5. Training Manual - Appendix B. Caravan 208 Series …training.westwindairservice.com/wp-content/uploads/2014/...Cessna Caravan 208 Series Appendix B Cessna Caravan 208 Series Westwind

Westwind Aviation, Inc. Revision: 12Page B-1 Date: May 2015

Part 135 Training Program – Appendix BCessna Caravan 208 Series

Appendix B

Cessna Caravan 208 Series



TABLE OF CONTENTS

GENERAL INFORMATION B-3

EMERGENCY TRAINING B-5

INITIAL TRAINING B-7

RECURRENT TRAINING B-20

SECOND-IN-COMMAND TRAINING B-24

FLIGHT MANEUVERS AND PROCEDURES B-28



GENERAL INFORMATION

TYPE OF AIRCRAFT:

Training program is for Cessna Caravan 208 Series Aircraft.

This curriculum is the approved course of training which when conducted in accordancewith the pilot training requirements of 14 CFR Part 135 leads to a competency checkand/or proficiency check. This curriculum is based on the Commercial Pilot PracticalTest Standards, Instrument Rating Practical Test Standards, Airline Transport Pilot andType 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 inPart 135 as requiring “Initial Training” or “Transition Training”.

Westwind Aviation, Inc. will insure that each PIC meets the prerequisites foremployment, 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 successfullydemonstrate their knowledge of aircraft systems by completing an oral/writtenexamination. They will be able to fly the aircraft in a manner that shows they areobviously the master of the aircraft, with the outcome of each maneuver never indoubt. They will be able to safely operate the aircraft in assigned airspace. Dependingupon the pilot’s background, the training will meet the following requirements.

o 14 CFR Part 135 Certification Holder’s Approved Training Programo Initial Certification IAW 61.63 or 61.157o Pilot Competency Check IAW 135.293o Instrument Proficiency Check IAW 135.297



COMPLETION STANDARDS

Completion is based on proficiency. Syllabus times are estimates. Pilots mustdemonstrate satisfactory performance through formal and informal examinations in theclassroom and flight training device, and in flight to ensure they meet the knowledgeand skill requirements necessary to meet the course objectives. The minimumacceptable performance guidelines are as follows:

Each pilot shall fly the aircraft within the appropriate standard. Depending upon thetype of operation, passenger seating, configuration within the aircraft, and/or pilot’slevel of certification, the tolerances of the appropriate standard will be specified in oneof the following publications as applicable:

o Commercial Pilot Practical Test Standardso Instrument Rating Practical Test Standards

The instructor and/or check airman will determine the applicable standards prior to thestart of any training or evaluation session. The required standards will be discussed withthe pilot being trained.

GROUND INSTRUCTIONAL FACILITIES

Westwind Aviation, Inc. facilities are divided into briefing areas/rooms, classroom flightplanning room, instructor room, and the required maintenance and administrativeareas. The building is optimally “laid-out” and located so the pilots will not be distractedby instruction conducted in other rooms or by flight and maintenance operations at theairport.

The classroom is equipped for presentation of audiovisual media. An overheadprojector, video-television and whiteboard facilities are used to provide interactivedisplay of photos and system graphics and any other applicable material.



EMERGENCY TRAINING

TRAINING TIMES:

Initial - 2 hours

Recurrent - 2 hours

OBJECTIVE OF TRAINING

The “Emergency-Drill” subject area provides instruction and practice in the actual use ofcertain items of emergency equipment such as:

o Fire extinguishero Life vestso Emergency exits and emergency evacuationo Oxygen equipmento First Aid equipment

Emergency Drill Training requires the crew member to operate the equipment (handson) 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 theproper emergency equipment and procedures except for those items that can beaccomplished by demonstration.

o Ditching Equipment (As Required)o Emergency Evacuationo Fire Extinguisher and Smoke Controlo Operation and Use of Emergency Exitso Crew and Passenger Oxygen (As Required)o Life Rafts (If Required)o Life Vests (If Required)



EMERGENCY-DRILL MODULES:

Ditching Equipment Module (As Required)o Ditching Procedures

Emergency Evacuation Moduleo Evacuation

Fire Extinguisher and Smoke Control Moduleo Inspection Tags, Seals, Dates and Proper Charge Levelso Removal and Storage of Hand-held Extinguisherso Actual Discharge of Each Type of Hand-held Extinguisher

Operation and Use of Emergency Exits Moduleo 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 Typeo Locationo Purposeo Actual Operation/Demonstration

Life Rafts Module (Not Applicable)o Typeo Locationo Useo Actual Operation/Demonstration

Life Vests Moduleo Typeo Locationo Useo Actual Operation/Demonstration



INITIAL TRAINING


The curriculum is designed to accommodate pilots who are to be trained as defined inPart 135 as requiring “Initial Training” or “Transition Training”.


INITIAL GROUND TRAINING

GROUND TRAINING TIMES:

Initial IFR/VFR – 8 hours

Initial Equipment IFR/VFR – 8 hours

Transition IFR/VFR – 8 hours

OBJECTIVE OF GROUND TRAINING

To provide pilots with the necessary training to understand the operation of aircraftsystems, the use of the individual system controls, and the integration of aircraftsystems with operational procedures in order to sufficiently prepare them to enter theflight 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, aswell as systems and aircraft limitations. The pilot will be capable of satisfactorilycompleting the equipment examination at the end of this segment.


Aircraft Systems – The pilot must demonstrate adequate knowledge of the aircraftsystems, performance and flight planning by successfully completing a written/oralexamination 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 subjectareas:

o General Operational Subjectso Aircraft Systems.



GENERAL OPERATIONAL SUBJECTS

The subject of ground training, referred to as “general operations subjects”, includesinstruction on certain operational requirements. These are as follows:

o Flight Locatingo Adverse Weathero Winter Operationso Wake Turbulenceo Communications and Navigation

Procedureso Special Emphasis Items

o Weight and Balanceo Performanceo Flight Planningo Approved Aircraft Flight

Manual/Aircraft OperatingManual

AIRCRAFT SYSTEMS

The training modules presented in the aircraft systems subject area consist of abreakdown of the various systems of the aircraft. These modules may be taught in anysequence; however, ALL modules must be covered.

o Aircraft Generalo Master Warningo Electricalo Lightingo Fuelo Powerplanto Fire Detectiono Propellerso Pneumatics

o Air Conditioningo Oxygeno Ice and Rain Protectiono Landing Gear and Brakeso Flight Controlso Avionicso Radaro Systems Review, Examination

and Critique

SYSTEMS INTEGRATION

This area provides the student with training on how aircraft systems interrelate withrespect to normal, abnormal, and emergency procedures.

o Use of Checklisto Flight Planningo Display Systemso Navigation Systemso Autoflighto Flight Deck Familiarization



GROUND TRAINING CURRICULUM SEGMENT MODULES


Flight Locating Moduleo Flight Planningo Dispatcho Flight Releaseo Flight Locating

Adverse Weather Moduleo Icingo Turbulenceo Heavy Precipitationo Thunderstormso Micro Bursto Low Level Wind shearo Low Visibilityo Contaminated Runways

Winter Operations Module (See Winter Operations Manual)o The use of holdover times when using deicing/anti-icing fluidso Deicing/anti-icing procedures, including inspection and check procedures and

responsibilitieso Communicationso Surface contamination (i.e., adherence of frost, ice, or snow) and critical area

identification and knowledge of how contamination adversely affectsperformance and flight characteristics

o Types and characteristics of deicing/anti-icing fluidso Cold weather preflight inspection procedureso Techniques for recognizing contamination

Wake Turbulence Moduleo Causeso Accident Prevention



Communications and Navigation Procedures Moduleo Westwind Aviation, Inc. Communication requirements, including Applicable

Parts of Operations Manualo ATC Clearanceo Area Departure and Arrivalo Enrouteo Approach and Landing

Special Emphasis Items Moduleo As Appropriate

Weight and Balance Moduleo General Principles and Methods of Weight and Balance Determinationo Operationo Limitations

Performance Moduleo Use of Charts, Tables, Tabulated Data and Other Related Materialo Performance Problems, Normal, Abnormal and Emergency Conditionso Performance Limiting Factors Such as Runway Length, Ambient Temperature,

Runway Contamination, etc.

