Initial Initial Study Guide

King Air 300 Initial Pilot Course Pre-Attendance Study Guide

K ing Air ® 3 0 0 (for Serial numbers FA-2 and After)

I nitial Pilot Course Cour se Pre-Attendance Study Guide

Copyright © 2007 FlightSafety International Rev - Original

FOR TRAINING PURPOSES ONLY


TABLE OF CONTENTS

TABLE OF CONTENTS..................................................................................................2 INTRODUCTION. INTRODUCTION.............. ........................... ............................. ............................ .......................... ........................... ............................ ..........................3 ............3 DOCUMENTATION REQUIREMENTS...........................................................................4 TYPE RATING REQUIREMENTS...................................................................................5 EMERGENCY PROCEDURES (Memory Items)............... Items)............................. ........................... ...........................6 ..............6-10 -10 OPERATING LIMITATIONS.....................................................................................11-15 KING AIR 300/350 INITIAL PILOT COURSE SCHEDULE & SYLLABUS.....................16 SIMULATOR PROFILES .........................................................................................19-29 GRADING AND EVALUATION STANDARDS.........................................................17-18 NOTES AND QUESTIONS ..........................................................................................30




INTRODUCTION This introductory study guide has been sent to you to assist you in your preparation for attending the King Air 300 Initial Pilot Course with FlightSafety International, Hawker Beechcraft Learning Center, in Wichita, Kansas. Please study this guide prior to attending the course. By doing so, you will have a head start on knowing some of the class material you will be required to know prior to completing the course. In this guide, you will find the following information: Attendance Requirements ATP and Type Rating Requirements KA300 Emergency Procedures (Memory Items) Selected Operating Limitations Flight Profiles (flown as part of the type rating evaluation) Initial Pilot Course Syllabus ATP PTS Standards Along with the entire staff of the King Air 300/350 Program and the Hawker Beechcraft Learning Center, I look forward to having you as our guest for training, and we thank you for choosing FlightSafety International for your training needs.

FlightSafety International Hawker Beechcraft Learning Center 9720 E. Central Avenue Wichita, KS 67206 316-612-5300 1-800-488-3747 Atlanta Learning Center 1010 Toffie Terrace Atlanta, Georgia 30354 (678) 365-2700 (800) 889-7916 FAX (678) 365-2699 Long Beach Learning Center Long Beach Municipal Airport 4330 Donald Douglass Drive Long Beach, California 90808 (562) 938-0100| (800) 487-7670 FAX (562) 938-0110 Copyright © 2007 FlightSafety International Rev - Original



DOCUMENTATION REQUIREMENTS The United States Department of Justice (DOJ) and the Federal Aviation Administration (FAA) have recently established the following requirements. FlightSafety International does not have the authority to waive these requirements. Even if you have trained with us previously, the copies in your records will not suffice. You must present current original documents for each course, every time you attend. Consequently, the following documentation must be presented on the first day of training or you will not be allowed to train – there are no exceptions. U.S. Citizens: Pilot Certificate Medical Certificate Proof of Citizenship: A current valid US Passport OR A Birth Certificate (with a raised seal) and a picture identification

Non-U.S. Citizens: Pilot Certificate Medical Certificate Valid Passport Other additional DOJ and FAA requirements that must be met. Please contact Customer Support for these additional requirements at least ninety (90) days prior to course attendance.

If you have any questions or concerns regarding these requirements or any other issues, please contact Customer Support at (800) 488-3747 or (316) 612-5300.

TYPE RATING REQUIREMENTS (1) You MUST hold at least a private pilot certificate with an airplane rating, an instrument rating, and a multi-engine land category rating without a centerline thrust limitation.

(2) You MUST have a minimum of 1,000 hours as pilot in an airplane.

