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Westwind Aviation, Inc. Page B-1

Part 135 Training Program

Cessna

Part 135 Training Program – Appendix B Cessna Caravan 208 Series

Appendix B

Cessna Caravan 208 Series

Revision: 11 Date: May 2013

Series

Westwind Aviation, Inc. Revision: 11 Page B-2 Date: May 2013

Part 135 Training Program – Appendix B


TABLE OF CONTENTS

GENERAL INFORMATION B-3

EMERGENCY TRAINING B-5

INITIAL TRAINING B-7

RECURRENT TRAINING B-20

SECOND-IN-COMMAND TRAINING B-26

FLIGHT MANEUVERS AND PROCEDURES B-30




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 accordance

with the pilot training requirements of 14 CFR Part 135 leads to a competency check

and/or proficiency check. This curriculum is based on the Commercial Pilot Practical

Test Standards, Instrument Rating Practical Test Standards, Airline Transport Pilot and

Type Rating Practical Test Standards.

• All flight training will be conducted in an aircraft.

CURRICULUM PREREQUISITES

• The curriculum is designed to accommodate pilots who are to be trained as defined in

Part 135 as requiring “Initial Training” or “Transition Training”.

• Westwind Aviation, Inc. will insure that each PIC meets the prerequisites for

employment, using requirements established by 14 CFR Part 135.

FACILITIES LOCATION

• Westwind Aviation’s training facilities are located at the Deer Valley Airport in Phoenix,

Arizona.

CURRICULUM SEGMENT OBJECTIVE

• Upon completion of the program, the crewmembers will be able to successfully

demonstrate their knowledge of aircraft systems by completing an oral/written

examination. They will be able to fly the aircraft in a manner that shows they are

obviously the master of the aircraft, with the outcome of each maneuver never in

doubt. They will be able to safely operate the aircraft in assigned airspace. Depending

upon the pilot’s background, the training will meet the following requirements.

o 14 CFR Part 135 Certification Holder’s Approved Training Program

o Initial Certification IAW 61.63 or 61.157

o Pilot Competency Check IAW 135.293

o Instrument Proficiency Check IAW 135.297




COMPLETION STANDARDS

• Completion is based on proficiency. Syllabus times are estimates. Pilots must

demonstrate satisfactory performance through formal and informal examinations in the

classroom and flight training device, and in flight to ensure they meet the knowledge

and skill requirements necessary to meet the course objectives. The minimum

acceptable performance guidelines are as follows:

• Each pilot shall fly the aircraft within the appropriate standard. Depending upon the

type of operation, passenger seating, configuration within the aircraft, and/or pilot’s

level of certification, the tolerances of the appropriate standard will be specified in one

of the following publications as applicable:

o Commercial Pilot Practical Test Standards

o Instrument Rating Practical Test Standards

• The instructor and/or check airman will determine the applicable standards prior to the

start of any training or evaluation session. The required standards will be discussed with

the pilot being trained.

GROUND INSTRUCTIONAL FACILITIES

• Westwind Aviation, Inc. facilities are divided into briefing areas/rooms, classroom flight

planning room, instructor room, and the required maintenance and administrative

areas. The building is optimally “laid-out” and located so the pilots will not be distracted

by instruction conducted in other rooms or by flight and maintenance operations at the

airport.

• The classroom is equipped for presentation of audiovisual media. An overhead

projector, video-television and whiteboard facilities are used to provide interactive

display of photos and system graphics and any other applicable material.




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 of

certain items of emergency equipment such as:

o Fire extinguisher

o Life vests

o Emergency exits and emergency evacuation

o Oxygen equipment

o First Aid equipment

• Emergency Drill Training requires the crew member to operate the equipment (hands

on) and must be conducted every 24 months (14 CFR Part 135.331, 135.351).

EMERGENCY-DRILL (HANDS-ON) SUBJECT AREA

• Each crew member must perform at least the following emergency drills, using the

proper emergency equipment and procedures except for those items that can be

accomplished by demonstration.

o Ditching Equipment (As Required)

o Emergency Evacuation

o Fire Extinguisher and Smoke Control

o Operation and Use of Emergency Exits

o Crew and Passenger Oxygen (As Required)

o Life Rafts (If Required)

o Life Vests (If Required)




EMERGENCY-DRILL MODULES:

• Ditching Equipment Module (As Required)

o Ditching Procedures

• Emergency Evacuation Module

o Evacuation

• Fire Extinguisher and Smoke Control Module

o Inspection Tags, Seals, Dates and Proper Charge Levels

o Removal and Storage of Hand-held Extinguishers

o Actual Discharge of Each Type of Hand-held Extinguisher

• Operation and Use of Emergency Exits Module

o Actual Operation (Open and Close) of each Type of Exit in the Normal and

Emergency Modes.

o EGRESS

• Crew and Passenger Oxygen Module (Not Applicable)

o Type

o Location

o Purpose

o Actual Operation/Demonstration

• Life Rafts Module (Not Applicable)

o Type

o Location

o Use


• Life Vests Module

o Type

o Location

o Use





INITIAL TRAINING


• The curriculum is designed to accommodate pilots who are to be trained as defined in

Part 135 as requiring “Initial Training” or “Transition Training”.



INITIAL GROUND TRAINING

GROUND TRAINING TIMES:

• Initial/Initial Equipment VFR – 4 hours

• Initial/Initial Equipment IFR – 8 hours

• Transition – 4 hours

OBJECTIVE OF GROUND TRAINING

• To provide pilots with the necessary training to understand the operation of aircraft

systems, the use of the individual system controls, and the integration of aircraft

systems with operational procedures in order to sufficiently prepare them to enter the

flight training curriculum segment.

• At the end of the ground training curriculum segment the pilot will be able to locate,

identify, and operate all aircraft systems. The pilot will be able to perform normal,

abnormal and emergency operating procedures.

• Additionally, the pilot will be able to demonstrate knowledge of aircraft performance, as

well as systems and aircraft limitations. The pilot will be capable of satisfactorily

completing the equipment examination at the end of this segment.


• Aircraft Systems – The pilot must demonstrate adequate knowledge of the aircraft

systems, performance and flight planning by successfully completing a written/oral

examination with a minimum score of 80%, which is corrected to 100%.

GROUND TRAINING CURRICULUM SEGMENT OUTLINE

• The ground training curriculum segment outline is comprised of the following subject

areas:

o General Operational Subjects

o Aircraft Systems.




GENERAL OPERATIONAL SUBJECTS

• The subject of ground training, referred to as “general operations subjects”, includes

instruction on certain operational requirements. These are as follows:

o Flight Locating

o Adverse Weather

o Winter Operations

o Wake Turbulence

o Communications and Navigation Procedures

o Special Emphasis Items

o Weight and Balance

o Performance

o Flight Planning

o Approved Aircraft Flight Manual/Aircraft Operating Manual

AIRCRAFT SYSTEMS

• The training modules presented in the aircraft systems subject area consist of a

breakdown of the various systems of the aircraft. These modules may be taught in any

sequence; however, ALL modules must be covered.

o Aircraft General

o Master Warning

o Electrical

o Lighting

o Fuel

o Powerplant

o Fire Detection

o Propellers

o Pneumatics

o Air Conditioning

o Oxygen

o Ice and Rain Protection

o Landing Gear and Brakes

o Flight Controls

o Avionics

o Radar

o Systems Review, Examination and Critique




GROUND TRAINING CURRICULUM SEGMENT MODULES


• Flight Locating Module

o Flight Planning

o Dispatch

o Flight Release

o Flight Locating

• Adverse Weather Module

o Icing

o Turbulence

o Heavy Precipitation

o Thunderstorms

o Micro Burst

o Low Level Wind shear

o Low Visibility

o Contaminated Runways

• Winter Operations Module (See Winter Operations Manual)

o The use of holdover times when using deicing/anti-icing fluids

o Deicing/anti-icing procedures, including inspection and check procedures and

responsibilities

o Communications

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

identification and knowledge of how contamination adversely affects

performance and flight characteristics

o Types and characteristics of deicing/anti-icing fluids

o Cold weather preflight inspection procedures

o Techniques for recognizing contamination

• Wake Turbulence Module

o Causes

o Accident Prevention




• Communications and Navigation Procedures Module

o Westwind Aviation, Inc. Communication requirements, including Applicable

Parts of Operations Manual

o ATC Clearance

o Area Departure and Arrival

o Enroute

o Approach and Landing

• Special Emphasis Items Module

o As Appropriate

• Weight and Balance Module

o General Principles and Methods of Weight and Balance Determination

o Operation

o Limitations

• Performance Module

o Use of Charts, Tables, Tabulated Data and Other Related Material

o Performance Problems, Normal, Abnormal and Emergency Conditions

o Performance Limiting Factors Such as Runway Length, Ambient Temperature,

Runway Contamination, etc.

