5. Training Manual Appendix B. Caravan 208 Series Rev 121

WestwindAviation,Inc. Page B-1

Revision:12 Date: May 2015 Part 135 Training Program – Appendix B Cessna Caravan 208 Series

Appendix B

Cessna Caravan 208 Series



TABLE OF CONTENTS

GENERAL INFORMATION

B-3

EMERGENCY TRAINING

B-5

INITIAL TRAINING

B-7

RECURRENT TRAINING

B-20

SECOND-IN-COMMAND TRAINING

B-24

FLIGHT MANEUVERS AND PROCEDURES

B-28



GENERAL INFORMATION

TYPE OF AIRCRAFT: Training program is for Cessna Caravan 208 Series Aircraft. 

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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”. 

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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 show s they are obviously the master of the aircr aft, with the outcome of each maneuver never in doubt. They will be able to safe ly operate the aircraft in assigned airspace. Depending upon the pilot’s background, the training will meet the following requirements. 

o o o o

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



COMPLETION STANDARDS Completion is based on pro ficiency. Syllabus tim es are est imates. Pilots mus t 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: 

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Each pilot shall fly the airc raft 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 o



Commercial Pilot Practical Test Standards 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. 

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The classroom is equipped for presentation of audiovisual media.

An overhead

projector, video-telev ision 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 o o o o

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Fire extinguisher Life vests Emergency exits and emergency evacuation Oxygen equipment First Aid equipment

Emergency Drill Trainin g 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 perfor m at least the following emergency drill s, using the proper emergency equipment and procedures except for those items that can be accomplished by demonstration. 

o o o o o o o

Ditching Equipment (As Required) Emergency Evacuation Fire Extinguisher and Smoke Control Operation and Use of Emergency Exits Crew and Passenger Oxygen (As Required) Life Rafts (If Required) Life Vests (If Required)



EMERGENCY-DRILL MODULES: Ditching Equipment Module (As Required) o Ditching Procedures 

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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 (Op en and Close) of each Type of Exit in the Normal and Emergency Modes. o EGRESS Crew and Passenger Oxygen Module (Not Applicable) o Type o Location o Purpose o Actual Operation/Demonstration Life Rafts Module (Not Applicable) o Type o Location o Use o

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Actual Operation/Demonstration

Life Vests Module o Type o Location o Use o Actual Operation/Demonstration



INITIAL TRAINING CURRICULUM PREREQUISITES The curriculum is designed to accommodate pilots who are to be trained as defined in Part 135 as requiring “Initial Training” or “Transition Training”. 

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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 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. 

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COMPLETION STANDARDS Aircraft Systems – The pilot must demonstrate adequate knowledge of the aircr aft 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 traini ng curriculum segment outli ne is comprised of the following subject areas: o General Operational Subjects o Aircraft Systems. 



GENERAL OPERATIONAL SUBJECTS The subject of ground traini ng, referred to as “general operat ions subjects”, includes instruction on certain operational requirements. These are as follows: 

o o o o o

o

Flight Locating Adverse Weather Winter Operations Wake Turbulence Communications and Navigation Procedures Special Emphasis Items

o o o o

Weight and Balance Performance Flight Planning 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 sys tems of the aircraft. These modules may be taught in any 

sequence; however, ALL modules must be covered. o o o o o o o o o o

Aircraft General Master Warning Electrical Lighting Fuel Powerplant Fire Detection Propellers Pneumatics Hydraulics

o o o o o o o o

Air Conditioning Oxygen Ice and Rain Protection Landing Gear and Brakes Flight Controls Avionics Radar Systems Review, Examination and Critique

SYSTEMS INTEGRATION This area provides the stude nt with training on how aircraf t systems interrel ate with respect to normal, abnormal, and emergency procedures. 

o o o o o o

Use of Checklist Flight Planning Display Systems Navigation Systems Autoflight Flight Deck Familiarization



GROUND TRAINING CURRICULUM SEGMENT MODULES GENERAL OPERATIONAL SUBJECTS Flight Locating Module o Flight Planning o Dispatch o Flight Release o Flight Locating 

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Adverse Weather Module o Icing o Turbulence o Heavy Precipitation o Thunderstorms o Micro Burst o o o

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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 o o

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Low Level Wind shear Low Visibility Contaminated Runways

Types and characteristics of deicing/anti-icing fluids Cold weather preflight inspection procedures Techniques for recognizing contamination

Wake Turbulence Module o Causes o Accident Prevention



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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 

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Master Warning Module (As Applicable) o General o System Description o Controls and Components o Indicators/Indications Annunciators Miscellaneous Limitations Emergency/Abnormal Procedures o o

o o

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Electrical Module o General o System Description o Controls and Components o Indicators/Indications o Annunciators o Servicing/Preflight o o o

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Operation Limitations Emergency/Abnormal Procedures

Lighting Module o General o System Description o Controls and Components o Limitations o Emergency/Abnormal Procedures



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Fuel Module o General o System Description o Controls and Components o Indicators/Indications o Annunciators o Servicing/Preflight o Operation o Limitations o Emergency/Abnormal Procedures Powerplant Module o General o o