Flight Planning Moduleo Flight Planning Charts Such as Fuel Consumption Chartso Operationo Limitations

Approved Flight Manual (AFM)/Aircraft Operating Manual Module (As Appropriate)o Applicability and Description of the AFMo Normal, Abnormal and Emergency Procedures Sectionso Limitations Sectiono Maneuvers and Procedures Sectiono General Performance Sectiono Systems Descriptiono Appendices and Bulletins



AIRCRAFT SYSTEMS

Aircraft General Moduleo General

o System Descriptiono Controls and Componentso Servicing/Preflighto Miscellaneous

o Limitationso Emergency/Abnormal Procedures

Master Warning Module (As Applicable)o General

o System Descriptiono Controls and Componentso Indicators/Indicationso Annunciatorso Miscellaneous


Electrical Moduleo General

o System Descriptiono Controls and Componentso Indicators/Indicationso Annunciatorso Servicing/Preflight

o Operationo Limitationso Emergency/Abnormal Procedures

Lighting Moduleo General

o System Descriptiono Controls and Components




Fuel Moduleo General



Powerplant Moduleo General

o System Descriptiono Controls and Componentso Indicators/Indicationso Annunciators


Fire Detection Module (As Applicable)o Generalo System Description

o Controls and Componentso Indicators/Indicationso Annunciatorso Servicing/Preflight


Propeller Moduleo General

o System Descriptiono Controls and Componentso Indicators/Indicationo Servicing/Preflight

o Operationo Limitations



o Emergency/Abnormal Procedureso Pneumatics (Vacuum System) Module

o Generalo System Descriptiono Controls and Componentso Indicators/Indicationso Annunciators


o Air Conditioning Module (If Applicable)o General

o System Descriptiono Controls and Componentso Indicators/Indicationso Annunciators


Oxygen Module (If Applicable)o General

o System Descriptiono Controls and Componentso Indicators/Indications


Ice and Rain Protection Module (As Applicable)o General





Landing Gear and Brakes Moduleo General

o System Descriptiono Controls and Componentso Servicing/Preflight

o Operationo Emergency/Abnormal Procedures

Flight Controls Moduleo General

o System Descriptiono Controls and Componentso Preflight


Avionicso General

o System Descriptiono Communicationso Navigation Equipmento Automatic Flight Systemso Indicators/Indications


Radar (As Applicable)o General

o System Descriptiono Controls and Componentso Indicators/Indications


Systems Review, Examination and Critique Moduleo Written/oral Examination with a Passing Grade of 80%, corrected to 100%.



SYSTEMS INTEGRATION

Use of Checklisto Safety Checkso Flight Deck Preparationo Checklist Callouts and Checklist Sequence

Flight Planningo Performance Limitationso Required Fuel Loadso Weather Planning

Display Systemso Use of Weather radaro Use of other CRT Displayso

Navigation Systemso Preflight and Operation of Receiverso Preflight and Operation of Navigation Systemso Flight Plan Information Input and Retrieval

Autoflighto Autopilot Useo FD Systems

Flight Deck Familiarizationo Operation of Switches and Systems Controlso Warning Systems and Annunciator Lights



INITIAL FLIGHT TRAINING

OBJECTIVE OF FLIGHT TRAINING

To provide an opportunity for a pilot to gain the skills and knowledge necessary toperform to a desired standard. The opportunity provides for demonstration, instructionand practice of maneuvers and procedures pertinent to the Cessna Single-Engine Series.

At the end of the flight training curriculum, the pilot will be able to safely and efficientlyoperate the aircraft and perform the duties and responsibilities of the pilot-in-command.

FLIGHT TRAINING TIMES:

Initial/Initial Equipment Training VFR – 2.0 hours

Initial/Initial Equipment Training IFR – 4.0 hours

Transition Training VFR– 2.0 hours

Transition Training IFR – 4.0 hours

COMPLETION STANDARDS:

At the end of the Flight Training curriculum Segment the pilot shall demonstrate to theAdministrator, or properly designated Company Check Airman, normal, abnormal andemergency procedures and checklists in a timely and sequentially correct manner, andperform all applicable maneuvers and procedures in accordance with the CommercialPilot Practical Test Standards, Instrument Rating Practical Test Standards, and AirlineTransport Pilot and Type Rating Practical Test Standards.

FLIGHT TRAINING CURRICULUM SEGMENT OUTLINE

The flight training curriculum segment outline is comprised of the following subjectareas:

o Aircraft orientation and normal procedureso Abnormal and emergency procedureso Aircraft trainingo Aircraft practical test

AIRCRAFT ORIENTATION AND AUTOPILOT USE:

Training modules will provide instruction to develop the skill to maneuver the aircraftwith and without the automatic flight control system. The pilot will become proficientin the use of normal checklists, standard operating procedures and precisionapproaches.



ABNORMAL AND EMERGENCY PROCEDURES:

Training modules will provide instruction to introduce and practice selected abnormaland emergency procedures. Although there exists no regulatory requirement to do so,in order to accommodate the position taken by the FAA and the aviation communitywith regard to the inclusion of “unusual attitudes”, in a pilot training course, and toprovide flight training device exercises which might be useful in some circumstances.

Unusual attitudes are defined as: any maneuver, which approaches or reaches the limitsof known, validated aircraft data. Unusual attitudes include: Steep turns, Approach tostall – takeoff configuration, Approach to stall – enroute configuration, and Approach tostall – landing configuration.

AIRCRAFT TRAINING

This module will train the applicable maneuvers described in the Commercial PilotPractical Test Standards, Instrument Rating Practical Test Standards, and AirlineTransport Pilot and Type Rating Practical Test Standards, as applicable.

Flight training is generally conducted as a single pilot. The flight training hours arespecified below:

o Flight Training Module 1 – 1 houro Flight Training Module 2 – 1 houro Flight Training Module 3 – 1 hour

REQUIREMENTS FOR REDUCTION IN FLIGHT TRAINING HOURS:

A pilot may successfully complete the flight training curriculum segment withoutcompleting the specified number of training hours when the following conditions aremet:

o The pilot successfully completes all of the training events required by thecurriculum segment.

o An instructor recommends the practical test be conducted before thecompletion of the specified number of training hours. The recommendationmust be suitably documented.

o The pilot satisfactorily completes the practical test. If a pilot fails to completethe practical test due to of lack of proficiency, he/she will be required tocomplete all of the training hours specified in the flight training curriculumsegment. The pilot must then be recommended by an instructor before beingretested.



FLIGHT TRAINING MODULES

The maneuvers as listed in the following modules indicate the training session wherethe training event is first addressed. If the pilot does not demonstrate proficiency inthat session, the event will be carried forward until proficiency is demonstrated.



RECURRENT TRAINING

RECURRENT TRAINING CURRICULUM

Completion of this curriculum satisfies the appropriate requirements of 14 CFR Part 135for 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, andclass ratings.

o An appropriate instrument rating in the case of flight under IFR.

RECURRENT GROUND TRAINING

GROUND TRAINING TIMES:

Recurrent VFR and IFR– 4 hours

OBJECTIVE OF GROUND TRAINING

To provide pilots with the necessary training to become familiar with all informationconcerning the aircraft’s powerplant, major components and systems, major appliances,performance and limitations, standard and emergency operating procedures, and thecontents of the approved aircraft flight manual or approved manual material, placardsand markings.


The pilot must demonstrate adequate knowledge of the aircraft systems, performanceand flight planning by successfully completing a written/oral examination with aminimum score of 80%, which is corrected to 100%.

GROUND TRAINING CURRICULUM SEGMENT OUTLINE

The ground training curriculum segment outline is comprised of the following subjectareas:

o General Operational Subjectso Aircraft systems.




The subject of ground training, referred to as “general operations subjects,” includesinstruction on certain operational requirements.

o Flight Locatingo Adverse Weathero Winter Operationso Wake Turbulenceo Communications and Navigation

Procedureso Special Emphasis Items

o Weight and Balanceo Performanceo Flight Planningo Approved Aircraft Flight

Manual/Aircraft OperatingManual

AIRCRAFT SYSTEMS

The training modules presented in the aircraft systems subject area consist of abreakdown of the various systems of the aircraft. These modules may be taught in anysequence; however, ALL modules must be covered.

o Aircraft Generalo Master Warningo Electricalo Lightingo Fuelo Powerplanto Fire Detectiono Propellerso Pneumatics

o Air Conditioningo Oxygeno Ice and Rain Protectiono Landing Gear and Brakeso Flight Controlso Avionicso Radaro Systems Review,

Examination and Critique

SYSTEMS INTEGRATION

This area provides the student with training on how aircraft systems interrelate withrespect to normal, abnormal, and emergency procedures.

o Use of Checklisto Flight Planningo Display Systemso Navigation Systemso Autoflighto Flight Deck Familiarization



GROUND TRAINING MODULES

Recurrent Ground Training Modules:

Recurrent Ground Training modules for General Operational Subjects and AircraftSystems are identical to Initial Ground Training modules except for the amount of time.


