Page C-1 Date: May 2015 Appendix C
Page C-2 Date: May 2015 TABLE OF CONTENTS GENERAL INFORMATION C-3 EMERGENCY TRAINING C-5 INITIAL TRAINING C-7 RECURRENT TRAINING C-21 FLIGHT MANEUVERS AND PROCEDURES C-24
Page C-3 Date: May 2015 GENERAL INFORMATION TYPE OF AIRCRAFT: Training program is for Series Aircraft. This curriculum is the approved course of training which when conducted in accordance with the pilot training requirements of 14 CFR Part 135 leads to a competency check and/or proficiency check. This curriculum is based on the Commercial Pilot Practical Test Standards, Instrument Rating Practical Test Standards, Airline Transport Pilot and Type Rating Practical Test Standards. All flight training will be conducted in an aircraft. CURRICULUM PREREQUISITES The curriculum is designed to accommodate pilots who are to be trained as defined in Part 135 as requiring Initial Training or Transition Training. Westwind Aviation, Inc. will insure that each PIC meets the prerequisites for employment, using requirements established by 14 CFR Part 135. FACILITIES LOCATION Westwind Aviation s training facilities are located at the Deer Valley Airport in Phoenix, Arizona. CURRICULUM SEGMENT OBJECTIVE Upon completion of the program, the crewmembers will be able to successfully demonstrate their knowledge of aircraft systems by completing an oral/written examination. They will be able to fly the aircraft in a manner that shows they are obviously the master of the aircraft, with the outcome of each maneuver never in doubt. They will be able to safely operate the aircraft in assigned airspace. Depending upon the pilot s background, the training will meet the following requirements. o 14 CFR Part 135 Certification Holder s Approved Training Program o Initial Certification IAW 61.63 or 61.157 o Pilot Competency Check IAW 135.293 o Instrument Proficiency Check IAW 135.297
Page C-4 Date: May 2015 COMPLETION STANDARDS Completion is based on proficiency. Syllabus times are estimates. Pilots must demonstrate satisfactory performance through formal and informal examinations in the classroom and flight training device, and in flight to ensure they meet the knowledge and skill requirements necessary to meet the course objectives. The minimum acceptable performance guidelines are as follows: Each pilot shall fly the aircraft within the appropriate standard. Depending upon the type of operation, passenger seating, configuration within the aircraft, and/or pilot s level of certification, the tolerances of the appropriate standard will be specified in one of the following publications as applicable: o Commercial Pilot Practical Test Standards o Instrument Rating Practical Test Standards The instructor and/or check airman will determine the applicable standards prior to the start of any training or evaluation session. The required standards will be discussed with the pilot being trained. GROUND INSTRUCTIONAL FACILITIES Westwind Aviation, Inc. facilities are divided into briefing areas/rooms, classroom flight planning room, instructor room, and the required maintenance and administrative areas. The building is optimally laid-out and located so the pilots will not be distracted by instruction conducted in other rooms or by flight and maintenance operations. The classroom is equipped for presentation of audiovisual media. An overhead projector, video-television and whiteboard facilities are used to provide interactive display of photos and system graphics and any other applicable material. The Frasca 131 and 132 flight training devices contain full-size replica of instruments, equipped panels and controls of an aircraft, in an enclosed cockpit including the hardware and software for the systems installed that simulate the aircraft in ground and flight operations. These flight training devices have been evaluated, qualified and approved by the administrator. The visibility, ceiling, wind direction, velocity and environmental conditions can be varied to provide realistic IFR precision and nonprecision approaches to airports. The ground track of the aircraft is displayed at the instructor s console, and the instructor has the capability of generating all the abnormal/emergency situations contained in the Aircraft Flight Manual by utilizing programmed malfunctions.
Page C-5 Date: May 2015 EMERGENCY TRAINING TRAINING TIMES: Initial - 4 hours Transition 4 hours Recurrent - 4 hours OBJECTIVE OF TRAINING The Emergency-Drill subject area provides instruction and practice in the actual use of certain items of emergency equipment such as: o Fire extinguisher o Life vests o Emergency exits and emergency evacuation o Oxygen equipment o First Aid equipment Emergency Drill Training requires the crew member to operate the equipment (hands on) and must be conducted every 24 months (14 CFR Part 135.331, 135.351). EMERGENCY-DRILL (HANDS-ON) SUBJECT AREA Each crew member must perform at least the following emergency drills, using the proper emergency equipment and procedures except for those items that can be accomplished by demonstration. o Ditching Equipment (As Required) o Emergency Evacuation o Fire Extinguisher and Smoke Control o Operation and Use of Emergency Exits o Crew and Passenger Oxygen (As Required) o Life Rafts (If Required) o Life Vests (If Required)
Page C-6 Date: May 2015 EMERGENCY-DRILL MODULES: Ditching Equipment Module (As Required) o Ditching Procedures Emergency Evacuation Module o Evacuation Fire Extinguisher and Smoke Control Module o Inspection Tags, Seals, Dates and Proper Charge Levels o Removal and Storage of Hand-held Extinguishers o Actual Discharge of Each Type of Hand-held Extinguisher Operation and Use of Emergency Exits Module o Actual Operation (Open and Close) of each Type of Exit in the Normal and Emergency Modes. o EGRESS Crew and Passenger Oxygen Module (Not Applicable) o Type o Location o Purpose o Actual Operation/Demonstration Life Rafts Module (Not Applicable) o Type o Location o Use o Actual Operation/Demonstration Life Vests Module o Type o Location o Use o Actual Operation/Demonstration
Page C-7 Date: May 2015 INITIAL TRAINING CURRICULUM PREREQUISITES The curriculum is designed to accommodate pilots who are to be trained as defined in Part 135 as requiring Initial Training or Transition Training. Westwind Aviation, Inc. will insure that each PIC meets the prerequisites for employment, using requirements established by 14 CFR Part 135. GROUND TRAINING TIMES: Initial IFR/VFR 8 hours Initial Equipment IFR/VFR 8 hours Transition IFR/VFR 8 hours INITIAL GROUND TRAINING OBJECTIVE OF GROUND TRAINING To provide pilots with the necessary training to understand the operation of aircraft systems, the use of the individual system controls, and the integration of aircraft systems with operational procedures in order to sufficiently prepare them to enter the flight training curriculum segment. At the end of the ground training curriculum segment the pilot will be able to locate, identify, and operate all aircraft systems. The pilot will be able to perform normal, abnormal and emergency operating procedures. Additionally, the pilot will be able to demonstrate knowledge of aircraft performance, as well as systems and aircraft limitations. The pilot will be capable of satisfactorily completing the equipment examination at the end of this segment. COMPLETION STANDARDS Aircraft Systems The pilot must demonstrate adequate knowledge of the aircraft systems, performance and flight planning by successfully completing a written/oral examination with a minimum score of 80%, which is corrected to 100%. GROUND TRAINING CURRICULUM SEGMENT OUTLINE The ground training curriculum segment outline is comprised of the following subject areas: o General Operational Subjects o Aircraft Systems.