System Description Controls and Components

Indicators/Indications Annunciators Limitations Emergency/Abnormal Procedures o o

o o

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Fire Detection Module (As Applicable) o General o System Description o Controls and Components o Indicators/Indications o Annunciators o Servicing/Preflight o o

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Limitations Emergency/Abnormal Procedures

Propeller Module o General o o o o o o o

System Description Controls and Components Indicators/Indication Servicing/Preflight

Operation Limitations Emergency/Abnormal Procedures



o

o

Pneumatics (Vacuum System) Module o General o System Description o Controls and Components o Indicators/Indications o Annunciators o Limitations o Emergency/Abnormal Procedures Air Conditioning Module (If Applicable) o General o System Description o Controls and Components o Indicators/Indications o Annunciators o o

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Limitations Emergency/Abnormal Procedures

Oxygen Module (If Applicable) o General o System Description o Controls and Components o Indicators/Indications o Limitations o Emergency/Abnormal Procedures Ice and Rain Protection Module (As Applicable) o

o o o

General o System Description o Controls and Components o Indicators/Indications o Annunciators o Servicing/Preflight Operation Limitations Emergency/Abnormal Procedures



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Landing Gear and Brakes Module o General o System Description o Controls and Components o Servicing/Preflight o Operation o Emergency/Abnormal Procedures Flight Controls Module o General o System Description o Controls and Components o Preflight o Operation o Emergency/Abnormal Procedures Avionics o

o o

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Radar (As Applicable) o

o o o

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General o System Description o Communications o Navigation Equipment o Automatic Flight Systems o Indicators/Indications Operation Emergency/Abnormal Procedures

General o System Description o Controls and Components o Indicators/Indications Operation Limitations Emergency/Abnormal Procedures

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



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Hydraulics o Hydraulic reservoirs, pumps, accumulators, routing fluid through filters o Check valves, actuators and hydraulically operated components

SYSTEMS INTEGRATION Use of Checklist o Safety Checks o Flight Deck Preparation o Checklist Callouts and Checklist Sequence 

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Flight Planning o Performance Limitations o Required Fuel Loads o Weather Planning Display Systems o Use of Weather radar o Use of other CRT Displays o

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Navigation Systems o Preflight and Operation of Receivers o Preflight and Operation of Navigation Systems o Flight Plan Information Input and Retrieval Autoflight o Autopilot Use o

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FD Systems

Flight Deck Familiarization o Operation of Switches and Systems Controls o Warning Systems and Annunciator Lights



INITIAL FLIGHT TRAINING OBJECTIVE OF FLIGHT TRAINING To provide an opportunity for a pilot to gain the skills and know ledge 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-incommand. 

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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 curric ulum segment outlin e 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 provid e instruction to develop the skill to maneuver the aircraft with and without the automa tic flight contro l 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 practic e selected abnormal and emergency procedures. Although there exists no regulator y 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, Approa ch to stall – takeoff configuration, Approach to stall – enroute configuration, and Approach to stall – landing configuration. 



AIRCRAFT TRAINING This modul e 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 genera lly conducted as a single pilo t. The flig ht training hours are specified below: o Flight Training Module 1 – 1 hour o Flight Training Module 2 – 1 hour o Flight Training Module 3 – 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

o

o

The pilot succ essfully completes all of the training events requ ired by the curriculum segment. An instructor recommends the practical test be conducted before the completion of the specifie d number of training hou rs. The recommendation must be suitably documented. The pilot satisfactorily completes the practical test. If a pilot fails to c omplete the pract ical 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 recomme nded by an instruct or before being retested.



FLIGHT TRAINING MODULES The maneuvers as listed in the following modules indicate the traini ng session where the training event is first addressed. If the pilot does not demonstr ate proficiency in that 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 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

o

At least a current commercial pilot certificate with appropria te category, and class ratings. 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 neces sary training to become familia r with all information concerning the aircraft’s powerplant, major components and systems, major appliances, performance and limitations, standard and emergency operating procedures, and the contents of the approved aircraft flight manual or approved manual material, placards and markings. 

COMPLETION STANDARDS: The pilot must demonstrate adequate knowledge of the aircraft systems, performance and flight planning by successfully completing a written/oral examination with a minimum score of 80%, which is corrected to 100%. 

GROUND TRAINING CURRICULUM SEGMENT OUTLINE The ground traini ng curriculum segment outli ne is comprised of the following subject areas: o General Operational Subjects o Aircraft systems. 