Same As Initial Training

AIRCRAFT SYSTEMS

Same As Initial Training

RECURRENT FLIGHT TRAINING

RECURRENT FLIGHT TRAINING TIMES:

Recurrent VFR – 1 hour

Recurrent IFR – 3 hours

OBJECTIVE OF RECURRENT FLIGHT TRAINING

To provide an opportunity for a pilot to gain the skills and knowledge necessary toperform the duties of pilot-in-command and includes instruction, and practice ofmaneuvers and procedures pertinent to the Cessna Single-Engine Series.

To insure the pilot is the obvious master of the aircraft, with the successful outcome ofthe maneuver never in doubt, demonstrating competent performance of a maneuver.


The pilot must perform all maneuvers and procedures as the obvious master of theaircraft with the outcome of the maneuver never in doubt.






AIRCRAFT ORIENTATION AND NORMAL PROCEDURES

Training modules will provide instruction to develop the skill to maneuver the aircraftwith and without the automatic flight control system. The pilot will become proficientin the use of normal checklists, standard operating procedures and precisionapproaches.

ABNORMAL AND EMERGENCY PROCEDURES

Training modules will provide instruction to introduce and practice selected abnormaland emergency procedures. Although there exists no regulatory requirement to do so,in order to accommodate the position taken by the FAA and the aviation communitywith regard to the inclusion of “unusual attitudes”, in a pilot training course, and toprovide flight training device exercises which might be useful in some circumstances.


AIRCRAFT TRAINING



o Flight Training Module 1 – 1 houro Flight Training Module 2 – 1 houro Flight Training Module 3 – 1 hour





Training FlightsRefer to Flight Training Curriculum Segments – Cessna Caravan 208 Series:

Flight Training Module #4.

CARAVAN 208 SIC TRAINING PROGRAM

INTRODUCTION

This training program will ensure that each pilot has a satisfactory level of training andskill to properly perform their duties as second in command (SIC) in the Cessna 208Caravan under VFR flight operations as required by FAR Part 135.345 and 135.347.

Although by definition this is an upgrade training program (different crewmemberposition in the same aircraft) it is substantially different because only pilots who havebeen previously trained and checked as pilot in command in the Cessna 208 Caravan willbe eligible to participate in this SIC training program.

OBJECTIVE OF TRAINING

The objective of this program is to train pilots who have been previously trained andchecked as PIC of the Cessna 208 Caravan to perform the duties of SIC the Cessna 208Caravan.

Westwind does not differentiate between the duties of the PIC and the SIC when flyingthe Cessna 208 Caravan under VFR. Therefore the primary objective of this trainingprogram is to ensure that the pilot designated as SIC and occupying the right pilot seat isable to perform all the functions of the PIC from the right seat.


The curriculum is designed to accommodate pilots who are to be trained as SIC of theCessna 208 Caravan. Only pilots that have been previously trained and checked as PIC ofthe aircraft are eligible.




GROUND TRAINING:

Pilots in this program who have completed initial or recurrent Cessna 208 Caravanaircraft ground training within the past 12 months do not need additional groundtraining.

Pilots who have not completed initial or recurrent Cessna 208 Caravan ground trainingwithin the past 12 months are not eligible for participation in this program.

FLIGHT TRAINING:

OBJECTIVE OF FLIGHT TRAINING

At the end of the flight training curriculum, the pilot will be able to safely and efficientlyoperate the aircraft and perform the duties and responsibilities of the SIC from the rightpilot seat.

FLIGHT TRAINING HOURS:

Initial SIC Flight Training 1.5 Hours

Recurrent SIC Flight Training 1.5 Hours


At the end of the Flight Training curriculum Segment the pilot shall demonstrate to theAdministrator, or properly designated Company Check Airman, normal, abnormal andemergency procedures and checklists in a timely and sequentially correct manner, andperform all applicable maneuvers and procedures from the right pilot seat inaccordance with the Commercial Pilot Practical Test Standards, Instrument RatingPractical Test Standards, and Airline Transport Pilot and Type Rating Practical TestStandards.






AIRCRAFT ORIENTATION AND NORMAL PROCEDURES

Training modules will provide instruction to develop the skill to maneuver the aircraftwith and without the automatic flight control system. The pilot will become proficientin the use of normal checklists, standard operating procedures and approachprocedures.

ABNORMAL AND EMERGENCY PROCEDURES:

Training modules will provide instruction to introduce and practice selected abnormaland emergency procedures. Although there exists no regulatory requirement to do so,in order to accommodate the position taken by the FAA and the aviation communitywith regard to the inclusion of “unusual attitudes”, in a pilot training course.


AIRCRAFT TRAINING



o Flight Training Module 1 – 1.5 Hours

REQUIREMENTS FOR REDUCTION IN FLIGHT TRAINING HOURS

A pilot may successfully complete the flight training curriculum segment withoutcompleting the specified number of training hours when the following conditions aremet:

o The pilot successfully completes all of the training events required by thecurriculum segment.

o An instructor recommends the practical test be conducted before thecompletion of the specified number of training hours. The recommendationmust be suitably documented.

o The pilot satisfactorily completes the practical test. If a pilot fails to completethe practical test due to of lack of proficiency, he/she will be required tocomplete all of the training hours specified in the flight training curriculumsegment. The pilot must then be recommended by an instructor before beingretested.





Training FlightsRefer to Flight Training Curriculum Segments – Cessna Caravan 208 Series:

Flight Training Module #4.



FLIGHT MANEUVERS AND PROCEDURES

GENERAL PILOT INFORMATION

The following flight profiles show some normal and emergency operating procedures. They aredesigned as a general guide for ground training purposes. Actual in-flight procedures may differdue to aircraft configuration, weight, weather, traffic, ATC instructions, etc. Proceduresoutlined are consistent with the Aircraft Flight Manual (AFM). If a conflict should developbetween these procedures and the AFM, the AFM procedures must be followed.



Part 1: Normal Procedures

Preflight Actions:

Objective:This procedure is designed to ensure that the pilot has taken the appropriate actions necessary toensure the safety of the flight.

Description:This procedure will include but is not necessarily limited to the following pre-flight actions:

1. Obtaining weather information2. Performing weight & balance computations3. Determining aircraft performance4. Obtaining airport information5. Determining airworthiness of aircraft6. Recording of aircraft discrepancies7. Complying with company flight following procedures8. Checking NOTAMS

Acceptable Performance Guidelines:

1. Exhibits knowledge of elements related to the above mentioned preflightactions

2. Inspects the aircraft with reference to an appropriate checklist3. Performs all preflight actions to the extent necessary to ensure the safety of

the flight



Engine Starting:

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, awarenessof 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 personsand aircraft will not be struck by propeller blast.

3. As soon as the engine is operating smoothly, the oil pressure should be checkedfor proper indications to manufacturers specified value.

Checklist: (Battery Start)1) PROPELLER AREA – Clear2) BATTERY SWITCH – Check On3) VOLT/AMMETER – 24 Volt Minimum4) EMERGENCY POWER LEVER - Normal5) EMERGENCY POWER LEVER - Annunciator Off6) FUEL BOOST SWITCH – Norm then On7) STARTER SWITCH – Start8) START PROCEDURE

a. I Ignition Light Onb. O Oil Pressure Indicatingc. N Ng Stable (12% Min)d. C Condition Lever Low Idlee. F Fuel Pressure 80-110 pphf. I ITT Monitor (1090 Max)g. N Ng Monitor (52% Min)

9) STARTER SWITCH – Off10) FUEL BOOST SWITCH – Norm11) STANDBY POWER – On12) AVIONICS POWER SWITCHES – On13) LIGHT SWITCHES – On as Required14) AUTOPILOT – Test As Required15) AIR/HEAT – As Required16) TRANSPONDER – Standby17) ANNUNCIATORS – Check18) ENGINE GAGES – Check19) SUCTION GAGE – Check20) RADIOS – As Required



Checklist: (External Power Start)1) PROPELLER AREA – Clear2) EXTERNAL POWER SWITCH - Off3) BATTERY SWITCH – Check On4) VOLT/AMMETER – 20 Volt Minimum5) BATTERY SWITCH – Off6) AUXILLIARY POWER UNIT – Engage7) EXTERNAL POWER SWITCH – Bus8) VOLT/AMMETER – 24-28.5 Volts9) BATTERY SWITCH – On10) EXTERNAL POWER SWITCH – Starter11) EMERGENCY POWER LEVER – Normal12) EMERGENCY POWER LEVER – Annunciator Off13) FUEL BOOST SWITCH – Norm then On14) STARTER SWITCH – Start15) START PROCEDURE

a. I Ignition Light Onb. O Oil Pressure Indicatingc. N Ng Stable (12% Min)d. C Condition Lever Low Idlee. F Fuel Pressure 80-110 pphf. I ITT Monitor (1090 Max)g. N Ng Monitor (52% Min)

16) STARTER SWITCH – Off17) FUEL BOOST SWITCH – Norm18) STANDBY POWER – On19) AVIONICS POWER SWITCHES – On20) LIGHT SWITCHES – On as Required21) AUTOPILOT – Test As Required22) AIR/HEAT – As Required23) TRANSPONDER – Standby24) ANNUNCIATORS – Check25) ENGINE GAGES – Check26) SUCTION GAGE – Check27) RADIOS – As Required

Acceptable Performance Guidelines:1. Exhibits knowledge of the elements related to recommended engine starting

procedures.2. Accomplishes recommended starting procedures.3. Completes appropriate checklists.