Page C-8 Date: May 2015 GENERAL OPERATIONAL SUBJECTS The subject of ground training, referred to as general operations subjects, includes instruction on certain operational requirements. These are as follows: o Flight Locating o Adverse Weather o Winter Operations o Wake Turbulence o Communications and Navigation Procedures o Special Emphasis Items o Weight and Balance o Performance o Flight Planning o Approved Aircraft Flight Manual/Aircraft Operating Manual AIRCRAFT SYSTEMS The training modules presented in the aircraft systems subject area consist of a breakdown of the various systems of the aircraft. These modules may be taught in any sequence; however, ALL modules must be covered. o Aircraft General o Master Warning o Electrical o Lighting o Fuel o Powerplant o Fire Detection o Propellers o Pneumatics o Air Conditioning o Oxygen o Ice and Rain Protection o Landing Gear and Brakes o Flight Controls o Avionics o Radar o Systems Review, Examination and Critique SYSTEMS INTEGRATION This area provides the student with training on how aircraft systems interrelate with respect to normal, abnormal, and emergency procedures. o Use of Checklist o Flight Planning o Display Systems o Navigation Systems o Autoflight o Flight Deck Familiarization
Page C-9 Date: May 2015 GROUND TRAINING CURRICULUM SEGMENT MODULES GENERAL OPERATIONAL SUBJECTS Flight Locating Module o Flight Planning o Dispatch o Flight Release o Flight Locating Adverse Weather Module o Icing o Turbulence o Heavy Precipitation o Thunderstorms o Micro Burst o Low Level Wind shear o Low Visibility o Contaminated Runways Winter Operations Module (See Winter Operations Manual) o The use of holdover times when using deicing/anti-icing fluids o Deicing/anti-icing procedures, including inspection and check procedures and responsibilities o Communications o Surface contamination (i.e., adherence of frost, ice, or snow) and critical area identification and knowledge of how contamination adversely affects performance and flight characteristics o Types and characteristics of deicing/anti-icing fluids o Cold weather preflight inspection procedures o Techniques for recognizing contamination Wake Turbulence Module o Causes o Accident Prevention
Page C-10 Date: May 2015 Communications and Navigation Procedures Module o Westwind Aviation, Inc. Communication requirements, including Applicable Parts of Operations Manual o ATC Clearance o Area Departure and Arrival o Enroute o Approach and Landing Special Emphasis Items Module o As Appropriate Weight and Balance Module o General Principles and Methods of Weight and Balance Determination o Operation o Limitations Performance Module o Use of Charts, Tables, Tabulated Data and Other Related Material o Performance Problems, Normal, Abnormal and Emergency Conditions o Performance Limiting Factors Such as Runway Length, Ambient Temperature, Runway Contamination, etc. Flight Planning Module o Flight Planning Charts Such as Fuel Consumption Charts o Operation o Limitations Approved Flight Manual (AFM)/Aircraft Operating Manual Module (As Appropriate) o Applicability and Description of the AFM o Normal, Abnormal and Emergency Procedures Sections o Limitations Section o Maneuvers and Procedures Section o General Performance Section o Systems Description o Appendices and Bulletins
Page C-11 Date: May 2015 AIRCRAFT SYSTEMS Aircraft General Module o General o System Description o Controls and Components o Servicing/Preflight o Miscellaneous o Limitations o Emergency/Abnormal Procedures Master Warning Module (As Applicable) o General o System Description o Controls and Components o Indicators/Indications o Annunciators o Miscellaneous o Limitations o Emergency/Abnormal Procedures Electrical Module o General o System Description o Controls and Components o Indicators/Indications o Annunciators o Servicing/Preflight o Operation o Limitations o Emergency/Abnormal Procedures Lighting Module o General o System Description o Controls and Components o Limitations o Emergency/Abnormal Procedures
Page C-12 Date: May 2015 Fuel Module o General o System Description o Controls and Components o Indicators/Indications o Annunciators o Servicing/Preflight o Operation o Limitations o Emergency/Abnormal Procedures Powerplant Module o General o System Description o Controls and Components o Indicators/Indications o Annunciators o Limitations o Emergency/Abnormal Procedures Fire Detection Module (As Applicable) o General o System Description o Controls and Components o Indicators/Indications o Annunciators o Servicing/Preflight o Limitations o Emergency/Abnormal Procedures Propeller Module o General o System Description o Controls and Components o Indicators/Indication o Servicing/Preflight o Operation o Limitations o Emergency/Abnormal Procedures
Page C-13 Date: May 2015 o Pneumatics (Vacuum System) Module o General o System Description o Controls and Components o Indicators/Indications o Annunciators o Limitations o Emergency/Abnormal Procedures o Air Conditioning Module (If Applicable) o General o System Description o Controls and Components o Indicators/Indications o Annunciators o Limitations o Emergency/Abnormal Procedures Oxygen Module (If Applicable) o General o System Description o Controls and Components o Indicators/Indications o Limitations o Emergency/Abnormal Procedures Ice and Rain Protection Module (As Applicable) o General o System Description o Controls and Components o Indicators/Indications o Annunciators o Servicing/Preflight o Operation o Limitations o Emergency/Abnormal Procedures
Page C-14 Date: May 2015 Landing Gear and Brakes Module o General o System Description o Controls and Components o Servicing/Preflight o Operation o Emergency/Abnormal Procedures Flight Controls Module o General o System Description o Controls and Components o Preflight o Operation o Emergency/Abnormal Procedures Avionics o General o System Description o Communications o Navigation Equipment o Automatic Flight Systems o Indicators/Indications o Operation o Emergency/Abnormal Procedures Radar (As Applicable) o General o System Description o Controls and Components o Indicators/Indications o Operation o Limitations o Emergency/Abnormal Procedures Systems Review, Examination and Critique Module o Written/oral Examination with a Passing Grade of 80%, corrected to 100%.