• Flight Planning Module

o Flight Planning Charts Such as Fuel Consumption Charts

o Operation

o Limitations

• Approved Flight Manual (AFM)/Aircraft Operating Manual Module (As Appropriate)

o Applicability and Description of the AFM

o Normal, Abnormal and Emergency Procedures Sections

o Limitations Section

o Maneuvers and Procedures Section

o General Performance Section

o Systems Description

o Appendices and Bulletins




AIRCRAFT SYSTEMS

• Aircraft General Module

o General

o System Description

o Controls and Components

o Servicing/Preflight

o Miscellaneous

o Limitations

o Emergency/Abnormal Procedures

• Master Warning Module (As Applicable)

o General



o Indicators/Indications

o Annunciators

o Miscellaneous

o Limitations


• Electrical Module

o General




o Annunciators


o Operation

o Limitations


• Lighting Module

o General



o Limitations





• Fuel Module

o General




o Annunciators


o Operation

o Limitations


• Powerplant Module

o General




o Annunciators

o Limitations


• Fire Detection Module (As Applicable)

o General




o Annunciators


o Limitations


• Propeller Module

o General



o Indicators/Indication


o Operation

o Limitations





o Pneumatics (Vacuum System) Module

o General




o Annunciators

o Limitations


o Air Conditioning Module (If Applicable)

o General




o Annunciators

o Limitations


• Oxygen Module (If Applicable)

o General




o Limitations


• Ice and Rain Protection Module (As Applicable)

o General




o Annunciators


o Operation

o Limitations





• Landing Gear and Brakes Module

o General




o Operation


• Flight Controls Module

o General



o Preflight

o Operation


• Avionics

o General


o Communications

o Navigation Equipment

o Automatic Flight Systems


o Operation


• Radar (As Applicable)

o General




o Operation

o Limitations


• Systems Review, Examination and Critique Module

o Written/oral Examination with a Passing Grade of 80%, corrected to 100%.




INITIAL FLIGHT TRAINING

OBJECTIVE OF FLIGHT TRAINING

• To provide an opportunity for a pilot to gain the skills and knowledge necessary to

perform to a desired standard. The opportunity provides for demonstration, instruction

and practice of maneuvers and procedures pertinent to the Cessna Single-Engine Series.

• At the end of the flight training curriculum, the pilot will be able to safely and efficiently

operate the aircraft and perform the duties and responsibilities of the pilot-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 the

Administrator, or properly designated Company Check Airman, normal, abnormal and

emergency procedures and checklists in a timely and sequentially correct manner, and

perform all applicable maneuvers and procedures in accordance with the Commercial

Pilot Practical Test Standards, Instrument Rating Practical Test Standards, and Airline

Transport Pilot and Type Rating Practical Test Standards.

FLIGHT TRAINING CURRICULUM SEGMENT OUTLINE

• The flight training curriculum segment outline is comprised of the following subject

areas:

o Aircraft orientation and normal procedures

o Abnormal and emergency procedures

o Aircraft training

o Aircraft practical test

AIRCRAFT ORIENTATION AND AUTOPILOT USE:

• Training modules will provide instruction to develop the skill to maneuver the aircraft

with and without the automatic flight control system. The pilot will become proficient

in the use of normal checklists, standard operating procedures and precision

approaches.




ABNORMAL AND EMERGENCY PROCEDURES:

• Training modules will provide instruction to introduce and practice selected abnormal

and emergency procedures. Although there exists no regulatory requirement to do so,

in order to accommodate the position taken by the FAA and the aviation community

with regard to the inclusion of “unusual attitudes”, in a pilot training course, and to

provide flight training device exercises which might be useful in some circumstances.

• Unusual attitudes are defined as: any maneuver, which approaches or reaches the limits

of known, validated aircraft data. Unusual attitudes include: Steep turns, Approach to

stall – takeoff configuration, Approach to stall – enroute configuration, and Approach to

stall – landing configuration.

AIRCRAFT TRAINING

• This module will train the applicable maneuvers described in the Commercial Pilot

Practical Test Standards, Instrument Rating Practical Test Standards, and Airline

Transport Pilot and Type Rating Practical Test Standards, as applicable.

• Flight training is generally conducted as a single pilot. The flight training hours are

specified below:

o Flight Training Module 1 – 1 hour



REQUIREMENTS FOR REDUCTION IN FLIGHT TRAINING HOURS:

• A pilot may successfully complete the flight training curriculum segment without

completing the specified number of training hours when the following conditions are

met:

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

curriculum segment.

o An instructor recommends the practical test be conducted before the

completion of the specified number of training hours. The recommendation

must be suitably documented.

o The pilot satisfactorily completes the practical test. If a pilot fails to complete

the practical test due to of lack of proficiency, he/she will be required to

complete all of the training hours specified in the flight training curriculum

segment. The pilot must then be recommended by an instructor before being

retested.




FLIGHT TRAINING MODULES

• The maneuvers as listed in the following modules indicate the training session where

the training event is first addressed. If the pilot does not demonstrate proficiency in

that session, the event will be carried forward until proficiency is demonstrated.

A. Training Flight No. 1

1. Flight Training Events

a. Surface Operation

1) Starting

2) Taxi

3) Pretakeoff Checks

b. Takeoff

1) Normal Takeoff

2) Crosswind Takeoff

3) Engine Failure after Takeoff

c. Climb

1) Normal Climb

2) Obstacle

d. Enroute

1) Approach to Stall – Takeoff Configuration

2) Approach to Stall – Enroute Configuration

3) Approach to Stall – Landing Configuration

4) Steep Turns

5) Slow Speed Handling Characteristics

6) Engine Failure Enroute

e. Descent

1) Normal Descent

2) Maximum Rate Descent

f. Approaches

1) Area Departure and Arrival

2) Navigation Equipment and Assigned Radials

3) Approach Procedure

4) Missed Approach Procedure

g. Landings

1) Normal Landing

2) Crosswind Landing

h. After Landing

1) Shutdown & Securing Aircraft




B. Training Flight No. 2



1) Starting

b. Takeoff

1) Rejected Takeoff


3) Engine Failure After Takeoff

c. Approaches


2) Missed Approach procedure

2. Systems Procedures (Normal, Abnormal, Alternate)

a. Electrical system

b. Fuel System

c. Flap System

3. Systems Procedures (Emergency)

a. Electrical System

b. Fuel System

c. Flap system

d. Engine Failures in Various Stages of Flight

C. Training Flight No. 3


a. Approaches



b. Other Flight Procedures

1) Air Hazard Avoidance

2) Wind shear/Microburst/Wake Turbulence


a. Powerplant

b. Engine Fires & Fire Detection

c. Flight Instrument


a. Aircraft Fires

b. Engine Failures in Various Stages of Flight

c. Landing with Simulated Powerplant Failure




D. Training Flight No. 4


a. Preparation

1) Performance Limitations

b. Surface Operation

1) Pre-takeoff Checks

c. Approaches


2) Missed Approach procedure

d. Other Flight Procedures

1) Holding

2) Ice Accumulation on Airframe


a. Anti-icing and Deicing System

b. Communications Equipment

c. Navigation Systems


a. Anti-icing and Deicing System

b. Communications Equipment




RECURRENT TRAINING

RECURRENT TRAINING CURRICULUM

• Completion of this curriculum satisfies the appropriate requirements of 14 CFR Part 135

for employees who will continue to service in the same duty position and aircraft type.

RECURRENT CURRICULUM PREREQUISITES

• Pilot may enroll in 14 CFR Part 135.351 Recurrent Training if that person holds:

o At least a current commercial pilot certificate with appropriate category, and

class ratings.