Pilots having a minimum of 1,000 hours as pilot in an airplane, but not meeting any of the Copyright © 2007 FlightSafety International Rev - Original



eligibility criteria described in section (2) below, may receive a type rating with either a 15 or 25 hour SOE limitation (see FAR 61.157 or 61.63). Pilots may opt to perform a two-segment check using both the simulator and aircraft to receive a type rating without the SOE limitation. (3) To receive a type rating without a SOE requirement, you must satisfy one of the following:

(a) hold a type rating without a supervised operating experience (SOE) limitation in a type rated aircraft; or

(b) have been appointed by a military service as PIC of a multi-engine type-rated propeller-driven airplane; or

(c) have obtained 2,000 hours total flight time, of which 500 hours must be in multi-engine turbine powered aircraft; * or

(d) have obtained 500 hours flight time in the BE-300; * or (e) have obtained 1000 hours of flight time in two different airplanes requiring a type rating. * * Pilots using flight time to qualify for a 100% simulator type rating check must bring all logbook(s) that show individual line entries of the required flight hours (see FAR 61.51). Simply bringing copies of the final page or pages of a logbook(s) will not meet this requirement. Pilots requesting an ATP, in addition to a type rating, must bring all of the required documentation for the ATP (i.e., logbook(s) and written test results.)




This information is intended as a guide to meeting type rating eligibility requirements. Refer to the appropriate FAR’s for exact requirements.

KING AIR 300 -- EMERGENCY PROCEDURES (Memory Items) ENGINE FIRE OR FAILURE IN FLIGHT 1. Condition Lever..................................................................................FUEL CUTOFF 2. Propeller Lever...........................................................................................FEATHER 3. Firewall Fuel Valve..........................................................................................CLOSE EXTINGUISHER PUSH and FW VALVE CLOSED annunciators illuminate. 4. Fire Extinquisher .................................ACTUATE (IF FIRE WARNING PERSISTS)) DISCHARGED annunciator illuminates. ENGINE FIRE ON GROUND 1. Condition Lever..................................................................................FUEL CUTOFF 2. Firewall Fuel Valve..........................................................................................CLOSE EXTINGUISHER PUSH and FW VALVE CLOSED annunciators illuminate. 3. Starter Switch..................................................................................STARTER ONLY 4. Fire Extinquisher ....................................ACTUATE (IF FIRE WARNING PERSISTS DISCHARGED annunciator illuminates. EMERGENCY SHUTDOWN OF BOTH ENGINES ON THE GROUND 1. Condition Levers................................................................................FUEL CUTOFF 2. Propeller Levers.........................................................................................FEATHER 3. Firewall Fuel Valves........................................................................................CLOSE EXTINGUISHER PUSH and FW VALVE CLOSED annunciators illuminate. 4. Master Switch....................................................................OFF (GANG BAR DOWN)




ENGINE FAILURE DURING TAKEOFF (AT OR BELOW V1) – TAKEOFF ABORTED 1. Power Levers......................................................................................GROUND FINE 2. Brakes..........MAXIMUM (OR AS REQUIRED TO ACHIEVE STOPPING DISTANCE WARNING – Do not use reverse thrust with one engine inoperative. Care must be exercised when using single-engine ground fine on surfaces with reduced traction. If Insufficient Runway Remains for Stopping: 3. Condition Levers................................................................................FUEL CUTOFF 4. Firewall Fuel Valve..........................................................................................CLOSE EXTINGUISHER PUSH and FW VALVE CLOSED annunciators illuminate. 5. Master Switch....................................................................OFF (GANG BAR DOWN) ENGINE FAILURE DURING TAKEOFF (AT OR ABOVE V1) – TAKEOFF CONTINUED 1. Power..................................................................................MAXIMUM ALLOWABLE 2. Landing Gear...............UP (WHEN POSITIVE RATE OF CLIMB IS ESTABLISHED) 3. Airspeed..................................................................MAINTAIN V 2 TO 400 FEET AGL 4. Propeller (inoperative engine).................................................VERIFY FEATHERED WARNING – Do not retard the failed engine power lever until the autofeather system has completely stopped propeller rotation.

ENGINE FAILURE IN FLIGHT BELOW AIR MINIMUM CONTROL SPEED (V MCA) 1. Reduce power on operative engine as required to maintain control. 2. Lower nose to accelerate above V MCA.




ELECTRICAL SMOKE OR FIRE 1. Oxygen a. Crew don mask(s); mask selector switch.............................EMERG. POSITION b. Mic Selector..................................................................................OXYGEN MASK c. Audio Speaker....................................................................................................ON ENVIRONMENTAL SYSTEM SMOKE OR FUMES 1. Oxygen a. Crew don mask(s); mask selector switch.............................EMERG. POSITION b. Mic Selector..................................................................................OXYGEN MASK c. Audio Speaker....................................................................................................ON DUAL GENERATOR FAILURE 1. Instrument Emergency Lights..............................................................................ON 2. Generators....................................................................................RESET, THEN ON If either generator will reset: 3. Do not exceed 100% load on operating generator. If neither generator will reset: 4. Nonessential Equipment....................................................................................OFF 5. Land at the nearest suitable airport. UNSCHEDULED ELECTRIC ELEVATOR TRIM ACTIVATION 1. Airplane Attitude..............................................MAINTAIN (using elevator control) 2. Control Wheel Disconnect Switch – DEPRESS FULLY (2 annunciator – ILLUMINATED)

ND

Level, ELEC TRIM OFF

NOTE – Autopilot will disengage and Rudder Boost will be interrupted when the disconnect switch is depressed.




