DATE DRAFT AC 120-FCMT 

Page 10 

U.S. Department 

of Transportation 

Federal Aviation 

Administration 

DRAFT 

Advisory 

Circular 

Subject: Flightcrew Member Training ( 

proposed14 CFR Part 121, Subpart 

BB) 

Date: Published for 

comment 

Initiated by: AFS-200 

AC No: AC 120-

FCMT 

Change: 1 

1. PURPOSE. The FAA is seeking comment on this draft advisory circular (AC) which 

provides information and guidance on the supplemental notice of proposed rulemaking, 

Qualification, Service, and Use of Crewmembers and Aircraft Dispatchers, which was published 

for comment on May 20, 2011. This draft AC is intended to be used as a resource for the 

development, implementation, and revision of an air carrier’s flightcrew member training 

programs. It provides an objective means of establishing performance based standards for 

flightcrew member training and qualification, as well as the availability of periodic update 

capability. This capability is needed to respond to accidents, incidents, or rapidly occurring 

changes to equipment and operations. The AC also provides certificate holders with a minimum 

set of standards for developing training programs, performance standards, and evaluation criteria 

for flightcrew members. 

Comments to this draft AC may be submitted to the docket for the corresponding rulemaking, 

docket FAA-2008-0677, at www.regulations.gov before the comment period closes. 

2. RELATED 14 CFR REGULATIONS. You can locate the current edition of each of the 

following 14 CFR sections here: http://ecfr.gpoaccess.gov. 

• 14 CFR part 1, Definitions and Abbreviations. 

• 14 CFR part 60, Flight Simulation Training Device Initial and Continuing Qualification 

and Use. 

• 14 CFR part 61, Certification: Pilots, Flight Instructors, and Ground Instructors. 

• 14 CFR part 65, Certification: Airmen Other Than Flight Crewmembers. 

(Part 65, §§ 65.57, 65.70.) 

• 14 CFR part 91, General Operating and Flight Rules.

• 14 CFR part 121, Operating Requirements: Domestic, Flag, and Supplemental 

Operations. (Part 121, §§ 121.1, 121.9 (proposed), 121.133, 121.135, 121.392 (proposed), 

121.431, 121.463, 121.543, 121.683, Subpart BB (proposed), Subpart CC (proposed)). 
• 14 CFR part 135, Operating Requirements: Commuter and On Demand Operations and 

Rules Governing Persons On Board Such Aircraft. (Part 135, § 135.3.) 

3. RELATED READING MATERIAL. This AC provides information and effective practices 

regarding flightcrew member training. This AC also supplements and contains information 

previously published in the documents listed below. The current edition of the following 

references support the knowledge and skill standards for flightcrew member training. They are 

strongly recommended for providing further details.

a. ACs. You can locate the current edition of each of the following ACs here: 

http://www.faa.gov/regulations_policies/advisory_circulars. 

• AC 00-6, Aviation Weather For Pilots and Flight Operations Personnel. 

• AC 0045, Aviation Weather Services. 

• AC 25.1581-1, Airplane Flight Manual. 

• AC 60-22, Aeronautical Decision Making. 

• AC 60-28, English Language Skill Standards Required by 14 CFR Parts 61, 63 and 

65. 

• AC 61-84, Role of Preflight Preparation. 

• AC 120-28, Criteria for Approval of Category III Weather Minima for Takeoff, 

Landing, and Rollout. 

• AC 120-29, Criteria for Approval of Category I and Category II Weather Minima for 

Approach. 

• AC 120-51, Crew Resource Management Training. 

• AC 120-53, Guidance for Conduction and Use of Flight Standardization Board 

Evaluations. 

• AC 120-54, Advanced Qualification Program. 

• AC 120-55, Air Carrier Operational Approval and Use of TCAS II. 

• AC 120-59, Air Carrier Internal Evaluation Programs. 

• AC 120-71, Standard Operating Procedures for Flight Deck Crewmembers. 

• AC 120-88, Preventing Injuries Caused by Turbulence. 

b. Orders/Other Documents. 
• To find the Airplane Flying Handbook go to: 

http://www.faa.gov/regulations_policies/handbooks_manuals/aircraft/airplane_handb

ook/. 

• To find the Order 8900.1, Flight Standards Information Management System go 

to: http://fsims.faa.gov/. 

• To find the Aeronautical Information Manual (AIM) go to: 

http://www.faa.gov/air_traffic/publications/atpubs/aim/. 

• To find FAA H-8083-15, Instrument Flying Handbook go to: 

http://www.faa.gov/library/manuals/aviation/instrument_flying_handbook/. 

• To find Instrument Flight Rules (IFR) En route Low Altitude and High Altitude 

Charts go to: http://www.naco.faa.gov/index.asp?xml=naco/catalog/charts/ifr/ifrchart. 

• To find the digital-Airport/Facility Directory (d-A/FD) go to: 

http://avn.faa.gov/index.asp?xml=aeronav/applications/d_afd. 

• To find Standard Terminal Arrival Routes (STAR) and Instrument Approach 

Procedure (IAP) Charts go to the digital Terminal Procedures Publication (d-TPP) 

application at: http:avn.faa.gov/index.asp?xml=aeronav/applications. 

• National Flight Data Center Office of the Asst. Secretary of Defense (NFDC) Notices 

to Airmen (NOTAM).

http://www.faa.gov/air_traffic/publications/notices/ 

• To find the Integrated Measurement of Crew Resource Management and Technical 

Flying Skills, DOT/FAA/RD-93/26 go to: 

http://ntl.bts.gov/lib/33000/33500/33527/33527.pdf.

• FAA Order 8040.4, Safety Risk Management. 

https://employees.faa.gov/tools_resources/orders_notices/ 

• To find the Pilot Guide to Takeoff Safety – Takeoff Safety Training AID go to: 

http://www.faa.gov/other_visit/aviation_industry/airline_operators/training/media/tak

eoff_safety.pdf. 

• To find the Wake Turbulence Training Aid go to: 

http://www.faa.gov/training_testing/training/media/wake/02FRMATR.PDF. 

• Pilot Windshear Guide Advisory Circular. 

http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/list/AC

%2000-54/$FILE/AC00-54.pdf 

• To find the Upset Recovery Training Aid go to: 

http://www.faa.gov/other_visit/aviation_industry/airline_operators/training/media/AP

_UpsetRecovery_Book.pdf. 
• Flight Standards Information Management System 8900.1 Winter Operations Guide 

to Air Carriers. 

http://fsims.faa.gov/WDocs/8900.1/V03%20Tech%20Admin/Chapter%2027/03_027

001.htm 

• To find the Controlled Flight Into Terrain Training Aid go to: 

http://www.faa.gov/training_testing/training/media/cfit/volume1/titlepg.pdf. 

• For information regarding additional Pilot Training topics go to: 

http://www.faa.gov/pilots/training/. 

c. Other Related CFRs. 

• Hazardous Material Regulation (HMR) Title 49 of the Code of Federal Regulations 

(49 CFR) part 175, Carriage by Aircraft. 

• Transportation Security Regulations (TSR) 49 CFR, subchapters A, B, C, and D. 

4. BACKGROUND. This AC is part of the Federal Aviation Administration’s (FAA) ongoing 

commitment to educate and inform aircraft operators and flightcrew members regarding the 

flightcrew member training requirements in part 121 Subpart BB (proposed). It provides 

guidance and information regarding requirements for traditional air carrier training programs to 

ensure that safety-critical training is included and to make a significant contribution to the FAA’s 

accident reduction goal. While these guidelines are not mandatory, they are derived from 

extensive FAA and industry experience in determining compliance with the pertinent CFR. 

Mandatory terms used in this AC such as “shall,” “must,” or “will” are used only in the sense of 

ensuring applicability of this particular method of compliance when the acceptable method of 

compliance described herein is used. Applicable regulations must also be referenced to assure 

compliance with the provisions therein. This AC does not change regulatory requirements or 

create additional ones, and does not authorize changes in, or deviations from, regulatory 

requirements. The provisions of the CFR are controlling. This document does not interpret the 

regulations. Interpretations are issued only under established agency procedures. This AC applies 

only to the training and evaluation of flightcrew members with respect to the proposed 

requirements set out in the referenced regulatory part. 

5. DISCUSSION. The reader should not rely solely on this document for qualification and 

related training requirements or the flightcrew member Qualification Performance Standards 

(QPS) for requirements in these areas. The reader must also use part 91 and part 121, subparts G, 

K, M, Q, R, S, T, V, X and BB (proposed). As described in the appropriate appendix of part 121, 

subpart BB (proposed), the certificate holder is required to construct a Flightcrew Operating 

Manual (FCOM) reflecting each of the tasks included in Table 3A of the relevant appendix 

(Appendix Q (proposed) for pilots or Appendix R (proposed) for Flight Engineers (FE)) 

describing how the certificate holder intends to operate its airplanes in revenue service. 

References for these descriptions should include any operational recommendations from the 

airplane Original Equipment Manufacturer (OEM), including any deviations from those 

recommendations chosen by the certificate holder and any consideration of the task description 

of those tasks as found in the relevant appendix (Appendix 1 for pilots or Appendix 2 for FE) of 

this document. Once the FCOM has been completed and approved by the FAA, it will be this 
FCOM that will be used for the development of the required training program to meet the 

training and evaluation requirements outlined in the relevant flightcrew member appendix of 

subpart BB (proposed). 

6. REQUEST FOR INFORMATION.

a. For information about this draft AC contact James K Sheppard, email: 

james.k.sheppard@faa.gov; Air Transportation Division (AFS-200), Flight Standards 

Service, Federal Aviation Administration, 800 Independence Avenue, SW., Washington, 

DC 20591; telephone (202) 267-8166. 

b. More information may be found on the Flight Standards Web site here: 

http://www.faa.gov. On this Web site, you will find Flight Standards programs, aviation 

safety inspector (ASI) handbooks and documents, the current aviation regulations of 14 

CFR, ACs, and other FAA information. 

7. AUDIENCE. This AC may be valuable to the following: 

• Air carriers operating under 14 CFR part 121; 

• Air carriers operating under part 135 required to comply with part 121 training 

requirements;

• ASIs with responsibilities for oversight of air carriers and the supervisors of those 

inspectors; 

• Certificate holders and employees of certificate holders under 14 CFR part 142;

• FAA personnel with responsibilities for oversight of part 142 training centers;

• Others involved in the development of aircraft standard operating procedures (SOP) and 

training programs;

• Crewmembers and others involved in flight operations under part 121; and

• Crewmembers and others required to train under part 121 requirements.

8. DEVELOPING TRAINING AND EVALUATION REQUIREMENTS FOR

FLIGHTCREW MEMBERS. 

Curriculum Categories. These are parts of a curriculum that relate to a flightcrew member’s 

qualification experience levels, first time qualification for a certificate holder, differences 

within type or series, maintaining and regaining qualification, and changes in operations. 

Curriculum categories include: new hire, initial, transition, conversion, upgrade, 

requalification, emergency, differences, special, and recurrent. Each curriculum category 

contains academic training and evaluation, and job performance training and evaluation, as 

required. 
The job performance (flight) tasks that should be addressed in initial, transition, conversion, 

upgrade, requalification, and/or recurrent training and/or evaluation are listed in the 

appropriate appendix of this document for the purpose of combining the cognitive and 

procedural knowledge obtained in academic training with psycho-motor skills deemed 

necessary for the accomplishment of the relevant task. The operational requirements should 

be developed from the tasks and environments described in the relevant QPS, including 

recommendations from the manufacturer of the applicable airplane and from other references 

(including this document) that directly address specific tasks or environments, and reflect the 

certificate holder’s intent for the manner in which each task is to be accomplished during line 

operations. Curricula should be developed to support the acquisition and maintenance of 

these skills. 

 For example, a flightcrew member receives academic training on a certificate holder’s 

procedures regarding the preflight crewmember briefing, and receives an academic test on 

those procedures. The flightcrew member then receives job performance training in the form 

of instruction and practice regarding his or her ability to perform the relevant job 

performance task(s) that is(are) required to competently complete the preflight inspection. 

Lastly, the flightcrew member then demonstrates his or her proficiency in the application of 

this knowledge through the accomplishment of the relevant task(s) listed under the 

evaluation(s) required in accordance with the applicable QPS. 

9. TYPES OF STANDARDS. 

a. Appendix 1. Generic Pilot Performance Standards; Tasks and Environments. 