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

RECURRENT GROUND TRAINING

GROUND TRAINING TIMES:

• Recurrent VFR and IFR– 4 hours

OBJECTIVE OF GROUND TRAINING

• To provide pilots with the necessary training to become familiar with all information

concerning the aircraft’s powerplant, major components and systems, major appliances,

performance and limitations, standard and emergency operating procedures, and the

contents of the approved aircraft flight manual or approved manual material, placards

and markings.


• The pilot must demonstrate adequate knowledge of the aircraft systems, performance

and flight planning by successfully completing a written/oral examination with a

minimum score of 80%, which is corrected to 100%.

GROUND TRAINING CURRICULUM SEGMENT OUTLINE

• The ground training curriculum segment outline is comprised of the following subject

areas:

o General Operational Subjects

o Aircraft systems.





• The subject of ground training, referred to as “general operations subjects,” includes

instruction on certain operational requirements.

o Flight Locating

o Adverse Weather

o Winter Operations

o Wake Turbulence

o Communications and Navigation Procedures

o Special Emphasis Items

o Weight and Balance

o Performance

o Flight Planning

o Approved Aircraft Flight Manual/Aircraft Operating Manual

AIRCRAFT SYSTEMS

• The training modules presented in the aircraft systems subject area consist of a

breakdown of the various systems of the aircraft. These modules may be taught in any

sequence; however, ALL modules must be covered.

o Aircraft General

o Master Warning

o Electrical

o Lighting

o Fuel

o Powerplant

o Fire Detection

o Propellers

o Pneumatics

o Air Conditioning

o Oxygen

o Ice and Rain Protection

o Landing Gear and Brakes

o Flight Controls

o Avionics

o Radar

o Systems Review, Examination and Critique




GROUND TRAINING MODULES

Recurrent Ground Training Modules:

• Recurrent Ground Training modules for General Operational Subjects and Aircraft

Systems are identical to Initial Ground Training modules except for the amount of time.


• 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 to

perform the duties of pilot-in-command and includes instruction, and practice of

maneuvers and procedures pertinent to the Cessna Single-Engine Series.

• To insure the pilot is the obvious master of the aircraft, with the successful outcome of

the maneuver never in doubt, demonstrating competent performance of a maneuver.


• The pilot must perform all maneuvers and procedures as the obvious master of the

aircraft with the outcome of the maneuver never in doubt.






areas:



o Aircraft training


AIRCRAFT ORIENTATION AND NORMAL PROCEDURES



in the use of normal checklists, standard operating procedures and precision

approaches.

ABNORMAL AND EMERGENCY PROCEDURES




with regard to the inclusion of “unusual attitudes”, in a pilot training course, and to

provide flight training device exercises which might be useful in some circumstances.





AIRCRAFT TRAINING





specified below:











Training Flights

A. Training Flight No. 1



o Starting

o Taxi

o Pretakeoff Checks

b. Takeoff

o Normal Takeoff

o Crosswind Takeoff

o Engine Failure after Takeoff

c. Climb

o Normal Climb

o Obstacle

d. Enroute

o Approach to Stall – Takeoff Configuration

o Approach to Stall – Enroute Configuration

o Approach to Stall – Landing Configuration

o Steep Turns

o Slow Speed Handling Characteristics

o Engine Failure Enroute

e. Descent

o Normal Descent

o Maximum Rate Descent

f. Approaches


o Navigation Equipment and Assigned Radials

o Approach Procedure

o Missed Approach Procedure

g. Landings

o Normal Landing

o Crosswind Landing

h. After Landing

o Shutdown & Securing Aircraft




B. Training Flight No. 2



1) Starting

b. Takeoff

1) Rejected Takeoff


3) Engine Failure After Takeoff

c. Approaches



a. Electrical system

b. Fuel System

c. Flap System


a. Electrical System

b. Fuel System

c. Flap system

d. Engine Failures in Various Stages of Flight

C. Training Flight No. 3


a. Approaches



b. Other Flight Procedures

1) Air Hazard Avoidance

2) Wind shear/Microburst/Wake Turbulence


a. Powerplant

b. Engine Fires & Fire Detection

c. Flight Instrument


a. Aircraft Fires

b. Engine Failures in Various Stages of Flight

c. Landing with Simulated Powerplant Failure




CARAVAN 208 SIC TRAINING PROGRAM

INTRODUCTION

• This training program will ensure that each pilot has a satisfactory level of training and

skill to properly perform their duties as second in command (SIC) in the Cessna 208

Caravan under VFR flight operations as required by FAR Part 135.345 and 135.347.

• Although by definition this is an upgrade training program (different crewmember

position in the same aircraft) it is substantially different because only pilots who have

been previously trained and checked as pilot in command in the Cessna 208 Caravan will

be 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 and

checked as PIC of the Cessna 208 Caravan to perform the duties of SIC the Cessna 208

Caravan.

• Westwind does not differentiate between the duties of the PIC and the SIC when flying

the Cessna 208 Caravan under VFR. Therefore the primary objective of this training

program is to ensure that the pilot designated as SIC and occupying the right pilot seat is

able 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 the

Cessna 208 Caravan. Only pilots that have been previously trained and checked as PIC of

the aircraft are eligible.



GROUND TRAINING:

• Pilots in this program who have completed initial or recurrent Cessna 208 Caravan

aircraft ground training within the past 12 months do not need additional ground

training.

• Pilots who have not completed initial or recurrent Cessna 208 Caravan ground training

within 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 efficiently

operate the aircraft and perform the duties and responsibilities of the SIC from the right

pilot 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 the

Administrator, or properly designated Company Check Airman, normal, abnormal and

emergency procedures and checklists in a timely and sequentially correct manner, and

perform all applicable maneuvers and procedures from the right pilot seat in

accordance with the Commercial Pilot Practical Test Standards, Instrument Rating

Practical Test Standards, and Airline Transport Pilot and Type Rating Practical Test

Standards.



areas:



o Aircraft training


AIRCRAFT ORIENTATION AND NORMAL PROCEDURES



in the use of normal checklists, standard operating procedures and approach

procedures.




ABNORMAL AND EMERGENCY PROCEDURES:




with regard to the inclusion of “unusual attitudes”, in a pilot training course.





AIRCRAFT TRAINING





specified below:

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 without

completing the specified number of training hours when the following conditions are

met:

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

curriculum segment.

o An instructor recommends the practical test be conducted before the

completion of the specified number of training hours. The recommendation

must be suitably documented.

o The pilot satisfactorily completes the practical test. If a pilot fails to complete

the practical test due to of lack of proficiency, he/she will be required to

complete all of the training hours specified in the flight training curriculum

segment. The pilot must then be recommended by an instructor before being

retested.








Training Flight No. 1

A. Surface Operation

o Starting

o Taxi

o Pretakeoff Checks

B. Takeoff

o Normal Takeoff

o Crosswind Takeoff

o Engine Failure after Takeoff

C. Climb

o Normal Climb

o Obstacle

D. Enroute

o Approach to Stall – Takeoff Configuration

o Approach to Stall – Enroute Configuration

o Approach to Stall – Landing Configuration

o Steep Turns

o Slow Speed Handling Characteristics

o Engine Failure Enroute

E. Descent

o Normal Descent

o Maximum Rate Descent

F. Approaches


o Navigation Equipment and Assigned Radials

o Approach Procedure

o Missed Approach Procedure

G. Systems Procedures (Emergency)

o Electrical System

o Fuel System

o Flap system

o Engine Failures in Various Stages of Flight

H. Landings

o Normal Landing

o Crosswind Landing

I. After Landing

o Shutdown & Securing Aircraft




FLIGHT MANEUVERS AND PROCEDURES

GENERAL PILOT INFORMATION

The following flight profiles show some normal and emergency operating procedures. They are

designed as a general guide for ground training purposes. Actual in-flight procedures may differ

due to aircraft configuration, weight, weather, traffic, ATC instructions, etc. Procedures

outlined are consistent with the Aircraft Flight Manual (AFM). If a conflict should develop

between these procedures and the AFM, the AFM procedures must be followed.




Part 1: Normal Procedures

Preflight Actions:

Objective:

This procedure is designed to ensure that the pilot has taken the appropriate actions necessary to

ensure the safety of the flight.

