers or crewmembers, and (v) hijacking and other unusual situations.
(4) Review of the company‟s previous aircraft accidents and incidents involving actual emergency situations.
(5) Crewmembers who serve in operations above 25,000 feet received instruction in: (i) respiration, hypoxia, (iii)
duration of consciousness without supplemental oxygen at altitude, (iv) gas expansion, (v) gas bubble formation and
(vi) physical phenomena and incidents of decompression. The following emergency drills were performed using the
proper emergency equipment and procedures;
(1) Ditching, if applicable.
(2) Emergency evacuation.
(3) Fire extinguishing and smoke control.
(4) Operation and use of emergency exits, including deployment and use of evacuation chutes, if applicable.
(5) Use of crew and passenger oxygen.
(6) Removal of life rafts from the aircraft, inflation of the life rafts, use of life lines, and boarding of passengers and
crew, if applicable.
(7) Donning and inflation of life vests and the use of other individual flotation devices, if applicable.
List the numbers approved for training by Demonstration ___________________
Signed __________________________
Title_____________________________
Date ______________
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HAZARDOUS MATERIALS TRAINING PROGRAM
NAME OF EMPLOYEE/PILOT_____________________________
INITIAL TRAINING - DATE RECEIVED ________________
Signature of Instructor/Pilot_____________________________
RECURRENT TRAINING - DATE RECEIVED________________
Signature of Instructor/Pilot _____________________________________
RECURRENT TRAINING - DATE RECEIVED_________________
Signature of Instructor Pilot _____________________________________
RECURRENT TRAINING - DATE RECEIVED_________________
Signature of Instructor Pilot _____________________________________
Approved _______________________
CINCINNATI FSDO _________________________
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HAZARDOUS MATERIAL Blue Ash Aviation personnel will not knowingly handle or carry any
dangerous articles or magnetized materials covered by CFR 49, Parts 171-177 on any air taxi flight.
To assure that no dangerous articles are carried aboard our aircraft, all pilots and all other personnel whose
duties include the handling and loading of baggage and cargo, will become familiar with and follow these
instructions.
UNACCEPTABLE MATERIALS
Do not accept any of the following articles or materials for shipment on aircraft:
1. EXPLOSIVES:
CLASS A Detonating type devices of maximum hazard and defined by Section 173.53
CLASS B Devices that explode by rapid combustion rather than detonation. These include
explosive devices such as special fireworks, flash powders, etc. (flammable hazard) and as defined by
Section 173.B.
CLASS C Certain types of manufactured articles containing Class A or Class B explosives, or both,
as components but in restricted quantities and certain types of fireworks (minimum hazard and as
defined by Section
173. 100).
2. FLAMMABLE LIQUIDS:
Any liquid which gives off flammable vapors.
3. FLAMMABLE SOLIDS:
Any solid material, other than an explosive, which is liable to cause fires through friction,
absorption of moisture, spontaneous chemical changes, retained heat from manufacturing or processing, or
which can be ignited readily and when ignited, burns so vigorously and persistently as to create a serious
transportation hazard.
4. OXIDIZING MATERIALS
A substance that yields oxygen readily to stimulate the combustion of organic matter.
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UNACCEPTABLE MATERIALS (CON’T)
5. CORROSIVE LIQUID
Those acids, alkaline caustic liquids, and other corrosive liquids which, when in contact with living
tissue, will cause severe damage to such tissue by chemical action or which, in case of leakage, will
materially damage the aircraft structure, equipment, or cargo; or which are likely to cause fire when
in contact with organic matter or with certain chemicals.
6. COMPRESSED GAS:
Any material or moisture having in the container pressure exceeding 40 PSIA at 70 degrees F.
7. Poisons:
CLASS A Extremely dangerous poisons. Poisonous gasses or liquids of such nature that a very
small amount of the gas, or vapor of the liquid, mixed with air is dangerous to life, and as defined by
Section 173.326.
CLASS B Less dangerous poisons. Substances, liquids, or solids (including parts and semi-solids),
which are known to be toxic to man as to afford a health hazard during transportation; or which, in
the absence of adequate data on human toxicity, are presumed to be toxic to man, and as defined by
Section 173.343.
8. IRRITATING MATERIAL:
Rear gas or irritating substances, liquid or solid substances, which upon contact with fire or when
exposed to air give off dangerous or intensely irritating fumes, and as defined by 173. 381.