UNSCHEDULED RUDDER BOOST ACTIVATION (Collins System Only) ST

1. Control Wheel Disconnect Switch.......................DEPRESS AND HOLD (1 level) 2. Rudder Boost/Yaw Control Test Switch.............................................................OFF If Condition Persists: 3. Rudder Boost Circuit Breaker....................................................................PULL, OR 4. Either Bleed Air Valve................................................................PNEU & ENVIR OFF USE OF OXYGEN 1. Crew........................................................................................................DON MASK 2. Crew Headsets..................................................DON (OR AUDIO SPEAKER – ON) 3. Mic Selector Switches.....................................................................OXYGEN MASK 4. Passenger Manual Dropout ......................................................................PULL ON (PASS OXY ON ANNUNCIATOR – ILLUMINATED) PRESSURIZATION LOSS 1. Oxygen a. Crew.....................................................................................................DON MASK b. Crew Headsets..................................................DON (OR AUDIO SPEAKER ON) c. Mic Selector Switches..................................................................OXYGEN MASK d. Passenger Manual Dropout....................................................................PULL ON (PASS OXY ON ANNUNCIATOR – ILLUMINATED) 2. Descend.............................................................................................AS REQUIRED DIFFERENTIAL PRESSURE HIGH 1. Bleed Air Valves......................................................................................ENVIR OFF 2. Oxygen (Crew and Passenger).........................................................AS REQUIRED 3. Descend.............................................................................................AS REQUIRED AUTO-DEPLOYMENT OXYGEN SYSTEM FAILURE (ALT WARN Annunciator Illuminated, PASS OXY ON Annunciator Not Illuminated) 1. Passenger Manual Drop Out.......................................................................PULL ON

BLEED FAIL 1. Bleed-Air Valve (Affected Engine)..........................................PNEU & ENVIR OFF Copyright © 2007 FlightSafety International Rev - Original



AIRSTAIR DOOR UNLOCKED 1. All Occupants......................SEATED WITH SEAT BELTS SECURELY FASTENED EMERGENCY DESCENT 1. Oxygen-CREW REQUIRED (Passengers as required): 2. Power Levers...............................................................................................IDLE 3. Propeller Levers.....................................................................FULL FORWARD 4. Flaps.......................................................APPROACH (200 KNOTS MAXIMUM) 5. Landing Gear .................................................DOWN (181 KNOTS MAXIMUM) 6. Airspeed.........................................................................181 KNOTS MAXIMUM

GLIDE 1. Landing Gear.........................................................................................................UP 2. Wing Flaps.............................................................................................................UP Warning – Determine that procedures for re-starting first and second failed engines are ineffective before feathering second engine propeller. 3. Propellers..............................................................................................FEATHERED 4. Airspeed..................................................................................................134 KNOTS SPINS If a Spin is Entered Inadvertently: 1. Control Column..............................................................................FULL FORWARD 2. Full Rudder............................................................OPPOSITE DIRECTION OF SPIN 3. Power Levers.......................................................................................................IDLE 4. Controls....................................................NEUTRALIZE WHEN ROTATION STOPS 5. Execute a smooth pullout.

OPERATING LIMITATIONS NOTE: It is strongly recommend that you arrive for your King Air 300 Initial Course familiar with Copyright © 2007 FlightSafety International Rev - Original



these limitations.