Subject and Task/Environment Frequency: Because the FAA has determined that not 

all the subjects nor all the tasks or environments will be revisited or re-evaluated during 

each recurrent training session, the certificate holders will be expected to develop an 

alternating sequence where the appropriate subjects, tasks, and environments will be 

addressed at the intervals deemed appropriate by the FAA. The following is an example 

of what would be considered acceptable sequencing: 

(1) First 9-month segment (at 9 months): All of the academic subjects and job 

performance tasks and environments that are required every 9 months and a portion of those 

tasks required at least once every 36 months. 

(2) Second 9-month segment (at 18 months):All of the academic subjects and job 

performance tasks and environments that are required every 9 months and a portion of those 

tasks required at least once every 36 months. 

(3) Third 9-month segment (at 27 months): All of the academic subjects and job 

performance tasks and environments that are required every 9 months and a portion of those 

tasks required at least once every 36 months 

(4) Fourth 9-month segment (at 36 months): All of the academic subjects and job 

performance tasks and environments that are required every 9 months and the remaining portion 

of tasks required at least once every 36 months.
b. Related Aircraft. In developing the certificate holder’s training program, the FAA 

may allow a certificate holder to reduce the training, testing, checking, recency of 

experience, or operating experience requirements based on a designation by the FAA that 

the certificate holder is operating related aircraft. Related aircraft is defined in proposed 14 

CFR 121.1206 as any two or more aircraft of the same make with either the same or 

different type certification data sheets that have been demonstrated and determined to have 

commonality to the extent that credit between those aircraft may be applied for training, 

testing, checking, recency of experience, or operating experience, as authorized by the 

FAA. 

 Upon application to the FAA, the FAA conducts an analysis of a new or derivative aircraft 

to determine if similarities in configuration, performance, or handling qualities exist 

between any two or more aircraft of the same make or between any two or more aircraft 

within an existing airplane type or series. This analysis will determine if sufficient 

similarities exist that would warrant these aircraft being classified as “related” aircraft. 

This process is described further in draft Advisory Circular 120-53B that is also available 

for comment in the docket for the corresponding rulemaking. 

10. ADMINISTERING CRM TRAINING. 

a. CRM Training. Crew resource management training ensures that crewmembers 

can effectively use all available resources, including human resources, hardware, and 

information to ensure that situational awareness is maintained and the crew is 

communicating. CRM training, as proposed in the rule, encourages air carriers to train in a 

full crew concept to ensure all crewmembers and dispatchers can work together and 

communicate as a team for the safe operation of the flight. The administration of CRM 

training, includes the behaviors that will be taught and tested. CRM is not a single task, but 

rather a set of competencies that will be evident in all tasks in this QPS. 

b. CRM deficiencies. These contribute to the unsatisfactory technical performance of 

a task. Therefore, the CRM competencies are valuable for debriefing. For debriefing 

purposes, an amplified list of these competencies, expressed as behavioral markers, is in 

the current edition of AC 120-51. 

c. Joint CRM Training. Certificate holders should conduct flightcrew member and 

Flight Attendant (F/A) CRM scenarios together whenever possible. When not possible, 

certificate holders should include information in flightcrew members training that 

addresses the role of F/A during emergency situations. 

11. CONTINUOUS ANALYSIS PROCESS (CAP). 

a. Improving Training and Qualification Programs. The CAP is intended to 

provide a method for the certificate holder to internally evaluate and, where necessary, 

develop and incorporate any required improvement in the training and qualification 

programs used by the certificate holder. The certificate holder is responsible for designating 

responsibility for the continuous monitoring of the programs used to train and qualify 

flightcrew members and dispatchers of part 121 operations. The certificate holder will 

ensure appropriate and adequate assessment tools (testing, checking, critique, inspection, 
observation, documenting, evaluation, and analysis) are utilized to enable the certificate 

holder to validate the effectiveness of the qualification and training program, or the need to 

change that program. 

b. Components of a CAP. The components of the process will be described by the 

certificate holder and provide for the continuous analysis of the certificate holder’s 

FAA-approved training programs. The CAP will be approved by the FAA. 

(1) Attributes of the continuous analysis process that will be defined by the certificate 

holder are: 

(a) Description of the CAP process. 

(b) Who is responsible for the CAP? 

(c) Who has authority to change the CAP? 

(d) Controls - Policy, procedure, training, evaluation.

(e) Documenting and Measurement. 

(f) Interfaces between Departments. 

(g) Consistency of policy, procedures, and manuals between departments. 

(2) Assessment tools: 

(a) Testing. 

(b) Checking. 

(c) Critique. 

(d) Inspection and observation. 

(e) Documentation. 

(f) Evaluation and analysis. 

(3) Modification and adjustment of the qualification and training program. 

(4) Approval for modification and adjustment. 

John M. Allen 

Director, Flight Standards Service
Page 1 

APPENDIX 1. GENERIC PILOT PERFORMANCE STANDARDS 

TASKS and ENVIRONMENTS 

NOTE: Related sections of Title 14 of the Code of Federal Regulations 

(14 CFR) part 121; see §§ 121.133; 121.135; and the following proposed 

§§ 121.1201; 121.1203; 121.1205; 121.1221; 121.1253; 121.1255; 121.1257; 

121.1271; 121.1281; 121.1341; 121.1343; 121.1361; 121.1363; 121.1365; 

121.1367; 121.1377; 121.1379; 121.1381; 121.1383; 121.1385; 121.1387, 

121.1389, and 121.1391. 

1. GENERIC PROCEDURES AND EXPECTATIONS OF PERFORMANCE. This 

appendix describes the generic procedures for completing tasks, for operating in or near critical 

environments, and sets out the performance expectations of the flightcrew member when 

performing these tasks and conducting these operations. The intent of the Federal Aviation 

Administration (FAA) is to have the certificate holder tailor these generic procedures in such a 

manner that the result will reflect the operating environment and the equipment currently in 

service (or planned for service) for the certificate holder’s approved operations. For example, an 

operator in Alaska may operate in a different environment and with different equipment than an 

operator in Florida. While the tasks and environments described in this appendix include the 

performance expectations that will provide safe and efficient operation of the aircraft, the FAA 

expects that the recommendations of the aircraft Original Equipment Manufacturer (OEM) to 

take precedence regarding specific procedures that may differ from those contained herein; and 

that the certificate holder may find it necessary to adjust some of the specific procedures 

contained herein to properly and completely address the certificate holder’s operation. These 

procedures and performance expectations make up the certificate holder’s FAA-approved 

Flightcrew Operating Manual (FCOM) required by § 121.133(c) (proposed). Also, the FAA 

expects that the specifics identified in the FCOM will include the duties that apply to the Pilot 

Flying (PF) the aircraft and the pilot monitoring (PM) the aircraft in accordance with the 

procedures the certificate holder uses in operations under this part. The FCOM will be approved 

by the certificate holder’s Principal Operations Inspector (POI) and will be used to develop and 

conduct the certificate holder’s FAA-approved training program for the aircraft they operate 

under part 121. Together, these efforts will provide the very best opportunity to ensure that pilots 

will fly as they are trained and that they will be trained as they are expected to fly. 

2. Table 3A in appendix R for flight engineers incorporates the same format as the pilot tasks in 

Table 3A of appendix Q. Understanding that the flight engineer is part of the full crew concept, 

training under this concept would require the flight engineer to be exposed to essentially the 

same tasks as the pilots. However, in this exposure, the flight engineer would have differing 

responsibilities and performance requirements for each such task than the pilots. In some cases, 

depending on the type aircraft, the flight engineer may have no other responsibilities than to 

monitor pilot performance of certain tasks. In other cases, the flight engineer would be a full 

participant in certain tasks or may be solely responsible for other tasks. The term flightcrew 

member is used to be inclusive of pilots and flight engineers. If the term flightcrew member is 

used, it can mean an individual requirement for the pilot or flight engineer or a coordinated crew 

requirement. If the term pilot is used it means an individual pilot requirement. Therefore, the 

required performance and evaluation task requirements for flight engineers will be carefully 

evaluated in the context of these differing operational responsibilities. 
a. The conditions that are to be considered for accomplishment of any relevant task: 

(1) Weather is, or is not, a complicating factor. 

(2) If visibility is a complicating factor: 

(a) The takeoff will use the prescribed procedures for the existing conditions; 

(b) Approach and landing will use the increasingly accurate instrument approach 

procedures defined in accordance with the certificate holder’s operating specifications 

(OpSpecs). 

b. If performance is influenced by temperature, pressure altitude, atmospheric or 

precipitative conditions (winds, rain, drizzle, ice, snow), appropriate adjustments will be 

made to the type of takeoff or approach and landing that is to be flown, the aircraft 

configuration that is to be used, and the requirement to operate the airplane within the 

reduced tolerances applicable, including airspeed, runway touchdown point, and aircraft 

controls that will be used. 

c. The basic premise of Job Performance Training (JPT) is to provide a student: 

(1) An understanding of what tasks are to be performed.

(2) A general description of what each task is to look like and what that task is to 

provide. 

(3) Sufficient information as to where and how the aircraft will be maneuvered, including 

the timing for that maneuvering, to position the aircraft in the proper configuration, location, 

speed, and inertia that will facilitate the correct accomplishment of the task. 

(4) Sufficient practice for the student to be able to get the airplane to the required 

configuration, location, speed, and inertia each time they attempt a given task. 

(5) Sufficient understanding of the task to be able to identify when one or more of the 

necessary parameters is not correct, or to identify that inertia is taking the aircraft to an 

unsatisfactory condition. 

(6) Sufficient practice in determining how to correct parameters and continue the task or 

determining that the task should be abandoned. 

d. If the certificate holder adds tasks or environments to or adjusts those tasks or 

environments listed in this attachment, those tasks or environments will describe the 

performance expectations and criteria for each such additional or adjusted task or 

environment. In accordance with § 121.133(c) (proposed), these changes to the FCOM will 

be submitted to the POI for approval. 
e. If the certificate holder’s operation does not permit, or the operation of the aircraft 

flown by the certificate holder does not require one or more of the tasks listed in this 

appendix, those tasks will not be included in the FCOM. 

3. AREA 1.0: ALL OPERATIONS. 

The flightcrew member will demonstrate the performance criteria under the prescribed 

conditions. Any selected condition may be addressed unless a particular condition is specified. 

4. TASK 1.1: NORMAL PROCEDURES - PERFORMANCE EXPECTATIONS AND 

CRITERIA. 

The flightcrew member will: 

a. Properly maintain situational awareness (SA) of the events and circumstances at all 

times. 

b. Demonstrate ability to continuously monitor and to identify any potential hazards or 

threats to the safety of the flight. 

c. Demonstrate ability to communicate and manage available resources. 

d. Comply with the provisions of the FCOM, standard operating procedures (SOP), 

and minimum equipment list (MEL) (if appropriate) as they pertain to the particular 

aircraft, through all phases of flight and all operations. 

e. Plan and brief automation modes and configurations.

f. Verbalize entries and changes made to automated systems to ensure the other 

flightcrew member(s) is(are) aware of the changes being made. 

g. Call for and complete the proper normal, abnormal, or emergency checklist(s). 

h. Ensure proper crew and passenger briefings are completed. 

i. Crew briefing should include automation modes and configurations, following 

guidelines for PF and PM duties for operation of automated systems. 

j. Comply with §121.397, emergency and emergency evacuation duties. 

5. TASK 1.2: OPERATION OF SYSTEMS AND CONTROLS AT THE FLIGHT 

ENGINEER’S (FE) PANEL – PERFORMANCE EXPECTATIONS AND CRITERIA. 

a. Ensure that the flightcrew member is able to and properly demonstrate an 

understanding of the relationship of the aircraft’s phase of flight, how to assess the status of 

the aircraft’s systems, and when to take necessary corrective actions. 

b. Ensure that the flightcrew member properly exercise the controls and systems 

represented at the FE panel during all phases of flight. 
6. TASK 1.3: HUMAN FACTORS AND CREW RESOURCE MANAGEMENT (CRM) – 

PERFORMANCE EXPECTATIONS AND CRITERIA. 