Taxiing:

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 footpressure on brake and let aircraft start to move. Taxi at a moderate speed and avoid making fast turnsthat put abnormal side loads on the landing gear. Maximum speed for taxiing should be that whichwould allow the aircraft to be safely controlled in the event of a brake failure. Unless passing close toanother aircraft or object, the nose of the aircraft should always follow the painted taxi lines.

Checklist Procedure:1) BRAKES – Check2) FLIGHT INSTRUMENTS – Check

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.


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.



Pre-Takeoff Checks: VFR/IFR

Objective:This procedure provides training and experience related to the before takeoff check, including thereasons 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 nearthe takeoff end of the runway or in some other suitable location where it will not interfere with groundoperations. The engine run up shall not be performed while the aircraft is moving.

Checklist:1) BRAKES – Set2) FLIGHT CONTROLS - Check3) POWER LEVER – 400 Ft-Lbs.

A) ENGINE INSTRUMENTS – Check GreenB) SUCTION GAGE – Check GreenC) VOLT/AMMETER – Check/Set BatteryD) INERTIAL SEPERATOR – Check

4) OVERSPEED GOVERNOR – Check Operation5) STANDBY POWER – Preflight Test6) AUTOPILOT – Preflight Test7) FUEL TANK SELECTORS – Both On8) STANDBY FLAPS - Secure9) EMERGENCY POWER LEVER - Secure10) POWER LEVER - Idle11) PROPELLER LEVER – Full Forward12) FUEL CONDITION LEVER – High Idle13) FLAPS – Set For Takeoff14) FRICTION LOCK – Adjust15) TRIM CONTROLS – Set16) FUEL SHUTOFF VALVE – In17) FIREWALL SHUTOFF VALVE – In18) AC/BLEED AIR – Off19) MIXING AIR CONTROL – In20) ICE PROTECTION SWITCHES – As Required21) LIGHT SWITCHES – As Required



22) SYSTEMS SWITCHES – CheckA) BATTERY – OnB) FUEL BOOST – NormC) STARTER – OffD) IGNITION – NormE) STANDBY POWER – OnF) AVIONICS 1 & 2 – On

23) ANNUNCIATORS - Extinguished24) ENGINE AND FUEL GAGES - Check25) FLIGHT INSTRUMENTS - Set26) RADIOS AND TRANSPONDERS - Set

Acceptable Performance Guidelines:1. Positions the airplane properly considering other aircraft, wind, and surface

conditions2. Divides attention inside and outside the cockpit3. Accomplishes before takeoff checks using the appropriate checklists4. Ensures no conflict with traffic prior to taxiing into position



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 shouldconsist of at least the following: liftoff speed, best rate of climb speed, applicable power settings andwhat to do in case of engine failure.

During takeoff roll, monitor engine instruments and use whatever control displacement is needed tocompensate for crosswind conditions and other variables, maintaining runway heading. Lift off shouldbe made at the manufacturer’s recommended takeoff speed for normal takeoff. The pitch attitude thatwill 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 shouldbe 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 improveproficiency and to allow for blowouts or unexpected swerves.

Checklist:1) WING FLAPS – Set to 20 degrees for all takeoffs2) POWER – Set3) ANNUNCIATORS - Check4) ROTATE – 70-75 KIAS. The airplane will fly itself off of the ground, then accelerate in ground effect

to climb speed.5) CLIMB – 85-95 KIAS6) WING FLAPS – Retract after obstacles are cleared & at a safe altitude.


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 lossD. If extended, retract flaps at a safe attitude. (Minimum of 50’)E. Maintains takeoff power to a safe maneuvering attitude, then sets climb

powerF. Completes appropriate checklists.



Normal Landing: VFR/IFR

Objective:This maneuver provides training through the entire landing traffic pattern, including touchdown androllout. It is used to develop proper techniques in power and control usage at low airspeeds during thecritical phases of final approach and touchdown.

Description:The before landing checklist will be completed before entering the traffic pattern. Unless otherwisedirected 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. Whendownwind opposite the point of touchdown, complete the landing checklist. Angle of bank should notexceed 30 degrees while in the traffic pattern. When established on final approach and landing flapshave been extended, stabilize airspeed to that recommended by the manufacturer. If a recommendedairspeed is not furnished by the manufacturer. A speed equal to 1.3 Vso should be used. The approachshould be planned so the landing will be made in the center of the first third of the runway, with asmooth transition from approach to landing attitude. The “after landing” checklist will not beaccomplished until clear of the runway.

Checklist:1) WING FLAPS – Full Down2) AIRSPEED – 75-85 KIAS3) TOUCHDOWN – Mains first, then lower nosewheel gently4) POWER LEVER - Beta5) BRAKES – Apply as Necessary


A. Selects a suitable touchdown pointB. 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.



Crosswind Takeoffs and Landings: VFR/IFR

Objective:This maneuver provides training in the more complex control techniques and limitations of theaircraft during takeoff and landing with crosswind conditions.

Description:Takeoffs:

Careful consideration should be given to the effects of a strong crosswindbefore taxiing to the takeoff position. Narrow wheel treads, high center of gravity andlight weight when combined, result in an aircraft easily turned over in gusty cross andtail winds. At the start of the takeoff, the ailerons are displaced into the wind andrudder is used for directional control. As the nosewheel or tailwheel comes off theground loop could result. The aircraft should remain in slipping flight until well clear ofthe ground and then allowed to crab into the wind to continue the flight path straightout on the runway extended centerline.

Landings:

On final approach, the crab will be changed to a slip. The force held on the controls isproportionate to the crosswind. The slip must keep the flight path and the longitudinalaxis of the aircraft aligned with the runway centerline. As ground contact is made onthe wheel into the wind, the controls are gradually moved further in the same directionto compensate for loss of control effectiveness as speed decreases.


A. Guidelines from Normal Takeoff & Landing applyB. Track maintained down centerline of runway for takeoff and landingC. No drifting or crabbing at touchdown; no skipping or side loads imposed on

gearD. Control maintained so that no danger of ground loop exist. Correct flight

path after takeoffE. Completes appropriate checklists



Short Field Takeoff: VFR/IFR

Objective:This maneuver provides practice to develop proficiency in overcoming problems peculiar tomarginal 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 forshort field takeoff and climb techniques. Careful analysis of the field conditions and a thoroughunderstanding of the aircraft operator’s manual will determine what procedure should be used in agiven situation. In any case, when the correct takeoff technique is used, the aircraft will reach liftoffspeed with the minimum ground run to attain the selected initial climb speed. The existing obstaclesituation 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 theground roll until the airspeed approaches the rotation speed. Rotate the aircraft toliftoff at the rotation speed.

If an obstacle climb is required, adjust the pitch attitude to maintain barrier speed untilclear of the obstacle (about 50’ AGL when simulated), then pitch attitude is adjusted forbest rate of climb speed. Upon reaching 500’ AGL accelerate to cruise climb and reduceto 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 powersetting if different from those specified above.

If an obstacle climb is not required, after liftoff adjust the pitch attitude for best rate ofclimb speed and at 500’ AGL, accelerate to cruise climb and reduce to climb power.



Checklist:1) WING FLAPS – 20 Degrees2) BRAKES – Apply. If on loose gravel, or sand, brakes should not be held unless runwayconditions make it necessary and then other options should be explored to keep debris from beingthrown into the props; they are very expensive to replace. A full power takeoff with the brakes held onsoft fields will not normally be used unless the conditions make it necessary3) POWER – Set4) ANNUNCIATORS - Check5) BRAKES – Release6) ROTATE – 70 KIAS7) CLIMB – 83 KIAS. Approximately 8 degrees of pitch, until obstacles are cleared8) WING FLAPS – Retract to 10 Degrees after obstacles are cleared and 85 KIAS.