AIRSPEED LIMITATIONS (KIAS) V - Maneuvering Speed........................................................................................181 A

V

FE

- Maximum Flap Extension/Extended Speed

Approach Position.............................................................................................200 Full Down Position............................................................................................157 V - Maximum Landing Gear Operating Speed LO

Extension..........................................................................................................181 Retraction.........................................................................................................163 V – Maximum Landing Gear Extended Speed....................................................181 LE

V

– Air Minimum Control Speed

MCA

Flaps Up.............................................................................................................92 Flaps Approach..................................................................................................86 V – Maximum Operating Speed MO

Sea Level to 21,000 feet...................................................................................259 21,000 to 35,000 feet.................................................................................259-191 Mach Speed...........................................................................................0.58 Mach EMERGENCY AIRSPEEDS (14,000 LBS) V

– One-Engine Inoperative Best Angle-of-Climb.............................................120

V

– One-Engine-Inoperative Best Rate-of Climb (Blue line)..............................122

V

– Air Minimum Control Speed

XSE YSE

MCA

Flaps Up.............................................................................................................92 Flaps Approach..................................................................................................86 Emergency Descent...............................................................................................181 One-Engine-Inoperative Landing Flaps Up...........................................................................................................131 Flaps Approach................................................................................................105 Maximum Range Glide..........................................................................................134 WEIGHT LIMITS (NORMAL CATEGORY) Maximum Maximum Maximum Maximum

Ramp Weight........................................................................14,100 pounds Take-off Weight....................................................................14,000 pounds Landing Weight....................................................................14,000 pounds Zero Fuel Weight..................................................................11,500 pounds




POWER PLANT LIMITATIONS NUMBER OF ENGINES.......................................................................................Two ENGINE MANUFACTURER..........................................Pratt & Whitney Canada, Inc. ENGINE MODEL NUMBER........................................................................PT6A-60A PROPELLER MANUFACTURER...........................................Hartzell Propeller, Incc. POWER LEVERS - Do not lift power levers in flight. Lifting the power levers in flight, or moving the power levers in flight below the flight idle position, could result in a nose-down pitch and a descent rate leading to aircraft damage and injury to personnel. ENGINE OPERATING LIMITS OPERATING

TORQUE

MAXIMUM

PROP

OIL

OIL

OBSERVED

GAS GENERATOR RPM N1

CONDITION

%

RPM

PRESS.

(1)

ITT º

%

N2

PSI (2)

TEMP ºC (3) (4)

STARTING

----

1000 (5)

----

----

0 to 200

IDLE

----

750 (6)

62 (min)

60 (min)

TAKEOFF

100

820

104

1050 (min) 1700

MAX CONT

100

820

104

1700

0 to 110

CRUISE CLIMB

(7)

785

104

1700

90 to 135 90 to 135

MAX CRUISE

(7)

820

104

1700

0 to 110

MAX REVERSE

----

760

----

1650

90 to 135 90 to 135

TRANSIENT

156 (8)

850 (8)

104

1870 (5)

40 to 200

0 to 110

90 to 135

-40 (min) -40 to 110 0 to 110

0 to 110

0 to 99

FOOTNOTES: (1) Torque limit applies within range of 1000 – 1700 propeller rpm (N 2). (2) Normal oil pressure is 90 to 135 psig at gas generator speeds above 72%. With engine Copyright © 2007 FlightSafety International Rev - Original



torque below 62%, minimum oil pressure is 60 psig at normal oil temperature (60 to 70 ºC). Oil pressures under 90 psig are undesirable. Under emergency conditions, to complete a flight, a lower oil pressure limit of 60 psig is permissible at reduced power level not exceeding 62% torque. Oil pressures below 60 psig are unsafe and require that either the engine be shut down, or a landing be made at the nearest suitable airport, using the minimum power required to sustain flight. Fluctuations of plus or minus 10 psi are acceptable. (3) A minimum oil temperature of 55 ºC is recommended for fuel heater operation at take-off power. (4) Oil temperature limits are –40 ºC and +110 ºC. However, temperatures between 99 ºC and 110 ºC are limited to a maximum of 10 minutes. (5) These values are time limited to 5 seconds. (6) High ITT at ground idle may be corrected by reducing accessory load and/or increasing N1 rpm. (7) Cruise Torque values vary with altitude and temperature. (8) These values are time limited to 20 seconds. EXTERNAL POWER LIMITS External power carts will be set to 28.0 – 28.4 volts and be capable of generating a minimum of 1000 amps momentarily and 300 amps continuously. GENERATOR LIIMITS Maximum sustained generator load is limited as follows: Sea level to 34,000 feet altitude……………………..100% Above 34,000 feet altitude……………………………. 95% N1