The flightcrew member will: 

a. Properly demonstrate orientation, division of attention, and proper planning. 

b. Observe indication of situation, condition, or problem and announce to the crew. 

c. Monitor SA of others. 

d. Maintain an awareness of the automation modes selected by crew or initiated by 

flight management system (FMS). 

e. Limit automation programming during critical phases or conditions of flight. 

f. Consider contingency requirements for factors that may affect flight status or 

safety. 

g. Manage time critical tasks and situational demands by prioritizing flight team 

activities. 

h. Plan for high workload situations and anticipate potential problems. 

i. Confirm system fault diagnosis with crew and review possible causes. 

j. Identify and discuss alternative course(s) of action. 

k. Monitor and evaluate progress of action plan, and if time permits, tests the plan’s 

validity. 

l. Identify situations where additional resources are needed. 

m. Involve other crewmembers, dispatchers, and maintenance control personnel in 

option analysis. 

n. Consider the risks of alternative courses of action. 

o. Demonstrate an awareness of environmental factors (e.g., air traffic control (ATC), 

navigation, weather, airports, and terrain) that are potentially hazardous to safety of flight 

operations. 

p. Ensure that crewmember roles, tasks, responsibilities, and expectations are clearly 

defined and understood. 

q. Determine, plan, and discuss aircraft configurations, airport specific procedures, 

and performance factors. 

r. Demonstrate flightcrew and ground crew coordination (effective communications 

with other crewmembers) required for the tasks being completed. 
s. Plan for, brief, and debrief operational requirements, safety issues, placards, and 

MELs, and, to the extent practical, encourages all crewmembers to participate. 

t. Manage operations as planned and briefed, and communicate changes or deviations 

from that plan. 

u. Acknowledge, via read back, any ATC clearance and ensures the remainder of the 

crew is aware of the new clearance. 

v. Acknowledge all crew callouts. 

w. Establish goals based on current conditions and formulate backup plans on 

anticipated conditions. 

x. Determine how SOP deviations will be handled. 

y.Recognize and act to counter the effects of stress or fatigue, both personally and in 

fellow crewmembers. 

7. TASK 1.4: AIRCRAFT HANDLING STANDARDS – PERFORMANCE

EXPECTATIONS AND CRITERIA. 

a. This task ensures: 

(1) The flightcrew member is able to and properly maintains the trim condition of the 

aircraft. 

(2) Determine and adjust the configuration of the aircraft as conditions require. 

(3) Engage or disengage the auto-flight mode of the aircraft as conditions require. 

(4) Adjust the flight controls to acquire and maintain the proper flight path and speed 

with respect to the horizon. 

(5) Demonstrate an understanding of coordinated flight and an understanding that 

sideslip or rapid uncoordinated movement of the rudder may exceed the design limit of the 

aircraft. 

b. The flightcrew member will: 

(1) Maintain smooth, positive aircraft attitude control in pitch, roll, and yaw to achieve 

and maintain appropriate flight path. 

(2) Maintain an airspeed appropriate to the aircraft configuration and flight conditions. 

(3) Use the appropriate aircraft configuration for normal and abnormal situations and 

procedures. 

(4) Properly trim for the configuration or condition, if not automatic. 
(5) Recognize correction overshoot from target parameter. 

(a) Speed. Maintain the appropriate airspeed within ±10 knots, but never less than 

takeoff safety speed (V2)-5 knots during takeoff or reference speed for final approach (VREF)-5 

knots during approach. 

(b) Pitch attitude not in excess of the maximum established in the FCOM (if 

applicable). 

(c) Roll (Bank). 

1. The angle of bank not in excess of 30° (+5°). 

2. The bank angle limited to 15° until an airspeed is reached that will safely 

permit bank angles larger than 15°. 

3. With an engine inoperative, if appropriate and recommended by the FCOM, 

establishes a bank of approximately 5° toward the operating engine(s). 

(d) Altitude. 

1. Maintain altitude within ±100 feet (30 meters), when a constant altitude is 

specified and is within the capability of the aircraft. 

2. Errors of more than 100 feet are promptly corrected. 

NOTE: An altitude error of more than 200 feet is not acceptable 

 performance. 

(e) Rate of Descent. 

1. Maintain a stabilized rate of descent not to exceed 2,000 feet per minute (fpm) 

below an altitude of 2,000 feet above ground level (AGL). 

2. Maintain a stabilized rate of descent not to exceed 1,000 fpm below an 

altitude of 1,000 feet AGL. 

3. Maintain a stabilized rate of descent not to exceed 1,000 fpm unless the 

instrument approach procedure or an abnormal condition requires a higher descent rate, and brief 

the approach accordingly. 

(f) Heading 

1. Maintain heading within ±10° of the specified heading. 

2. Maintain the specified course within one-quarter scale deflection of the course 

deviation indicator (CDI), ±5° on the radio magnetic indicator (RMI) or bearing pointer, ±1 NM 

on a distance measuring equipment (DME) arc, or Area Navigation (RNAV) course within a 

cross-track error not in excess of the specified Required Navigation Performance (RNP). 
3. Maintain track (ground track flown without electronic navigation aid 

guidance). Maintain the specified track within ±5°.

(g) Final approach segment 

Maintain a stabilized approach. Depart the FAF configured for landing and on the 

proper approach speed, power setting, and flight path before descending below the minimum 

stabilized approach height; e.g., 1,000 feet above the airport elevation and at a rate of descent no 

greater than 1,000 feet per minute (fpm), unless specifically briefed. 

8. TASK 1.5: ATC COMMUNICATION AND PROCEDURES – PERFORMANCE 

EXPECTATIONS AND CRITERIA. 

a. Ensure that the flightcrew member is able to and properly interprets all ATC 

clearances received and, when necessary, requests clarification, verification, or change. 

b. The flightcrew member will: 

(1) Recognize the indication(s) of navigational station or waypoint passage. 

(2) Recognize navigation signal loss or RNP-related alerting. 

(3) Demonstrate the necessary flightcrew coordination required for compliance with 

ATC instructions and requests. 

(4) Select and use the appropriate communication or navigation frequencies. Insure that 

the navigation frequency is properly identified. 

(5) Establish communications with ATC, using proper phraseology or data link 

procedures. 

(6) Comply with all ATC clearances, instructions, or airspace restrictions. 

(7) Advise ATC when unable to comply with a clearance. 

(8) Comply with ATC reporting requirements. 

(9) Demonstrate competency in two-way radio communications or ATC data link failure 

procedures. 

(10) Use the current and appropriate navigation publications for the proposed flight. 

(11) Identify the navigation aids associated with non XLS approach procedures 

(12) Select, tune, identify, and confirm the operational status of ground and aircraft 

navigation equipment to be used for the approach. Low frequency non-directional radio beacon 

(NDB) identification will be continuously monitored when used as the primary navigation 

reference. Where applicable, checks automatic navigational aid identification on the navigation 

display. 
(13) Set the correct RNP reference prior to any procedure where the default RNP is not 

appropriate. 

(14) Locate the aircraft position using radials, bearing, DME range, coordinates, or 

navigation displays, as appropriate. 

(15) Adhere to ATC airspeed restrictions and adjustments. 

(16) Perform correct altimetry procedures, in accordance with the regulations, FCOM 

operational procedures, and ATC requirements. 

9. TASK 1.6: SEAT DEPENDENT TRAINING – PERFORMANCE EXPECTATIONS 

AND CRITERIA. 

a. The seat dependent task training that will be provided for all check pilots, IOE 

pilots, pilot flight instructors, relief pilots, and PICs and SICs if a certificate holder 

authorizes the PIC to operate the aircraft from the right hand pilot seat and the SIC to 

operate the aircraft from the left hand pilot seat is described in this paragraph. 

b. Seat dependent task training will address the use of systems that involve the flight 

path or speed of the aircraft and the use of systems that have controls not centrally located, 

or are accessible or operable from only the left or from the right pilot seat and includes all 

of the following: 

(1) Normal takeoff 

(2) Rejected takeoff 

(3) Takeoff with the failure of an engine 

(4) Climb to, cruise at, or descent from an intermediate operating altitude 436 

(5) At least one recovery from an approach to stall conducted at “en route” operating 

altitudes 

(6) Precision instrument approach 

(7) Non-precision instrument approach 

(8) A missed approach 

(9) Landing with an engine failed 

c. To retain currency as a pilot qualified to operate the airplane from the opposite pilot 

seat, the pilot will complete, in an alternating sequence, a normally scheduled recurrent 

training session, and then a normally scheduled training session where 3 tasks will be 

completed from the opposite pilot seat. These three tasks are a recovery from an approach 

to stall at normal operating altitudes, a precision or non-precision approach, and a landing 

with an engine failed. 
d. Check pilots and pilot flight instructors authorized to conduct training or evaluation 

functions will be provided training and practice in conducting flight training or flight 

checks from the left hand and right hand pilot seats, including the required standard 

operating procedures, abnormal procedures, non-normal procedures, and emergency 

procedures sufficient to ensure competence to conduct the pilot training and flight checks 

required by this subpart. 

e. Check pilots and IOE pilots who are authorized to conduct operating experience or 

line checks in the airplane during flight, will be provided training and practice in the safety 

measures to be taken from either pilot seat for emergency situations that are likely to 

develop during flight operations. 

f. Training and evaluation in the airplane is limited to certificate holders operating in 

accordance with the deviation described in § 121.1345(b). 

10. TASK 1.7: MEL RELIEF – PERFORMANCE EXPECTATIONS AND CRITERIA. 

The flightcrew member will: 

a. Understand the MEL concept. 

b. Consider factors that restrict aircraft operation. 

c. Apply the provisions of the MEL appropriate for the maintenance log discrepancy. 

11. AREA 2.0: PREFLIGHT PROCEDURES. 

12. TASK 2.1: PLANNING – PERFORMANCE EXPECTATIONS AND CRITERIA. 

The flightcrew member will consider the following: 

a. Factors such as wind, wake turbulence, aircraft gross weight, temperature, 

obstructions, pressure altitude, density altitude, possible windshear, runway surface 

condition and length, and other related factors in calculating or selecting proper 

performance data. 

b. Factors to be applied to the approach and landing such as displaced thresholds, 

meteorological conditions, Notices to Airmen (NOTAM), and ATC instructions. 

c. Provisions of the appropriate operations specifications, operating limitations, 

FCOM, MEL or Configuration Deviation List (CDL), Weight and Balance (W&B) data, 

and the maintenance logbook as they pertain to the planned operation described in the 

dispatch release. 

d. Application of the necessary adjustments to the published DA or DH and visibility 

criteria for the aircraft approach category as required: 

(1) NOTAMS. 

(2) Inoperative aircraft and ground navigation equipment. 
(3) Inoperative visual aids associated with the landing environment. 

(4) Weather service reporting factors and criteria. 

13. TASK 2.2: FLIGHT DECK (INSPECTION OR PREFLIGHT) – PERFORMANCE 

EXPECTATIONS AND CRITERIA. 

The flightcrew member will: 

a. Properly coordinate with ground crew and ensure adequate clearance prior to 

supplying power to, or operating, any devices such as doors, hatches, or flight control 

surfaces. 

b. Locate the documents required for flight, including airworthiness and registration 

certificates, operations specifications (if appropriate), FCOM, MEL, CDL, W&B data, and 

the maintenance logbook. 

c. Verify that the aircraft is safe for flight by examining and, if appropriate, servicing, 

or ensuring that servicing is provided for, items such as: 

(1) Engine(s), including controls and indicators. 

(2) Fuel quantity (if interior inspection is appropriate to the aircraft). 

(3) Oil quantity (if interior inspection is appropriate to the aircraft). 

(4) Hydraulic fluid quantity (if interior inspection is appropriate to the aircraft). 

(5) Oxygen quantity and pressures for crew and passengers (if interior inspection is 

appropriate to the aircraft). 

(6) Fire protection and detection systems for proper operation, pressures, and discharge 

indications. 

(7) Pneumatic system pressures (if interior inspection is appropriate to the aircraft). 

(8) Ground environmental systems for proper operation. 

(9) Auxiliary power unit (APU). 

(10) Anti-ice and de-ice systems. 

14. TASK 2.3: CABIN INSPECTION – PERFORMANCE EXPECTATIONS AND 

CRITERIA. 

The flightcrew member will: 

a. Prepare the cabin for a positioning flight with no cabin crew aboard. The flightcrew 

member is not required to prepare the cabin for passenger safety in revenue service. 
b. Locate and use: 

(1) All emergency equipment. 

(2) Each emergency exit. 

c. Identify noticeable inoperative cabin equipment. 

d. Visually inspect the aircraft cabin to ensure the aircraft is safe for flight. 

e. Take necessary actions prescribed by the FCOM for safe flight or crew evacuation. 

15. TASK 2.4: EXTERIOR INSPECTION – PERFORMANCE EXPECTATIONS AND 

CRITERIA. 