Description:

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

1. Obtaining weather information

2. Performing weight & balance computations

3. Determining aircraft performance

4. Obtaining airport information

5. Determining airworthiness of aircraft

6. Recording of aircraft discrepancies

7. Complying with company flight following procedures

8. Checking NOTAMS

Acceptable Performance Guidelines:

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

actions

2. Inspects the aircraft with reference to an appropriate checklist

3. Performs all preflight actions to the extent necessary to ensure the safety of

the flight




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, awareness

of other persons during start, and the effects of using incorrect starting procedures.

Description:

1. The actual procedure for starting the engine is found in the Pilots Operating

Handbook and aircraft checklist. These procedures should be used at all times.

2. When ready to start the engine, the pilot should look around in all directions to

be sure that nothing is in the vicinity of the propeller and that nearby persons

and aircraft will not be struck by propeller blast.

3. As soon as the engine is operating smoothly, the oil pressure should be checked

for proper indications to manufacturers specified value.

Checklist: (Battery Start)

1) PROPELLER AREA – Clear

2) BATTERY SWITCH – Check On

3) VOLT/AMMETER – 24 Volt Minimum

4) EMERGENCY POWER LEVER - Normal

5) EMERGENCY POWER LEVER - Annunciator Off

6) FUEL BOOST SWITCH – Norm then On

7) STARTER SWITCH – Start

8) START PROCEDURE

a. I Ignition Light On

b. O Oil Pressure Indicating

c. N Ng Stable (12% Min)

d. C Condition Lever Low Idle

e. F Fuel Pressure 80-110 pph

f. I ITT Monitor (1090 Max)

g. N Ng Monitor (52% Min)

9) STARTER SWITCH – Off

10) FUEL BOOST SWITCH – Norm

11) STANDBY POWER – On

12) AVIONICS POWER SWITCHES – On

13) LIGHT SWITCHES – On as Required

14) AUTOPILOT – Test As Required

15) AIR/HEAT – As Required

16) TRANSPONDER – Standby

17) ANNUNCIATORS – Check

18) ENGINE GAGES – Check

19) SUCTION GAGE – Check

20) RADIOS – As Required




Checklist: (External Power Start)

1) PROPELLER AREA – Clear

2) EXTERNAL POWER SWITCH - Off

3) BATTERY SWITCH – Check On

4) VOLT/AMMETER – 20 Volt Minimum

5) BATTERY SWITCH – Off

6) AUXILLIARY POWER UNIT – Engage

7) EXTERNAL POWER SWITCH – Bus

8) VOLT/AMMETER – 24-28.5 Volts

9) BATTERY SWITCH – On

10) EXTERNAL POWER SWITCH – Starter

11) EMERGENCY POWER LEVER – Normal

12) EMERGENCY POWER LEVER – Annunciator Off

13) FUEL BOOST SWITCH – Norm then On

14) STARTER SWITCH – Start

15) START PROCEDURE

a. I Ignition Light On

b. O Oil Pressure Indicating

c. N Ng Stable (12% Min)

d. C Condition Lever Low Idle

e. F Fuel Pressure 80-110 pph

f. I ITT Monitor (1090 Max)

g. N Ng Monitor (52% Min)



18) STANDBY POWER – On


20) LIGHT SWITCHES – On as Required

21) AUTOPILOT – Test As Required

22) AIR/HEAT – As Required

23) TRANSPONDER – Standby

24) ANNUNCIATORS – Check

25) ENGINE GAGES – Check

26) SUCTION GAGE – Check

27) RADIOS – As Required


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 foot

pressure on brake and let aircraft start to move. Taxi at a moderate speed and avoid making fast turns

that put abnormal side loads on the landing gear. Maximum speed for taxiing should be that which

would allow the aircraft to be safely controlled in the event of a brake failure. Unless passing close to

another aircraft or object, the nose of the aircraft should always follow the painted taxi lines.

Checklist Procedure:

1) BRAKES – Check

2) 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 the

reasons for checking each item and how to detect malfunctions.

Description:

The pre-takeoff check is the systematic procedure for making a last minute check of the engine,

controls, systems, instruments, and radio prior to flight. The airplane will be taxied to a position near

the takeoff end of the runway or in some other suitable location where it will not interfere with ground

operations. The engine run up shall not be performed while the aircraft is moving.

Checklist:

1) BRAKES – Set

2) FLIGHT CONTROLS - Check

3) POWER LEVER – 400 Ft-Lbs.

A) ENGINE INSTRUMENTS – Check Green

B) SUCTION GAGE – Check Green

C) VOLT/AMMETER – Check/Set Battery

D) INERTIAL SEPERATOR – Check

4) OVERSPEED GOVERNOR – Check Operation

5) STANDBY POWER – Preflight Test

6) AUTOPILOT – Preflight Test

7) FUEL TANK SELECTORS – Both On

8) STANDBY FLAPS - Secure

9) EMERGENCY POWER LEVER - Secure

10) POWER LEVER - Idle

11) PROPELLER LEVER – Full Forward

12) FUEL CONDITION LEVER – High Idle

13) FLAPS – Set For Takeoff

14) FRICTION LOCK – Adjust

15) TRIM CONTROLS – Set

16) FUEL SHUTOFF VALVE – In

17) FIREWALL SHUTOFF VALVE – In

18) AC/BLEED AIR – Off

19) MIXING AIR CONTROL – In

20) ICE PROTECTION SWITCHES – As Required

21) LIGHT SWITCHES – As Required




22) SYSTEMS SWITCHES – Check

A) BATTERY – On

B) FUEL BOOST – Norm

C) STARTER – Off

D) IGNITION – Norm

E) STANDBY POWER – On

F) AVIONICS 1 & 2 – On

23) ANNUNCIATORS - Extinguished

24) ENGINE AND FUEL GAGES - Check

25) FLIGHT INSTRUMENTS - Set

26) RADIOS AND TRANSPONDERS - Set


1. Positions the airplane properly considering other aircraft, wind, and surface

conditions

2. Divides attention inside and outside the cockpit

3. Accomplishes before takeoff checks using the appropriate checklists

4. Ensures no conflict with traffic prior to taxiing into position




Normal Takeoff: VFR/IFR

Objective:

This maneuver describes methods and techniques to be employed during a normal takeoff.

Description:

Brief the instructor pilot on takeoff procedures prior to clearance for takeoff. This briefing should

consist of at least the following: liftoff speed, best rate of climb speed, applicable power settings and

what to do in case of engine failure.

During takeoff roll, monitor engine instruments and use whatever control displacement is needed to

compensate for crosswind conditions and other variables, maintaining runway heading. Lift off should

be made at the manufacturer’s recommended takeoff speed for normal takeoff. The pitch attitude that

will obtain the best rate of climb speed for the particular aircraft will be used until 500’ AGL.

Note: A. Because takeoff is the most critical phase of flight, careful attention should

be given to the use of a checklist before every takeoff.

B. Power control should be smooth and positive with thought given to “P”

factor and mechanical strains on the engine.

C. The takeoff run should be maintained down the centerline to improve

proficiency and to allow for blowouts or unexpected swerves.

Checklist:

1) WING FLAPS – Set to 20 degrees for all takeoffs

2) POWER – Set

3) ANNUNCIATORS - Check

4) 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 KIAS

6) 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 loss

D. If extended, retract flaps at a safe attitude. (Minimum of 50’)

E. Maintains takeoff power to a safe maneuvering attitude, then sets climb

power

F. Completes appropriate checklists.




Normal Landing: VFR/IFR

Objective:

This maneuver provides training through the entire landing traffic pattern, including touchdown and

rollout. It is used to develop proper techniques in power and control usage at low airspeeds during the

critical phases of final approach and touchdown.

Description:

The before landing checklist will be completed before entering the traffic pattern. Unless otherwise

directed by ATC, entry should be midfield, 45 degrees to the downwind leg at traffic pattern attitude.

Speed should be reduced to that compatible with other aircraft in the pattern if practicable. When

downwind opposite the point of touchdown, complete the landing checklist. Angle of bank should not

exceed 30 degrees while in the traffic pattern. When established on final approach and landing flaps

have been extended, stabilize airspeed to that recommended by the manufacturer. If a recommended

airspeed is not furnished by the manufacturer. A speed equal to 1.3 Vso should be used. The approach

should be planned so the landing will be made in the center of the first third of the runway, with a

smooth transition from approach to landing attitude. The “after landing” checklist will not be

accomplished until clear of the runway.