MAXIMUM GENERATOR LOAD

62% to 70% 70% to 100%

75% 100%

STARTER LIMITS Use of the starter is limited to 30 seconds ON, 5 minutes OFF, 30 seconds ON, 5 minutes OFF, 30 seconds ON, then 30 minutes OFF. FUEL LIIMITS Copyright © 2007 FlightSafety International Rev - Original



APPROVED ENGINE FUELS COMMERCIAL GRADES Jet A, Jet A-1, Jet B

MILITARY GRADES JP-4, JP-5, JP-8

EMERGENCY ENGINE FUELS COMMERCIAL AVIATION GASOLINE GRADES 80 Red (Formerly 80/87) 100 Green (Formerly 100/130) 91/96 115/145 Purple 100LL Blue*

* In some countries, this fuel is colored Green and designated “100L”. MILITARY AVIATION GASOLINE GRADES 80/87 Red 100/130 Green 115/145 Purple

LIMITATIONS ON THE USE OF AVIATION GASOLINE 1. Operation is limited to 150 hours between engine overhauls. 2. Both standby fuel pumps must be capable of operation. 3. Crossfeed capability is required for flight above 20,000 feet pressure altitude (FL 200)

FUEL MANAGEMENT USABLE FUEL (GALLONS X 6.7 = POUNDS) Total Usable Fuel Quantity………………………………………………..…539 gallons (3611 pounds) Each Main Fuel Tank System……………………………190 gallons (1273 pounds) Each Auxiliary Fuel Tank…………………………………..79.5 gallons (533 pounds)

FUEL IMBALANCE Maximum allowable fuel imbalance between wing fuel systems is 300 pounds.

FUEL CROSSFEED Crossfeeding of fuel is permitted only when one engine is inoperative WARNING -- The airplane is approved for takeoff with one standby boost pump inoperative, but in such a case, crossfeed of fuel will not be available from the side of the inoperative standby fuel pump. Copyright © 2007 FlightSafety International Rev - Original



FUEL GAGES IN THE YELLOW ARC Do not take off if fuel quantity gages indicate in the yellow arc or indicate less than 265 pounds of fuel in each main tank system.

AUXILIARY FUEL Do not put fuel into the auxiliary tanks unless the main tanks are full.

OPERATING WITH LOW FUEL PRESSURE Operation of either engine with its corresponding fuel pressure annunciator (L FUEL PRESS or R FUEL PRESS) illuminated is limited to 10 hours before engine overhaul or replacement of the engine-driven fuel pump. Windmilling time need not be charged against this limit.

PROPELLER ROTATIONAL OVERSPEED LIMITS The maximum propeller overspeed limit is time-limited to 5 seconds. Sustained propeller overspeeds faster than 1700 rpm indicate failure of the primary governor. Flight may be continued at propeller overspeeds up to 1768 rpm, provided torque is limited to 96%. Sustained propeller overspeeds faster than 1768 rpm indicate failure of both the primary governor and the secondary governor, and such overspeeds are unapproved.

RUDDER BOOST Must be operational for all flights.

AUTOFEATHER Must be operational for all flights and armed for takeoff, climb, and approach. .

LANDING GEAR CYCLE LIMITS Landing gear cycles (1 up and 1 down) are limited to one every 5 minutes for a total of 6 cycles followed by a 15 minute cool-down period.




KING AIR 300 INITIAL PILOT COURSE SCHEDULE AND SYLLABUS (typical)

Day Day One (Monday)

Day Two (Tuesday)

Ground School 4 Hour Ground School: Administration/ Introduction/Qualification Facility Tour AFM/POH Aircraft General CRM (Lunch) 4 Hour Avionics (EFIS 85 cockpit & FGS) 4 Hour Avionics (UNK 1K FMS) (Lunch) Master Warning Fire Protection Fuel System

Day Three Powerplant (Wednesday) Propellers (Lunch) Electrical System Lighting Day Four Pneumatics (Thursday) Air-Conditioning Pressurization Oxygen Day Five Weight & Balance Performance (Friday) Performance


Simulator N/A

N/A

N/A

½ Hour Brief 4 Hour CPT ½ Hour Debrief ½ Systems Integration ½ Hour Brief 4 Hour Simulator (crew) 1 Hour Debrief



Day Six (Saturday)

N/A

Day Seven (Monday)

Plant Tour Windshear Walkaround

Day Eight (Tuesday)

Landing Gear & Brakes Flight Controls Systems Review Ice & Rain Protection

Day Nine Enhancement (Wednesday) Systems Review Examination Day Ten (Thursday)