NOTE: The crew may use an approved pictorial display that realistically portrays the 

location and detail of inspection items instead of an actual exterior inspection. Flight 

Instructors, Check Pilots, and initial operating experience (IOE) Pilots may be approved to 

certify a flightcrew member’s proficiency in exterior inspections. To complete this task 

satisfactorily, the pilot will: 

The flightcrew member will: 

a. Check the general area around the aircraft for hazards to the safety of the aircraft 

and personnel. 

b. Determine that the aircraft is airworthy and safe for flight. 

c. Verify that the aircraft is safe for flight by examining and, if appropriate, servicing 

items such as: 

(1) Engines, for closed and latched access panels, leaks other than normal drainage, 

intake and exhaust areas for freedom from foreign object damage (FOD) hazards, and pylon 

alignment marks, as appropriate. 

(2) Fuel quantity (if exterior inspection is appropriate to the aircraft). 

(3) Oil quantity (if exterior inspection is appropriate to the aircraft). 

(4) Hydraulic fluid quantity (if exterior inspection is appropriate to the aircraft). 

(5) Oxygen quantity and pressures for crew and passengers (if exterior inspection is 

appropriate to the aircraft). 

(6) Landing gear, brakes, and steering system. 

(7) Tires for condition, inflation, and correct mounting, where applicable. 

(8) Fire protection and detection systems for pressures and absence of discharge 

indications (if exterior inspection is appropriate to the aircraft). 
(9) Pneumatic system pressures (if exterior inspection is appropriate to the aircraft). 

(10) Auxiliary Power Unit (APU). 

(11) Flight control systems including trim, spoilers, ailerons, leading and trailing edge 

slats and flaps, elevator, stabilizer, and rudder, as appropriate. 

(12) Anti-ice and de-ice systems. 

(13) General airframe and structural integrity, including scratches, tears, holes, or 

dents and the fit and security of panels, doors, and hatches.

16. TASK 2.5: NAVIGATION SYSTEM SETUP – PERFORMANCE EXPECTATIONS 

AND CRITERIA. (APPLICABLE TO PF AND PM) 

The flightcrew member will: 

a. Monitor the navigation system for fault indications, or for the results of self-tests. 

b. Ensure the system is operating normally. 

c. Verify aircraft, engine, and other data for accuracy. 

d. Enter, or recall, the planned route of flight. 

e. Enter performance-related data, such as thrust levels, planned speeds and other 

vertical navigation profile information. 

f. Perform crosschecks and crew verification procedures in accordance with the 

FCOM. 

17. AREA 3.0: GROUND OPERATIONS – PERFORMANCE EXPECTATIONS AND 

CRITERIA. 

The flightcrew member will maintain constant vigilance and lookout of the general area 

around the aircraft for hazards to the safety of the aircraft, personnel, other aircraft, vehicles, 

equipment, and structures. 

18. TASK 3.1: ENGINE START – PERFORMANCE EXPECTATIONS AND CRITERIA. 

The flightcrew member will: 

a. Follow ground safety procedures during before-start, start, and after-start phases of 

ground operations. 

b. Use required ground crew personnel during the before-start, start, and after-start 

functions. 

19. TASK 3.1.1: ENGINE START – NORMAL – PERFORMANCE EXPECTATIONS 

AND CRITERIA. 
The flightcrew member will monitor appropriate indications; 

a. Under varying weather conditions. 

b. When using normal, auxiliary power unit (APU), external power, pneumatic 

sources, or cross-bleed methods, as appropriate. 

c. Be prepared to identify abnormal start indications (hot start, hung start, no fuel 

flow, no ignition etc. 

20. TASK 3.1.2: ENGINE START – NON-NORMAL – PERFORMANCE

EXPECTATIONS AND CRITERIA. 

The flightcrew member will: 

a. Monitor appropriate engine indications. 

b. Take appropriate action in the event of a malfunction during the start process. 

21. TASK 3.2: PUSHBACK OR POWERBACK – PERFORMANCE EXPECTATIONS 

AND CRITERIA. 

The flightcrew member will: 

a. Maintain communications with ground crew throughout the process. 

b. Avoid use of brakes unless requested by ground crew. 

c. Execute proper and complete pushback or powerback procedures (as appropriate to 

the aircraft). 

22. TASK 3.3: TAXI (CREW ITEM) – PERFORMANCE EXPECTATIONS AND 

CRITERIA. 

The flightcrew member will: 

a. Conduct taxi operations in any condition, including the lowest visibility Runway 

Visual Range (RVR) authorized. 

b. Demonstrate safe taxi procedures by maintaining correct and positive airplane 

control and in congested or potentially high traffic areas. 

c. Maintain proper spacing on other aircraft, obstructions, and persons. 

d. Accomplish the applicable checklist items, and ensure all required checks, as 

required by the appropriate checklist items, are accomplished in a timely manner and as 

recommended by the manufacturer. 

23. TASK 3.3.1: USE OF AIRPORT DIAGRAM (SURFACE MOVEMENT CHART) 
The flightcrew member will properly use airport diagram (surface movement chart) to aid in 

maintaining positional awareness. 

24. TASK 3.3.2: APPROPRIATE CLEARANCE BEFOFRE CROSSING OR ENTERING 

ACTIVE RUNWAYS. 

The flightcrew member will comply with instructions issued by ATC, securing appropriate 

clearance before crossing or entering active runways. 

25. TASK 3.3.3: OBSERVATION OF ALL SURFACE MOVEMENT GUIDANCE 

CONTROL MARKING AND LIGHTING. 

The flightcrew member will observe all surface movement guidance control markings and 

lighting, including runway hold lines, localizer, glide slope critical areas, and other surface 

control markings and lighting. 

26. TASK 3.4: (3.4.1 AND 3.4.2 INCLUSIVE) PRE–TAKEOFF PROCEDURES – 

PERFORMANCE EXPECTATIONS AND CRITERIA. 

The flightcrew member will: 

a. Considers the operational factors that could affect the takeoff, such as— 

(1) Takeoff warning inhibit systems; 

(2) Aircraft characteristics; 

(3) Runway length; 

(4) Surface conditions; 

(5) Wind direction and speed – including gusts if present; 

(6) Wake turbulence from previously departing aircraft;

(7) Runway and departure area obstructions; and 

(8) Other related factors that could adversely affect safety. 

b. Interpret information and clearances received with respect to proper settings for 

instrument references, flight director (FD) and autopilot (AP) controls, and navigation and 

communications equipment. 

c. Confirm that aircraft trim and wing high lift devices are configured properly. 

d. Obtain (or acknowledge, as appropriate) the takeoff and departure clearance as 

issued by ATC. 

e. Ensure that the runway onto which the aircraft is taxiing is the runway for which 

takeoff clearance was issued. 
27. TASK 3.5: DEICING BEFORE TAKEOFF (CREW ITEM) – PERFORMANCE 

EXPECTATIONS AND CRITERIA. 

The flightcrew member will: 

a. Understand the necessity that all surfaces are free of snow, frost, or ice before 

flight. 

b. Ensure all surfaces are free of contaminants before flight. 

c. Ensure the complete and appropriate application of a proper mix of deicing fluid, 

and ensure proper preparation of the aircraft for such application. 

d. Understand the concept of holdover time (time of useful application), and comply 

with associated restrictions applicable to takeoff timing. 

e. Correctly operate de-icing systems or equipment. 

28. TASK 3.6: ANTI-ICING (AFTER START, BEFORE TAKEOFF) – PERFORMANCE 

EXPECTATIONS AND CRITERIA. 

The flightcrew member will: 

a. Understand the certificate holder’s ground anti-icing program. 

b. Determine the need for and properly use anti-icing prior to takeoff. 

29. TASK 3.7: AFTER LANDING – PERFORMANCE EXPECTATIONS AND 

CRITERIA. 

The flightcrew member will: 

a. Promptly clear the landing runway, avoiding an incursion on any other runway in 

the process. 

b. Take no other action (after landing flow or checklist) until the aircraft is clear of the 

runway, a safe taxi speed is reached (or the aircraft is stopped), and a suitable ATC 

clearance has been received. 

30. TASK 3.8: PARKING AND SECURING – PERFORMANCE EXPECTATIONS AND 

CRITERIA. 

The flightcrew member will: 

a. Exercise safe taxi procedures by maintaining correct and positive airplane control. 

b. Maintain proper spacing on other aircraft, obstructions, and persons. 

c. Use available visual docking system (or marshaller) to properly park the aircraft. 
d. Complete the post-flight/engine shut-down checklists. 

31. AREA 4.0: TAKEOFF (GENERAL) – PERFORMANCE EXPECTATIONS AND 

CRITERIA. 

NOTE: The takeoff begins at brake release (or the application of thrust with the intention of 

flight for those aircraft not using brakes) and ends when the aircraft is airborne and a climb 

configuration is achieved, or in the event of a rejected takeoff, when the aircraft is stopped or 

has reached a safe taxi speed. 

The flightcrew member will: 

a. Assess take-off and climb hazards (particularly those related to obstacles) and any 

effect of land-and-hold-short operations (LAHSO) or simultaneous operations on 

intersecting runway (SOIR) if conducted on a runway that crosses the takeoff runway. 

b. Ensure takeoff clearance is received and that the correct runway is being entered for 

takeoff prior to crossing the hold short line. 

c. Taxi into position to maximize the available runway and align the aircraft on the 

runway centerline. 

d. Apply the aerodynamic and ground controls correctly to maintain longitudinal 

alignment on the centerline of the runway prior to and during the takeoff. 

e. Adjust the engine controls for the existing conditions and verifies the expected 

engine performance. 

f. Monitor engine and other aircraft controls, settings, and instruments during takeoff 

to ensure all predetermined parameters are achieved and maintained. 

g. Monitor aircraft airspeed to determine normal acceleration during takeoff ground 

roll. 

h. Maintain aircraft alignment with the runway centerline during the takeoff roll. 

i. Maintain forward control column (or side stick controller) pressure to ensure 

positive contact of the nose gear with the runway surface for adequate nosewheel/rudder 

pedal steering capability until sufficient aerodynamic control is achieved. 

j. Maintain wings-level attitude, using sufficient lateral control (aileron) to prevent the 

upwind wing from rising during the takeoff roll and during the rotation to proper pitch 

attitude. On appropriately equipped aircraft, caution will be used to prevent roll-control 

spoilers from extending with lateral control application. 

k. When reaching an airspeed approaching rotation speed (i.e., approximately rotation 

speed (VR)-8 knots) move the control column (or side stick controller) to a neutral, or 

slightly aft of neutral, position in preparation to initiate rotation for takeoff. 
l. Rotate at the proper airspeed, at the proper rate (3°/sec), to the proper pitch attitude 

for the aircraft configuration, maintaining wings level attitude. 

m. After ensuring a positive rate of climb via 2 separate sources, call for the landing 

gear-up. 

n. Maintain a positive rate of climb throughout the takeoff and initial climb. 

o. Adjust the pitch attitude at the predetermined airspeed or V-speed to attain the 

desired performance for the particular takeoff segment. 

p. Use the applicable noise abatement/wake turbulence avoidance procedures, as 

required. 

q. Accomplish, or call for and verify the accomplishment of, the appropriate checklist 

items in a timely manner and as recommended by the manufacturer. 

r. Maintain the desired heading or ground track (as appropriate), ±5°, and the desired 

airspeed (V-speed), ±5 knots (of the appropriate V-speed range). 

32. TASK 4.1: TAKEOFF WITH AND WITHOUT CROSSWIND – ALL ENGINES 

OPERATING – PERFORMANCE EXPECTATIONS AND CRITERIA. 

The flightcrew member will: 

a. Practice to proficiency during each 9 month training cycle at the maximum 

demonstrated crosswind for the aircraft. For evaluation purposes maximum demonstrated 

crosswind is not required. 

b. Assess the changing effect of the crosswind component to make control corrections 

as required. 

c. After lift-off, transition smoothly and accurately into a stabilized climb, maintaining 

required ground track or heading, as appropriate, until a turn is required. 

33. TASK 4.2: TAKEOFF IN INSTRUMENT CONDITIONS; LOWEST AUTHORIZED 

RVR – PERFORMANCE EXPECTATIONS AND CRITERIA. 

The flightcrew member will: 

a. Practiced to proficiency in training under the lowest visibility authorized for 

takeoff. 

b. During the rotation, transition smoothly and accurately from outside visual 

reference(s) to instrument meteorological conditions. 

c. After liftoff, transition smoothly and accurately into a stabilized climb, maintaining 

required heading or assigned navigation radial, as appropriate, until a turn is required. 
34. TASK 4.3: TAKEOFF WITH ENGINE FAILURE – PERFORMANCE

EXPECTATIONS AND CRITERIA. 