Retract to 0 Degrees at 95 KIAS

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 lossD. 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.



Short Field Landings: VFR/IFR

Objective:This maneuver is practiced to develop proficiency in overcoming problems peculiar to marginaloperations, 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 constantrate 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 applicationof brakes to minimize the after landing roll.

Note: Extreme caution should be exercised when practicing short field landings at minimumspeeds. At these speeds, high sinkrates may occur in some aircraft requiring excessiveattitude and/or power for recovery.

Checklist:1) WING FLAPS – Full Down2) INERTIAL SEPERATOR - Open3) AIRSPEED – 78 KIAS4) TOUCHDOWN – Main Wheels 1st5) POWER LEVER – Beta/Reverse6) BRAKES – Apply Heavily7) FLAPS – Retract for better breaking effectiveness8) ELEVATOR – Full aft for aerodynamic braking and to place more weight on

the main wheels.


A. Maintains a stabilized approach at recommended airspeed but no more than1.3 Vso +5/-5kts

B. Touches down at a point specified or within 100 ft beyond the point withlittle or no float or drift

C. Applies brakes as necessary to stop in the shortest distance consistent withsafety

D. Completes appropriate checklists.



Rejected Takeoff: VFR/IFR

Objective:This maneuver provides training in positive aircraft control for stopping the aircraft if malfunctions occurduring 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) POWER LEVER – BETA Range2) BRAKES – Apply3) WING FLAPS – Retract

If airplane cannot be stopped in remaining runway

4) FUEL CONDITION LEVER - Cut-Off5) FUEL SHUTOFF – Off (Pull Out)6) FUEL TANK SELECTORS – Off7) BATTERY SWITCH - Off


A. Use of proper techniqueB. Proper sequence of proceduresC. Positive directional control of aircraft



Engine Failure Immediately After Takeoff: VFR/IFR

Objective:To gain experience in carrying out the procedures necessary to execute a safe emergency landing in theevent 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 anengine failure after takeoff. In most cases, the landing should be planned straight ahead with only smallchanges in direction to avoid obstructions. Altitude and airspeed are seldom sufficient to execute a 180degree gliding turn necessary to return to the runway. The checklist procedures assume that adequatetime exists to secure the fuel and ignition systems prior to touchdown.

Checklist:1) AIRSPEED - 85 KIAS with 20 Degrees of Flaps2) PROPELLER - Feather3) WING FLAPS – Full Down4) FUEL CONDITION LEVER - Cutoff5) FUEL SHUTOFF - Off6) FUEL TANK SELECTORS - Off7) BATTERY - Off


A. Prompt reaction and response by the pilotB. Demonstrates good judgement in selection of landing siteC. Use of mental checklist



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 ofdescent at cruising speed. Descent should be at approximately 500 fpm for passenger comfort.

Checklist:1) ICE PROTECTION – As Required2) PITOT/STATIC HEAT – As Required3) ALTIMETER - Set4) POWER – As Required


A. Uses appropriate descent checklistB. Maintains engine temperature in normal operating rangeC. Establish 500 fpm descent rate



Emergency Descent: VFR/IFR

Objective:To descend the airplane as rapidly as possible within the limitations of the airplane, to analtitude 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 shouldthe airplane’s Vmo, or Vfe speeds be exceeded. Power should be reduced to idle, the propellercontrol should be placed full forward and 10 degrees of flaps should be extended for maximumdrag, unless otherwise recommended by the manufacturer. A 30 degree to 45 degree bankangle should be maintained.

Checklist:1) SEAT AND SHOULDER BELTS – Secure2) POWER LEVER – Idle3) PROPELLER – Full Forward4) FLAPS – 10 Degrees in Smooth Air or Up in Rough Air5) AIRSPEED – 175 KIAS in Smooth Air otherwise use Maneuvering speed in rough air.

8750 lbs - 148 KIAS7500 lbs - 137 KIAS6250 lbs - 125 KIAS5000 lbs – 112 KIAS


A. The pilot configures the airplane appropriatelyB. The pilot does not exceed any airspeed limitationsC. The pilot takes the necessary measures to keep engine from excessive

cooling.D. The pilot rolls out of the maneuver at the indicated altitude



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 alanding approach. All phases of the “before landing” checklist will have been completed. At any time onfinal approach, prior to actual touchdown, the instructor will command, “go-around”. This will simulatea landing obstacle; such as, fire equipment, another aircraft, large animal, etc., moving onto the runwaydirectly into the landing path; or, a sudden and violent shift in surface wind. The trainee willimmediately apply maximum power and stop the descent. When descent has stopped, the flaps will beretracted to 20 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, themaneuver will be conducted in the same manner as a normal takeoff.

Checklist:1) POWER LEVER – Advance for takeoff power.2) WING FLAPS – Retract to 20 degrees3) AIRSPEED – Pitch for 80 KIAS MINIMUM until obstacles are cleared4) WING FLAPS – Retract after obstacles are cleared and a safe altitude is obtained

Acceptable Performance Guideline:

A. Go-around initiated with correct sequence of events.B. Angle of attack change to compensate for flap retractionC. Airspeed + 10/ – 0 knotsD. Completes the appropriate checklists



No Flap Approach And Landing: VFR/IFR

Objective:This maneuver provides training in making approaches and landing with simulated failure ofcomponents of the landing flap system and standby flap system.

Description:No-flap landings will be conducted as a normal landing except without flaps and at the manufacturersrecommended airspeeds. The trainee should be aware that in most aircraft the touchdown will be in ahigher than normal nose-up attitude, and that the landing roll will be longer due to the loss of dragcaused by the no-flap condition and higher touchdown speed. The use of brakes may be required asdictated by runway length and surface.

Checklist:1) WING FLAPS – Up2) AIRSPEED – 100 – 115 KIAS3) TOUCHDOWN – Main Wheels 1st

4) POWER LEVER – Beta5) BRAKES – As Required


A. Touchdown is to be on or within 200 feet beyond desired pointB. Touchdown should be made on centerline of runwayC. Airspeed +/- 10 knots at boundary



Simulated Forced Landing: VFR/IFR

Objective:This maneuver affords the trainee practice in developing gliding distance judgement and planningrequired to land at a selected point when necessitated by engine failure during flight.

Description:A simulated forced landing can be given with the aircraft in any configuration. The instructor will call“forced landing” and check that the power lever is at idle. In order to obtain the best glide ratio, thecleanest configuration and best glide speed are normally established as soon as possible. If the airspeedis above the glide speed the trainee should maintain altitude. Place the aircraft in its cleanestconfiguration and allow airspeed to dissipate to best glide. Altitude permitting, the trainee shoulddetermine the best landing area available, maneuvering the aircraft as required to do so. The manyvariables; such as, altitude, obstructions, wind direction, landing direction, land surface, gradient, andlanding distance requirements of the aircraft will determine the pattern and approach techniques usedto complete the maneuver. The trainee should consider landing on a long field, crosswind; or uphill anddownwind, if such a landing would be safer than directly into the wind on available landing areas.

Notes:

Utilizing any combination of normal gliding maneuvers, from wings level to spirals, the trainee isexpected to eventually arrive at the normal “key” position at normal traffic pattern altitude for theselected landing area. From this point on, the approach is as nearly possible as a similar normal power-off approach, allowing the trainee to use his previous experience in judging his landing point.

Cockpit checks to determine cause of emergency are a part of this maneuver. Items appropriate to theaircraft being used will be covered; such as, checking fuel tanks, fuel pump, and ignition.

It is mandatory that the instructor and trainee know who is going to initiate the go-around and who willbe flying the aircraft at that time. No simulated forced landing is to be carried below 200’ AGL unless asafe landing is assured. Proximity of persons and structures must be considered when descendingbelow 500’ AGL.



Checklist:SEAT BELTS - SecureAIRSPEED – 100 KIAS with flaps up. 80 KIAS with flaps downPOWER LEVER - IdlePROPELLER CONTROL LEVER - FeatherFUEL CONDITION LEVER - CutoffFUEL BOOST SWITCH - OffSTANDBY POWER SWITCH – OffNON-ESSENTIAL EQUIPMENT – OffFUEL SHUTOFF – OffFUEL TANK SELECTORS – OffWING FLAPS – As RequiredCREW DOORS – Unlatched Prior To TouchdownBATTERY SWITCH – OffTOUCHDOWN – Slightly tail lowBRAKE - Heavily


A. Establishes best glide airspeed +/- 10 knotsB. Selects a suitable landing area, considering the possibility of an

actual emergency landingC. Altitude at key position +/- 200’ from normal pattern altitudeD. Prepare for low approach, landing or go around as specified by the

examinerE. Go-around initiated at 200’ AGL from a position where it is obvious that a

safe landing could be made, or a landing completed on an approvedlanding area

F. Complete appropriate checklists



Steep 360 Degree Power Turns: VFR/IFR

In preparation for all IFR checkrides, this maneuver will be conducted while wearing aview limiting device.