GENERAL OPERATIONAL SUBJECTS The subject of ground traini ng, referred to as “general operat ions subjects,” includes instruction on certain operational requirements. 

o o o o o

o

Flight Locating Adverse Weather Winter Operations Wake Turbulence Communications and Navigation Procedures Special Emphasis Items

o o o o

Weight and Balance Performance Flight Planning 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 sys tems of the aircraft. These modules may be taught in any sequence; however, ALL modules must be covered. o o o o o o o o o o

Aircraft General Master Warning Electrical Lighting Fuel Powerplant Fire Detection Propellers Pneumatics

o o o o o o o o

Air Conditioning Oxygen Ice and Rain Protection Landing Gear and Brakes Flight Controls Avionics Radar Systems Review, Examination and Critique

Hydraulics

SYSTEMS INTEGRATION This area provides the stude nt with training on how aircraf t systems interrel ate with respect to normal, abnormal, and emergency procedures. 

o o o o o o

Use of Checklist Flight Planning Display Systems Navigation Systems Autoflight Flight Deck Familiarization



GROUND TRAINING MODULES Recurrent Ground Training Modules: Recurrent Ground Training modules for General Operational Subjects and Aircraft Systems are identical to Initial Ground Training modules except for the amount of time. 

GENERAL OPERATIONAL SUBJECTS Same As Initial Training 

AIRCRAFT SYSTEMS Same As Initial Training 

RECURRENT FLIGHT TRAINING 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 know ledge 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 mas ter of the aircraft , with the succes sful outcome of the maneuver never in doubt, demonstrating competent performance of a maneuver. 

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COMPLETION STANDARDS The pilot must perfo rm all maneuvers and procedures as the obvious master of the aircraft with the outcome of the maneuver never in doubt. 



FLIGHT TRAINING CURRICULUM SEGMENT OUTLINE The flight training curric ulum segment outlin e is comprised of the following subject areas: o Aircraft orientation and normal procedures o Abnormal and emergency procedures o Aircraft training o Aircraft practical test 

AIRCRAFT ORIENTATION AND NORMAL PROCEDURES Training modules will provid e instruction to develop the skill to maneuver the aircraft with and without the automa tic flight contro l 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 practic e selected abnormal and emergency procedures. Although there exists no regulator y 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, Approa ch to stall – takeoff configuration, Approach to stall – enroute configuration, and Approach to stall – landing configuration. 



AIRCRAFT TRAINING 



This modul e 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 genera lly conducted as a single pilo t. The flig ht training hours are specified below: o Flight Training Module 1 – 1 hour o Flight Training Module 2 – 1 hour o Flight Training Module 3 – 1 hour



FLIGHT TRAINING MODULES The maneuvers as listed in the following modules indicate the traini ng session where the training event is first addresse d. If the pilot does not demonstr ate proficiency in that session, the event will be carried forward until proficiency is demonstrated. 

Training Flights Refer to Flight Training Curriculum Segments – Cessna Caravan 208 Series: Flight Training Module #4. 

CARAVAN 208 SIC TRAINING PROGRAM INTRODUCTION This training program will ensure that each pilot has a satisfactory level of training 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. 

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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. CURRICULUM PREREQUISITES The curriculum is designed to acco mmodate 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. 

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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. 

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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: n I itial SIC Flight Training Recurrent SIC Flight Training  

1.5 Hours 1.5 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 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. 

FLIGHT TRAINING CURRICULUM SEGMENT OUTLINE The flight training curric ulum segment outlin e is comprised of the following subject areas: o Aircraft orientation and normal procedures o Abnormal and emergency procedures o Aircraft training o Aircraft practical test 



AIRCRAFT ORIENTATION AND NORMAL PROCEDURES Training modules will provid e instruction to develop the skill to maneuver the aircraft with and without the automa tic flight contro l system. The pilot will become proficient in the use of normal checklists, standard operating procedures and approach procedures. 

ABNORMAL AND EMERGENCY PROCEDURES: Training modules will provide instruction to introduce and practic e selected abnormal and emergency procedures. Although there exists no regulator y 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. Unusual attitudes are defined as: any maneuver, which approaches or reaches the limits of known, validated aircraft data. Unusual attitudes include: Steep turns, Approa ch to stall – takeoff configuration, Approach to stall – enroute configuration, and Approach to stall – landing configuration. 



AIRCRAFT TRAINING This modul e 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 genera lly conducted as a single pilo t. The flig ht training hours are 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 succ essfully completes all of the training events requ ired by the curriculum segment. o An instructor recommends the practical test be conducted before the completion of the specifie d number of training hou rs. The recommendation must be suitably documented. o The pilot satisfactorily completes the practical test. If a pilot fails to c omplete the pract ical 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 recomme nded by an instruct or before being retested.



FLIGHT TRAINING MODULES The maneuvers as listed in the following modules indicate the traini ng session where the training event is first addresse d. If the pilot does not demonstr ate proficiency in that session, the event will be carried forward until proficiency is demonstrated. 

Training Flights Refer to Flight Training Curriculum Segments – Cessna Caravan 208 Series: Flight Training Module #4. 



FLIGHT MANEUVERS AND PROCEDURES

GENERAL PILOT INFORMATION The following flight profiles sometraining normal purposes. and emergency operating procedures.may They are designed as a general guide show for ground Actual in-flight procedures 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. 2. 3. 4.

Obtaining weather information Performing weight & balance computations Determining aircraft performance Obtaining airport information

5. 6. 7. 8.