The flightcrew member will: 

a. Practiced takeoffs to proficiency in training with the failure of the most critical 

engine. 

b. Observe flight and engine instruments or divergence from the runway centerline to 

assess loss of thrust. 

c. Identify those situations that require a rejected takeoff and make timely decision to 

continue or reject the takeoff. 

d. Maintain aircraft alignment with the runway. 

35. TASK 4.3.1: TAKEOFF WITH ENGINE FAILURE BETWEEN TAKEOFF 

DECISION SPEED (V1) AND VR – PERFORMANCE EXPECTATIONS AND 

CRITERIA. FOR EVALUATION, TASK 4.3.1 OR 4.3.2 MAY BE USED. FOR 

RECURRENT TRAINING, TASK 4.3.1 AND 4.3.2 MAY BE USED ALTERNATELY 

EVERY 9 MONTHS. 

The flightcrew member will: 

a. Practiced to proficiency takeoffs in training with the engine failure after V1 and 

prior to takeoff safety speed (V2); or as close as possible after V1 when V1 and V2, or V1

and VR are identical. 

b. Continue the takeoff if abnormality or emergency (in accordance with FCOM 

procedures) occurs at or after V1 speed. 

c. Maintain a wings-level attitude during the takeoff roll and during the rotation to 

proper pitch attitude. 

d. Rotate at the proper airspeed, at the proper rate, to the proper pitch attitude for the 

aircraft configuration, maintaining a wings level attitude and ensuring that the inclinometer 

reference remains centered through proper application of rudder input. 

e. In accordance with FCOM procedures, and after ensuring a positive rate of climb, 

call for the landing gear UP, if appropriate. 

f. Transition smoothly and accurately into a stabilized climb, maintaining the aircraft 

in a coordinated condition. 

g. Maintain required ground track (or heading) and attitude appropriate for climb 

performance and terrain clearance as appropriate, until a turn is required. 

h. Make suitable decision to return to airport or divert, as appropriate. 
36. TASK 4.3.2: TAKEOFF WITH ENGINE FAILURE BETWEEN VR AND 500 FT 

ABOVE FIELD ELEVATION – PERFORMANCE EXPECTATIONS AND CRITERIA. 

FOR EVALUATION, 

The flightcrew member will: 

a. Practice to proficiency takeoffs in training with the engine failure after VR such that 

nosewheel steering provides no directional control assistance and that visual cues for lateral 

direction are not available. 

b. Maintain a wings-level attitude during the takeoff roll and during the rotation to 

proper pitch attitude. 

c. Rotate at the proper airspeed, at the proper rate, to the proper pitch attitude for the 

aircraft configuration, maintaining a wings level attitude and ensuring that the inclinometer 

reference remains centered through proper application of rudder input. 

d. Maintain required ground track (or heading) and attitude appropriate for climb 

performance and terrain clearance as appropriate, until a turn is required. 

e. Make suitable decision to return to airport or divert, as appropriate. 

37. TASK 4.4: REJECTED TAKEOFF WITH LOWEST AUTHORIZED RVR – 

PERFORMANCE EXPECTATIONS AND CRITERIA. 

The flightcrew member will: 

a. Practiced to proficiency takeoffs in training with the cause for the decision to reject 

presented so that the decision may be made prior to V1 speed. 

b. Abort the takeoff if abnormality or emergency (in accordance with FCOM 

procedures) occurs prior to the decision (V1) speed. 

(1) Identify critical situation and makes timely decision to reject the take-off. 

(2) Reduce all engine power promptly to idle and simultaneously apply maximum wheel 

brakes. 

(3) Use spoilers, thrust or propeller reverse, and other drag or braking devices, as 

appropriate, to bring the aircraft to a safe stop on the runway or stopway surface. 

c. As soon as practical, advise, or instruct the other flightcrew member to advise, ATC 

of the situation. 

38. TASK 4.5: TAKEOFF FROM CONTAMINATED RUNWAY – PERFORMANCE 

EXPECTATIONS AND CRITERIA. 

The flightcrew member will: 
a. Identify runway conditions (e.g., standing water, slush, snow, ice) that require the 

use of contaminated runway procedures. 

b. Apply weight or other performance penalties or adjustments, as required. 

c. Ensure that appropriate systems and aircraft configurations recommended or 

required in the FCOM are set and confirmed prior to initiating the takeoff. 

39. TASK 4.6: TAKEOFF FROM HIGH ALTITUDE RUNWAYS – PERFORMANCE 

EXPECTATIONS AND CRITERIA. 

The flightcrew member will: 

a. Recognize the effect of higher altitudes on all facets of aircraft performance, 

including the requirements for higher true airspeed (TAS) and groundspeed (GS), the 

requirements for specific aircraft takeoff configurations, and the resulting requirements for 

maneuvering during takeoff. 

b. Select appropriate aircraft configuration, uses appropriate power settings, ensures 

appropriate rotation rate, and understands the requirement to maneuver with appropriately 

higher speeds, greater turn radii, and decreased rate of climb capability with respect to 

ground level. 

40. AREA 5.0: IN FLIGHT TASKS AND AIRCRAFT HANDLING. 

The flightcrew member will: 

a. Recognize the deviation from normal flight (such as buffeting, stick shaker, visual 

or aural flight deck annunciations or warnings, decay of control effectiveness, or any other 

cues related to the specific aircraft design characteristics). 

b. Practice maneuvering the aircraft and experience how the aircraft performs and 

responds to flight control inputs in various pitch, power, and configuration combinations. 

c. Return the aircraft to a safe state. 

TASK 5.1: SLOW FLIGHT – PERFORMANCE EXPECTATIONS AND CRITERIA.

The flightcrew member will: 

Demonstrates an understanding of low energy/high drag configurations on the slow 

response of the aircraft to flight control and thrust inputs. This task is designed for pilots 

completing initial, transition, or requalifcation categories of training on the aircraft type. 

Performing this task during other categories of training is optional. 

 This task is accomplished by having the pilot— 

a. Maintain altitude while slowly establishing a pitch attitude (using trim or elevator 

or stabilizer), bank angle, and power setting that will allow a controlled reduction to 

establish the desired, target airspeed – the onset of the stall warning indication. 
b. Target speeds are between on-set of the stall warning and that point where airflow 

over the lifting surfaces is disrupted (aerodynamic stall occurs) for clean and landing 

configurations. 

c. Maneuver in straight and level flight to stabilize speed and trim. 

d. Turn through heading changes of 900 left and right, using only 150 of bank. 

e. Climb and descend at 500 fpm while in a turn. 

f. Recover to an airspeed appropriate for the configuration and establish the 

appropriate altitude and heading. 

g. Recovery is complete when straight and level un-accelerated flight is achieved. 

41. TASK 5.2: RECOGNITION OF, AND RECOVERY FROM, APPROACH TO STALL 

OR STALL – PERFORMANCE EXPECTATIONS AND CRITERIA. 

The flightcrew member will: 

a. Practiced to proficiency recognition and recovery from clean, takeoff and 

maneuvering, and landing configurations. 

b. Practice to proficiency in training, at least one configuration series while in a turn 

using a bank angle of 15° to 30°. 

c. Practiced to proficiency in training from each of the following: 

(1) Approach to stall indications, or the alert to an impending stall; and 

(2) The aerodynamic stall (i.e., attitude break or reaching control limits) or the “stick 

pusher” activation and release, as appropriate for the aircraft. 

(3) For flightcrew members operating aircraft equipped with stick-pusher, the recoveries 

from stall will be completed by going through stick-pusher release, regardless of the scenario 

selected. 

d. Practiced to proficiency in training from manually controlled entry and from 

autopilot controlled entry as follows: 

(1) Recognize and announce the first indication of an impending stall and, if appropriate, 

disconnect the AP. 

(2) Purposefully reduce angle of attack. 

(3) Roll the airplane the shortest distance to achieve a wings-level attitude. 

(4) Purposefully avoid a secondary stall while adjusting pitch, bank, yaw, and thrust as 

necessary to achieve a level attitude longitudinally and laterally, keeping the inclinometer index 

(“the ball”) centered. 
(5) At traffic pattern altitude and below, airspeed and altitude loss will be kept to a 

minimum. 

(6) At intermediate and higher altitudes, loss of airspeed or altitude not necessary for the 

safe and expeditious recovery will be avoided. 

(7) With respect to the proximity of terrain, laterally and vertically, maintain heading 

control throughout the recovery. 

(8) Recovery is complete when straight and level, un-accelerated flight is achieved at an 

acceptable altitude and heading given the surrounding terrain and at an airspeed that is 

appropriate for the configuration.

42. TASK 5.2.1: CLEAN CONFIGURATION – PERFORMANCE EXPECTATIONS AND 

CRITERIA. 

This task is accomplished at altitudes, airspeeds, aircraft configuration, and environmental 

conditions representative of normal operations outside of departures or arrivals, including en 

route portion of flight, where task entry is to include the use of manual controls and AP 

controls. 

43. TASK 5.2.2: TAKEOFF OR MANEUVERING CONFIGURATION – 

PERFORMANCE EXPECTATIONS AND CRITERIA. 

This task is accomplished at altitudes, airspeeds, aircraft configuration, and environmental 

conditions representative of normal operations during departures or arrivals, where task entry 

is to include the use of manual controls and AP controls.

44. TASK 5.2.3: LANDING CONFIGURATION – PERFORMANCE EXPECTATIONS 

AND CRITERIA. 

This task is accomplished at altitudes, airspeeds, aircraft configuration, and environmental 

conditions representative of normal operations immediately after takeoff or inside the final 

approach fix prior to landing, where task entry is to include the use of manual controls and 

AP controls.

45. TASK 5.3: ASYMMETRIC THRUST – PERFORMANCE EXPECTATIONS AND 

CRITERIA. 

NOTE: For satisfactory completion of this task the pilot will demonstrate proper procedures 

and aircraft control during engine shut down and restarts for the most critical engine. The 

pilot will exhibit knowledge of the flight characteristics and proficiency in maintaining 

control associated with maneuvering the airplane with engine(s) inoperative. 

The flightcrew member will: 

a. Establish the proper configuration and properly set all engine controls for the 

conditions, taking into account wind, turbulence, and icing conditions. 
b. Maintain straight and level flight at the required speed throughout the shutdown and 

restart. 

c. Experience the roll and yaw handling change(s) due to the engine shutdown and 

startup transient(s). 

d. Maintain the operating engine(s) within acceptable operating limits. 

46. TASK 5.3.1: ENGINE INFLIGHT SHUTDOWN – PERFORMANCE 

EXPECTATIONS AND CRITERIA. 

The flightcrew member will use the prescribed FCOM procedures for identifying, verifying, 

and securing the engine that is to be shutdown. 

47. TASK 5.3.2: MANEUVERING WITH ONE ENGINE INOPERATIVE – 

PERFORMANCE EXPECTATIONS AND CRITERIA. 

The flightcrew member will practiced to proficiency in training at altitudes, airspeeds, aircraft 

configurations, and environmental conditions representative of engine inoperative operations 

after departure or prior to arrival, including maneuvering in the clean, approach, and landing 

configurations, with normal turns, thrust and speed changes, and climbs and descents. 

48. TASK 5.3.3: ENGINE INFLIGHT RESTART – PERFORMANCE EXPECTATIONS 

AND CRITERIA. 

The flightcrew member will: 

a. Practice in training at altitudes, airspeeds, aircraft configurations, and 

environmental conditions representative of engine inoperative operations after departure or 

prior to arrival. 

b. In accordance with the FCOM, the flightcrew member is expected to: 

(1) Determine if it is appropriate to attempt an engine restart. 

(2) Determine if there is positive indication of oil pressure/quantity. 

(3) Ensure that the engine is wind milling (reference N1 and/or N2 indications) 

sufficiently for the indicated airspeed and pressure altitude. 

(4) Ensure that the fire cut-off switch is Off/In/Engaged. 

(5) Close the thrust lever. 

(6) Ensure the start lever is OFF. 

(7) Open the fuel shutoff switch. 

(8) Ensure that the fuel boost pumps switch(es) is(are) ON. 
(9) Move the start switch to “Flight,” or “Start.” 

(10) Move the start lever to “On,” or “Idle” and check for fuel flow, EGT rise, 

increasing engine rpm (reference N1 and/or N2 indications) and proper oil pressure readings. 

(11) Turn off the Start switch(es). 

(12) Complete any after start checklist that may be appropriate. 