Objective:To teach the trainee orientation, planning, coordination, and airplane control.

Description:At the manufacturer’s recommended entry airspeed, enter a steep turn using a bank attitude of at least50 degrees to execute 360 degrees of turn. When entry airspeed is not recommended by themanufacturer, normal cruise airspeed or maneuvering speed – whichever is lower – will be used. Steepturns should be practiced, both left and right, and by rolling directly from one 360 degree turn into theother. Additional power should be added smoothly as the turn is established in order to maintainairspeed. Entry and rollout rate should be consistent and executed with proper coordination.

Procedure Checklist:1) HEIGHT – At least 1500 feet AGL.2) AREA – Perform clearing turns3) CONFIGURATION (FLOW) CHECK:

FUEL SELECTORS – Both OnPOWER LEVER – Set for Desired Airspeed (110-120 KIAS)PROPELLER – Set 1900 rpmWING FLAPS – Full Up (0 Degrees).ENGINE INSTRUMENTS – In the Green

4) LANDING AREA – A suitable emergency landing area is within gliding distance.5) MANEUVER PROCEDURE:

REFERENCES – Select outside referencesENTER 1st TURN – When airspeed and altitude are stabilized.AIRSPEED – Maintain 110-120 KIAS with powerALTITUDE – Maintain with pitchBANK ANGLE - MaintainENTER 2nd Turn – At appropriate heading, enter the 2nd turn.ROLL OUT – At completion of 2nd turn, roll out on entry heading.

Acceptable Performance Guidelines:A. Altitude within +/- 100’B. Bank within +/- 5 degreesC. Heading +/- 10 degrees of entry headingD. Maintains entry airspeed +/- 10 knotsE. Performance will be judged on the basis of coordination and smoothness



Maneuvering at Minimum Controllable Airspeed: VFR/IFR


Objective:These maneuvers pre-stall demonstrate the degree of controllability available while in close proximity tothe pre-stall buffet. They provide the opportunity to practice control techniques which are mostbeneficial in the low speed regimes encountered during takeoffs, landings, and power plant failureemergency situations.

Descriptions:Flight at minimum controllable airspeed is practiced in cruise and landing configurations and will consistof straight flight, turns, climbs, and descents. By definition, the term “Flight at minimum controllableairspeed” means a speed at which any further increase in angle of attack or increase in back pressurewill cause an immediate physical indication of a stall. Stall warning devices on U.S. Certificated aircraftare required by regulation 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 requirements, flightat minimum controllable airspeed will result in activation of the stall warning device.


FUEL SELECTORS – Both OnPOWER LEVER – Set for Desired Airspeed (110-120 KIAS)PROPELLER – Set 1900 rpmWING FLAPS – Full Up (0 Degrees).ENGINE INSTRUMENTS – In the Green


POWER LEVER– Retard slowly to approximately 300-400 FT-LBSWING FLAPS – Add one increment at a time as aircraft slowsAIRSPEED – Reduce to MCA.HEADING – Maintain desired headingRUDDERS – Maintain coordinated flight.AT MINIMUM CONTROLLABLE AIRSPEED:THROTTLE – Adjust as necessary to maintain desired altitudePITCH – Adjust as necessary to maintain desired airspeed.TURNS – Shallow bank in both directions to desired heading.RECOVERY – Slowly add power and reduce flap setting while maintaining altitude

and heading. Perform configuration check for cruise flight



Acceptable Performance Guidelines:A. Selects an entry altitude that will allow the task to be completed no

lower than 1500 ft AGLB. Stabilizes and maintains desired airspeed +5/ –0 ktsC. Maintain specified altitude +/- 50 ft.D. Maintains specified heading during straight flight +/- 10 degreesE. Maintains specified bank angle +/- 10 degrees during turning flightF. Rolls out a specified heading +/- 10 degreesG. Establishes straight & level flight and level turns, with gear and flaps

selected as specified by the examiner



Stalls and Approaches to Stalls: VFR/IFR


Objective:To develop in the trainee a “feel” for the flight characteristics in stalls and approaches to stalls. To teachthe trainee to react instinctively and correctly in stall recovery.

Description:Stalls will be practiced under the two most critical operating conditions: Takeoff/Departure andApproach to landing.

A. Takeoff/Departure stalls will be performed straight ahead and from 15 to 20degrees constant banked turns in takeoff configuration. The climb will beentered at liftoff speed while adding power. The angle of attack will begradually increased until an imminent stall occurs. At least 65 % power

should be used.

B. Approach to landing stalls are performed from straight glides andmoderately banked gliding turns (not to exceed 30 degrees) in landingconfiguration. The demonstration is entered at landing approach speed andgradually reduced until an imminent stall occurs. Idle poweror 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.

Recovery will be initiated as soon as evidence of a stall is recognized, or when full-up elevator will not result in a stall.



TAKEOFF/ DEPARTURE STALLS


FUEL SELECTORS – Both OnPOWER LEVER – Initially set to about 300-400 ft-lbs.PROPELLER – Set 1900 rpmWING FLAPS – Full Up (0 Degrees).ENGINE INSTRUMENTS – In the Green


POWER LEVER – Reduce power as necessary.WING FLAPS – Takeoff Configuration (0 to 10 Degrees).AIRSPEED – Reduce to below 80 KIASHEADING – Maintain heading or establish bank angle for stall in a turn.RUDDERS – Maintain coordinated flight.PITCH – Establish a climb pitch attitude at 80 KIAS while increasing power to

approximately 1500 ft-lbs.STALL – Continue to increase pitch attitude until an imminent stall develops.RECOVERY – At stall, lower nose to horizon and add power. Regain airspeed

and retract flaps, climb out at Vy

Acceptable Performance Guidelines:A. Recognizes and announces the onset of the stall by identifying the 1st

Aerodynamic buffeting or decay of control effectivenessB. Prompt and correct control applicationC. No secondary stalls. No abrupt pitch changes during recoveryD. Heading +/- 10 degrees where applicableE. Bank angle +/- 10 degrees in turning flight



APPROACH TO LANDING STALLS


FUEL SELECTORS – Both OnPOWER LEVER – Initially set to about 300-400 ft-lbs.PROPELLER – Set 1900 rpmWING FLAPS – Full DownENGINE INSTRUMENTS – In the Green


POWER LEVER – Reduce power as necessaryWING FLAPS – Add wing flaps incrementally to landing configuration.AIRSPEED – Reduce to 80 KIAS.HEADING – Maintain heading or establish bank angle for stall in a turn.RUDDERS – Maintain coordinated flight.PITCH – Establish an approach to landing pitch attitude at 80 KIAS.STALL – At designated altitude, slowly increase pitch and reduce power

until an imminent stall develops.RECOVERY – At stall, lower nose to horizon and add power. Regain airspeed

and retract flaps, climb out at Vy.

Acceptable Performance Guidelines:A. Recognizes and announces the onset of the stall by identifying the 1st

Aerodynamic buffeting or decay of control effectivenessB. Prompt and correct control applicationC. No secondary stalls. No abrupt pitch changes during recoveryD. Heading +/- 10 degrees where applicableE. Bank angle +/- 10 degrees in turning flight



After Landing Checklist: VFR/IFR

Objective:To provide training and experience related to performing after landing procedures, including local andATC procedures.

Description:During the after landing roll, the airplane should be gradually slowed to normal taxi speed beforeturning off the landing runway. The after landing checklist should be performed only after the airplaneis brought to a complete stop clear of the runway.

Procedure Checklist:1) WING FLAPS – Up2) FUEL CONDITION LEVER – Low Idle3) LIGHTS – As Required

Acceptable Performance Guidelines:A. Clears runway/landing area, taxies to suitable parking/refueling area using

proper wind correction and obstacle clearance proceduresB. Complete appropriate checklists



SHUTDOWN: VFR/IFR

Objective:To provide training and experience related to performing proper engine shutdown procedures.

Description:After the aircraft has been brought to a complete stop in an appropriate location, the followingprocedure should always be used to shut down the engine. Failure to shut down the PT-6 properly maycause engine damage.