Checklist:

1) WING FLAPS – Full Down

2) AIRSPEED – 75-85 KIAS

3) TOUCHDOWN – Mains first, then lower nosewheel gently

4) POWER LEVER - Beta

5) BRAKES – Apply as Necessary


A. Selects a suitable touchdown point

B. Establishes the recommended approach and landing configuration and

adjusts power and attitude as required.

C. Maintains a stabilized approach and recommended airspeed +5/-5 kts.

D. Touchdown at or within 200 ft beyond a specified point.

E. Touchdown should be on the runway centerline.

F. Ability to recover from any bounces or landing roll swerves without aid

from the instructor pilot.

G. Completes appropriate checklists.




Crosswind Takeoffs and Landings: VFR/IFR

Objective:

This maneuver provides training in the more complex control techniques and limitations of the

aircraft during takeoff and landing with crosswind conditions.

Description:

Takeoffs:

Careful consideration should be given to the effects of a strong crosswind

before taxiing to the takeoff position. Narrow wheel treads, high center of gravity and

light weight when combined, result in an aircraft easily turned over in gusty cross and

tail winds. At the start of the takeoff, the ailerons are displaced into the wind and

rudder is used for directional control. As the nosewheel or tailwheel comes off the

ground loop could result. The aircraft should remain in slipping flight until well clear of

the ground and then allowed to crab into the wind to continue the flight path straight

out on the runway extended centerline.

Landings:

On final approach, the crab will be changed to a slip. The force held on the controls is

proportionate to the crosswind. The slip must keep the flight path and the longitudinal

axis of the aircraft aligned with the runway centerline. As ground contact is made on

the wheel into the wind, the controls are gradually moved further in the same direction

to compensate for loss of control effectiveness as speed decreases.


A. Guidelines from Normal Takeoff & Landing apply

B. Track maintained down centerline of runway for takeoff and landing

C. No drifting or crabbing at touchdown; no skipping or side loads imposed on

gear

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

path after takeoff

E. Completes appropriate checklists




Short Field Takeoff: VFR/IFR

Objective:

This maneuver provides practice to develop proficiency in overcoming problems peculiar to

marginal operations, which may be encountered while taking off from short fields.

Description:

It is impossible to specify a procedure that should be used for all situations involving the need for

short field takeoff and climb techniques. Careful analysis of the field conditions and a thorough

understanding of the aircraft operator’s manual will determine what procedure should be used in a

given situation. In any case, when the correct takeoff technique is used, the aircraft will reach liftoff

speed with the minimum ground run to attain the selected initial climb speed. The existing obstacle

situation dictates the climb speeds selected.

Short Field Takeoff (Hard Surface):

The short field takeoff is made like a normal takeoff with the following differences.

Starting from the farthest possible position downwind, the aircraft is accelerated on the

ground roll until the airspeed approaches the rotation speed. Rotate the aircraft to

liftoff at the rotation speed.

If an obstacle climb is required, adjust the pitch attitude to maintain barrier speed until

clear of the obstacle (about 50’ AGL when simulated), then pitch attitude is adjusted for

best rate of climb speed. Upon reaching 500’ AGL accelerate to cruise climb and reduce

to climb power. If flaps are used, retract them after reaching a safe height.

Follow the manufacturer’s recommendations as to speeds, use of flaps, and power

setting if different from those specified above.

If an obstacle climb is not required, after liftoff adjust the pitch attitude for best rate of

climb speed and at 500’ AGL, accelerate to cruise climb and reduce to climb power.




Checklist:

1) WING FLAPS – 20 Degrees

2) BRAKES – Apply. If on loose gravel, or sand, brakes should not be held unless runway

conditions make it necessary and then other options should be explored to keep debris from being

thrown into the props; they are very expensive to replace. A full power takeoff with the brakes held on

soft fields will not normally be used unless the conditions make it necessary

3) POWER – Set

4) ANNUNCIATORS - Check

5) BRAKES – Release

6) ROTATE – 70 KIAS

7) CLIMB – 83 KIAS. Approximately 8 degrees of pitch, until obstacles are cleared

8) WING FLAPS – Retract to 10 Degrees after obstacles are cleared and 85 KIAS.

Retract to 0 Degrees at 95 KIAS


A. Speed +/- 5 knots of best liftoff speed and best rate of climb speed until 500’

AGL.

B. Power use of full allowable power with smooth application.

C. Heading +/- 10 degrees of runway heading with no danger of control loss

D. Retract flaps at a safe altitude and appropriate airspeed.

E. Maintains takeoff power to a safe maneuvering altitude, then sets climb

power

F. Completes appropriate checklists.




Short Field Landings: VFR/IFR

Objective:

This maneuver is practiced to develop proficiency in overcoming problems peculiar to marginal

operations, which may be encountered while landing at short fields.

Description:

Short field landings should be made from a stabilized final approach in landing configuration.

Manufacturer’s recommended airspeed should be used with moderately low power and a constant

rate of descent. The landing should be accomplished with little or no floating. Upon touchdown,

the power lever should be retarded to beta, then reverse immediately, accompanied by application

of brakes to minimize the after landing roll.

Note: Extreme caution should be exercised when practicing short field landings at minimum

speeds. At these speeds, high sinkrates may occur in some aircraft requiring excessive

attitude and/or power for recovery.

Checklist:


2) INERTIAL SEPERATOR - Open

3) AIRSPEED – 78 KIAS

4) TOUCHDOWN – Main Wheels 1st

5) POWER LEVER – Beta/Reverse

6) BRAKES – Apply Heavily

7) FLAPS – Retract for better breaking effectiveness

8) 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 than

1.3 Vso +5/-5kts

B. Touches down at a point specified or within 100 ft beyond the point with

little or no float or drift

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

safety

D. Completes appropriate checklists.




Rejected Takeoff: VFR/IFR

Objective:

This maneuver provides training in positive aircraft control for stopping the aircraft if malfunctions occur

during initial takeoff phase.

Description:

If takeoff is to be rejected, reduce power to idle and employ normal stopping procedures.

Note:

A. Practice rejected takeoffs will be executed at speeds of not more than 50%

of normal liftoff speed.

B. Rejected takeoff will be executed on command of the instructor pilot

Checklist:

1) POWER LEVER – BETA Range

2) BRAKES – Apply

3) WING FLAPS – Retract

If airplane cannot be stopped in remaining runway

4) FUEL CONDITION LEVER - Cut-Off

5) FUEL SHUTOFF – Off (Pull Out)

6) FUEL TANK SELECTORS – Off

7) BATTERY SWITCH - Off


A. Use of proper technique

B. Proper sequence of procedures

C. 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 the

event of an engine failure immediately after takeoff.

Description:

Prompt lowering of nose to maintain airspeed and establish a glide attitude is the first response to an

engine failure after takeoff. In most cases, the landing should be planned straight ahead with only small

changes in direction to avoid obstructions. Altitude and airspeed are seldom sufficient to execute a 180

degree gliding turn necessary to return to the runway. The checklist procedures assume that adequate

time exists to secure the fuel and ignition systems prior to touchdown.

Checklist:

1) AIRSPEED - 85 KIAS with 20 Degrees of Flaps

2) PROPELLER - Feather


4) FUEL CONDITION LEVER - Cutoff

5) FUEL SHUTOFF - Off

6) FUEL TANK SELECTORS - Off

7) BATTERY - Off


A. Prompt reaction and response by the pilot

B. Demonstrates good judgement in selection of landing site

C. 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 of

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

Checklist:

1) ICE PROTECTION – As Required

2) PITOT/STATIC HEAT – As Required

3) ALTIMETER - Set

4) POWER – As Required


A. Uses appropriate descent checklist

B. Maintains engine temperature in normal operating range

C. 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 an

altitude from which a safe landing can be made.

Description:

Before entering the maneuver, the area below must be free of other traffic. At no time should

the airplane’s Vmo, or Vfe speeds be exceeded. Power should be reduced to idle, the propeller

control should be placed full forward and 10 degrees of flaps should be extended for maximum

drag, unless otherwise recommended by the manufacturer. A 30 degree to 45 degree bank

angle should be maintained.