49. TASK 5.3.4: ONE ENGINE INOPERATIVE EN ROUTE – PERFORMANCE 

EXPECTATIONS AND CRITERIA. 

The flightcrew member will: 

a. Practice in training at altitudes, airspeeds, aircraft configurations, and 

environmental conditions representative of engine inoperative operations en route. 

b. Determine for the gross weight and altitude the optimum cruise altitude and desired 

airspeed or mach number; determine the maximum cruise altitude that affords the required 

maneuver buffet margin for both maximum endurance and maximum range. 

c. Maintain an appropriate thrust setting for the remaining engine(s) to achieve 

necessary airspeed for engine-out climb, cruise, or drift-down necessities. 

d. Select the proper flight altitude for the configuration and environmental conditions 

(e.g., icing, thunderstorms, and terrain). 

e. Review route segments for proximity of high terrain and the minimum en route 

altitude (MEA) in regards to airplane performance capability. 

f. Monitor fuel burn, cruise speed, thrust, and navigation systems to achieve planned 

or required performance. 

g. Perform correct altimetry procedures, monitor flight level or altitude clearances, 

and navigate to the degree of accuracy required by the airspace in which the aircraft is 

being operated. 

50. TASK 5.4: RUNAWAY TRIM OR STABILIZER – PERFORMANCE 

EXPECTATIONS AND CRITERIA. 

The flightcrew member will practice in training to experience the pitch handling qualities of 

the aircraft with runaway stabilizer and runaway pitch trim, as well as that related to pitch out 

of trim during takeoff or landing and during cruise flight. Review and practice the prescribed 

FCOM procedures for recovery from these conditions.

51. TASK 5.5: JAMMED TRIM OR STABILIZER – PERFORMANCE EXPECTATIONS 

AND CRITERIA. 

The flightcrew member will: 
a. Practiced in training to experience the pitch handling qualities of the aircraft with a 

jammed stabilizer or inoperative pitch trim. 

b. Carry the above practice to a full stop landing. 

c. The flightcrew member will review and practice the prescribed FCOM procedures 

for operating the aircraft without the availability of a movable stabilizer or pitch trim. 

52. TASK 5.6: UPSET RECOGNITION AND RECOVERY – PERFORMANCE 

EXPECTATIONS AND CRITERIA. 

The flightcrew member will: 

a. Practiced to proficiency in training at altitudes, airspeeds, aircraft configurations, 

and environmental conditions representative of normal operations including departures, 

arrivals, and en route portion of flight. Recovery will involve the application of knowledge 

about pitch, roll and yaw rates, and the interrelationship with thrust, particularly for underwing-mounted engines, emphasizing the risk of catastrophic damage caused by rapidly 

reversing controls, including doing so at speeds below the design maneuvering speed of the 

airplane. 

b. Control the aircraft before seeking to determine the cause of the upset. 

c. Disengage the autopilot and autothrottle and unload any existing “g-force” on the 

airplane. 

d. Determine the actual attitude of the aircraft and roll the airplane the shortest 

distance to achieve a wings-level attitude. 

e. Simultaneously, deliberately, and promptly apply control inputs, including full 

control travel if required, to regain and maintain control of each axis. 

f. Practice should involve recovering from: 

(1) A nose-high, high energy and a nose-high, low energy aircraft upset. 

(2) A nose-low, high energy and a nose-low, low energy aircraft upset. 

(3) A low-speed and a high-speed accelerated stall. 

(4) A bank angle in excess of 100 degrees. 

53. TASK 5.7: TURNS WITH AND WITHOUT SPOILERS – PERFORMANCE 

EXPECTATIONS AND CRITERIA. 

a. This task is applicable to those aircraft where roll control spoiler operation is 

adjusted with the extension of the “speed brake” function. When appropriate, it is 

demonstrated and practiced to proficiency in training and is accomplished at altitudes, 

airspeeds, aircraft configurations, and environmental conditions representative of normal 
operations during departures, arrivals, and the en route cruise portion of flight and should 

include the use of manual controls and AP controls.

b. When applicable the pilot will— 

(1) Make turns left and right with a normal flight control configuration; 

(2) Deploy the spoilers to a position one-half extended and make turns left and right; and 

(3) Deploy the spoilers to a fully deployed position and make turns left and right. 

54. TASK 5.8: STABILITY AUGMENTATION SYSTEM INOPERATIVE – 

PERFORMANCE EXPECTATIONS AND CRITERIA. 

a. This task is applicable to swept wing, turbojet powered, transport category aircraft. 

b. When applicable the pilot will practice the following procedures— 

(1) If Dutch roll is encountered and the yaw dampers are off, rather than inoperative, the 

pilot will turn the damper(s) on. The pilot will be able to stop the rolling tendency without 

prolonging the Dutch roll or aggravating the yaw. 

(2) If Dutch roll is encountered and the yaw dampers are inoperative, the pilot will: 

(a) “Freeze” the rudder pedals in position and give one firm correction on the 

aileron control against the upcoming wing. 

(b) Move the aileron correction immediately to the neutral position. 

(c) If Dutch roll is still present, maintain the rudder pedals in a constant position 

and again apply items (a) and (b). This correction should be re-applied in this manner until the 

Dutch roll is corrected. 

55. TASK 5.9: MACH TUCK AND MACH BUFFET – PERFORMANCE 

EXPECTATIONS AND CRITERIA. 

a. This task is applicable to swept wing, turbojet powered, transport category aircraft 

and is provided to allow the pilot to experience the handling qualities of the aircraft at high 

Mach numbers. 

b. This task is accomplished by having the pilot— 

(1) Increase airspeed slowly. 

(2) Observe the performance of the compensating device or system, if installed. 

(3) Disable the compensating device or system, if installed, and continue to accelerate 

until the tuck or buffet occurs. 

(4) Observe the airframe vibration or flight instrument indications. 
(5) Make small aileron inputs and feel for the increase in buffet. 

56. TASK 5.10: RECOVERY FROM HIGH SINK RATE INSIDE FINAL APPROACH 

FIX – PERFORMANCE EXPECTATIONS AND CRITERIA. 

The flightcrew member will practice to proficiency in training to recognize the hazards 

associated with the high sink rates near the ground on the landing approach and practice 

recovery from such hazardous landing approach profiles. The tasks should be conducted as 

close to maximum gross landing weight as possible under the following conditions: 

a. The descent will be entered at sufficient altitude to stabilize airspeed and vertical 

speed. The maneuver will be performed at normal approach altitudes. 

b. The flightcrew member will use the following configuration: flaps or slats (as 

appropriate) set to landing configuration; landing gear down; throttles at idle; establish and 

maintain threshold airspeed. When configuration is established, the pilot will trim and 

maintain proper airspeed with power at idle thrust and a high rate of descent. 

c. When established, the pilot will perform the following two separate recoveries from 

the high rate of descent: 

(1) After descent rate is established, the instructor will announce the designated altitude 

at which level off is to occur. When the designated altitude is reached, the pilot will initiate 

recovery to level flight in the landing configuration using maximum permissible thrust while 

maintaining threshold airspeed. At the completion of the maneuver, the instructor will discuss 

with the pilot the loss of altitude during recovery. 

(2) The second recovery will be initiated in the same manner except that the pilot will 

initiate recovery to level flight in the landing configuration while leaving the throttles at idle. The 

pilot will observe loss of airspeed below threshold airspeed. When appropriate, the pilot will 

have to recover using FCOM recommended stall recovery procedures. At the completion of the 

maneuver, the instructor will discuss with the pilot the loss of altitude during recovery. 

Satisfactory performance on this task will suffice for demonstration of proficiency on Task 5.2.3, 

Recognition of, and Recovery from, Approach to Stall; Landing Configuration. 

57. TASK 5.11: FLIGHT ENVELOPE PROTECTION DEMONSTRATION – 

PERFORMANCE EXPECTATIONS AND CRITERIA. 

a. If the aircraft has flight envelope protection, training will be conducted to 

demonstrate the aircraft’s ability to recover from attitudes outside the flight envelope 

protection parameters. 

b. The pilot will—

(1) Practice maneuvering the aircraft and experience how the aircraft performs and 

responds to flight control inputs in various pitch, power and configuration combinations that are 

beyond the protected envelope. 

(2) Release control to observe aircraft return to within protected envelope. 
(3) Hold control beyond protected limits to observe control input required to maintain 

attitude. 

(4) Return the aircraft to a safe state. 

58. TASK 5.12: WINDSHEAR AVOIDANCE AND ENCOUNTER – PERFORMANCE 

EXPECTATIONS AND CRITERIA. 

a. The flightcrew member will practiced until proficient in recovery from the event. 

This training should demonstrate the effect of windshear on the handling and performance 

of the aircraft during low altitude operations. 

b. The flightcrew member will— 

(1) Know the sources of information that indicate the possible presence of windshear or 

turbulence. 

(2) Observe the visual indications that usually indicate the presence of windshear or 

turbulence. 

(3) Avoid indicated areas of possible windshear or turbulence, if possible. 

(4) Be able to recognize the indications of windshear or turbulence during takeoff and 

landing profiles. 

(5) Upon encountering a windshear, disconnect the AP, FD, and autothrottle unless they 

are specifically designed for windshear operation. 

(6) Ensure appropriate thrust is available, avoiding engine over-speed or over-temp 

unless necessary to ensure airplane safety. 

(7) Ensure that pitch attitude is carefully and positively controlled: 

(a) Rotate to a nose up attitude, at a normal pitch rate, using 15o as a minimum. 

(b) Stall warning (stick shaker) should be respected as the upper pitch limit 

regardless of pitch attitude. 

(c) When stall warnings cease, increase pitch to a minimum of 15o. If vertical 

flight path is still unacceptable, gradually and smoothly increase pitch above 15o in small 

increments. 

(d) When achieving a continuous positive climb and ground contact is not a 

problem, increase airspeed by cautious reduction in pitch. 

(e) Maintain aircraft configuration if at all possible:

 NOTE: Although a small increase in performance may be available after landing 

 gear retraction, initial performance may be degraded due to landing gear doors 
 opening. While extending flaps may provide additional lifting advantage, 

 accidentally retracting flaps will have a large adverse impact on performance. 

59. TASK 5.12.1: WINDSHEAR ENCOUNTER ON TAKEOFF PRIOR TO ROTATION – 

PERFORMANCE EXPECTATIONS AND CRITERIA. 

The flightcrew member will practice in training the effect of windshear on the handling and 

performance of the aircraft if encountered on takeoff prior to rotation. Windshear encounters 

during takeoff are difficult to recognize due to the rapidly changing airspeed and flightcrew 

members should understand that if windshear is encountered: 

a. The direction of the wind during shear conditions may increase groundspeed to the 

point that V1 may not be attained until insufficient runway remains to abort the takeoff. 

b. If the takeoff is continued, when VR is reached, the aircraft should be rotated at the 

normal rate to the normal attitude. 

c. Rotation will be initiated no later than 2000 feet from the end of the usable surface. 

Successful rotation of most transport category airplanes can be made at speeds up to 10 

knots below the computed VR speed. 

60. TASK 5.12.2: WINDSHEAR ENCOUNTER ON TAKEOFF AFTER ROTATION 

(DEPARTURE) – PERFORMANCE EXPECTATIONS AND CRITERIA. 

The flightcrew member will practice in training the effect of windshear on the handling and 

performance of the aircraft if encountered on takeoff after rotation. 

61. TASK 5.12.3: WINDSHEAR ENCOUNTER ON APPROACH – PERFORMANCE 

EXPECTATIONS AND CRITERIA. 

The flightcrew member will practice in training to recognize the effect of windshear on the 

handling and performance of the aircraft if encountered during an approach. The approach 

will not be continued, and a missed approach will be initiated as soon as practical. 

62. TASK 5.13: TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS) – 

PERFORMANCE EXPECTATIONS AND CRITERIA (CREW). 

The flightcrew member will: 

a. Practice in training to ensure that the flightcrew member understands and is able to 

properly use TCAS equipment to determine the proximity of other aircraft. 

b. The flightcrew member will be trained to the extent that he/she understands and is 

able to properly respond to aural and visual alerts for both traffic advisory (TA) and 

Resolution Advisory (RA) and is able to properly respond to each type of TA and RA 

described in the FCOM. Additionally, the pilot will be able to respond immediately to RAs 

by quickly executing the proper evasive maneuver. 
63. TASK 5.14: CONTROLLED FLIGHT INTO TERRAIN (CFIT)/TERRAIN 

AVOIDANCE (ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS) 

OR TERRAIN AWARENESS AND WARNING SYSTEMS (TAWS)) – PERFORMANCE 

EXPECTATIONS AND CRITERIA. 