9. RADIOACTIVE MATERIALS:
a
Any material, or combination of materials, that spontaneously emits ionizing radiation, and having
specific activity of greater than 0.002 micro curies per gram.
10. ETIOLOGIC AGENTS:
An etiologic agent means a viable micro-organism, or toxin which causes or is suspected to cause
human or animal diseases.
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UNACCEPTABLE MATERIALS (CON’T)
11. MAGNETIZED MATERIAL:
Any material which, when packed for air carriage, has a a magnetic field strength of 0.002 gauss or
more at a distance of 2 meters (7 feet) from any point on the surface of the assembled shipment.
Hazardous material is to be identified with conspicuous labels. Be alert for packages or articles with the
following labels on them
1. Magnetized materials: Blue/4” x 4”/Blue printing on white.
2. Etiologic agent: Etiologic agent/4” x 2”/Red symbol and red printing on white.
3. Poisonous articles: Poison /4” x 4”! Black printing on white.
4. Corrosive liquids: White/4” x 4”! Black printing on white.
5. Non-flammable compressed gases: Green/4” 4” Black or white printing on green.
6. Explosives: Explosivea/4” x 4”/Black printing on orange.
7. Flammable liquids and flammable compressed gases: Red/4” x 4” Black or white printing on red.
8. Oxidizing materials: Yellow/4” x 4”/Black printing on yellow
9. Flammable solids: White/4” x 4”/Black printing on white with vertical red stripes.
10. Radioactive materials, Category I: Radioactive Category I White/4” x 4”/Black printing on
white/one red stripe.
11. Radioactive materials Category II: Radioactive Category II - Yellow/4 x 4”/Black printing on
yellow and white/two red at r i pea.
12. Radioactive materials Category III; Radioactive Category III Yellow/4” x 4”/Black printing on
yellow and white/three red stripes.
If any employee finds any of these labels, or the labels shown on the following page, on any article that is
intended to be loaded aboard an aircraft, he should immediately notify the Director of Operations. The
Director of Operations will contact the shipper of the article or material and advise them that Schmidt
Aviation does not transport hazardous materials and to please arrange for the material to be removed from
our facility as soon as possible.
ACCEPTABLE MATERIALS
The following are exceptions to 49 CFR, and may be carried. 175. 10 exceptions:
1. Aviation fuel and oil in tanks that are in compliance with the installation provisions of 14 CFR, Chapter
1.
2. Aircraft parts, equipment and supplies (other than fuel) carried by an aircraft operator if authorized or
required aboard his aircraft for their operation including:
(I) Fire extinguishers
(ii) Cylinders containing compressed gases
(iii) Aerosol dispensers
(iv) Distilled spirits
(v) Hydraulic accumulators
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(vi) Non-spillable batteries
(vii) First-aid kits
(viii) Signaling devices
(ix) Tires
(x) Items of replacement therefore, except batteries, aerosol dispensers, and signaling devices must be
packed in strong outside containers and tires must be deflated to a pressure not greater than 100 p.s.i.g.
3. Hazardous materials loaded and carried in hoppers or tanks of aircraft certificated for use in aerial
seeding, dusting, spraying, fertilizing, crop improvement, or pest control, to be dispensed during an
operation.
4. Medicinal and toilet articles carried by a crewmember or passenger in his baggage (including carry-on
baggage) when
(i) The total capacity of all the containers used by a crewmember or passenger does not exceed 75 ounces
(net weight ounces and fluid ounces).
(ii) The capacity of each container other than an aerosol container does not exceed 15 fluid ounces or 1
pound of material.
5. Small-arms ammunition for personal use carried by a crewmember or passenger in his baggage
(excluding carry-on baggage) if securely packed in fiber, wood, or metal boxes.
6. Removed & Reserved
7. Oxygen, or any hazardous material used for the generation of oxygen, carried for medical used by a
passenger in accordance with 14 CFR 135.91.
8. Human beings and animals with an implanted medical device, such as a heart pacemaker, that contains
radioactive material or with radiopharmaceuticals that have been injected or ingested.
9. Smoke grenades, flares, or similar devices carried only for use during a sport parachute jumping activity.
10. Personal smoking materials intended for use by an individual when carried on his person except
lighters with flammable liquid reservoirs and containers containing lighter fluid for use in refilling lighters.