Page C-15 Date: May 2015 SYSTEMS INTEGRATION Use of Checklist o Safety Checks o Flight Deck Preparation o Checklist Callouts and Checklist Sequence Flight Planning o Performance Limitations o Required Fuel Loads o Weather Planning Display Systems o Use of Weather radar o Use of other CRT Displays o Navigation Systems o Preflight and Operation of Receivers o Preflight and Operation of Navigation Systems o Flight Plan Information Input and Retrieval Autoflight o Autopilot Use o FD Systems Flight Deck Familiarization o Operation of Switches and Systems Controls o Warning Systems and Annunciator Lights
Page C-16 Date: May 2015 INITIAL FLIGHT TRAINING OBJECTIVE OF FLIGHT TRAINING To provide an opportunity for a pilot to gain the skills and knowledge necessary to perform to a desired standard. The opportunity provides for demonstration, instruction and practice of maneuvers and procedures pertinent to the Series. At the end of the flight training curriculum, the pilot will be able to safely and efficiently operate the aircraft and perform the duties and responsibilities of the pilot-incommand. FLIGHT TRAINING TIMES: Initial IFR 8 hours Initial Equipment IFR 8.0 hours Transition Training IFR 8.0 hours COMPLETION STANDARDS: At the end of the Flight Training curriculum Segment the pilot shall demonstrate to the Administrator, or properly designated Company Check Airman, normal, abnormal and emergency procedures and checklists in a timely and sequentially correct manner, and perform all applicable maneuvers and procedures in accordance with the Commercial Pilot Practical Test Standards, Instrument Rating Practical Test Standards, and Airline Transport Pilot and Type Rating Practical Test Standards. FLIGHT TRAINING CURRICULUM SEGMENT OUTLINE The flight training curriculum segment outline is comprised of the following subject areas: o Aircraft orientation and normal procedures o Abnormal and emergency procedures o Aircraft training o Aircraft practical test AIRCRAFT ORIENTATION AND AUTOPILOT USE: Training modules will provide instruction to develop the skill to maneuver the aircraft with and without the automatic flight control system. The pilot will become proficient in the use of normal checklists, standard operating procedures and precision approaches.
Page C-17 Date: May 2015 ABNORMAL AND EMERGENCY PROCEDURES: Training modules will provide instruction to introduce and practice selected abnormal and emergency procedures. Although there exists no regulatory requirement to do so, in order to accommodate the position taken by the FAA and the aviation community with regard to the inclusion of unusual attitudes, in a pilot training course, and to provide flight training device exercises which might be useful in some circumstances. Unusual attitudes are defined as: any maneuver, which approaches or reaches the limits of known, validated aircraft data. Unusual attitudes include: Steep turns, Approach to stall takeoff configuration, Approach to stall enroute configuration, and Approach to stall landing configuration. AIRCRAFT TRAINING This module will train the applicable maneuvers described in the Commercial Pilot Practical Test Standards, Instrument Rating Practical Test Standards, and Airline Transport Pilot and Type Rating Practical Test Standards, as applicable. Flight training is generally conducted as a single pilot. The flight training hours are specified below: o Flight Training Module 1-4 1.5 hours each o Flight Training Module 5 2.0 hours REQUIREMENTS FOR REDUCTION IN FLIGHT TRAINING HOURS: A pilot may successfully complete the flight training curriculum segment without completing the specified number of training hours when the following conditions are met: o The pilot successfully completes all of the training events required by the curriculum segment. o An instructor recommends the practical test be conducted before the completion of the specified number of training hours. The recommendation must be suitably documented. o The pilot satisfactorily completes the practical test. If a pilot fails to complete the practical test due to of lack of proficiency, he/she will be required to complete all of the training hours specified in the flight training curriculum segment. The pilot must then be recommended by an instructor before being retested.
Page C-18 Date: May 2015 FLIGHT TRAINING MODULES The maneuvers as listed in the following modules indicate the training session where the training event is first addressed. If the pilot does not demonstrate proficiency in that session, the event will be carried forward until proficiency is demonstrated.