This task will be practiced until the flightcrew member demonstrates an ability to react 

appropriately to the terrain warning and guidance indications. When the flight simulation 

training device (FSTD) is equipped with functional EGPWS or TAWS simulation, the 

flightcrew member will: 

a. Be able to recognize the predictive alert modes (audio and visual) of the EGPWS or 

TAWS; and 

b. Promptly acknowledge terrain avoidance alerts, and execute maneuvers appropriate 

to the conditions to avoid a ground proximity warning system (GPWS) or TAWS warning. 

64. TASK 5.15: STRUCTURAL ICING, AIRBORNE – PERFORMANCE

EXPECTATIONS AND CRITERIA. 

a. This task will be practiced in training to ensure that the flightcrew member 

understands and is able to properly apply the correct procedures for operating in icing 

conditions or conditions that may lead to structural icing. 

b. The flightcrew member will be able to— 

(1) Plan and execute ice avoidance when and where necessary. 

(2) Determine when structural icing is present. 

(3) Monitor ice accretion during flight. 

(4) Correctly operate anti-icing and de-icing systems and equipment. 

65. TASK 5.16: THUNDERSTORM AVOIDANCE, DEPARTURE, AND ARRIVAL – 

PERFORMANCE EXPECTATIONS AND CRITERIA. 

 The flightcrew member will practice in training to ensure that the flightcrew member 

understands and is able to properly acquire available weather information to determine the 

probability of thunderstorm activity and its location during departures and arrivals.The 

flightcrew member will be able to properly use weather radar to identify thunderstorm 

activity and to avoid departing into the threat, or circumnavigate such a threat in flight or 

during arrival. 

66. TASK 5.17: EXTENDED OPERATIONS (ETOPS) PROCEDURES –

PERFORMANCE EXPECTATIONS AND CRITERIA. 

 The flightcrew member will practice in training to ensure that the flightcrew member 

understands and is able to properly execute ETOPS procedures when required. The 

flightcrew member will understand the basis for ETOPS operations, the definition of and the 
requirements for designation as an “ETOPS Alternate” airport, and demonstrate and practice, 

at cruise altitude, the computation and achievement of maximum range altitudes with an 

engine inoperative, including “drift-down.” 

67. TASK 5.18: ANTI-ICING; DESCENT/APPROACH – PERFORMANCE 

EXPECTATIONS AND CRITERIA. 

The flightcrew member will: 

Demonstrated and practice in training to ensure that the flightcrew member understands and 

is able to properly determine the necessity and the appropriate procedures for anti-icing the 

aircraft prior to descent or approach to landing, and the recovery procedures should icing 

conditions be inadvertently encountered. The flightcrew member will be able to discern 

which is occurring if abnormal aircraft response is encountered (i.e., a roll control anomaly 

or tailplane stall) and execute the proper recovery procedure in the following cases: 

a. Roll Control (Ice accumulation on a sensitive area of the wing may result in 

anomalous forces that cause the ailerons to deflect or may cause an aileron to lose 

effectiveness, resulting in a roll upset). 

(1) Reduce the angle of attack (AOA) by increasing airspeed or extending wing flaps to 

the first setting if at or below the maximum flap-extended speed (VFE). If in a turn, roll wings 

level. 

(2) Set appropriate power and monitor the airspeed/AOA.

(3) Do not retract flaps if they are extended unless it can be determined that the upper 

surface of the airfoil is clear of ice. Retracting flaps will increase the AOA at a given airspeed. 

b. Tailplane Stall (encountered immediately after extension of the trailing edge flaps 

to either an intermediate position or, more commonly, from an intermediate position to the 

full down position). 

(1) Immediately retract the flaps to the previous setting and apply appropriate nose up 

elevator pressure. 

(2) Increase airspeed appropriately for the reduced flap extension setting. 

(3) Apply sufficient power for aircraft configuration and conditions. 

NOTE: Some airplanes respond negatively with higher engine power with 

stalled tailplane or tailplanes approaching a stalled condition. 

(4) Make any nose down pitch changes slowly. 

68. AREA 6.0: INSTRUMENT PROCEDURES. 

69. TASK 6.1: INSTRUMENT DEPARTURE – PERFORMANCE EXPECTATIONS 

AND CRITERIA. 
The flightcrew member will: 

a. Practice to proficiency in training to ensure that the flightcrew member understands 

and is able to apply the appropriate/correct climb or departure profile, speed restrictions, or 

any other authorized/issued departure instructions or procedure(s). 

b. During the departure, the pilot will— 

(1) Maintain assigned heading, course, or track, or comply with ATC clearance. 

(2) Comply with the provisions of the climb profile, departure profile, or any other 

authorized departure procedure(s). 

(3) Select and maintain an airspeed (best angle, best rate, best economy, or cost index) 

suitable for the conditions and in compliance with speed and crossing restrictions as dictated by 

airspace, procedure, or ATC. 

(4) Perform correct altimetry procedures, setting Barometric pressure for Standard 

Altimeter Setting (QNE) at the transition altitude or as dictated by airspace or ATC. 

(5) Conduct the departure to a point where the transition to the en route environment is 

complete. 

70. TASK 6.2: INSTRUMENT ARRIVAL – PERFORMANCE EXPECTATIONS AND 

CRITERIA. 

The flightcrew member will: 

a. Practice to proficiency in training to ensure that the flightcrew member understands 

and is able to apply the appropriate/correct descent or arrival profile, speed restrictions, or 

any other authorized/issued arrival instructions or procedure(s). 

b. During the arrival, the flightcrew member will— 

(1) At the appropriate point, begin a rate of descent consistent with safe aircraft operating 

characteristics and company procedures. 

(2) Maintain or adjust rate of descent, airspeed, and aircraft configuration for the 

conditions and to comply with speed and crossing restrictions as dictated by airspace, procedure, 

or ATC. 

(3) Perform correct altimetry procedures, setting Barometric pressure for Local Altimeter 

Setting (QNH) (or Altimeter Reference to Zero Feet at Field Elevation (QFE), as required or 

appropriate) at the transition level or as dictated by airspace or regional differences. 

(4) Conduct the arrival to a point where the transition from the en route environment to 

the terminal environment is complete.

71. TASK 6.3: HOLDING – PERFORMANCE EXPECTATIONS AND CRITERIA. 
The flightcrew member will: 

a. Practice to proficiency in training to ensure that the flightcrew member understands 

and is able to recognize arrival at the clearance limit or holding fix, apply the effect winddrift correction techniques to maintain the desired radial, track, or bearing, and apply the 

knowledge of holding endurance, including fuel on board, fuel flow while holding, and fuel 

required to alternate. 

b. This task requires the pilot to be able to— 

(1) Select holding airspeed appropriate for the aircraft configuration and holding altitude. 

(2) Adjust airspeed to cross the holding fix at or below maximum holding airspeed. 

(3) Follow appropriate entry procedures for a standard, non-standard, published, or nonpublished holding pattern. 

(4) Use the proper timing criteria required by the holding altitude and ATC, or comply 

with the navigation system holding procedure, as appropriate. 

(5) Comply with the holding pattern leg length when a distance is specified. 

(6) Arrive over the holding fix as close as possible to the Expect Further Clearance (EFC) 

time. 

72. TASK 6.4: APPROACH TRANSITION – PERFORMANCE EXPECTATIONS AND 

CRITERIA. 

The flightcrew member will practice to proficiency in training to ensure that the flightcrew 

member understands and is able to monitor the navigation instruments and ensure that 

airspeeds, aircraft configurations, crossing altitudes will meet approach procedures or ATC 

clearance requirements to maneuver the airplane to align properly with the intended 

approach. This task requires the pilot to be able to complete a procedure turn, DME arc, 

RNAV transition, technically advanced aircraft (TAA), or follow ATC radar vectors to align 

with the intermediate or final approach course as applicable. 

73. TASK 6.5: MANUALLY CONTROLLED DEPARTURE AND ARRIVAL – 

PERFORMANCE EXPECTATIONS AND CRITERIA. 

The flightcrew member will: 

a. Practice to proficiency in training to ensure that the flightcrew member understands 

and is able to correctly follow the climb or descent profile, the departure or arrival profile, 

or any other authorized departure or arrival procedure(s) without the aid of airplane 

automatic systems. 

b. This task requires the pilot to be able to— 
(1) Maintain assigned heading, course, track, or airspeed (best angle, best rate, best 

economy, or cost index) suitable for the conditions and in compliance with speed and crossing 

restrictions to comply with ATC clearance and the provisions of the climb and departure profile 

or appropriate departure procedure. 

(2) Maintain or adjust rate of descent, airspeed, and aircraft configuration for the 

conditions and to comply with speed and crossing restrictions to comply with airspace, 

procedure, or ATC clearance so as to arrive at a point where the transition from the en route 

environment to the terminal environment is complete. 

NOTE: This task does not require the flightcrew to operate contrary to published or 

otherwise required departure or arrival procedures.

74. AREA 7.0: APPROACHES. 

75. TASK 7.1: INSTRUMENT APPROACHES – PERFORMANCE EXPECTATIONS 

AND CRITERIA. 

An instrument approach is a series of predetermined maneuvers for the orderly transfer of an 

aircraft under instrument flight conditions from the beginning of the initial approach to a 

landing, or to a point from which a landing may be made visually. The following should be 

considered when planning and executing an instrument approach: 

a. The gross weight of the aircraft, the aircraft condition, the appropriate configuration 

for that condition, and the proper airspeeds for the approach. 

b. The weather conditions, including winds (and the potentials for wind shifts or 

windshear) and limitations to forward and lateral visibility. 

c. The requirements for navigation aid tuning, identifying, and monitoring; including 

proper and complete instrument set up for the approach that will be flown. 

d. The requirements for determining which pilot is to fly and which pilot is to monitor, 

and of the respective duties and responsibilities of each. 

e. The approach profile, including the method(s) used to determine the missed 

approach point and the requirements for complete crew briefing (including missed 

approach procedures) prior to initiation of the approach. 

f. The requirements and limitations for a manually flown instrument approach, if or 

when required. 

 This task requires the flightcrew member to be able to— 

a. Select and comply with the appropriate approach procedure to be performed. 

b. Select and correctly identify the appropriate navigation frequencies and facilities 

associated with the approach selected. 
c. Establish the appropriate aircraft configuration and airspeed or V-speed considering 

turbulence, windshear, microburst conditions, or other meteorological and operating 

conditions. 

d. Establish and maintain the recommended flight attitude and configuration for 

optimum performance during all maneuvering necessary, including when operating with 

the failure of an engine. 

e. Apply the necessary adjustments to the published DH, DA, or MDA and visibility 

criteria for the aircraft approach category as required. 

f. Cross the final approach fix, or the point at which the final approach begins, at the 

proper altitude, in the proper aircraft configuration, with the proper airspeed for the 

approach. 

g. Engage (and disengage, if appropriate) the FD(s) and/or AP(s) at the appropriate 

points during the approach. 

h. Maintain a stabilized final approach through transition to missed approach or 

transition to landing. 

i. Ensure a timely decision at DH, DA, or MDA to either initiate a missed approach 

or, with suitable visual reference, proceed to a landing. 

j. Transition to a normal landing only when the required visual references for the 

runway are distinctly visible and identifiable, and the aircraft is in a position from which a 

descent to a landing on the runway within the touchdown zone (or the first 1/3 of the 

runway, whichever is shorter) can be completed using a normal rate of descent and normal 

maneuvering. 

k. If the required visual references for the runway are not distinctly visible or 

identifiable when reaching the DH, DA, or missed approach point, immediately initiate the 

missed approach procedure. 

76. TASK 7.1.1: PRECISION APPROACH – PERFORMANCE EXPECTATIONS AND 

CRITERIA. 

Practiced to proficiency in training to ensure that the flightcrew member understands and 

properly considers the factors outlined in Task 7.1, Instrument Approaches. This task 

requires the flightcrew member to be able to perform the factors outlined in Task 7.1, 

Instrument Approaches. 

77. TASK 7.1.2: NON-PRECISION APPROACH – PERFORMANCE EXPECTATIONS 

AND CRITERIA. 

Practiced to proficiency in training to ensure that the flightcrew member understands and 

properly considers the factors outlined in Task 7.1, Instrument Approaches. 
This task requires the flightcrew member to be able to perform the factors outlined in Task 

7.1, Instrument Approaches, including the following:

a. When vertical guidance is used, upon crossing the final approach fix, begin a 

stabilized rate of descent that allows following of the generated or displayed vertical path. 