Checklist:

1) SEAT AND SHOULDER BELTS – Secure

2) POWER LEVER – Idle

3) PROPELLER – Full Forward

4) FLAPS – 10 Degrees in Smooth Air or Up in Rough Air

5) AIRSPEED – 175 KIAS in Smooth Air otherwise use Maneuvering speed in rough air.

8750 lbs - 148 KIAS

7500 lbs - 137 KIAS

6250 lbs - 125 KIAS

5000 lbs – 112 KIAS


A. The pilot configures the airplane appropriately

B. The pilot does not exceed any airspeed limitations

C. The pilot takes the necessary measures to keep engine from excessive

cooling.

D. The 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 a

landing approach. All phases of the “before landing” checklist will have been completed. At any time on

final approach, prior to actual touchdown, the instructor will command, “go-around”. This will simulate

a landing obstacle; such as, fire equipment, another aircraft, large animal, etc., moving onto the runway

directly into the landing path; or, a sudden and violent shift in surface wind. The trainee will

immediately apply maximum power and stop the descent. When descent has stopped, the flaps will be

retracted to 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, the

maneuver 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 degrees

3) AIRSPEED – Pitch for 80 KIAS MINIMUM until obstacles are cleared

4) 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 retraction

C. Airspeed + 10/ – 0 knots

D. Completes the appropriate checklists




No Flap Approach And Landing: VFR/IFR

Objective:

This maneuver provides training in making approaches and landing with simulated failure of

components of the landing flap system and standby flap system.

Description:

No-flap landings will be conducted as a normal landing except without flaps and at the manufacturers

recommended airspeeds. The trainee should be aware that in most aircraft the touchdown will be in a

higher than normal nose-up attitude, and that the landing roll will be longer due to the loss of drag

caused by the no-flap condition and higher touchdown speed. The use of brakes may be required as

dictated by runway length and surface.

Checklist:

1) WING FLAPS – Up

2) AIRSPEED – 100 – 115 KIAS

3) TOUCHDOWN – Main Wheels 1st

4) POWER LEVER – Beta

5) BRAKES – As Required


A. Touchdown is to be on or within 200 feet beyond desired point

B. Touchdown should be made on centerline of runway

C. Airspeed +/- 10 knots at boundary




Simulated Forced Landing: VFR/IFR

Objective:

This maneuver affords the trainee practice in developing gliding distance judgement and planning

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 instructor will call

“forced landing” and check that the power lever is at idle. In order to obtain the best glide ratio, the

cleanest configuration and best glide speed are normally established as soon as possible. If the airspeed

is above the glide speed the trainee should maintain altitude. Place the aircraft in its cleanest

configuration and allow airspeed to dissipate to best glide. Altitude permitting, the trainee should

determine the best landing area available, maneuvering the aircraft as required to do so. The many

variables; such as, altitude, obstructions, wind direction, landing direction, land surface, gradient, and

landing distance requirements of the aircraft will determine the pattern and approach techniques used

to complete the maneuver. The trainee should consider landing on a long field, crosswind; or uphill and

downwind, if such a landing would be safer than directly into the wind on available landing areas.

Notes:

Utilizing any combination of normal gliding maneuvers, from wings level to spirals, the trainee is

expected to eventually arrive at the normal “key” position at normal traffic pattern altitude for the

selected landing area. From this point on, the approach is as nearly 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 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 and who will

be flying the aircraft at that time. No simulated forced landing is to be carried below 200’ AGL unless a

safe landing is assured. Proximity of persons and structures must be considered when descending

below 500’ AGL.




Checklist:

SEAT BELTS - Secure

AIRSPEED – 100 KIAS with flaps up. 80 KIAS with flaps down

POWER LEVER - Idle

PROPELLER CONTROL LEVER - Feather

FUEL CONDITION LEVER - Cutoff

FUEL BOOST SWITCH - Off

STANDBY POWER SWITCH – Off

NON-ESSENTIAL EQUIPMENT – Off

FUEL SHUTOFF – Off

FUEL TANK SELECTORS – Off

WING FLAPS – As Required

CREW DOORS – Unlatched Prior To Touchdown

BATTERY SWITCH – Off

TOUCHDOWN – Slightly tail low

BRAKE - Heavily


A. Establishes best glide airspeed +/- 10 knots

B. Selects a suitable landing area, considering the possibility of an

actual emergency landing

C. Altitude at key position +/- 200’ from normal pattern altitude

D. Prepare for low approach, landing or go around as specified by the

examiner

E. 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 approved

landing 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 a

view 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 least

50 degrees to execute 360 degrees of turn. When entry airspeed is not recommended by the

manufacturer, 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 degree turn into the

other. Additional power should be added smoothly as the turn is established in order to maintain

airspeed. 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 turns

3) CONFIGURATION (FLOW) CHECK:

FUEL SELECTORS – Both On

POWER LEVER – Set for Desired Airspeed (110-120 KIAS)

PROPELLER – Set 1900 rpm

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 references

ENTER 1st

TURN – When airspeed and altitude are stabilized.

AIRSPEED – Maintain 110-120 KIAS with power

ALTITUDE – Maintain with pitch

BANK ANGLE - Maintain

ENTER 2nd

Turn – At appropriate heading, enter the 2nd

turn.

ROLL OUT – At completion of 2nd

turn, roll out on entry heading.


A. Altitude within +/- 100’

B. Bank within +/- 5 degrees

C. Heading +/- 10 degrees of entry heading

D. Maintains entry airspeed +/- 10 knots

E. 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 to

the pre-stall buffet. They provide the opportunity to practice control techniques which are most

beneficial in the low speed regimes encountered during takeoffs, landings, and power plant failure

emergency situations.

Descriptions:

Flight at minimum controllable airspeed is practiced in cruise and landing configurations and will consist

of straight flight, turns, climbs, and descents. By definition, the term “Flight at minimum controllable

airspeed” means a speed at which any further increase in angle of attack or increase in back pressure

will cause an immediate physical indication of a stall. Stall warning devices on U.S. Certificated aircraft

are required 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, flight

at minimum controllable airspeed will result in activation of the stall warning device.






POWER LEVER – Set for Desired Airspeed (110-120 KIAS)






POWER LEVER– Retard slowly to approximately 300-400 FT-LBS

WING FLAPS – Add one increment at a time as aircraft slows

AIRSPEED – Reduce to MCA.

HEADING – Maintain desired heading

RUDDERS – Maintain coordinated flight.

AT MINIMUM CONTROLLABLE AIRSPEED:

THROTTLE – Adjust as necessary to maintain desired altitude

PITCH – 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





A. Selects an entry altitude that will allow the task to be completed no

lower than 1500 ft AGL

B. Stabilizes and maintains desired airspeed +5/ –0 kts

C. Maintain specified altitude +/- 50 ft.

D. Maintains specified heading during straight flight +/- 10 degrees

E. Maintains specified bank angle +/- 10 degrees during turning flight

F. Rolls out a specified heading +/- 10 degrees

G. 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 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 and

Approach to landing.

A. Takeoff/Departure stalls will be performed straight ahead and from 15 to 20

degrees constant banked turns in takeoff configuration. The climb will be

entered at liftoff speed while adding power. The angle of attack will be

gradually increased until an imminent stall occurs. At least 65 % power

should be used.

B. Approach to landing stalls are performed from straight glides and

moderately banked gliding turns (not to exceed 30 degrees) in landing

configuration. The demonstration is entered at landing approach speed and

gradually reduced until an imminent stall occurs. Idle power

or the power that would be used for a normal approach, should be used.

Deactivation of stall warning devices is prohibited if they are required equipment.

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






POWER LEVER – Initially set to about 300-400 ft-lbs.






POWER LEVER – Reduce power as necessary.

WING FLAPS – Takeoff Configuration (0 to 10 Degrees).

AIRSPEED – Reduce to below 80 KIAS

HEADING – Maintain heading or establish bank angle for stall in a turn.


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


A. Recognizes and announces the onset of the stall by identifying the 1st

Aerodynamic buffeting or decay of control effectiveness

B. Prompt and correct control application

C. No secondary stalls. No abrupt pitch changes during recovery

D. Heading +/- 10 degrees where applicable

E. Bank angle +/- 10 degrees in turning flight




APPROACH TO LANDING STALLS






POWER LEVER – Initially set to about 300-400 ft-lbs.