11. Smoke grenades, flares, and pyrotechnic devices affixed to aircraft carrying no person other than a
required flight crewmember during any flight conducted at and as a part of a scheduled air show or
exhibition of aeronautical skill. The affixed installation accommodating the smoke grenades, flares or
pyrotechnic devices on the aircraft must be approved by the FAA for its intended use.
12. Hazardous materials which are loaded and carried on or in cargo-only aircraft and which are to be
dispensed or expended during flight for weather control, forest preservation and protection, or avalanche
control purposes when the following requirements are met:
(I) Operations may not be conducted over densely populated areas, in a congested airway, or near any
airport where air carrier passenger operations are conducted.
(ii) Each operator shall prepare and keep current a manual containing operational guidelines and handling
procedures, for the use and guidance of flight, maintenance, and ground personnel concerned with the
dispensing or expending of hazardous materials. The manual must be approved by the FAA Civil Aviation
Security Office responsible for the operator‟s overall aviation security program or the FAA Civil Aviation
Security Office in the region where the operator is located. Each operation must be conducted in
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accordance with the manual.
(iii) No person other than a required flight crewmember, FAA inspector, or person necessary for handling
or dispensing the hazardous material may be carried on the aircraft.
(iv) The operator of the aircraft must have advance permission from the owner of any airport to be used for
the dispensing or expending operation.
(v) When dynamite and blasting caps are carried for avalanche control flights, the explosives must be
handled and, at all times, be under the control of the blaster who is licensed under a state or local authority
identified in writing to the FAA Civil Aviation Security Office in the region where the operator is located.
13. Carbon dioxide, solid (dry ice) in quantities not exceeding 5 pounds per package packed as prescribed
by 173.615 (a) of this subchapter and used as a refrigerant for the contents of the package. The package
must be marked with the name of the con-- tents being cooled, the net weight of the dry ice or an indication
that the net weight is 5 pounds or less, and also marked “Carbon Dioxide, Solid” or “Dry Ice”.
14. A transport incubator unit necessary to protect life or an organ preservation unit necessary to protect
human organ provided:
(i) The compressed gas used to operate the unit is in an authorized DOT specification cylinder and is
marked, labeled, filled and maintained as prescribed by this subchapter;
(ii) Each battery used in the operation of the unit is of the non-spillable type;
(iii) The unit is constructed so that valves, fittings and gauges are protected from damage;
(iv) The pilot in command is advised when the unit is on board, and when it is intended for use;
(v) The unit is accompanied by a person qualified to operate it.
(vi)Smoking within ten feet of the unit is prohibited.
15. Alcoholic beverages, perfumes and colognes carried aboard a passenger-carry aircraft by the operator
for use or sale on the aircraft.
16. Alcoholic beverages, perfumes and colognes, purchased through duty-free sales carried by passengers
or crew as carry-on baggage.
17. Carbon dioxide, solid (dry ice) intended for use in food and beverage service aboard aircraft and dry ice
in quantities not exceeding 4 pounds per passenger when used to pack perishables in carry-on baggage.
18. Carbon dioxide gas cylinders worn by passengers for the operation of mechanical limbs.
19. Wheel chairs with non-spillable batteries, as defined in
173.260(d) of this subchapter, as checked baggage, provided the battery is disconnected; the battery
terminals are insulated to prevent accidental short circuits, and the battery is securely attached to the wheel
chair.
20. Wheel chairs with spillable batteries, as checked baggage, provided that the wheel chair can be loaded,
stowed, secured and unloaded always in an upright position. The battery must be disconnected, the
terminals insulated to prevent accidental short circuits, and the battery securely insulated to prevent
accidental short circuits, and the battery securely attached to the wheel chair. The pilot-in-command must
be advised either orally or in writing of the location of the wheel chair aboard the aircraft prior to
departure. If the wheel chair cannot be loaded, stowed, secured and unloaded in an upright position, the
battery must be removed and the wheel chair may then be carried as checked baggage without restriction.
The removed battery must he carried in strong, rigid, outside packaging as follows:
(1) Outside packaging must be leak tight, impervious to battery fluid, loaded aboard the aircraft in
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accordance with the required orientation markings and be protected against upset by securing to pallets or
by securing them in cargo compartments using appropriate means of securing (other than by bracing with
freight or baggage) such as by use of restraining straps, brackets or holders;
(ii) Batteries must be protected against short circuits, secured upright in their outside packaging, and
surrounded by compatible absorbent materials sufficient to absorb their total liquid contents; and
(iii) Outside packaging must be marked to indicate proper orientation, and with the words, “Battery, wet,
with wheel chair”, and be labeled with a Corrosive label.