TDB

Day Eleven (Friday)

Oral Examination

½ Systems Integration ½ Hour Brief 4 Hour Simulator (crew) 1 Hour Debrief ½ Systems Integration ½ Hour Brief 4 Hour Simulator (crew) ½ Hour Debrief ½ Systems Integration ½ Hour Brief 4 Hour Simulator (crew) ½ Hour Debrief 1 Hour Brief 4 Hour Simulator (crew) 1 Hour Debrief 1 Hour Brief 4 Hour Simulator (crew) ½ Hour Debrief 1 Hour Brief 6 Hour Simulator (crew) ½ Hour Debrief

GRADING AND EVALUATION STANDARDS ATP or FlightSafety Proficiency Card (ProCard) Completion Standards : The pilot must perform all procedures and maneuvers to the tolerances listed in the AIRLINE TRANSPORT PILOT AND AIRCRAFT TYPE RATING Practical Test Standards for AIRPLANE (ATP PTS) to successfully complete the course . For a ProCard to be issued, the pilot must Copyright © 2007 FlightSafety International Rev - Original



consistently exceed the standards defined in the ATP PTS throughout the course. 1. Takeoff a. Heading ± 5° b. Airspeed ± 5 KIAS 2. Departure, Cruise, Holding, and Arrival a. Altitude ± 100 feet b. Heading ± 10° c. Airspeed ± 10 KIAS 3. Steep Turns a. Altitude ± 100 feet b. Rollout Heading ± 10° c. Bank Angle ± 5° d. Airspeed ± 10 KIAS 4. Approach to Stall a. Recognize Perceptible Stall or Stall Warning b. Recover at First Indication of Stall c. Strive for Minimum Altitude Loss 5. IFR Approaches (Prior to Final Approach) a. Precision (1) Altitude ± 100 feet (2) Heading ± 5° (3) Airspeed ± 10 KIAS b. Nonprecision (1) Altitude ± 100 feet (2) Heading ± 5° (3) Airspeed ± 10 KIAS

GRADING AND EVALUATION STANDARDS (continued) 6. IFR Approaches (During Final Approach) a. Precision Approach (1) CDI ± ¼ Scale Deflection (2) GS ± ¼ Scale Deflection (3) Airspeed ± 5 KIAS b. Nonprecision Approach (1) CDI ± ¼ Scale Deflection (2) RMI ± 5° Deviation (3) Bearing Pointer ± 5° Deviation Copyright © 2007 FlightSafety International Rev - Original



(4) MDA +50, – 0 feet (5) Airspeed ± 5 KIAS c. Circling (1) MDA + 100, – 0 feet (2) Heading/Track ± 5° (3) Airspeed ± 5 KIAS (4) Bank Should not exceed 30° 7. Missed Approach a. Altitude ± 100 feet b. Heading ± 5° c. Airspeed ± 5 KIAS

SIMULATOR PROFILES REJECTED TAKEOFF




SIMULATOR PROFILES ENGINE FAILURE ON TAKEOFF (AT OR ABOVE V1) TAKEOFF CONTINUED




SIMULATOR PROFILES DEPARTURE Copyright © 2007 FlightSafety International Rev - Original



SIMULATOR PROFILES STEEP TURNS Copyright © 2007 FlightSafety International Rev - Original



SIMULATOR PROFILES APPROACH TO STALL – CLEAN CONFIGURATION Copyright © 2007 FlightSafety International Rev - Original



SIMULATOR PROFILES APPROACH TO STALL – LANDING CONFIGURATION Copyright © 2007 FlightSafety International Rev - Original



SIMULATOR PROFILES APPROACH TO STALL – TAKEOFF CONFIGURATION Copyright © 2007 FlightSafety International Rev - Original



SIMULATOR PROFILES VISUAL APPROACH Copyright © 2007 FlightSafety International Rev - Original



SIMULATOR PROFILES ONE ENGINE INOPERATIVE VISUAL APPROACH Copyright © 2007 FlightSafety International Rev - Original



SIMULATOR PROFILES NON PRECISION APPROACH Copyright © 2007 FlightSafety International Rev - Original



SIMULATOR PROFILES PRECISION APPROACH Copyright © 2007 FlightSafety International Rev - Original



PRE-ATTENDANCE NOTES AND QUESTIONS



Initial Initial Study Guide

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