WING FLAPS – Full Down




POWER LEVER – Reduce power as necessary

WING 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.


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.


A. Recognizes and announces the onset of the stall by identifying the 1st

Aerodynamic buffeting or decay of control effectiveness

B. Prompt and correct control application

C. No secondary stalls. No abrupt pitch changes during recovery

D. Heading +/- 10 degrees where applicable

E. 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 and

ATC procedures.

Description:

During the after landing roll, the airplane should be gradually slowed to normal taxi speed before

turning off the landing runway. The after landing checklist should be performed only after the airplane

is brought to a complete stop clear of the runway.



2) FUEL CONDITION LEVER – Low Idle

3) LIGHTS – As Required


A. Clears runway/landing area, taxies to suitable parking/refueling area using

proper 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 following

procedure should always be used to shut down the engine. Failure to shut down the PT-6 properly may

cause engine damage.


1) PARKING BRAKE - Set

2) POWER LEVER - Idle

3) BLEED AIR SWITCH – Off

4) AIR CONDITIONING SWITCH – Off

5) STANDBY POWER SWITCH – Off

6) AVIONICS SWITCHES – Off

7) ITT – Stabilized At Minimum Temperature For One Minute

8) FUEL BOOST SWITCH – Off

9) PROPELLER CONTROL LEVER – Feather

10) ENGINE GAGES – Stabilize

11) FUEL CONDITION LEVER – Cutoff

12) LIGHT SWITCHES – Off

13) BATTERY – Off

14) FUEL SELECTORS - Off


A. Clears runway/landing area, taxies to suitable parking/refueling area using

Proper wind correction and obstacle clearance procedures

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

property

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 parking in a

supervised, designated area, the pilot should select a location and heading which will prevent the

propeller or jet blast of other airplanes from striking the airplane broadside. Whenever possible the

airplane should be parked headed into the existing wind. After stopping on the desired heading, the

airplane should be allowed to roll straight ahead enough to straighten the nose wheel. Finally, the pilot

should always use the procedures in the manufacturers checklist for shutting down the engine and

securing the aircraft. When away from base of operations, be sure to install control lock. If tie downs

are available, tie down the airplane. If tie downs are not available, place wheel chocks around each

main wheel.

Checklist:

1) FUEL SELECTORs – Both Off

2) FLIGHT CONTROLS – Locked

3) TIEDOWN AND CHOCKS – Secure

4) EXTERNAL COVERS – Install

5) POST FLIGHT – Walk Around


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

property

B. Follows the recommended procedure for shutdown, securing the cockpit,

and deplaning passengers

C. Secures the airplane properly

D. Performs a satisfactory post flight inspection

E. Complete appropriate checklists




Part 2: Emergency Procedures VFR/IFR

The pilot will be expected to demonstrate knowledge of the following emergency procedures while in

flight. These procedures as well as other emergency procedures described in section 3 of the Cessna

Caravan Operating Handbook may also be covered during ground training and testing. Bold-faced items

in italic are required memory items.

Objective:

To provide training and experience related to causes, indication, and pilot actions for various systems

and equipment malfunctions.

Description:

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

ENGINE FAILURE DURING FLIGHT

1) Airspeed – 95 KIAS






7) FUEL SHUTOFF – Off

8) IGNITION SWITCH – Norm


10) ELECTRICAL LOAD – Reduce

11) LAND

ENGINE FLAMEOUT DURING FLIGHT:

1) IF GAS GENERATOR SPEED IS ABOVE 50%

a. POWER LEVER – Idle

b. IGNITION SWITCH – On

c. POWER LEVER – As Desired After Relight

d. IGNITION SWITCH – Off

2) IF GAS GENERATOR SPEED IS BELOW 50%

a. FUEL CONDITION LEVER – Off

b. REFER TO AIRSTART CHECKLIST




AIRSTART PROCEDURE: (WITH STARTER ASSIST)

1) ELECTRICAL LOAD – Reduce


3) AVIONICS POWER SWITCHES – Off


5) AIR CONDITIONER – Off

6) Bleed air heat switch – Off



9) PROPELLER CONTROL LEVER – Minimum RPM


11) FUEL SHUTOFF – On (Push In)

12) FUEL TANK SELECTORS – Select Both On


14) FUEL BOOST SWITCH – On

15) ALTITUDE – 20,000 ft Max

16) STARTER SWITCH – START and Observe

a. I: Ignition Annunciator Green

b. O: Oil Pressure Rising

c. N: Ng – 12% Minimum

17) FUEL CONDITION LEVER – Low Idle and Observe

a. F: Fuel flow 80-110 pph

b. I: ITT Check

c. N: Ng Check




21) PROPELLER CONTROL LEVER – As Desired

22) POWER LEVER – As Desired

23) ELECTRICAL EQUIPMENT – As Desired




AIRSTART PROCEDURE: (NO STARTER ASSIST)

1) GENERATOR SWITCH – Trip and Release



4) AIR CONDITIONER – Off

5) BLEED AIR SWITCH – Off



8) PROPELLER CONTROL LEVER – Minimum RPM


10) FUEL SHUTOFF – On (Push In)

11) FUEL TANK SELECTORS – Select Both On



14) IGNITION SWITCH – On

15) AIRSPEED – 100 KIAS Minimum

16) ALTITUDE – 20,000 ft Max

17) Ng INDICATOR – Check Stable

18) FUEL CONDITION LEVER – Low Idle and Observe

a. F: Fuel flow 80-110 pph

b. I: ITT Check (1090 Max)

c. N: Ng Check (52% Minimum)




22) PROPELLER CONTROL LEVER – As Desired

23) POWER LEVER – As Desired

24) GENERATOR SWITCH – Reset

25) ELECTRICAL AND AVIONICS – As Required

ENGINE FIRE IN FLIGHT





5) CABIN NHEAT FIREWALL SHUTOFF CONTROL – Pull Off

6) FORWARD SIDE VENTS = Close

7) OVERHEAD VENTS – Open

8) VENTILATION FANS – On

9) WING FLAPS – 20-30 Degrees

10) AIRSPEED – 80-85 KIAS

11) FORCED LANDING – Execute




ELECTRICAL FIRE IN FLIGHT




4) VENTS – Closed

5) BLEED AIR HEAT SWITCH – Off

6) FIRE EXTINGUISHER – ACTIVATE


8) ALL OTHER ELECTRICAL – Off

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

9) BATTERY SWITCH AND STANDBY POWER SWITCH – On

10) GENERATOR SWITCH – Reset

11) CIRCUIT BREAKERS – Check

12) RADIO SWITCHES – Off


14) RADIO AND ELECTRICAL SWITCHES – On One at a Time

15) VENTS – Open

16) BLEED AIR HEAT – On as Desired

CABIN FIRE




4) VENTS – Closed

5) BLEED AIR HEAT SWITCH – Off

6) FIRE EXTINGUISHER – Activate

7) LAND AIRCRAFT AS SOON AS POSSIBLE

WING FIRE

1) PITOT-STATIC HEAT SWITCH - Off

2) STALL HEAT SWITCH – Off

3) STROBE LIGHTS SWITCH – Off

4) NAVIGATION LIGHTS SWITCH – Off

5) LANDING AND TAXI LIGHT SWITCHES – Off

6) RADAR – Off

7) VENTILATION FANS – Off




CABIN FIRE DURING GROUND OPERATIONS


2) BRAKES – As Require




6) AIRPLANE – Evacuate

7) FIRE – Extinguish

ENGINE FIRE DURING START:

1) FUEL CONDITION LEVER – Shutoff


3) STARTER SWITCH – Motor




7) AIRPLANE – Evacuate

8) FIRE – Extinguish




Part 3: Instrument Procedures

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

training and checkrides.

Constant Rate Climbs & Descents: VFR/IFR

Objective:

This maneuver will provide training and experience related to attitude instrument flying during climbs

and descents.

Description:

During these maneuvers, power is used to establish and maintain the vertical velocity while pitch is used

to control the airspeed. A constant rate climb is established by increasing back pressure while

simultaneously applying power. Once the pitch attitude has been established to produce the desired

airspeed, the power is adjusted to maintain the desired rate of climb or descent.