Determining airworthiness of aircraft Recording of aircraft discrepancies Complying with company flight following procedures 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 eng ine, 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 en gine 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) 9) 10) 11) 12) 13) 14) 15) 16) 17) 18) 19) 20)

g. N Ng Monitor (52% Min) STARTER SWITCH – Off FUEL BOOST SWITCH – Norm STANDBY POWER – On AVIONICS POWER SWITCHES – On LIGHT SWITCHES – On as Required AUTOPILOT – Test As Required AIR/HEAT – As Required TRANSPONDER – Standby ANNUNCIATORS – Check ENGINE GAGES – Check SUCTION GAGE – Check 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. b. c. d. e. f. g.

IO N C F I N

Ignition Light Indicating On Oil Pressure Ng Stable (12% Min) Condition Lever Low Idle Fuel Pressure 80-110 pph ITT Monitor (1090 Max) Ng Monitor (52% Min)

16) STARTER SWITCH – Off 17) FUEL BOOST SWITCH – Norm 18) STANDBY POWER – On 19) AVIONICS POWER SWITCHE S – 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

Acceptable Performance Guidelines: 1. Exhibits knowledge of the elements related to recommended engine starting procedures. 2. Accomplishes recommended starting procedures. 3. Completes appropriate checklists.



Taxiing: Objective: This procedure provides training for smooth, safe, and practical taxi operations.

Description: When ready to taxi, add power while holding feet on brakes. Ensure that brakes hold, then release foot pressure on brake and let aircraft start to move. Taxi at a moderate speed and avoid making fast turn s that put abnorma l side loads on the landing gear. Maximum speed for taxiing shou ld 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.

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-TakeofCf hecks:

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 t axied to a position near the takeoff end of the runway or in some other suitable locatio n 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.

4) 5) 6) 7) 8) 9) 10) 11) 12) 13) 14) 15) 16) 17) 18) 19) 20) 21)

A) Check Green B) ENGINE SUCTIONINSTRUMENTS GAGE – Check–Green C) VOLT/AMMETER – Check/Set Battery D) INERTIAL SEPERATOR – Check OVERSPEED GOVERNOR – Check Operation STANDBY POWER – Preflight Test AUTOPILOT – Preflight Test FUEL TANK SELECTORS – Both On STANDBY FLAPS - Secure EMERGENCY POWER LEVER - Secure POWER LEVER - Idle PROPELLER LEVER – Full Forward FUEL CONDITION LEVER – High Idle FLAPS – Set For Takeoff FRICTION LOCK – Adjust TRIM CONTROLS – Set FUEL SHUTOFF VALVE – In FIREWALL SHUTOFF VALVE – In AC/BLEED AIR – Off MIXING AIR CONTROL – In ICE PROTECTION SWITCHES – As Required LIGHT SWITCHES – As Required



22)

23) 24) 25) 26)

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 ANNUNCIATORS - Extinguished ENGINE AND FUEL GAGES - Check FLIGHT INSTRUMENTS - Set RADIOS AND TRANSPONDERS - Set

Acceptable Performance Guidelines: 1. Positions the airplane properly considering other aircraft, wind, and surface conditions 2. Divides attention inside and outside the cockpit 3. 4.

Accomplishes before takeoff checks using the appropriate Ensures no conflict with traffic prior to taxiing into positionchecklists



NormaTlakeoff:

VFR/IFR

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

Description: Brief the instru ctor pilot on takeoff procedures prio r 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 headin g. Lift off should be made at the manufacturer’s recommended takeoff speed for normal takeoff. The pitch attitud e 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 theshould use of be a checklist before everywith takeoff. B. Power control smooth and positive 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. Acceptable Performance Guidelines: A. B. C. D. E. F.

Speed +/- 5 knots of best liftoff speed and best rate of climb speed until 500’ AGL. Power use of full allowable power with smooth application. Heading +/- 10 degrees of runway heading with no danger of control loss If extended, retract flaps at a safe attitude. (Minimum of 50’) Maintains takeoff power to a safe maneuvering attitude, then sets climb power Completes appropriate checklists.



NormaLlanding:

VFR/IFR

Objective: This maneuver provides training through the entire landing traffic pattern, including touchdown and rollout. It is used to develop proper techn iques in power and control usage at low airspeeds duri ng the critical phases of final approach and touchdown.

Description: The before landin g checklist will be completed befo re 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 appro ach and landing flap s have been extended, stabil ize airspeed to that recommended by the manufactu rer. If a recommended airspeed is not furnis hed by the manufa cturer. A speed equal to 1.3 Vso shoul d 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 ofapproach to landing attitude. accomplished until clear the runway.

The “after landing” checklist will not be

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 Acceptable Performance Guidelines: A. B.

Selects a suitable touchdown point 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.



CrosswindTakeoffsandLandings:

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 gravi ty and light weight when combined, result in an aircraft easily turned over in gusty cross and tail winds. At the start of the take off, the aile rons are displaced into the wind and rudder is used for direc tional cont rol. As the nosewheel or tailwheel comes off the ground loop could result. The aircraft shou ld remain in slipp ing 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 contr ols is proportionate to the crosswind. The slip must keep the flight path and the longitud inal axis of the aircraft alig ned with the runway cente rline. As ground conta ct is made on the wheel into the wind, the controls are gradual ly moved further in the same direction to compensate for loss of control effectiveness as speed decreases.

