6. Training Manual - Appendix C. Pilatus PC-12 NG (Rev 12.2)training.westwindairservice.com/.../07/...Pilatus-PC-12-NG-Rev-12.pdf · Westwind Aviation, Inc. Revision: 12 Page C-3

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

Part 135 Training Program – Appendix CPilatus PC-12 NG

Appendix C

Pilatus PC-12 NG



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



GENERAL INFORMATION

TYPE OF AIRCRAFT:

Training program is for Pilatus PC-12 NG 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.

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.

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 thehardware and software for the systems installed that simulate the aircraft in ground andflight operations. These flight training devices have been evaluated, qualified andapproved by the administrator. The visibility, ceiling, wind direction, velocity andenvironmental conditions can be varied to provide realistic IFR precision and non-precision approaches to airports. The ground track of the aircraft is displayed at theinstructor’s console, and the instructor has the capability of generating all theabnormal/emergency situations contained in the Aircraft Flight Manual by utilizingprogrammed malfunctions.



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 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

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.

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 Pneumatics (Vacuum System) Moduleo General



o Air Conditioning Module (If Applicable)o General



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 Pilatus PC-12 NG 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 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 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 1-4 1.5 hours eacho Flight Training Module 5 2.0 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.



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 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.

COMPLETION STANDARDS:

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 IFR – 4 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.



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 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.

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 – 2 hourso Flight Training Module 2 – 2 hours



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.

Training FlightsRefer to Flight Training Curriculum Segments – Pilatus PC-12 NG Series:

Flight Training Module #4, #5.



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.



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 thepilot 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 ofthe flight.

1. Ensures and creates an environment which is most conductive to maximumcommunication with no question as to which action each crew member isresponsible for.



Preflight Actions: VFR/IFR

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


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: VFR/IFR

Objective:This procedure provides training and experience related to recommended engine startingprocedures, including the use of an external power source, starting under various atmosphericconditions, awareness of other persons during start, and the effects of using incorrect startingprocedures.

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 (With or Without Battery Power)1. External lights AS REQUIRED2. Propeller area CLEAR, confirm CLEAR of obstructions3. STARTER switch PUSH momentarily4. Condition Lever GROUND IDLE5. ITT MONITOR. MAXIMUM 1000 for 5 seconds6. Ng STABLE above 50%7. Starter sequence COMPLETED8. Engine instruments STABLE in green range9. GEN 1 and GEN 2 check volts and amps10. FUEL RESET soft key Push to reset11. External Power Unit (if used) Select off, then disconnect


1. Exhibits knowledge of the elements related to recommended engine startingprocedures.

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



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, thenrelease foot pressure on brake and let aircraft start to move. Taxi at a moderate speed and avoidmaking fast turns that put abnormal side loads on the landing gear. Maximum speed for taxiingshould be that which would allow the aircraft to be safely controlled in the event of a brakefailure. Unless passing close to another aircraft or object, the nose of the aircraft should alwaysfollow the painted taxi lines.

Checklist Procedure:1. EXTERNAL LIGHTS switches AS REQUIRED2. PASSENGER WARNING switches ON3. Parking Brake RELEASE4. Brakes CHECK5. Display Units Compare ADI’s, speeds, Altitude, Heading and

check no flagsNotes:

- Use the minimum power necessary. Excessive power erodes prop blades and blaststhe surrounding area with debris.

- Always be aware of where your tail is pointed. We operate in a lot of soft fieldconditions 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.



Pre-Takeoff Checks: VFR/IFR

Objective:This procedure provides training and experience related to the before takeoff check, includingthe 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 positionnear the takeoff end of the runway or in some other suitable location where it will not interferewith ground operations. The engine run up shall not be performed while the aircraft is moving.