Page C-19 Date: May 2015 RECURRENT TRAINING RECURRENT TRAINING CURRICULUM Completion of this curriculum satisfies the appropriate requirements of 14 CFR Part 135 for employees who will continue to service in the same duty position and aircraft type. RECURRENT CURRICULUM PREREQUISITES Pilot may enroll in 14 CFR Part 135.351 Recurrent Training if that person holds: o At least a current commercial pilot certificate with appropriate category, and class ratings. o An appropriate instrument rating in the case of flight under IFR. RECURRENT GROUND TRAINING GROUND TRAINING TIMES: Recurrent IFR 4 hours OBJECTIVE OF GROUND TRAINING To provide pilots with the necessary training to become familiar with all information concerning the aircraft s powerplant, major components and systems, major appliances, performance and limitations, standard and emergency operating procedures, and the contents of the approved aircraft flight manual or approved manual material, placards and markings. COMPLETION STANDARDS: The pilot must demonstrate adequate knowledge of the aircraft systems, performance and flight planning by successfully completing a written/oral examination with a minimum score of 80%, which is corrected to 100%. GROUND TRAINING CURRICULUM SEGMENT OUTLINE The ground training curriculum segment outline is comprised of the following subject areas: o General Operational Subjects o Aircraft systems.
Page C-20 Date: May 2015 GENERAL OPERATIONAL SUBJECTS The subject of ground training, referred to as general operations subjects, includes instruction on certain operational requirements. o Flight Locating o Adverse Weather o Winter Operations o Wake Turbulence o Communications and Navigation Procedures o Special Emphasis Items o Weight and Balance o Performance o Flight Planning o Approved Aircraft Flight Manual/Aircraft Operating Manual AIRCRAFT SYSTEMS The training modules presented in the aircraft systems subject area consist of a breakdown of the various systems of the aircraft. These modules may be taught in any sequence; however, ALL modules must be covered. o Aircraft General o Master Warning o Electrical o Lighting o Fuel o Powerplant o Fire Detection o Propellers o Pneumatics o Air Conditioning o Oxygen o Ice and Rain Protection o Landing Gear and Brakes o Flight Controls o Avionics o Radar o Systems Review, Examination and Critique SYSTEMS INTEGRATION This area provides the student with training on how aircraft systems interrelate with respect to normal, abnormal, and emergency procedures. o Use of Checklist o Flight Planning o Display Systems o Navigation Systems o Autoflight o Flight Deck Familiarization
Page C-21 Date: May 2015 GROUND TRAINING MODULES Recurrent Ground Training Modules: Recurrent Ground Training modules for General Operational Subjects and Aircraft Systems are identical to Initial Ground Training modules except for the amount of time. GENERAL OPERATIONAL SUBJECTS Same As Initial Training AIRCRAFT SYSTEMS Same As Initial Training RECURRENT FLIGHT TRAINING TIMES: Recurrent IFR 4 hours RECURRENT FLIGHT TRAINING OBJECTIVE OF RECURRENT FLIGHT TRAINING To provide an opportunity for a pilot to gain the skills and knowledge necessary to perform the duties of pilot-in-command and includes instruction, and practice of maneuvers and procedures pertinent to the Cessna Single-Engine Series. To insure the pilot is the obvious master of the aircraft, with the successful outcome of the maneuver never in doubt, demonstrating competent performance of a maneuver. COMPLETION STANDARDS The pilot must perform all maneuvers and procedures as the obvious master of the aircraft with the outcome of the maneuver never in doubt.
Page C-22 Date: May 2015 FLIGHT TRAINING CURRICULUM SEGMENT OUTLINE The flight training curriculum segment outline is comprised of the following subject areas: o Aircraft orientation and normal procedures o Abnormal and emergency procedures o Aircraft training o Aircraft practical test AIRCRAFT ORIENTATION AND NORMAL PROCEDURES Training modules will provide instruction to develop the skill to maneuver the aircraft with and without the automatic flight control system. The pilot will become proficient in the use of normal checklists, standard operating procedures and precision approaches. ABNORMAL AND EMERGENCY PROCEDURES Training modules will provide instruction to introduce and practice selected abnormal and emergency procedures. Although there exists no regulatory requirement to do so, in order to accommodate the position taken by the FAA and the aviation community with regard to the inclusion of unusual attitudes, in a pilot training course, and to provide flight training device exercises which might be useful in some circumstances. Unusual attitudes are defined as: any maneuver, which approaches or reaches the limits of known, validated aircraft data. Unusual attitudes include: Steep turns, Approach to stall takeoff configuration, Approach to stall enroute configuration, and Approach to stall landing configuration. AIRCRAFT TRAINING This module will train the applicable maneuvers described in the Commercial Pilot Practical Test Standards, Instrument Rating Practical Test Standards, and Airline Transport Pilot and Type Rating Practical Test Standards, as applicable. Flight training is generally conducted as a single pilot. The flight training hours are specified below: o Flight Training Module 1 2 hours o Flight Training Module 2 2 hours
Page C-23 Date: May 2015 FLIGHT TRAINING MODULES The maneuvers as listed in the following modules indicate the training session where the training event is first addressed. If the pilot does not demonstrate proficiency in that session, the event will be carried forward until proficiency is demonstrated. Training Flights Refer to Flight Training Curriculum Segments Series: Flight Training Module #4, #5.