Acceptable Performance Guidelines: A. Guidelines from Normal Takeoff & Landing apply B. Track maintained down centerline of runway for ta keoff 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



ShorFt ieldTakeoff:

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 takeof f 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 fieldthe takeoff is made like position a normaldownwind, takeoff with the following differences. Starting from farthest possible the aircraft is accelerated on the ground roll until the airsp eed 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 redu ce 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

Acceptable Performance Guidelines: A. Speed +/- 5 knots of best liftoff speed and best rate of climb speed until 500’ B. C. D. E.

F.

AGL. use of full allowable power with smooth application. Power Heading +/- 10 degrees of runway heading with no danger of control loss Retract flaps at a safe altitude and appropriate airspeed. Maintains takeoff power to a safe maneuvering altitude, then sets climb power

Completes appropriate checklists.



ShortFieldLandings:

VFR/IFR

Objective: This maneuver is practiced to develop proficiency in overcoming problems peculia r 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 floati ng. 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 sinkra tes may occur in some aircraft requiring excessive attitude and/or power for recovery.

Checklist: 1) WING FLAPS – Full Down 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. Acceptable Performance Guidelines: A. Maintains a stabilized approach at recommended airspeed but no more than 1.3 Vso +5/-5kts B. Touches down at a point specified or within 100 ft beyond the point with little or no float or drift C. Applies brakes as necessary to stop in the sh ortest 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 take offs will be executed at sp eeds of not more than 50% of normal liftoff speed. B. Rejected takeoff will be executed on command of the instructor pilot

Checklist: 1) 2) 3)

POWER LEVER BRAKES – Apply– BETA Range 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

Acceptable Performance Guidelines: A. Use of proper technique B. Proper sequence of procedures C. Positive directional control of aircraft



EngineFailureImmediatelyAfterTakeoff:

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 adequat e 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 3) 4) 5) 6) 7)

WING FLAPS – FullLEVER Down- Cutoff FUEL CONDITION FUEL SHUTOFF - Off FUEL TANK SELECTORS - Off BATTERY - Off

Acceptable Performance Guidelines: A. Prompt reaction and response by the pilot B. Demonstrates good judgement in selection of landing site C. Use of mental checklist



NormaDl escent:

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

Acceptable Performance Guidelines: A. Uses appropriate descent checklist B. Maintains engine temperature in normal operating range C. Establish 500 fpm descent rate



EmergencyDescent:

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 maneu ver, 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 manuf acturer. A 30 degree to 45 degree bank angle should be maintained. Checklist: 1) SEAT AND SHOULDER BELTS – Secure 2) 3) 4) 5)

POWER LEVER – Idle PROPELLER – Full Forward FLAPS – 10 Degrees in Smooth Air or Up in Rough Air 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

Acceptable Performance Guidelines: A. The pilot configures the airplane appropriately B. The pilot does not exceed any airspeed limitations C. The pilot takes the necessary measures to keep engine from excessive cooling. D. The pilot rolls out of the maneu ver at the indicated altitude



GoAroundfromaRejectedLanding:

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 accel erated 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 afte r obstacles are cleared an d a safe altitude is obtained

Acceptable Performance Guideline: A. B. C. D.

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



NoFlapApproachAndLanding:

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 shoul d be aware that in most aircraft the touchdow n 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 con dition and higher touchdo wn speed. The use of brakes may be required as dictated by runway length and surface.

Checklist: 1) WING FLAPS – Up 2) 3) 4) 5)

st AIRSPEED – 100– –Main 115 KIAS TOUCHDOWN Wheels 1 POWER LEVER – Beta BRAKES – As Required

Acceptable Performance Guidelines: A. Touchdown is to be on or within 200 feet beyond desired point B. Touchdown should be made on centerline of runway C. Airspeed +/- 10 knots at boundary



SimulatedForcedLanding:

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 forc ed landing can be given with the aircraf t 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 dissipa te to best glide. Altitude permitting, the trainee should determine the best landing area avail able, maneuvering the aircra ft as required to do so. The many variables; such as, altitude, obstructions, wind direction, landing direction, land surface, gradient, and landing distance requireme nts of the aircraft will determine the pattern and approach techni ques 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 approa ch is as nearly possible as a similar norma l poweroff approach, allowing the trainee to use his previous experience in judging his landing point. Cockpit checks to determine caus e of emergency are a part of this maneuve r. 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 aircraf t at that time. No simulated forced landing is to be carried below 200’ AGL unless a safe landing is assure d. Proximity of persons and struc tures must be considered when descending below 500’ AGL.