Procedure Checklist:1) PARKING BRAKE - Set2) POWER LEVER - Idle3) BLEED AIR SWITCH – Off4) AIR CONDITIONING SWITCH – Off5) STANDBY POWER SWITCH – Off6) AVIONICS SWITCHES – Off7) ITT – Stabilized At Minimum Temperature For One Minute8) FUEL BOOST SWITCH – Off9) PROPELLER CONTROL LEVER – Feather10) ENGINE GAGES – Stabilize11) FUEL CONDITION LEVER – Cutoff12) LIGHT SWITCHES – Off13) BATTERY – Off14) FUEL SELECTORS - Off


A. Clears runway/landing area, taxies to suitable parking/refueling area usingProper wind correction and obstacle clearance procedures

B. Parks the airplane properly, considering the safety of nearby persons andproperty

C. Completes appropriate checklists



Securing Aircraft: VFR/IFR

Objective:To provide training and experience related to ramp safety, parking signals, shutdown, securing, and postflight inspection.

Description:A flight is never complete until the engine is shut down and the airplane secured. Unless parking in asupervised, designated area, the pilot should select a location and heading which will prevent thepropeller or jet blast of other airplanes from striking the airplane broadside. Whenever possible theairplane should be parked headed into the existing wind. After stopping on the desired heading, theairplane should be allowed to roll straight ahead enough to straighten the nose wheel. Finally, the pilotshould always use the procedures in the manufacturers checklist for shutting down the engine andsecuring the aircraft. When away from base of operations, be sure to install control lock. If tie downsare available, tie down the airplane. If tie downs are not available, place wheel chocks around eachmain wheel.

Checklist:1) FUEL SELECTORs – Both Off2) FLIGHT CONTROLS – Locked3) TIEDOWN AND CHOCKS – Secure4) EXTERNAL COVERS – Install5) POST FLIGHT – Walk Around


A. Parks the airplane properly, considering the safety of nearby persons andproperty

B. Follows the recommended procedure for shutdown, securing the cockpit,and deplaning passengers

C. Secures the airplane properlyD. Performs a satisfactory post flight inspectionE. Complete appropriate checklists



Part 2: Emergency Procedures VFR/IFR

The pilot will be expected to demonstrate knowledge of the following emergency procedures while inflight. These procedures as well as other emergency procedures described in section 3 of the CessnaCaravan Operating Handbook may also be covered during ground training and testing. Bold-faced itemsin italic are required memory items.

Objective:To provide training and experience related to causes, indication, and pilot actions for various systemsand equipment malfunctions.

Description:The pilot will analyze the following situations and take appropriate actions:

ENGINE FAILURE DURING FLIGHT1) Airspeed – 95 KIAS2) POWER LEVER – Idle3) PROPELLER CONTROL LEVER – Feather4) FUEL CONDITION LEVER – Cutoff5) WING FLAPS – Up6) FUEL BOOST SWITCH – Off7) FUEL SHUTOFF – Off8) IGNITION SWITCH – Norm9) STANDBY POWER SWITCH – Off10) ELECTRICAL LOAD – Reduce11) LAND

ENGINE FLAMEOUT DURING FLIGHT:1) IF GAS GENERATOR SPEED IS ABOVE 50%

a. POWER LEVER – Idleb. IGNITION SWITCH – Onc. POWER LEVER – As Desired After Relightd. IGNITION SWITCH – Off

2) IF GAS GENERATOR SPEED IS BELOW 50%a. FUEL CONDITION LEVER – Offb. REFER TO AIRSTART CHECKLIST



AIRSTART PROCEDURE: (WITH STARTER ASSIST)1) ELECTRICAL LOAD – Reduce2) STANDBY POWER SWITCH – Off3) AVIONICS POWER SWITCHES – Off4) IGNITION SWITCH – Norm5) AIR CONDITIONER – Off6) Bleed air heat switch – Off7) EMERGENCY POWER LEVER – Normal8) POWER LEVER – Idle9) PROPELLER CONTROL LEVER – Minimum RPM10) FUEL CONDITION LEVER – Cutoff11) FUEL SHUTOFF – On (Push In)12) FUEL TANK SELECTORS – Select Both On13) BATTERY SWITCH – On14) FUEL BOOST SWITCH – On15) ALTITUDE – 20,000 ft Max16) STARTER SWITCH – START and Observe

a. I: Ignition Annunciator Greenb. O: Oil Pressure Risingc. N: Ng – 12% Minimum

17) FUEL CONDITION LEVER – Low Idle and Observea. F: Fuel flow 80-110 pphb. I: ITT Checkc. N: Ng Check

18) STARTER SWITCH – Off19) FUEL BOOST SWITCH – Norm20) FUEL CONDITION LEVER – High Idle21) PROPELLER CONTROL LEVER – As Desired22) POWER LEVER – As Desired23) ELECTRICAL EQUIPMENT – As Desired



AIRSTART PROCEDURE: (NO STARTER ASSIST)1) GENERATOR SWITCH – Trip and Release2) STANDBY POWER SWITCH – Off3) AVIONICS POWER SWITCHES – Off4) AIR CONDITIONER – Off5) BLEED AIR SWITCH – Off6) EMERGENCY POWER LEVER – Normal7) POWER LEVER – Idle8) PROPELLER CONTROL LEVER – Minimum RPM9) FUEL CONDITION LEVER – Cutoff10) FUEL SHUTOFF – On (Push In)11) FUEL TANK SELECTORS – Select Both On12) BATTERY SWITCH – On13) FUEL BOOST SWITCH – On14) IGNITION SWITCH – On15) AIRSPEED – 100 KIAS Minimum16) ALTITUDE – 20,000 ft Max17) Ng INDICATOR – Check Stable18) FUEL CONDITION LEVER – Low Idle and Observe

a. F: Fuel flow 80-110 pphb. I: ITT Check (1090 Max)c. N: Ng Check (52% Minimum)

19) IGNITION SWITCH – Norm20) FUEL BOOST SWITCH – On21) FUEL CONDITION LEVER – High Idle22) PROPELLER CONTROL LEVER – As Desired23) POWER LEVER – As Desired24) GENERATOR SWITCH – Reset25) ELECTRICAL AND AVIONICS – As Required

ENGINE FIRE IN FLIGHT1) POWER LEVER – Idle2) PROPELLER CONTROL LEVER – Feather3) FUEL CONDITION LEVER – Cutoff4) FUEL SHUTOFF – Off5) CABIN NHEAT FIREWALL SHUTOFF CONTROL – Pull Off6) FORWARD SIDE VENTS = Close7) OVERHEAD VENTS – Open8) VENTILATION FANS – On9) WING FLAPS – 20-30 Degrees10) AIRSPEED – 80-85 KIAS11) FORCED LANDING – Execute



ELECTRICAL FIRE IN FLIGHT1) BATTERY SWITCH – Off2) GENERATOR SWITCH – Trip and Release3) STANDBY POWER SWITCH – Off4) VENTS – Closed5) BLEED AIR HEAT SWITCH – Off6) FIRE EXTINGUISHER – ACTIVATE7) AVIONICS POWER SWITCHES – Off8) ALL OTHER ELECTRICAL – Off

If fire appears out and electrical power is necessary for continuance of flight:

9) BATTERY SWITCH AND STANDBY POWER SWITCH – On10) GENERATOR SWITCH – Reset11) CIRCUIT BREAKERS – Check12) RADIO SWITCHES – Off13) AVIONICS POWER SWITCHES – On14) RADIO AND ELECTRICAL SWITCHES – On One at a Time15) VENTS – Open16) BLEED AIR HEAT – On as Desired

CABIN FIRE1) BATTERY SWITCH – Off2) GENERATOR SWITCH – Trip and Release3) STANDBY POWER SWITCH – Off4) VENTS – Closed5) BLEED AIR HEAT SWITCH – Off6) FIRE EXTINGUISHER – Activate7) LAND AIRCRAFT AS SOON AS POSSIBLE

WING FIRE1) PITOT-STATIC HEAT SWITCH - Off2) STALL HEAT SWITCH – Off3) STROBE LIGHTS SWITCH – Off4) NAVIGATION LIGHTS SWITCH – Off5) LANDING AND TAXI LIGHT SWITCHES – Off6) RADAR – Off7) VENTILATION FANS – Off



CABIN FIRE DURING GROUND OPERATIONS1) POWER LEVER – Idle2) BRAKES – As Require3) PROPELLER CONTROL LEVER – Feather4) FUEL CONDITION LEVER – Cutoff5) BATTERY SWITCH – Off6) AIRPLANE – Evacuate7) FIRE – Extinguish

ENGINE FIRE DURING START:1) FUEL CONDITION LEVER – Shutoff2) FUEL BOOST SWITCH – Off3) STARTER SWITCH – Motor4) STARTER SWITCH – Off5) FUEL SHUTOFF – Off6) BATTERY SWITCH – Off7) AIRPLANE – Evacuate8) FIRE – Extinguish



Part 3: Instrument Procedures

The following maneuvers will be performed while wearing a view limiting device, for all VFR and IFRtraining and checkrides.