Page C-24 Date: May 2015 FLIGHT MANEUVERS AND PROCEDURES GENERAL PILOT INFORMATION The following flight profiles show some normal and emergency operating procedures. They are designed as a general guide for ground training purposes. Actual in-flight procedures may differ due to aircraft configuration, weight, weather, traffic, ATC instructions, etc. Procedures outlined are consistent with the Aircraft Flight Manual (AFM). If a conflict should develop between these procedures and the AFM, the AFM procedures must be followed.
Page C-25 Date: May 2015 TAKE OFF BRIEFING Objective: This procedure is to help ensure that effective communication is taking place in a two-pilot / crew environment utilizing crew resource management (CRM). Description: This procedure will include but is not necessarily limited to the following briefing actions: 1. Description of type of takeoff and departure procedure to be performed by the pilot flying (PF). 2. Description of items that would lead to an aborted takeoff. 3. Briefing of 3 part positive exchange of controls. 4. Briefing traffic avoidance procedures during IFR training operations under the hood. Acceptable Performance Guidelines: 1. Performs takeoff briefing to the extent necessary to ensure the safety of the flight. 1. Ensures and creates an environment which is most conductive to maximum communication with no question as to which action each crew member is responsible for.
Page C-26 Date: May 2015 Preflight Actions: VFR/IFR Objective: This procedure is designed to ensure that the pilot has taken the appropriate actions necessary to ensure the safety of the flight. Description: This procedure will include but is not necessarily limited to the following pre-flight actions: 1. Obtaining weather information 2. Performing weight & balance computations 3. Determining aircraft performance 4. Obtaining airport information 5. Determining airworthiness of aircraft 6. Recording of aircraft discrepancies 7. Complying with company flight following procedures 8. Checking NOTAMS Acceptable Performance Guidelines: 1. Exhibits knowledge of elements related to the above mentioned preflight actions 2. Inspects the aircraft with reference to an appropriate checklist 3. Performs all preflight actions to the extent necessary to ensure the safety of the flight.
Page C-27 Date: May 2015 Engine Starting: VFR/IFR Objective: This procedure provides training and experience related to recommended engine starting procedures, including the use of an external power source, starting under various atmospheric conditions, awareness of other persons during start, and the effects of using incorrect starting procedures. Description: 1. The actual procedure for starting the engine is found in the Pilots Operating Handbook and aircraft checklist. These procedures should be used at all times. 2. When ready to start the engine, the pilot should look around in all directions to be sure that nothing is in the vicinity of the propeller and that nearby persons and aircraft will not be struck by propeller blast. 3. As soon as the engine is operating smoothly, the oil pressure should be checked for proper indications to manufacturers specified value. Checklist (With or Without Battery Power) 1. External lights AS REQUIRED 2. Propeller area CLEAR, confirm CLEAR of obstructions 3. STARTER switch PUSH momentarily 4. Condition Lever GROUND IDLE 5. ITT MONITOR. MAXIMUM 1000 for 5 seconds 6. Ng STABLE above 50% 7. Starter sequence COMPLETED 8. Engine instruments STABLE in green range 9. GEN 1 and GEN 2 check volts and amps 10. FUEL RESET soft key Push to reset 11. External Power Unit (if used) Select off, then disconnect Acceptable Performance Guidelines: 1. Exhibits knowledge of the elements related to recommended engine starting procedures. 2. Accomplishes recommended starting procedures. 3. Completes appropriate checklists.
Page C-28 Date: May 2015 Taxiing: VFR/IFR Objective: This procedure provides training for smooth, safe, and practical taxi operations. Description: When ready to taxi, add power while holding feet on brakes. Ensure that brakes hold, then release foot pressure on brake and let aircraft start to move. 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. Checklist Procedure: 1. EXTERNAL LIGHTS switches AS REQUIRED 2. PASSENGER WARNING switches ON 3. Parking Brake RELEASE 4. Brakes CHECK 5. Display Units Compare ADI s, speeds, Altitude, Heading and check no flags Notes: - Use the minimum power necessary. Excessive power erodes prop blades and blasts the surrounding area with debris. - Always be aware of where your tail is pointed. We operate in a lot of soft field conditions where the people and equipment can get sand blasted. - A brake check should be made at the start of taxi. - Use rudder for steering Not brakes! - Speed control with the power lever first and then with brakes. If brakes are used, power should be at idle or in the Beta Range. - Taxi speeds will show good professional judgment. - Taxi using aft elevator to maximize the clearance of the prop from the ground on soft field and minimize propeller wear. Acceptable Performance Guidelines: A. Always test brakes before taxiing. B. Maintain safe distances from other aircraft and objects. C. Taxi at a safe speed with proper aileron and elevator control surface displacement. D. Controls direction and speed without excessive use of brakes. E. Complies with airport markings, signals and ATC clearances. F. Completes the appropriate checklist.