Checklist: SEAT BELTS - Secure AIRSPEED – 100 KIAS with flaps up. 80 KIAS with flaps do wn 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

Acceptable Performance Guidelines: 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



Steep360DegreePowerTurns:

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 airs peed is not recommended by the manufacturer, normal cruise airspe ed 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 1) HEIGHT –Checklist: 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 st ENTER 1 TURN – When airspeed and altitude are stabilized. AIRSPEED – Maintain 110-120 KIAS with power ALTITUDE – Maintain with pitch BANK ANGLE - Maintain nd nd ENTER 2 Turn – At appropriate heading, enter the 2 turn. nd ROLL OUT – At completion of 2 turn, roll out on entry heading. Acceptable Performance Guidelines: 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 MinimumControllableAirspeed:

VFR/IFR


Objective: These maneuvers pre-stall demonstrate the degree of controllability available while in close proximity to the pre-stall buff et. They provide the oppor tunity to practice control tech niques 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, climb s, and descents. By definition, the term “Flight at minimum controll able airspeed” means a speed at which any further increase in angle of attack or increase in back pressure will cause an immediate physi cal indication of a stall. Stall warning devices on U.S. Certificated aircraft are required regulation to becontinue activateduntil “at least 5 butoccurs”. not more greater of requirements, 10 knots, or 15% of the stallingbyspeed, and must the stall In than viewthe of the above flight at minimum controllable airspeed will result in activation of the stall warning device.

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: 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



Acceptable Performance Guidelines: A. Selects an entry altitude that will allow the task to be completed no lower than 1500 ft AGL B. C. D. E. F. G.

Stabilizes and maintains desired airspeed +5/ –0 kts Maintain specified altitude +/- 50 ft. Maintains specified heading during straight flight +/- 10 degrees Maintains specified bank angle +/- 10 degre es during turning flight Rolls out a specified heading +/- 10 degrees Establishes straight & level flight and lev el turns, with gea r and flaps selected as specified by the examiner

StallsandApproachestoStalls:

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 following operating cond itions: takeoff/departure, enroute configuration and approach to landing. 1. Takeoff/Departure stalls will be performe d straight ahead and from 15 to 20 degrees constant banke d turns in takeoff configuration. The climb will be entered at liftoff speed while adding power. The angle of attack will be gradual ly increased until a stall occurs. At least 50-60 % power should be used. 2. Approach to landing stall s are performed from straight glides and moderate ly banked gliding turns (not to exceed 30 degrees) in landing configuration. The demonstration is entered at landing approach spee d and gradually reduc ed until a stall occurs. Idle power, or the power that would be used for a normal approach, should be used. 3. Enroute stalls are performed straight ahead or turning in cruise configuration.



TAKEOFF/ DEPARTURE STALLS Procedure Checklist: 1) HEIGHT – At least 1500 feet AGL. 2) AREA – Perform clearing turns 3) CONFIGURATION (FLOW) CHECK: FUEL SELECTORS – Both On POWER LEVER – Initially set to about 300-400 ft-lbs. 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: POWER LEVER – Reduce power as necessary. WING FLAPS – Takeoff Configuration (0 to 10 Degrees). AIRSPEED Reduce toheading below 80 HEADING –– Maintain or KIAS establish bank angle for stall in a turn. RUDDERS – Maintain coordinated flight. PITCH – Establish a climb pitch attitude at 80 KIAS while increasing power to approximately 1500 ft-lbs. STALL – Continue to increase pitch attitude until an imminent stall develops. RECOVERY – At stall, lower nose to horizon and add power. Regain airspeed and retract flaps, climb out at Vy

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



ENROUTE STALLS Procedure Checklist: 1) HEIGHT – At least 1500 feet AGL. 2) AREA – Perform clearing turns 3) CONFIGURATION (FLOW) CHECK: FUEL SELECTORS – Both On POWER LEVER – Initially set to about 300-400 ft-lbs. 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: POWER LEVER – Reduce power as necessary. WING FLAPS – Cruise Configuration - 0 Degrees AIRSPEED – Reduce to below 80 KIAS HEADING – Maintain heading or establish bank angle for stall in a turn. RUDDERS – Maintain coordinated flight. PITCH – Establish a climb pitch attitude at 80 KIAS while increasing power to approximately 1500 ft-lbs. STALL – Continue to increase pitch attitude until an imminent stall develops. RECOVERY – At stall, lower nose to horizon and add power. Regain airspeed and retract flaps, climb out at Vy

Acceptable Performance Guidelines: st A. Recognizes and announces the onset of the stall by id entifying the 1 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 Procedure Checklist: 1) HEIGHT – At least 1500 feet AGL. 2) AREA – Perform clearing turns 3) CONFIGURATION (FLOW) CHECK: FUEL SELECTORS – Both On POWER LEVER – Initially set to about 300-400 ft-lbs. PROPELLER – Set 1900 rpm WING FLAPS – Full Down ENGINE INSTRUMENTS – In the Green 4) LANDING AREA – A suitable emergency landing area is within gliding distance. 5) MANEUVER PROCEDURE: 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. RUDDERS – Maintain coordinated flight. PITCH – Establish an approach to landing pitch attitude at 80 KIAS. STALL – At designated altitude, slowly increase pitch and reduce power until an imminent stall develops. RECOVERY – At stall, lower nose to horizon and add power. Regain airspeed and retract flaps, climb out at Vy.

Acceptable Performance Guidelines: st A. Recognizes and announces the onset of the stall by id entifying the 1 Aerodynamic buffeting or decay of control effectiveness B. C. D. E.