Checklist:

1. Takeoff power setting CALCULATED2. Fuel quantity CHECK3. Engine Instruments CHECK4. Trim SET GREEN range5. Flaps 156. Flight controls FULL, FREE and CORRECT7. CPCS Check FMS identifier and ELEV, if no FMS ELEV

adjust landing ELEV, check mode. Check no CPCSfaults. If identifier and ELEV miscompare, selectand deselect DEST ELEV

8. DC Amps and Batteries CHECK (20amps maximum total). If greater than20 amps total, delay takeoff until indication at orbelow 20 amps total

9. Radios/Naviagation/FD/Clearance SET and checked10. Departure and emergency briefing COMPLETED

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 briefingshould consist of at least the following: liftoff speed, best rate of climb speed, applicable powersettings and what to do in case of engine failure.

During takeoff roll, monitor engine instruments and use whatever control displacement is neededto compensate for crosswind conditions and other variables, maintaining runway heading. Liftoff should be made at the manufacturer’s recommended takeoff speed for normal takeoff. Thepitch attitude that will obtain the best rate of climb speed for the particular aircraft will be useduntil 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. ACS BLEED AIR switch INHIBIT2. Power Control Lever SET3. Engine Instruments

a. Torque MONITORb. ITT MONITORc. Ng MONITORd. 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 rotation6. Landing Gear Handle UP7. Yaw Damper ON8. Flaps 0 above 100 KIAS9. Taxi and Landing Lights OFF




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 touchdownand rollout. It is used to develop proper techniques in power and control usage at low airspeedsduring the critical phases of final approach and touchdown.

Description:The before landing checklist will be completed before entering the traffic pattern. Unlessotherwise directed by ATC, entry should be midfield, 45 degrees to the downwind leg at trafficpattern attitude. Speed should be reduced to that compatible with other aircraft in the pattern ifpracticable. 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 onfinal approach and landing flaps have been extended, stabilize airspeed to that recommended bythe manufacturer. If a recommended airspeed is not furnished by the manufacturer. A speedequal to 1.3 Vso should be used. The approach should be planned so the landing will be made inthe center of the first third of the runway, with a smooth transition from approach to landingattitude. The “after landing” checklist will not be accomplished until clear of the runway.

Checklist:1. TOUCH DOWN MAIN WHEELS FIRST2. DO NOT FLARE WITH HIGH PITCH ANGLE3. Power Control Lever IDLE4. Condition Lever GROUND IDLE5. Braking AS REQUIRED


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 ofthe aircraft 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 gravityand light weight when combined, result in an aircraft easily turned over in gustycross and tail winds. At the start of the takeoff, the ailerons are displaced into thewind and rudder is used for directional control. As the nosewheel or tailwheelcomes off the ground loop could result. The aircraft should remain in slippingflight until well clear of the ground and then allowed to crab into the wind tocontinue the flight path straight out on the runway extended centerline.

Landings:

On final approach, the crab will be changed to a slip. The force held on thecontrols is proportionate to the crosswind. The slip must keep the flight path andthe longitudinal axis of the aircraft aligned with the runway centerline. As groundcontact is made on the wheel into the wind, the controls are gradually movedfurther in the same direction to compensate for loss of control effectiveness asspeed 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 theneed for short field takeoff and climb techniques. Careful analysis of the field conditions anda thorough understanding of the aircraft operator’s manual will determine what procedureshould 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 initialclimb 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 followingdifferences. Starting from the farthest possible position downwind, the aircraft isaccelerated 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 speeduntil clear of the obstacle (about 50’ AGL when simulated), then pitch attitude isadjusted for best rate of climb speed. Upon reaching 500’ AGL accelerate tocruise climb and reduce to climb power. If flaps are used, retract them afterreaching 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 bestrate of climb speed and at 500’ AGL, accelerate to cruise climb and reduce toclimb power.



Checklist:1. ACS BLEED AIR switch INHIBIT2. Power Control Lever SET3. Engine Instruments

a. Torque MONITORb. ITT MONITORc. Ng MONITORd. 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 rotation6. Landing Gear Handle UP7. Yaw Damper ON8. Flaps 0 above 100 KIAS9. Taxi and Landing Lights OFF


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

powerF. 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 aconstant rate of descent. The landing should be accomplished with little or no floating. Upontouchdown, the power lever should be retarded to beta, then reverse immediately, accompaniedby application of 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 excessive attitudeand/or power for recovery.