(a) Each person who discovers a discrepancy, as defined in paragraph (b) of this section, relative to the
shipment. of a hazardous material following its acceptance for transportation aboard an aircraft shall, as
soon as practicable, notify the nearest FAA Air Transportation Security Field Office by telephone and shall
provide the following information:
1. Name and telephone number of the person reporting the discrepancy.
2. Name of the aircraft operator.
3. Specific location of the shipment concerned.
4. Name of the shipper.
5. Nature of the discrepancy.
(b) Discrepancies which must be reported under paragraph (a) of this section are those involving hazardous
materials which are improperly described, certified, labeled, marked, or packaged, in a manner not
ascertainable when accepted under the provisions of 175.30 (a) of this subchapter, including:
1. Packages which are found to contain hazardous materials:
(i) Other than as described or certified on shipping papers;
(ii) In quantities exceeding authorized limits;
(iii) In inside containers which are not authorized or have improper closures;
(iv) In inside containers not oriented as shown by package markings;
(v) With insufficient or improper absorption materials, when required; or
2. Packages or baggage which are found to contain hazardous materials subsequent to their being offered
and accepted as other than hazardous materials.
REPORTING HAZARDOUS MATERIALS INCIDENTS
(a) Each operator who transports hazardous materials shall report to the nearest FAA Civil Aviation
Security Office by telephone at the earliest practicable moment after each incident that occurs during the
course of transportation (including loading, unloading or temporary storage) in which as a direct result of
any hazardous materials:
1. A person is killed;
2. A person receives injuries requiring his or her
hospitalization;
3. Estimated carrier or other property damage, or both, exceeds $50,000.
4. Fire, breakage or spillage or suspected radioactive contamination occurs involving shipment of
radioactive materials;
5. Fire, breakage, spillage, or suspected contamination occurs involving shipment of eliologic agents. In
addition to the report required by paragraph (a) of this section, a report on an incident involving etiologic
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agents should he telephoned to the Director, Center for Disease Control, U.S. Public Health, Atlanta,
Georgia, Area Code (404) 633- 5313 or
6. A situation exists of such a nature that, in the judgment of the carrier, it should be reported to the
Department even though it does not meet the criteria of paragraph (b) (1, (2), or (3) of this section, e.g., a
continuing danger to life exists at the scene of the incident.
7. If the operator conforms to the provisions of this section, the carrier requirements of 171.15 except
171.15 (c) o this subchapter shall be deemed to have been satisfied.
(b) The following information shall be furnished in each report:
1. Name of reporting person.
2. Name and address of carrier represented by reporter;
3. Phone number where reporter can be contacted;
4. Date, time and location of incident;
5. The extent of injuries, if any,
6. Classification, name and quantity of hazardous material involvement and whether a continuing danger to
life exists at the scene.
(c) Each operator who transports hazardous materials shall report in writing, in duplicate, on DOT Form F
5800.1 within 15 days of the date of discovery, each incident that occurs during the course of
transportation (including loading, unloading or temporary storage) in which, as a direct result to hazardous
materials, any of the circumstances set forth in paragraph (a) of this section occurs or there has been an
unintentional release of hazardous materials from a package. Each operator making a report under this
section shall send that report to the Materials Transportation bureau, Office of Hazardous materials
Regulation, Department of Transportation, Washington, D.C. 20590, with a separate copy to the FAA
facility indicated in paragraph (a) of this section.
(d) Each operator who accepts for transportation or transport a hazardous substance shall comply with the
reporting requirements of 171.17 of this subchapter.
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BLUE ASH CHARTERS LLC
BLUE ASH AIRPORT
4335 GLENDALE-MILFORD ROAD
CINCINNATI, OHIO 45242
(513) 984-5880
blueashaviation.com
HAZARDOUS MATERIALS FORM
I _______________________________
(print name)
Certify that the contents of _________________________________________________
(Name of shipper/forwarder) ________________________________________________
this shipment contain no hazardous material as defined in CFR 49.
(Date) ___________________________________________
(Name of Organization) ____________________________________
(Signature and Title) _______________________________________
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