Prompt and correct control application No secondary stalls. No abrupt pitch changes during recovery Heading +/- 10 degrees where applicable Bank angle +/- 10 degrees in turning flight



AfterLandingChecklist:

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 checkl ist should be performed only after the airplane is brought to a complete stop clear of the runway. Procedure Checklist: 1) WING FLAPS – Up 2) FUEL CONDITION LEVER – Low Idle 3) LIGHTS – As Required Acceptable Performance Guidelines: 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 aircra ft has been brought to a complete stop in an appropriate location, the following procedure should always be used to shut down the engi ne. Failure to shut down the PT-6 proper ly may cause engine damage. Procedure Checklist: 1) PARKING BRAKE - Set 2) POWER LEVER - Idle 3) BLEED AIR SWITCH – Off 4) AIR CONDITIONING SWITCH – Off 5) SWITCH 6) STANDBY AVIONICS POWER SWITCHES – Off – 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

Acceptable Performance Guidelines: 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 engin e is shut down and the airplan e 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 strikin g the airplane broadside. Whenever possible the airplane should be parked headed into the existin g wind. After stopping on the desired headi ng, 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 operati ons, be sure to instal l 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

Acceptable Performance Guidelines: 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



Part2:EmergencyProcedures

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 procedu res 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 2) POWER LEVER – Idle 3) PROPELLER CONTROL LEVER – Feather 4) FUEL CONDITION LEVER – Cutoff 5) WING FLAPS – Up 6) FUEL BOOST SWITCH – Off 7) FUEL SHUTOFF – Off 8) IGNITION SWITCH – Norm 9) STANDBY POWER SWITCH – Off 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 2) STANDBY POWER SWITCH – Off 3) AVIONICS POWER SWITCHES – Off 4) IGNITION SWITCH – Norm 5) AIR CONDITIONER – Off 6) Bleed air heat switch – Off 7) EMERGENCY POWER LEVER – Normal 8) POWER LEVER – Idle 9) PROPELLER CONTROL LEVER – Minimum RPM 10) FUEL CONDITION LEVER – Cutoff 11) FUEL SHUTOFF – On (Push In) 12) FUEL TANK SELECTORS – Select Both On 13) BATTERY SWITCH – On 14) FUEL BOOST SWIT CH – On 15) ALTITUDE – 20,000 ft Max 16) STARTER START and Observe a. I:SWITCH 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 18) STARTER SWITCH – Off 19) FUEL BOOST SWITCH – Norm 20) FUEL CONDITION LEVER – High Idle 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 2) STANDBY POWER SWITCH – Off 3) AVIONICS POWER SWITCHES – Off 4) AIR CONDITIONER – Off 5) BLEED AIR SWITCH – Off 6) EMERGENCY POWER LEVER – Normal 7) POWER LEVER – Idle 8) PROPELLER CONTROL LEVER – Minimum RPM 9) FUEL CONDITION LEVER – Cutoff 10) FUEL SHUTOFF – On (Push In) 11) FUEL TANK SELECTORS – Select Both On 12) BATTERY SWITCH – On 13) FUEL BOOST SWIT CH – On 14) IGNITION SWITCH – On 15) AIRSPEED – 100 KIAS Minimum 16) – 20,000 ft Max 17) ALTITUDE 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) 19) IGNITION SWITCH – Norm 20) FUEL BOOST SWIT CH – On 21) FUEL CONDITION LEVER – High Idle 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 1) POWER LEVER – Idle 2) PROPELLER CONTROL LEVER – Feather 3) FUEL CONDITION LEVER – Cutoff 4) FUEL SHUTOFF – Off 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 1) BATTERY SWITCH – Off 2) GENERATOR SWITCH – Trip and Release 3) 4) 5) 6) 7) 8)

STANDBY POWER SWITCH – Off VENTS – Closed BLEED AIR HEAT SWITCH – Off FIRE EXTINGUISHER – ACTIVATE AVIONICS POWER SWITCHES – Off ALL OTHER ELECTRICAL – Off

If fire appears out and electrical power is necessary for continuance of flight: 9) 10) 11) 12)

BATTERY SWITCH AND STANDBY POWER SWITCH – On GENERATOR SWITCH – Reset CIRCUIT BREAKERS – Check RADIO SWITCHES – Off

13) 14) 15) 16)

AVIONICS POWER SWITCHES – On – On One at a Time RADIO AND ELECTRICAL SWITCHES VENTS – Open BLEED AIR HEAT – On as Desired

CABIN FIRE 1) BATTERY SWITCH – Off 2) GENERATOR SWITCH – Trip and Release 3) STANDBY POWER SWITCH – Off 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 1) POWER LEVER – Idle 2) BRAKES – As Require 3) 4) 5) 6) 7)

PROPELLER CONTROL LEVER – Feather FUEL CONDITION LEVER – Cutoff BATTERY SWITCH – Off AIRPLANE – Evacuate FIRE – Extinguish

ENGINE FIRE DURING START: 1) FUEL CONDITION LEVER – Shutoff 2) FUEL BOOST SWITCH – Off 3) STARTER SWITCH – Motor 4) STARTER SWITCH – Off 5) FUEL SHUTOFF – Off 6) BATTERY SWITCH – Off 7) 8)

AIRPLANE – Evacuate 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.