Page C-29 Date: May 2015 Pre-Takeoff Checks: VFR/IFR Objective: This procedure provides training and experience related to the before takeoff check, including the reasons for checking each item and how to detect malfunctions. Description: The pre-takeoff check is the systematic procedure for making a last minute check of the engine, controls, systems, instruments, and radio prior to flight. The airplane will be taxied to a position near the takeoff end of the runway or in some other suitable location where it will not interfere with ground operations. The engine run up shall not be performed while the aircraft is moving. Checklist: 1. Takeoff power setting CALCULATED 2. Fuel quantity CHECK 3. Engine Instruments CHECK 4. Trim SET GREEN range 5. Flaps 15 6. Flight controls FULL, FREE and CORRECT 7. CPCS Check FMS identifier and ELEV, if no FMS ELEV adjust landing ELEV, check mode. Check no CPCS faults. If identifier and ELEV miscompare, select and deselect DEST ELEV 8. DC Amps and Batteries CHECK (20amps maximum total). If greater than 20 amps total, delay takeoff until indication at or below 20 amps total 9. Radios/Naviagation/FD/Clearance SET and checked 10. Departure and emergency briefing COMPLETED Acceptable Performance Guidelines: 1. Positions the airplane properly considering other aircraft, wind, and surface conditions 2. Divides attention inside and outside the cockpit 3. Accomplishes before takeoff checks using the appropriate checklists 4. Ensures no conflict with traffic prior to taxiing into position
Page C-30 Date: May 2015 Normal Takeoff: VFR/IFR Objective: This maneuver describes methods and techniques to be employed during a normal takeoff. Description: Brief the instructor pilot on takeoff procedures prior to clearance for takeoff. This briefing should consist of at least the following: liftoff speed, best rate of climb speed, applicable power settings and what to do in case of engine failure. During takeoff roll, monitor engine instruments and use whatever control displacement is needed to compensate for crosswind conditions and other variables, maintaining runway heading. Lift off should be made at the manufacturer s recommended takeoff speed for normal takeoff. The pitch attitude that will obtain the best rate of climb speed for the particular aircraft will be used until 500 AGL. Note: A. Because takeoff is the most critical phase of flight, careful attention should be given to the use of a checklist before every takeoff. B. Power control should be smooth and positive with thought given to P factor and mechanical strains on the engine. C. The takeoff run should be maintained down the centerline to improve proficiency and to allow for blowouts or unexpected swerves. Checklist: 1. ACS BLEED AIR switch INHIBIT 2. Power Control Lever SET 3. Engine Instruments a. Torque MONITOR b. ITT MONITOR c. Ng MONITOR d. Oil Temp/Pressure MONITOR 4. Rotate at Vr, initial climb at Vy as required After lift-off and positive rate of climb: 5. Brakes PRESS to stop wheel rotation 6. Landing Gear Handle UP 7. Yaw Damper ON 8. Flaps 0 above 100 KIAS 9. Taxi and Landing Lights OFF
Page C-31 Date: May 2015 Acceptable Performance Guidelines: A. Speed +/- 5 knots of best liftoff speed and best rate of climb speed until 500 AGL. B. Power use of full allowable power with smooth application. C. Heading +/- 10 degrees of runway heading with no danger of control loss D. If extended, retract flaps at a safe attitude. (Minimum of 50 ) E. Maintains takeoff power to a safe maneuvering attitude, then sets climb power F. Completes appropriate checklists.
Page C-32 Date: May 2015 Normal Landing: VFR/IFR Objective: This maneuver provides training through the entire landing traffic pattern, including touchdown and rollout. It is used to develop proper techniques in power and control usage at low airspeeds during the critical phases of final approach and touchdown. Description: The before landing checklist will be completed before entering the traffic pattern. Unless otherwise directed by ATC, entry should be midfield, 45 degrees to the downwind leg at traffic pattern attitude. Speed should be reduced to that compatible with other aircraft in the pattern if practicable. When downwind opposite the point of touchdown, complete the landing checklist. Angle of bank should not exceed 30 degrees while in the traffic pattern. When established on final approach and landing flaps have been 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 should be used. 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 to landing attitude. The after landing checklist will not be accomplished until clear of the runway. Checklist: 1. TOUCH DOWN MAIN WHEELS FIRST 2. DO NOT FLARE WITH HIGH PITCH ANGLE 3. Power Control Lever IDLE 4. Condition Lever GROUND IDLE 5. Braking AS REQUIRED Acceptable Performance Guidelines: A. Selects a suitable touchdown point B. Establishes the recommended approach and landing configuration and adjusts power and attitude as required. C. Maintains a stabilized approach and recommended airspeed +5/-5 kts. D. Touchdown at or within 200 ft beyond a specified point. E. Touchdown should be on the runway centerline. F. Ability to recover from any bounces or landing roll swerves without aid from the instructor pilot. G. Completes appropriate checklists.
Page C-33 Date: May 2015 Crosswind Takeoffs and Landings: VFR/IFR Objective: This maneuver provides training in the more complex control techniques and limitations of the aircraft during takeoff and landing with crosswind conditions. Description: Takeoffs: Landings: Careful consideration should be given to the effects of a strong crosswind before taxiing to the takeoff position. 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. At the start of the takeoff, the ailerons are displaced into the wind and rudder is used for directional control. As the nosewheel or tailwheel comes off the 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 path straight out on the runway extended centerline. 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 longitudinal axis of the aircraft aligned with the runway centerline. As ground contact is made on the wheel into the wind, the controls are gradually moved further in the same direction to compensate for loss of control effectiveness as speed decreases. Acceptable Performance Guidelines: A. Guidelines from Normal Takeoff & Landing apply B. Track maintained down centerline of runway for takeoff and landing C. No drifting or crabbing at touchdown; no skipping or side loads imposed on gear D. Control maintained so that no danger of ground loop exist. Correct flight path after takeoff E. Completes appropriate checklists
Page C-34 Date: May 2015 Short Field Takeoff: VFR/IFR Objective: This maneuver provides practice to develop proficiency in overcoming problems peculiar to marginal operations, which may be encountered while taking off from short fields. Description: It is impossible to specify a procedure that should be used for all situations involving the need for short field takeoff and climb techniques. Careful analysis of the field conditions and a thorough understanding of the aircraft operator s manual will determine what procedure should be used in a given situation. In any case, when the correct takeoff technique is used, the aircraft will reach liftoff speed with the minimum ground run to attain the selected initial climb speed. The existing obstacle situation dictates the climb speeds selected. Short Field Takeoff (Hard Surface): The short field takeoff is made like a normal takeoff with the following differences. Starting from the farthest possible position downwind, the aircraft is accelerated on the ground roll until the airspeed approaches the rotation speed. Rotate the aircraft to liftoff at the rotation speed. If an obstacle climb is required, adjust the pitch attitude to maintain barrier speed until clear of the obstacle (about 50 AGL when simulated), then pitch attitude is adjusted for best rate of climb speed. Upon reaching 500 AGL accelerate to cruise climb and reduce to climb power. If flaps are used, retract them after reaching a safe height. Follow the manufacturer s recommendations as to speeds, use of flaps, and power setting if different from those specified above. If an obstacle climb is not required, after liftoff adjust the pitch attitude for best rate of climb speed and at 500 AGL, accelerate to cruise climb and reduce to climb power.