Checklist:

1. TOUCH DOWN MAIN WHEELS FIRST2. DO NOT FLARE WITH PITCH ANGLE3. Power Control Lever IDLE4. Reverse SELECT MAX (if desired)5. Brake FIRM6. Condition Lever GROUND IDLE7. Power Control Lever IDLE (before airplane stops)


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 ifmalfunctions 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 Idle2. Reverse As Required3. Braking As Required

IF THE AIRCRAFT CANNOT BE STOPPED ON THE REMAINING RUNWAY

4. PCL Idle5. Condition Lever Cot-off/feather6. FUEL EMERG SHUT OFF Press latch down and pull lever up7. MASTER POWER switch Operate


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 landingin 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 toan engine failure after takeoff. In most cases, the landing should be planned straight ahead withonly small changes in direction to avoid obstructions. Altitude and airspeed are seldomsufficient to execute a 180 degree gliding turn necessary to return to the runway. The checklistprocedures assume that adequate time exists to secure the fuel and ignition systems prior totouchdown.

Checklist:

LANDING GEAR DOWN

1. If altitude is not sufficient to Land straight ahead, turning only toselect a runway or field avoid obstructions

2. Flaps 403. Final Approach Speed 88 KIAS. AOA centered

for 10450 lb (4740 kg)4. PCL IDLE5. Condition Lever Cut-off/feather6. 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 Down2. Flaps 403. Final Approach Speed 101 KIAS Flaps 15

for 10450 lb (4740 kg) 91 KIAS Flaps 3088 KIAS Flaps 40

4. PCL Idle



5. Condition Lever Cut-off/feather6. FUEL EMERG SHOTT OFF Press latch down and pull lever up

AFTER TOUCH DOWN:

7. MASTER POWER switch Operate

AFTER AIRCRAFT HAS STOPPED – EVACUATE


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.

Checklist:

1. ATIS/briefing RECEIVED/PERFORMED2. Ice Protection System AS REQUIRED3. Power Control Lever SET to desired torque4. CPCS system window CHECK landing field elevation set


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



Emergency Descent: VFR/IFR

Objective:To descend the airplane as rapidly as possible within the limitations of the airplane, to an altitudefrom 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 theairplane’s Vmo/Mmo, Vlo or Vfe speeds be exceeded. The type of emergency descent willdepend 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 duration2.Electrical power endurance3.Distance to suitable land area4.Flight conditions IMC, VMC, ICING5.Minimum safe altitude6.Fuel reserves

The pilot must consider the situation and priorities and adjust his actions accordingly

Checklist:

MAXIMUM RANGE DESCENT – AFTER ENGINE FAIL

1. PCL Idle2. Condition Lever Cut-off/feather (to feather propeller)3. Aircraft configuration Landing gear up and flaps 04. Speed 116 KIAS for 104505. Oxygen Masks Prepare. Put on before cabin altitude exceeds

12,500 ft.Procedure to put on the crew oxygen masks:

A. Remove normal headsetB. Put the oxygen mask onC. Put the normal headset back onD. Set MASK/MIC switch on the sidewall to MASK



6. Passenger Oxygen Auto. Check Contents. CalculateOxygen duration and check flow to PAX. AdvisePAX to put masks on

7. Electrical load Monitor battery amps8. 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 IDLE2. Landing gear Below 180 KIAS, down3. Aircraft Speed Mmo/Vmo4. Oxygen Masks Prepare. Put on before cabin altitude exceeds

12,500 ft.

Procedure to put on the crew oxygen masks:

E. Remove normal headsetF. Put the oxygen mask onG. Put the normal headset back onH. Set MASK/MIC switch on the sidewall to MASK

5. Passenger Oxygen Auto. Check Contents. CalculateOxygen duration and check flow to PAX. AdvisePAX to put masks on

6. Left windshield heat As required


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 levels off out at the indicated altitude



Go Around from a Rejected Landing: VFR/IFR

Objective:This maneuver develops an understanding of airplane climb capabilities in the landingconfiguration.