Constant Rate Climbs & Descents: VFR/IFR

Objective:This maneuver will provide training and experience related to attitude instrument flying during climbsand descents.

Description:During these maneuvers, power is used to establish and maintain the vertical velocity while pitch is usedto control the airspeed. A constant rate climb is established by increasing back pressure whilesimultaneously applying power. Once the pitch attitude has been established to produce the desiredairspeed, the power is adjusted to maintain the desired rate of climb or descent.


A. Demonstrates climbs and descents at a constant rate in straight andturning flight

B. Maintains specified rate of descent within 100 fpmC. Maintains airspeed within 10 knots, heading within 10 degrees, of it turning,

within 5 degrees of the specified bank angleD. Performs level off within 100 feet of the specified altitudeE. Uses proper instrument cross check and interpretation and applies the

appropriate corrections.



Constant Airspeed Climbs & Descents: VFR/IFR

Objective:This maneuver provides training and experience related to attitude instrument flying during constantairspeed climbs and descents.

Description:When making a descent airspeed is reduced to the desired airspeed by reducing power whilemaintaining straight & level flight. When the descent airspeed is reached, a further reduction in poweris made and simultaneously the nose is lowered to maintain a constant airspeed. The power shouldremain at fixed position and deviations in airspeed should be corrected by making pitch changes. Do notjockey the throttle.

When starting a climb from cruising airspeed, the nose of the airplane on the attitude indicator is raisedin relation to the artificial horizon to the approximate climbing attitude. Only a small amount ofelevator back pressure should be added to initiate and maintain the climb attitude. The power settingmay be advanced to climb power simultaneously with the pitch change, or, after the pitch change isestablished and the airspeed approaches the desired climb speed.


A. Demonstrate climb and descents at a constant airspeed in straight andTurning flight

B. Maintains airspeed within 10 knotsC. Maintains heading within 10 degrees, or in a turning maneuver, within 5

degrees of specified bank angleD. Performs level off within 100 feet of the specified altitudeE. Uses proper instrument cross check and interpretation and applies the

appropriate corrections



Recovery From Unusual Attitudes: VFR/IFR

Objective:This maneuver will provide training and experience related to recovery from unusual attitudes whileattitude instrument flying.

Description:Unusual attitudes are normally the result of improper instrument flying technique, distraction orturbulence. The recovery procedures, are first to determine if the airspeed is high or low. For lowairspeed the steps are, add power, decrease attitude and level wings. For high airspeed, reduce powerfirst, level the wings, and raise the nose of the aircraft to straight and level flight.

Acceptable Performance Guideline:

A. Uses proper instrument cross check and interpretation, and applies theappropriate pitch, bank and power corrections in the correct sequenceto return the aircraft to a stabilized level flight attitude



Timed/Compass Turns: VFR/IFR

Objective:This maneuver will provide training and experience related to the operating characteristics and errors ofthe magnetic compass, the performance of timed turns and compass turns to specified headings.

Description:Timed turns are made by initiating a standard rate turn with reference to the turn coordinator. Thistype of turn results in a heading change at the rate of three degrees per second. At the end of thepredetermined number of seconds required to make the desired heading change, the pilot should beginto roll out of the turn. Turns to specific headings, may also be performed while taking into account themagnetic dip errors of the compass.


A. Establishes indicated standard rate turns, both left and rightB. Makes timed turns to specified headingsC. Makes compass turns to specified headingsD. Maintains altitude within 100 feetE. Maintains standard rate turns - / + 5 degreesF. Turns to specified heading within 10 degreesG. Turns to a northerly hading must be stopped by a predetermined amount

prior to the desired heading being indicated on the magnetic compassH. Turns to a southerly heading must be stopped by a predetermined amount

after the desired heading is indicated on the magnetic compass



Intercepting & Tracking VOR Radials: IFR/VFR

Objective:This maneuver provides training and experience related to intercepting and tracking VOR radials bothinbound and outbound.

Description:During this procedure the pilot will tune and correctly identify the navigation facility. He will set andcorrectly orient the radial to be intercepted into the course selector. The pilot will then intercept thespecified radial at a predetermined angle inbound or outbound from a navigational facility. The pilotwill then apply the proper correction to maintain the radial. Finally, the pilot will be able to recognizenavigational receiver or facility failure, and when required, report the failure to ATC.


A. Maintains the airspeed within 10 knotsB. Maintains altitude within 100 feetC. Maintains selected heading within 5 degreesD. Allows no more than a three-quarter scale deflection of the CDI while

Maintaining a radial



Area Arrival Procedures: IFR/VFR

Objective:Provide training in area arrival procedures using the appropriate navigation publications, charts andSTARs (Standard Terminal Arrival Routes). Select and use the appropriate communication facilities,select, tune, identify and track theappropriate navigation aids. What actions to take during acommunications failure. Complies with all ATC instructions.

Description:Determine which arrival procedure is appropriate for the route of flight. As necessary file for it in flightplan or request it from ATC. Contact appropriate communication facilities, select, tune and identify andtrack, the correct navigation aids. Follow all step downs at the appropriate fixes. Promptly comply withall ATC instructions.

Acceptable Performance Guidelines:A: Exhibits adequate knowledge related to area arrival procedures.B: Uses current and appropriate navigation publications for the flight.C: Establishes two way communications with the appropriate facilities.D: Selects tunes and identifies the correct navigation aids.E: Tracks the appropriate course with no more than three quarter scale deflection.F: Complies with all ATC instructions and air space restrictions in a timely mannerG: Exhibits adequate knowledge of communications failure procedures.H: Maintains airspeed within 10 knots, heading within 10 degrees, altitude within 100

feet and course within three quarter scale deflection or 10 degrees if using RMI.



Holding Procedures: IFR ONLY

Objective:Provide training in hold entry procedures wind correction leg length, airspeed and reportingrequirements.

Description:Slow to holding speed of one hundred twenty knots three minutes before reaching hold fix. Determinehold entry based on heading crossing the fix and outbound heading. Establish wind correction and leglengths after first circuit in the hold. Starts time when abeam the holding fix outbound and when rollingwings level when inbound. Complies with all ATC instructions and reporting requirements.

Acceptable Performance Guidelines:A: Exhibits adequate knowledge of the elements related to holding procedures.B: Slows to holding speed three minutes from the holding fix.C: Recognizes arrival at the holding fix and initiates the correct hold entry.D: Complies with the proper leg lengths.E: Applies the proper wind correction.F: Promptly Complies with all ATC instructions and reporting requirements



Non-Precision Instrument Approach #1:VOR Approach: VFR/IFR

Objective:This procedure will provide training and experience related to a non-precision instrument approachprocedure.

Description:The pilot will comply with the appropriate instrument approach procedure selected by the instructor orexaminer. The pilot will establish two-way radio communication with ATC, as appropriate to the phaseof flight or approach segment and will use proper radio communication phraseology and technique.

The pilot will select, tune, identify and confirm the operational status of navigation equipment to beused for the approach procedure.

The pilot will comply with all clearances issued by ATC and will advise ATC anytime the aircraft is unableto comply with a clearance.

The pilot will establish the appropriate aircraft configuration with prop set at 1900 rpm, flaps at 10degrees and 120 KIAS until landing is assured considering turbulence and wind shear, and completes theaircraft checklist items appropriate to the phase of flight.

The pilot will establish a rate of descent and track that will ensure arrival at the MDA prior to thereaching the MAP with the aircraft continuously in a position from which descent to a landing on theintended runway can be made at a normal rate using normal maneuvers within the touchdown zone.The pilot will execute a missed approach procedure when the required visual references for theintended runway are not distinctively visible and identifiable at the MAP. The pilot will execute a normallanding from a straight in or circling approach when instructed by the instructor or examiner.


A. Maintains prior to beginning the final approach segment, altitude within 100feet, heading within 10 degrees, and allows less than a 3/4 scale deflectionof the course deflection zone and maintains airspeed within 10 knots

B. Allows, while on the final approach segment, no more than a three-quarteracale deflection of the course deflection zone and maintains airspeed with10 knots

C. Maintains the MDA, when reached, within + 100 feet / -0 feet to the MAP



Non-Precision Approach-VOR

Documents

5. Training Manual - Appendix B. Caravan 208 Series …training.westwindairservice.com/wp-content/uploads/2014/...Cessna Caravan 208 Series Appendix B Cessna Caravan 208 Series Westwind