Page C-35 Date: May 2015 Checklist: 1. ACS BLEED AIR switch INHIBIT 2. Power Control Lever SET 3. Engine Instruments a. Torque MONITOR b. ITT MONITOR c. Ng MONITOR d. Oil Temp/Pressure MONITOR 4. Rotate at Vr, initial climb at Vx as required After lift-off and positive rate of climb: 5. Brakes PRESS to stop wheel rotation 6. Landing Gear Handle UP 7. Yaw Damper ON 8. Flaps 0 above 100 KIAS 9. Taxi and Landing Lights OFF Acceptable Performance Guidelines: A. Speed +/- 5 knots of best liftoff speed and best rate of climb speed until 500 AGL. B. Power use of full allowable power with smooth application. C. Heading +/- 10 degrees of runway heading with no danger of control loss D. Retract flaps at a safe altitude and appropriate airspeed. E. Maintains takeoff power to a safe maneuvering altitude, then sets climb power F. Completes appropriate checklists.
Page C-36 Date: May 2015 Short Field Landings: VFR/IFR Objective: This maneuver is practiced to develop proficiency in overcoming problems peculiar to marginal operations, which may be encountered while landing at short fields. Description: Short field landings should be made from a stabilized final approach in landing configuration. Manufacturer s recommended airspeed should be used with moderately low power and a constant rate of descent. The landing should be accomplished with little or no floating. Upon touchdown, the power lever should be retarded to beta, then reverse immediately, accompanied by application of brakes to minimize the after landing roll. Note: Extreme caution should be exercised when practicing short field landings at minimum speeds. At these speeds, high sinkrates may occur in some aircraft requiring excessive attitude and/or power for recovery. Checklist: 1. TOUCH DOWN MAIN WHEELS FIRST 2. DO NOT FLARE WITH PITCH ANGLE 3. Power Control Lever IDLE 4. Reverse SELECT MAX (if desired) 5. Brake FIRM 6. Condition Lever GROUND IDLE 7. Power Control Lever IDLE (before airplane stops) Acceptable Performance Guidelines: A. Maintains a stabilized approach at recommended airspeed but no more than 1.3 Vso +5/-5kts B. Touches down at a point specified or within 100 ft beyond the point with little or no float or drift C. Applies brakes as necessary to stop in the shortest distance consistent with safety D. Completes appropriate checklists.
Page C-37 Date: May 2015 Rejected Takeoff: VFR/IFR Objective: This maneuver provides training in positive aircraft control for stopping the aircraft if malfunctions occur during initial takeoff phase. Description: If takeoff is to be rejected, reduce power to idle and employ normal stopping procedures. Note: A. Practice rejected takeoffs will be executed at speeds of not more than 50% of normal liftoff speed. B. Rejected takeoff will be executed on command of the instructor pilot. Checklist: 1. PCL Idle 2. Reverse As Required 3. Braking As Required IF THE AIRCRAFT CANNOT BE STOPPED ON THE REMAINING RUNWAY 4. PCL Idle 5. Condition Lever Cot-off/feather 6. FUEL EMERG SHUT OFF Press latch down and pull lever up 7. MASTER POWER switch Operate Acceptable Performance Guidelines: A. Use of proper technique B. Proper sequence of procedures C. Positive directional control of aircraft
Page C-38 Date: May 2015 Engine Failure Immediately After Takeoff: VFR/IFR Objective: To gain experience in carrying out the procedures necessary to execute a safe emergency landing in the event of an engine failure immediately after takeoff. Description: Prompt lowering of nose to maintain airspeed and establish a glide attitude is the first response to an engine failure after takeoff. In most cases, the landing should be planned straight ahead with only small changes in direction to avoid obstructions. Altitude and airspeed are seldom sufficient to execute a 180 degree gliding turn necessary to return to the runway. The checklist procedures assume that adequate time exists to secure the fuel and ignition systems prior to touchdown. Checklist: LANDING GEAR DOWN 1. If altitude is not sufficient to Land straight ahead, turning only to select a runway or field avoid obstructions 2. Flaps 40 3. Final Approach Speed 88 KIAS. AOA centered for 10450 lb (4740 kg) 4. PCL IDLE 5. Condition Lever Cut-off/feather 6. FUEL EMERG SHUT OFF Press latch down and pull lever up AFTER TOUCH DOWN: 7. MASTER POWER switch Operate AFTER AIRCRAFT HAS STOPPED - EVACUATE LANDING GEAR UP 1. Landing Gear Down 2. Flaps 40 3. Final Approach Speed 101 KIAS Flaps 15 for 10450 lb (4740 kg) 91 KIAS Flaps 30 88 KIAS Flaps 40 4. PCL Idle
Page C-39 Date: May 2015 5. Condition Lever Cut-off/feather 6. FUEL EMERG SHOTT OFF Press latch down and pull lever up AFTER TOUCH DOWN: 7. MASTER POWER switch Operate AFTER AIRCRAFT HAS STOPPED EVACUATE Acceptable Performance Guidelines: A. Prompt reaction and response by the pilot B. Demonstrates good judgement in selection of landing site C. Use of mental checklist