Description:This maneuver involves a go-around with the engine operating normally while in the final stagesof a landing approach. All phases of the “before landing” checklist will have been completed.At any time on final approach, prior to actual touchdown, the instructor will command, “go-around”. This will simulate a landing obstacle; such as, fire equipment, another aircraft, largeanimal, etc., moving onto the runway directly into the landing path; or, a sudden and violent shiftin 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 toavoid 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. Go Around switch PRESS(if Autopilot engaged)

2. Power Control Lever SET(According to Balked Landing Torque chart inSection 5)

3. Climb Speed 85 KIAS4. 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-climb7. Flaps

- Normal AS REQUIRED- With residual airframe ice Maintain at 15- Boot failure Maintain 0

8. Ice Protection System AS REQUIRED



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.

Description:No-flap landings will be conducted as a normal landing except without flaps and at themanufacturers recommended airspeeds. The trainee should be aware that in most aircraft thetouchdown will be in a higher than normal nose-up attitude, and that the landing roll will belonger due to the loss of drag caused by the no-flap condition and higher touchdown speed. Theuse of brakes may be required as dictated by runway length and surface.

Checklist:

1. Proceed as for nomal approach2. Landing gear DOWN3. Final approach speed 122 KIAS. AOA centered

for 10450 lb (4740 kg)4. Landing Normal5. Reverse As required6. Braking As required

Landing distance will increase by 80%


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 andplanning required 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 instructorwill call “forced landing” and check that the power lever is at idle. In order to obtain the bestglide ratio, the cleanest configuration and best glide speed are normally established as soon aspossible. If the airspeed is above the glide speed the trainee should maintain altitude. Place theaircraft in its cleanest configuration and allow airspeed to dissipate to best glide. Altitudepermitting, the trainee should determine the best landing area available, maneuvering the aircraftas required to do so. The many variables; such as, altitude, obstructions, wind direction, landingdirection, land surface, gradient, and landing distance requirements of the aircraft will determinethe pattern and approach techniques used to complete the maneuver. The trainee should considerlanding on a long field, crosswind; or uphill and downwind, if such a landing would be safer thandirectly into the wind on available landing areas.

Notes:

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

Cockpit checks to determine cause of emergency are a part of this maneuver. Items appropriateto the aircraft 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 andwho will be flying the aircraft at that time. No simulated forced landing is to be carried below200’ AGL unless a safe landing is assured. Proximity of persons and structures must beconsidered when descending below 500’ AGL.



Checklist:

1. PCL Idle2. Condition Lever Cut-off/feather3. FUEL EMERG SHUT OFF Pull4. CABIN PRESSURE switch DUMP5. Best glide speed 116 KIAS for 10450 lb (4740 kg)

(for lighter aircraft weights refer para 3.2.B)6. Seat backs Upright7. Seat belts Fastened. Tighten lap straps8. Passengers Brief. Instruct to sit upright.9. ELT Set to ON10. Landing gear DOWN

IF LANDING SITE NOT SUITABLE FOR GEAR DOWN LANDING

11. Keep landing gear UP12. Flaps 4013. Final approach speed 88 KIAS. AOA centered

for 10450 lb (4740 kg)

AFTER TOUCHDOWN:

14. Electrical power OFF (use MASTER POWER switch)15. Evacuate aircraft after stop


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 atleast 50 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.Steep turns should be practiced, both left and right, and by rolling directly from one 360 degreeturn into the other. Additional power should be added smoothly as the turn is established in orderto maintain airspeed. Entry and rollout rate should be consistent and executed with propercoordination.