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

turning flight

B. Maintains specified rate of descent within 100 fpm

C. Maintains airspeed within 10 knots, heading within 10 degrees, of it turning,

within 5 degrees of the specified bank angle

D. Performs level off within 100 feet of the specified altitude

E. 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 constant

airspeed climbs and descents.

Description:

When making a descent airspeed is reduced to the desired airspeed by reducing power while

maintaining straight & level flight. When the descent airspeed is reached, a further reduction in power

is made and simultaneously the nose is lowered to maintain a constant airspeed. The power should

remain at fixed position and deviations in airspeed should be corrected by making pitch changes. Do not

jockey the throttle.

When starting a climb from cruising airspeed, the nose of the airplane on the attitude indicator is raised

in relation to the artificial horizon to the approximate climbing attitude. Only a small amount of

elevator back pressure should be added to initiate and maintain the climb attitude. The power setting

may be advanced to climb power simultaneously with the pitch change, or, after the pitch change is

established and the airspeed approaches the desired climb speed.


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

Turning flight

B. Maintains airspeed within 10 knots

C. Maintains heading within 10 degrees, or in a turning maneuver, within 5

degrees of specified bank angle

D. Performs level off within 100 feet of the specified altitude

E. 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 while

attitude instrument flying.

Description:

Unusual attitudes are normally the result of improper instrument flying technique, distraction or

turbulence. The recovery procedures, are first to determine if the airspeed is high or low. For low

airspeed the steps are, add power, and 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 the

appropriate pitch, bank and power corrections in the correct sequence

to 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 of

the 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. This

type of turn results in a heading change at the rate of three degrees per second. At the end of the

predetermined number of seconds required to make the desired heading change, the pilot should begin

to roll out of the turn. Turns to specific headings, may also be performed while taking into account the

magnetic dip errors of the compass.


A. Establishes indicated standard rate turns, both left and right

B. Makes timed turns to specified headings

C. Makes compass turns to specified headings

D. Maintains altitude within 100 feet

E. Maintains standard rate turns - / + 5 degrees

F. Turns to specified heading within 10 degrees

G. Turns to a northerly hading must be stopped by a predetermined amount

prior to the desired heading being indicated on the magnetic compass

H. 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 both

inbound and outbound.

Description:

During this procedure the pilot will tune and correctly identify the navigation facility. He will set and

correctly orient the radial to be intercepted into the course selector. The pilot will then intercept the

specified radial at a predetermined angle inbound or outbound from a navigational facility. The pilot

will then apply the proper correction to maintain the radial. Finally, the pilot will be able to recognize

navigational receiver or facility failure, and when required, report the failure to ATC.


A. Maintains the airspeed within 10 knots

B. Maintains altitude within 100 feet

C. Maintains selected heading within 5 degrees

D. 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 and

STARs (Standard Terminal Arrival Routes). Select and use the appropriate communication facilities,

select, tune, identify and track the appropriate navigation aids. What actions to take during a

communications failure. Complies with all ATC instructions.

Description:

Determine which arrival procedure is appropriate for the route of flight. As necessary file for it in flight

plan or request it from ATC. Contact appropriate communication facilities, select, tune and identify and

track, the correct navigation aids. Follow all step downs at the appropriate fixes. Promptly comply with

all ATC instructions.


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 manner

G: 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 reporting

requirements.

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 wind correction and leg

lengths after first circuit in the hold. Starts time when abeam the holding fix outbound and when rolling

wings level when inbound. Complies with all ATC instructions and reporting requirements.


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 approach

procedure.

Description:

The pilot will comply with the appropriate instrument approach procedure selected by the instructor or

examiner. The pilot will establish two-way radio communication with ATC, as appropriate to the phase

of 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 be

used for the approach procedure.

The pilot will comply with all clearances issued by ATC and will advise ATC anytime the aircraft is unable

to comply with a clearance.

The pilot will establish the appropriate aircraft configuration with prop set at 1900 rpm, flaps at 10

degrees and 120 KIAS until landing is assured considering turbulence and 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 the

reaching the MAP with the aircraft continuously in a position from which descent to a landing on the

intended 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 the

intended runway are not distinctively visible and identifiable at the MAP. The pilot will execute a normal

landing 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 100

feet, heading within 10 degrees, and allows less than a 3/4 scale deflection

of the course deflection zone and maintains airspeed within 10 knots

B. Allows, while on the final approach segment, no more than a three-quarter

acale deflection of the course deflection zone and maintains airspeed with

10 knots

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





GPS Approach: IFR/VFR

Objective:


procedure.

Description:























10 knots






Circle To Land Approach: IFR/VFR

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

Objective:


procedure.

Description:























10 knots






Coupled Approach: IFR ONLY

Objective:


procedure.

Description:








The pilot will establish the appropriate aircraft configuration and airspeed considering turbulence and

wind shear, and completes the aircraft checklist items appropriate to the phase of flight.



intended runway can be made at a normal rate using normal maneuvers. The pilot will execute a missed

approach procedure when the required visual references for the intended runway are not distinctively

visible and identifiable at the MAP. The pilot will execute a normal landing 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 deflection




10 knots





Precision Instrument Approach:

ILS Approach: IFR/VFR

Objective:

This procedure will provide training and experience related to a precision instrument approach

procedure.

Description:








The pilot will establish the appropriate aircraft configuration and airspeed considering turbulence and

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 the reaching

the MAP with the aircraft continuously in a position from which descent to a landing on the intended

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 the intended runway

are not distinctively visible and identifiable at the MAP. The pilot will execute a normal landing from a

straight in or circling approach when instructed by the instructor or examiner.



feet, heading within 10 degrees, and allows less than a ¾\ scale deflection




10 knots

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




Missed Approach Procedure: IFR/VFR

Objective:

This procedure will provide training and experience related to missed approach procedures associated

with standard instrument approaches.

Description:

The pilot will execute a missed approach procedure by promptly applying power, establishing a climb

attitude, and reducing drag in accordance with the aircraft manufacturers recommendations. The pilot

will report to ATC beginning the missed approach procedure will comply with the published or alternate

missed approach procedure. The pilot will then follow the recommended checklist items appropriate to

the go-around procedure.


A. Maintains recommended airspeed within 10 knots

B. Maintains heading or course within 10 degrees

C. Maintains altitude with 100 feet

D. 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 communication facilities, select, tune,

identify and track the appropriate navigation aids. What actions to take during a communications

failure. Complies with all ATC instructions.

Description:

When making an area departure dependant upon conditions follow noise abatement procedures for

that airport in low visibility and at night follow the instrument departure procedure for that airport until

the en route structure is entered. Contact the appropriate ATC facilities, select, tune identify and track

the appropriate navigation aids.


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 manner

G: 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.




Simulated Forced Landing: VFR/IFR

Objective:

This maneuver affords the trainee practice in developing gliding distance judgement and planning

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 instructor will call

“forced landing” and check that the power lever is at idle. In order to obtain the best glide ratio, the

cleanest configuration and best glide speed are normally established as soon as possible. If the airspeed

is above the glide speed the trainee should maintain altitude. Place the aircraft in its cleanest

configuration and allow airspeed to dissipate to best glide. Altitude permitting, the trainee should

determine the best landing area available, maneuvering the aircraft as required to do so. The many

variables; such as, altitude, obstructions, wind direction, landing direction, land surface, gradient, and

landing distance requirements of the aircraft will determine the pattern and approach techniques used

to complete the maneuver. The trainee should consider landing on a long field, crosswind; or uphill and

downwind, if such a landing would be safer than directly into the wind on available landing areas.

Notes:

Utilizing any combination of normal gliding maneuvers, from wings level to spirals, the trainee is

expected to eventually arrive at the normal “key” position at normal traffic pattern altitude for the

selected landing area. From this point on, the approach is as nearly 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 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 and who will

be flying the aircraft at that time. No simulated forced landing is to be carried below 200’ AGL unless a

safe landing is assured. Proximity of persons and structures must be considered when descending

below 500’ AGL.

Documents

Cessna Caravan 208 Series - Westwindtraining.westwindairservice.com/wp-content/uploads/2014/07/E... · Westwind Aviation, Inc. Revision: 11 Page B-3 Date: May 2013 Part 135 Training