Page C-40 Date: May 2015 Normal Descent: VFR/IFR Objective: To provide practice in performing a normal descent. Description: Descent should be initiated far enough in advance of estimated landing to allow a gradual rate of descent at cruising speed. Checklist: 1. ATIS/briefing RECEIVED/PERFORMED 2. Ice Protection System AS REQUIRED 3. Power Control Lever SET to desired torque 4. CPCS system window CHECK landing field elevation set Acceptable Performance Guidelines: A. Uses appropriate descent checklist B. Maintains engine temperature in normal operating range C. Establish appropriate descent rate
Page C-41 Date: May 2015 Emergency Descent: VFR/IFR Objective: To descend the airplane as rapidly as possible within the limitations of the airplane, to an altitude from which a safe landing can be made. Description: Before entering the maneuver, the area below must be free of other traffic. At no time should the airplane s Vmo/Mmo, Vlo or Vfe speeds be exceeded. The type of emergency descent will depend on the kind of failure and the aircraft situation. Two types of descent are considered: 1. Engine failure, aircraft flown for maximum range. 2. Engine running, maximum descent rate. The factors to be considered are: 1. Cabin altitude and oxygen duration 2.Electrical power endurance 3.Distance to suitable land area 4.Flight conditions IMC, VMC, ICING 5.Minimum safe altitude 6.Fuel reserves The pilot must consider the situation and priorities and adjust his actions accordingly Checklist: MAXIMUM RANGE DESCENT AFTER ENGINE FAIL 1. PCL Idle 2. Condition Lever Cut-off/feather (to feather propeller) 3. Aircraft configuration Landing gear up and flaps 0 4. Speed 116 KIAS for 10450 5. Oxygen Masks Prepare. Put on before cabin altitude exceeds 12,500 ft. Procedure to put on the crew oxygen masks: A. Remove normal headset B. Put the oxygen mask on C. Put the normal headset back on D. Set MASK/MIC switch on the sidewall to MASK
Page C-42 Date: May 2015 6. Passenger Oxygen Auto. Check Contents. Calculate Oxygen duration and check flow to PAX. Advise PAX to put masks on 7. Electrical load Monitor battery amps 8. Rate of Descent Adjust to achieve cabin altitude of 12,500 ft before Oxygen supply exhausted. BELOW 10,000 ft: 9. ACS EMER shut off Pull (cabin ventilation) Refer to forced landing MAXIMUM RATE DECENT 1. PCL IDLE 2. Landing gear Below 180 KIAS, down 3. Aircraft Speed Mmo/Vmo 4. Oxygen Masks Prepare. Put on before cabin altitude exceeds 12,500 ft. Procedure to put on the crew oxygen masks: E. Remove normal headset F. Put the oxygen mask on G. Put the normal headset back on H. Set MASK/MIC switch on the sidewall to MASK 5. Passenger Oxygen Auto. Check Contents. Calculate Oxygen duration and check flow to PAX. Advise PAX to put masks on 6. Left windshield heat As required Acceptable Performance Guidelines: A. The pilot configures the airplane appropriately B. The pilot does not exceed any airspeed limitations C. The pilot takes the necessary measures to keep engine from excessive cooling. D. The levels off out at the indicated altitude
Page C-43 Date: May 2015 Go Around from a Rejected Landing: VFR/IFR Objective: This maneuver develops an understanding of airplane climb capabilities in the landing configuration. Description: 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, 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; or, a sudden and violent shift in surface wind. The trainee will immediately apply maximum power and stop the descent. When descent has stopped, the flaps will be retracted to 15 degrees and aircraft pitch adjusted to avoid altitude loss. After a positive rate of climb is established, the aircraft is accelerated to Vy. From this point, the maneuver will be conducted in the same manner as a normal takeoff. Checklist: 1. Go Around switch PRESS (if Autopilot engaged) 2. Power Control Lever SET (According to Balked Landing Torque chart in Section 5) 3. Climb Speed 85 KIAS 4. Flaps - Normal SET 15 (max 165 KIAS) - With residual airframe ice Maintain at 15 - Boot failure Maintain at 0 5. Climb airspeed - Pusher Normal Mode 95 KIAS - Pusher Ice Mode 110 KIAS - Boot failure 136 KIAS 6. Landing Gear Handle Up with positive rate-of-climb 7. Flaps - Normal AS REQUIRED - With residual airframe ice Maintain at 15 - Boot failure Maintain 0 8. Ice Protection System AS REQUIRED
Page C-44 Date: May 2015 Acceptable Performance Guideline: A. Go-around initiated with correct sequence of events. B. Angle of attack change to compensate for flap retraction C. Airspeed + 10/ 0 knots D. Completes the appropriate checklists
Page C-45 Date: May 2015 No Flap Approach And Landing: VFR/IFR Objective: This maneuver provides training in making approaches and landing with simulated failure of components of the landing flap system. Description: No-flap landings will be conducted as a normal landing except without flaps and at the manufacturers recommended airspeeds. 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. Checklist: 1. Proceed as for nomal approach 2. Landing gear DOWN 3. Final approach speed 122 KIAS. AOA centered for 10450 lb (4740 kg) 4. Landing Normal 5. Reverse As required 6. Braking As required Landing distance will increase by 80% Acceptable Performance Guidelines: A. Touchdown is to be on or within 200 feet beyond desired point B. Touchdown should be made on centerline of runway C. Airspeed +/- 10 knots at boundary