ConstantRateClimbs&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 applying airspeed.power. A constant ratepitch climb is established increasingtoback pressure while simultaneously Once the attitude has beenby established produce the desired airspeed, the power is adjusted to maintain the desired rate of climb or descent.

Acceptable Performance Guidelines: 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 tu rning, 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.



ConstantAirspeedClimbs&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 simultane ously 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 relati on to pressure the artifshoul icial horiz to the approximate climbing Onlye.a The small amount of elevator back d beon added to initiat e and maintain theattitude. climb attitud 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.

Acceptable Performance Guidelines: 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 turni ng 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



RecoveryFromUnusualAttitudes:

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 reco very proced ures, are first to deter mine if the airs peed is high or low. For low airspeed the steps are, add power, decrea se 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/CompassTurns:

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 initia ting a standard rate turn with referen ce to the turn coordin ator. This type of turn resu lts in a heading change at the rate of three degree s 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 specifi c headings, may also be performed while takin g into account the magnetic dip errors of the compass.

Acceptable Performance Guidelines: A. B. C. D. E. F. G.

Establishes indicated standard rate turns, both left and right Makes timed turns to specified headings Makes compass turns to specified headings Maintains altitude within 100 feet Maintains standard rate turns - / + 5 degrees Turns to specified heading within 10 degrees 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&TrackingVORRadials:

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 navigati on facility. He will set and correctly orient the radial to be intercepted into the course selector. The pilot will then intercep t the specified radial at a predetermined angle inbound or outbound from a navigational facility. The pilot will then apply the proper correcti on 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.

Acceptable Performance Guidelines: A. B. C. D.

Maintains the airspeed within 10 knots Maintains altitude within 100 feet Maintains selected heading within 5 degrees Allows no more than a thr ee-quarter scale deflection of the CDI whil e Maintaining a radial



AreaArrivaP l rocedures:

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 theappropriate 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.

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 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.



HoldingProcedures:

IFRONLY

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. 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: D: E: F:

Recognizes arrival the holding fix and initiates the correct hold entry. Complies with the at proper leg lengths. Applies the proper wind correction. Promptly Complies with all ATC instructions and reporting requirements



Non-Precision Instrument Approach #1: VOA Rpproach:

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 establis h two-way radio communic ation 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 visu al 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.

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 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 f eet to the MAP



Non-Precision Approach-VOR



Non-Precision Instrument Approach #2: GPASpproach:

IFR/VFR

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 establis h two-way radio communic ation 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 visu al 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.




Non-Precision Approach - GPS



Non-Precision Instrument Approach #3: CircleToLandApproach:

IFR/VFR

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

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 establis h two-way radio communic ation 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 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 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 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 visu al 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.




Circle To Land Procedure



Non-Precision Instrument Approach #4: Coupled Approach:

IFR ONLY

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 establis h two-way radio communic ation 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 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 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. The pilot will execute a missed approach procedure when the required visual references for the intended runway are not distinctively visible and identifi able at the MAP. The pilot will execute a normal landing from a straight in or circling approach when instructed by the instructor or examiner.

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 full 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 f eet to the MAP



Non-Precision Approach - Coupled



Precision Instrument Approach: ILASpproach:

IFR/VFR

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

Description: The pilot will comply with the appropriate instrument approach procedure selected by the instructor or examiner. The pilot will establis h two-way radio communic ation 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 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 distincti vely visible and identifiable at the MAP. The pilot will execut e a normal landing from a straight in or circling approach when instructed by the instructor or examiner.

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 ¾\ 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 DA, when reached, within + 100 feet / -0 feet to th e MAP



Precision Approach - ILS



MissedApproachProcedure:

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 recommen dations. 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.

Acceptable Performance Guidelines: A. B. C. D.

Maintains recommended airspeed within 10 knots Maintains heading or course within 10 degrees Maintains altitude with 100 feet Completes approach checklist



Missed Approach Procedure



AreaDepartureProcedures:

IFRONLY

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.

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 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.



SimulatedForcedLanding:

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 forc ed landing can be given with the aircraf t 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 dissipa te to best glide. Altitude permitting, the trainee should determine the best landing area avail able, maneuvering the aircra ft as required to do so. The many variables; such as, altitude, obstructions, wind direction, landing direction, land surface, gradient, and landing distance requireme nts of the aircraft will determine the pattern and approach techni ques 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 approa ch is as nearly possible as a similar norma l poweroff approach, allowing the trainee to use his previous experience in judging his landing point. Cockpit checks to determine caus e of emergency are a part of this maneuve r. 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 aircraf t at that time. No simulated forced landing is to be carried below 200’ AGL unless a safe landing is assure d. Proximity of persons and struc tures must be considered when descending below 500’ AGL.

5. Training Manual Appendix B. Caravan 208 Series Rev 121

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