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

PCL – Set for Desired Airspeed (150 KIAS)WING 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 150 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 knots

Performance will be judged on the basis of coordination and smoothness



Stalls and Approaches to Stalls: VFR/IFR

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

Objective:To develop in the trainee a “feel” for the flight characteristics in stalls and approaches to stalls.To teach the 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 % powershould 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 power, or the powerthat 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 elevatorwill not result in a stall



TAKEOFF/ DEPARTURE STALLS


PCL – Initially set to about 5psi.WING 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:PCL – Reduce power as necessary.WING FLAPS – Takeoff Configuration (15 Degrees).AIRSPEED – Reduce to below 100 KIASHEADING – Maintain heading or establish bank angle for stall in a turn.RUDDERS – Maintain coordinated flight.PITCH – Establish a climb pitch attitude at 90 KIAS while increasing power to

approximately 25psi.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


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


PCL – Initially set to about15psi.WING FLAPS – Full DownENGINE INSTRUMENTS – In the Green

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

PCL – Reduce power as necessaryWING FLAPS – Add wing flaps incrementally to landing configuration.LANDING GEAR– DownAIRSPEED – Reduce to 85 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 85 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 gear and flaps, climb out at Vy.


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



Recovery from Unusual Attitudes: VFR/IFR

Objective:This maneuver will provide training and experience related to recovery from unusual attitudeswhile attitude 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. Forlow airspeed the steps are, add power, decrease attitude and level wings. For high airspeed,reduce power first, 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



After Landing Checklist: VFR/IFR

Objective:To provide training and experience related to performing after landing procedures, includinglocal and ATC 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 theairplane is brought to a complete stop clear of the runway.

Checklist:1. FLAPS Up2. Trims SET GREEN RANGE3. External lights AS REQUIRED4. Ice Protection switches OFF or as required5. Transponder STBY or GND6. WX Radar STBY


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

B. 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-6properly may cause engine damage.

Checklist:

1. Power Control Lever IDLE DETENT2. Parking Brake SET/ PEDALS PUSH3. ICE PROTECTIONS switches OFF4. Inertial Separator OPEN, if operating on unprepared surface5. Condition Lever CUT-OFF/FEATHER6. External Light switches OFF7. PASS-Warning switches OFF8. Oxygen shut-off lever OFF9. CAS Engine Oil Level warning CHECK. Refil engine with an approved oil

(60 secs minimum after shutdown)10. CPCS CHECK cabin depressurized11. STBY BUS switch OFF12. EPS switch OFF13. Battery 1 and 2 switches 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 post flight inspection.

Description:A flight is never complete until the engine is shut down and the airplane secured. Unless parkingin a supervised, designated area, the pilot should select a location and heading which will preventthe propeller or jet blast of other airplanes from striking the airplane broadside. Wheneverpossible the airplane should be parked headed into the existing wind. After stopping on thedesired heading, the airplane should be allowed to roll straight ahead enough to straighten thenose wheel. Finally, the pilot should always use the procedures in the manufacturers checklistfor shutting down the engine and securing the aircraft. When away from base of operations, besure to install control lock. If tie downs are available, tie down the airplane. If tie downs are notavailable, place wheel chocks around each main wheel.

Checklist:

1. Flight Control Lock INSTALLED2. Wheel Chocks AS REQUIRED3. Tie Downs AS REQUIRED4. Propeller Anchor INSTALLED5. External covers INSTALLED


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 ProceduresVFR/IFR

The pilot will be expected to demonstrate knowledge of the following emergency procedureswhile in flight. These procedures as well as other emergency procedures described in section 3of the Cessna Caravan Operating Handbook may also be covered during ground training andtesting.

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

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

ENGINE FAILURE IN FLIGHT

Checklist:

1. Autopilot Use IAS 9 (best glide speed 116 KIAS) andand HDG/T or NAV mode

2. PCL IDLE3. Condition Lever Cut-off/feather4. Aircraft Proceed to nearest airfield or landing site

avoiding high terrain5. Remaining fuel Check6. Air start (refer 3.5)7. If above 13,500 ft (refer 3.8)

make an emergency descent8. If engine start not (refer 3.9.2)

successful, make a forced landing



AIR START-WITH STARTER

Checklist:

1. PCL Idle2. Condition Lever Cut-off/feather3. FUEL EMERG SHUT OFF Full in4. BAT 1 and BAT 2 switches ON5. Air start envelope Check6. Starter Push momentarily7. Ignition ON8. Condition lever (NG >13%) FLIGHT IDLE9. ITT and Ng Monitor

WHEN ENGINE HAS RELIT NG >60%:

10. Ignition AUTO11. GEN 1 and 2 Check volts and amps12. Electrical Equipment As required

PROPELLER – LOW PITCH

Checklist:

1. PCL ENSURE FORWARD OF IDLE DETENT.

IF IT IS NOT POSSIBLE TO MAINTAIN SPEED AND HEIGHT

2. Condition Lever Cut-off/feather3. Aircraft Emergency descent (Sect. 3.8) and landing

(Sect. 3.9) procedures



ENGINE FIRE – IN FLIGHT

Checklist:

1, Engine power Reduce to minimum acceptable accordingto flight situation.

2. ACS EMER shut off Pull3. Oxygen masks ON (all aircraft occupants)

Procedure to put on the crew oxygen masks:

a. Remove normal headsetb. Put the oxygen mask onc. Put the normal headset back ond. Set MASK/MIC switch on the sidewall to MASK

4. Passenger Oxygen System ON5. Systems MFD PAX OXY advisory Confirm on6. Confirm that fire exists7. Fuel EMER shut off Press latch down and pull lever up8. Condition lever Cut-off/featherCarry out emergency descent (Sect.3.8) and/or emergency landing (Sect. 3.9) procedures.

COCKPIT/CABIN FIRE, SMOKE OR FUMES

Checklist:

1. Oxygen masks ON

a. Remove normal headsetb. Put the oxygen mask onc. Put the normal headset back ond. Set MASK/MIC switch on the sidewall to MASK

2. Crew Oxygen 100%3. Passenger Oxygen ON4. MFD PAX OXY advisory Confirm on5. Descend to below 12,500 INITIATE6. Proceed to nearest airfield



7. If smoke or fumes:a. ACS EMER shut off Pullb. CABIN PRESSURE switch DUMP

When cabin pressure differential is zero:

c. DV window Opend. VENT FANS LOW

8. If fire Use fire extinguisher

9. If source of smoke/fumes is known, as soon as time permits:a. Associated electrical equipment Off (circuit breakers)

10. If smoke/fumes persists:a. ACS EMER shut off Pullb. CABIN PRESSURE switch DUMPc. BUS TIE CB (overhead panel) OFFd. GEN 2 OFFe. BAT 2 OFF

11. If smoke/fumes persists:a. BAT 2 ONb. GEN 2 ONc. BAT 1 OFFd. GEN 1 OFF

12. If smoke/fumes persists:a. BAT 2 OFFb. GEN 2 OFFc. DV window Verify opend. EPS switch Ensure set to ARMED

Carry out emergency descent (Sect. 3.8) and/or emergency landing (Sect. 3.9) procedures.



Part 3: Instrument Procedures

Area Arrival Procedures: IFR ONLY

Objective:Provide training in area arrival procedures using the appropriate navigation publications, chartsand STARs (Standard Terminal Arrival Routes). Select and use the appropriate communicationfacilities, select, tune, identify and track theappropriate navigation aids. What actions to takeduring a communications failure. Complies with all ATC instructions.

Description:Determine which arrival procedure is appropriate for the route of flight. As necessary file for itin flight plan or request it from ATC. Contact appropriate communication facilities, select, tuneand identify and track, the correct navigation aids. Follow all step downs at the appropriatefixes. Promptly comply with all 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.Determine hold entry based on heading crossing the fix and outbound heading. Establish windcorrection and leg lengths after first circuit in the hold. Starts time when abeam the holding fixoutbound and when rolling wings level when inbound. Complies with all ATC instructions andreporting 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

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

Description:The pilot will comply with the appropriate instrument approach procedure selected by theinstructor or examiner. The pilot will establish two-way radio communication with ATC, asappropriate to the phase of flight or approach segment and will use proper radio communicationphraseology and technique.

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

The pilot will comply with all clearances issued by ATC and will advise ATC anytime theaircraft is unable to comply with a clearance.

The pilot will establish the appropriate aircraft configuration with flaps at 15 degrees, landinggear down and 120 KIAS until landing is assured considering turbulence and wind shear, andcompletes the aircraft 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 onthe intended runway can be made at a normal rate using normal maneuvers within the touchdownzone. The pilot will execute a missed approach procedure when the required visual referencesfor the intended runway are not distinctively visible and identifiable at the MAP. The pilot willexecute a normal landing from a straight in or circling approach when instructed by the instructoror 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 Instrument Approach #2:



GPS Approach







Acceptable Performance Guidelines:A. Maintains prior to beginning the final approach segment, altitude within 100

feet, heading within 10 degrees, and allows less than a 3/4 scale deflectionof the course deflection zone and maintains airspeed within 10 knots





Non-Precision Instrument Approach #3:Circle To Land Approach IFR ONLY

This approach may be combined with Non-Precision Instrument Approach #1 or #2.








feet, heading within 10 degrees, and allows less than a 3/4 scale deflectionof the course deflection zone and maintains airspeed within 10 knots





Non-Precision Instrument Approach #4:Coupled Approach





The pilot will establish the appropriate aircraft configuration and airspeed considering turbulenceand wind shear, and completes the aircraft 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 onthe intended runway can be made at a normal rate using normal maneuvers. The pilot willexecute a missed approach procedure when the required visual references for the intendedrunway 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.


feet, heading within 10 degrees, and allows less than a full scale deflectionof the course deflection zone and maintains airspeed within 10 knots





Precision Instrument Approach:ILS Approach

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




The pilot will establish the appropriate aircraft configuration and airspeed considering turbulenceand wind shear, and completes the aircraft checklist items appropriate to the phase of flight.

The pilot will establish a rate of descent and track that will ensure arrival at the DA prior to thereaching the MAP with the aircraft continuously in a position from which descent to a landing onthe intended runway can be made at a normal rate using normal maneuvers within the touchdownzone. The pilot will execute a missed approach procedure when the required visual references forthe intended runway are not distinctively visible and identifiable at the MAP. The pilot willexecute a normal landing from a straight in or circling approach when instructed by the instructoror examiner.


feet, heading within 10 degrees, and allows less than a ¾\ scale deflectionof the course deflection zone and maintains airspeed within 10 knots


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



Missed Approach Procedure: IFR ONLY

Objective:This procedure will provide training and experience related to missed approach proceduresassociated with standard instrument approaches.

Description:The pilot will execute a missed approach procedure by promptly applying power, establishing aclimb attitude, and reducing drag in accordance with the aircraft manufacturersrecommendations. The pilot will report to ATC beginning the missed approach procedure willcomply with the published or alternate missed approach procedure. The pilot will then followthe recommended checklist items appropriate to the go-around procedure.


A. Maintains recommended airspeed within 10 knotsB. Maintains heading or course within 10 degreesC. Maintains altitude with 100 feetD. Completes approach checklist



Area Departure Procedures: IFR ONLY

Objective:Provide training in area departure procedures using the appropriate navigation publications,charts and instrument departure procedures. Select and use the appropriate communicationfacilities, select, tune, identify and track the appropriate navigation aids. What actions to takeduring a communications failure. Complies with all ATC instructions.

Description:When making an area departure dependant upon conditions follow noise abatement proceduresfor that airport in low visibility and at night follow the instrument departure procedure for thatairport until the en route structure is entered. Contact the appropriate ATC facilities, select, tuneidentify and track the appropriate navigation aids.

Acceptable Performance Guidelines:A: Exhibits adequate knowledge related to area departure 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.

Documents

6. Training Manual - Appendix C. Pilatus PC-12 NG (Rev 12.2)training.westwindairservice.com/.../07/...Pilatus-PC-12-NG-Rev-12.pdf · Westwind Aviation, Inc. Revision: 12 Page C-3