Upon, or prior to, reaching the missed approach point, if the runway of intended landing is 

identified and clearly in view, transition to visual flight and complete the descent toward 

the runway. Upon reaching the missed approach point, if the required visual references for 

the intended runway are not distinctly visible and identifiable, immediately execute the 

missed approach procedure. 

b. When vertical guidance is not used, upon crossing the final approach fix, begin a 

stabilized rate of descent that will ensure arrival at MDA at, or prior to, a point from which 

a descent to a landing on the intended runway or landing area can be made at a normal rate 

using normal maneuvering. When reached, maintain the MDA (within -0 and +50 feet) to 

the missed approach point and, if the runway of intended landing is identified and clearly in 

view, transition to visual flight and complete the descent toward the runway. Upon 

reaching the missed approach point, if the required visual references for the intended 

runway are not distinctly visible and identifiable, immediately execute the missed approach 

procedure. 

78. TASK 7.2: (7.2.1 AND 7.2.2 INCLUSIVE) VISUAL APPROACH – PERFORMANCE 

EXPECTATIONS AND CRITERIA. 

Practice to proficiency in training to ensure that the flightcrew member understands and 

properly considers the following prior to each approach: 

a. Wake turbulence and traffic separation requirements. 

b. Altitude, airspeed, configuration, and associated requirements and limitations for 

the airport of intended landing as applied to the aircraft being flown. 

 This task requires the pilot to be able to— 

a. Establish the aircraft on downwind, base leg, or straight-in final approach at the 

proper altitude, at the proper airspeed, and in the proper configuration, making appropriate 

adjustments to all three factors as the approach continues to landing. 

b. Maintain a ground track that ensures the desired traffic pattern is flown, accounting 

for any obstructions, other traffic, and ATC instructions. 

c. Use “XLS,” RNAV, and other guidance, including visual guidance, (as available) to 

maintain a normal vertical descent path to the runway. 

NOTE: For training and evaluation, the pilot will also be able to demonstrate the 

satisfactory performance of a visual approach without the aid of any electronic or visual 

descent path guidance. 

79. AREA 8.0: MISSED APPROACH 
. 

80. TASK 8.1: MISSED APPROACH, ALL ENGINES OPERATING – PERFORMANCE 

EXPECTATIONS AND CRITERIA. 

a. The flightcrew member will be able to demonstrate proficiency in the published, or 

otherwise directed, missed approach procedures as follows: 

(1) Initiate the missed approach procedure promptly. 

(2) Apply go-around thrust promptly; establish the proper pitch attitude; and reconfigure 

the aircraft for the missed approach in accordance with the approved procedures. 

(3) Follow the published missed approach procedure (or follow the assigned clearance), 

maintaining proper airspeed and altitude for the configuration. 

(4) Request clearance for another approach, to a holding fix, or to the alternate airport. 

b. If the approach is abandoned prior to reaching the MAP, begin a climb, but 

continue to navigate to the MAP before complying with the published procedure. 

 NOTE: Certificate holders will train their flightcrew members to proficiency using all 

 instrument approaches for which they have been approved to use via an operation 

 specification or other FAA authorization. 

81. TASK 8.2: MISSED APPROACH, ONE ENGINE INOPERATIVE –

PERFORMANCE EXPECTATIONS AND CRITERIA. 

The flightcrew member will: 

a. Practice to proficiency in training to ensure that the flightcrew member understands 

and is able to correctly follow published, or otherwise directed, missed approach 

procedures. 

b. Perform the missed approach, while maintaining wings level and coordinated flight 

with rudder as required to counter the asymmetric thrust as power is advanced for the 

missed approach. 

c. Follow the published missed approach procedure (or follow the assigned clearance), 

maintaining proper airspeed and altitude for the configuration. 

d. Request clearance for another approach, to a holding fix, or to the alternate airport. 

 NOTE: If during above procedures the approach is abandoned prior to reaching the MAP, 

 begin a climb, but continue to navigate to the MAP before complying with the published 

 procedure. 

82. TASK 8.3: MISSED APPROACH FROM A CIRCLE-TO-LAND – PERFORMANCE 

EXPECTATIONS AND CRITERIA. 
The flightcrew member will: 

a. Practice to proficiency in training to ensure that the flightcrew member understands 

and is able to correctly follow published, or otherwise directed, missed approach 

procedures. 

b. Maintain awareness of the positional relationship between the MAP, the aircraft, 

and the center of the airport. 

c. Maintain awareness of the positional relationship between the MAP, the aircraft, 

and the center of the airport. 

d. If a missed approach is needed after starting the circle-to-land maneuver, turn in the 

appropriate direction and climb according to the published missed approach procedure. 

83. TASK 8.4: DESCENDING BREAK-OUT MANEUVER FROM INSTRUMENT 

LANDING SYSTEM AND PRECISION RUNWAY MONITOR (PRM) APPROACH – 

PERFORMANCE EXPECTATIONS AND CRITERIA. 

The flightcrew member will: 

a. Practice to proficiency in training to ensure that the flightcrew member understands 

under what conditions to accept a PRM approach and is able to correctly follow the 

requirements when issued a “breakout” command from ATC. 

b. This task requires the flightcrew member to— 

(1) Understand that when another aircraft penetrates the “no transgression zone,” the 

threatened aircraft will be instructed to “breakout.” 

(2) Understand that “descent” commands issued as part of a “breakout” instruction will 

not be issued to fly below an altitude that provides a minimum of 1,000 feet of obstacle clearance 

protection. 

(3) Hand fly all PRM “breakout” maneuvers. 

(4) Initiate a “breakout” immediately on receiving breakout instructions and follow the 

turn and climb or descent commands issued by ATC. 

84. AREA 9.0: LANDING (INCLUDING LANDING TRANSITION) – PERFORMANCE 

EXPECTATIONS AND CRITERIA. 

The flightcrew member will practice to proficiency in training to ensure that the flightcrew 

member understands and is able to correctly and safely transition from an approach and land 

the aircraft: 

85. TASK 9.1: ALL ENGINES OPERATING (INCLUDING CROSSWIND) – 

PERFORMANCE EXPECTATIONS AND CRITERIA. 
This task will be demonstrated and practiced to proficiency in training to ensure that the 

flightcrew member understands and is able to correctly and safely transition from an 

approach and land the aircraft. 

86. TASK 9.2: ENGINE INOPERATIVE – PERFORMANCE EXPECTATIONS AND 

CRITERIA. 

The flightcrew member will: 

a. Maneuver with inoperative engine, while maintaining coordinated flight by 

application of rudder as required to counter asymmetric thrust. 

b. During the landing roll, use reverse thrust symmetrically, or asymmetrically with 

extreme caution for directional control capability under the existing environmental 

conditions. 

87. TASK 9.2.1: ONE ENGINE INOPERATIVE (2 ENGINE AIRCRAFT) – 

PERFORMANCE EXPECTATIONS AND CRITERIA. 

The flightcrew member will: 

a. Demonstrate and practice to proficiency in training to ensure that the flightcrew 

member understands and is able to correctly and safely transition from an approach and 

land the aircraft with an engine inoperative. 

b. This task requires the pilot to— 

(1) Maneuver with inoperative engine while maintaining coordinated flight by 

application of rudder as required to counter asymmetric thrust. 

(2) During the landing roll, use reverse thrust symmetrically, or asymmetrically with 

extreme caution for directional control capability under the existing environmental conditions.

88. TASK 9.2.2: TWO ENGINES INOPERATIVE (3 AND 4 ENGINE AIRCRAFT) – 

PERFORMANCE EXPECTATIONS AND CRITERIA. 

The flightcrew member will: 

a. Demonstrate and practice to proficiency in training to ensure that the flightcrew 

member understands and is able to correctly and safely transition from an approach, and 

land the aircraft with an engine inoperative. 

b. This task requires the pilot to— 

(1) Maneuver with inoperative engine, while maintaining coordinated flight by 

application of rudder as required to counter asymmetric thrust. 

(2) During the landing roll, use reverse thrust symmetrically, or asymmetrically with 

extreme caution for directional control capability under the existing environmental conditions. 
89. TASK 9.3: FROM A PRECISION APPROACH – PERFORMANCE 

EXPECTATIONS AND CRITERIA. 

The flightcrew member will practiced to proficiency in training to ensure that the flightcrew 

member understands and is able to correctly and safely transition from an approach and land 

the aircraft. 

90. TASK 9.4: FROM A NON-PRECISION APPROACH – PERFORMANCE 

EXPECTATIONS AND CRITERIA. 

The flightcrew member will practiced to proficiency in training to ensure that the flightcrew 

member understands and is able to correctly and safely transition from an approach and land 

the aircraft. 

91. TASK 9.5: FROM A VISUAL APPROACH – PERFORMANCE EXPECTATIONS 

AND CRITERIA. 

The flightcrew member will practiced to proficiency in training to ensure that the flightcrew 

member understands and is able to correctly and safely transition from an approach and land 

the aircraft. 

92. TASK 9.6: CIRCLE-TO-LAND – PERFORMANCE EXPECTATIONS AND 

CRITERIA. 

When appropriate, the pilot will practice to proficiency in training to ensure that the 

flightcrew member understands and is able to correctly and safely transition from the 

conclusion of an instrument approach, maneuver the aircraft via visual reference to an 

identifiable portion of the airport, and land the aircraft on the indicated runway. 

 This task requires the flightcrew member to— 

a. Consider the environmental, operational, and meteorological factors that affect 

circling-to-land. 

b. Understand the maneuvering area for the category of aircraft. 

c. Continuously maintain an identifiable portion of the airport in sight while 

maneuvering the airplane to align with the landing runway. 

d. Avoid excessive maneuvering. 

e. Avoid descent below the appropriate circling MDA until in a position from which a 

descent to a normal landing can be made. 

f. Complete the factors outlined in Task 9.0. Landing (including Landing Transition), 

subparagraph b.(3) or (4), as appropriate. 
g. If unable to meet the requirements indicated in subparagraph 9.6 b., immediately 

execute a missed approach, following the procedures set out in Task 8.3, Missed Approach 

from Circle-to-Land. 

93. TASK 9.7: RECOVERY FROM A BOUNCED LANDING – PERFORMANCE 

EXPECTATIONS AND CRITERIA. 

The flightcrew member will: 

a. Practice to proficiency in training to ensure that the flightcrew member understands 

and is able to correctly and safely decide and then execute either the continued landing or 

missed approach after experiencing a bounce while landing the airplane. 

b. The flightcrew member will understand that a “bounced landing” is almost always a 

result of one or more of the following: 

(1) Excessive sink rate (requiring a rapid flare maneuver, often exceeding the 

recommended level flight attitude at touchdown); 

(2) Late flare initiation (not putting the aircraft at a level flight attitude prior to 

touchdown); 

(3) Incorrect flare technique (i.e., continuing to move the aircraft nose up until 

touchdown occurs – resulting in a higher than desired pitch attitude at touchdown; or “pumping” 

the elevator control through the flare maneuver); 

(4) Excessive airspeed, allowing the airspeed to bleed off during an excessive time held 

in the flared attitude; and/or, 

(5) Touching down with power-on, sometimes preventing the automatic extension of 

ground spoilers, if applicable. 

c. The optimal bounced landing recovery technique to use depends on the height 

reached during the bounce and is divided into 2 categories: a light bounce (sometimes 

called a “skip landing”) and a higher bounce (5 feet or more). 

(1) In the case of a light bounce (less than 5 feet) or skip, the flightcrew member may 

continue the landing only after ensuring that: 

(a) The aircraft is in the proper, level flight attitude; 

(b) The aircraft is still above the touchdown zone; 

(c) The path the aircraft is tracking is satisfactory; and 

(d) Touchdown can be made within the first 1/3 of the runway (or first 3000 feet – 

whichever is shorter) with a normal rate of descent to the runway. 

(e) Maintaining level flight attitude may require an adjustment of the elevator 

controls and it may require advancing the throttles to an intermediate position; however, pitch 
attitude should not be increased or allowed to increase above, and pitch attitude should not be 

decreased or allowed to decrease below, a level flight attitude. 

(f) If thrust is above idle, maintain the level flight attitude and assess rate of 

descent. 

1. If rate of descent is normal or less than normal, gradually reduce thrust while 

maintaining level flight attitude; or 

2. If rate of descent is above normal, execute an immediate go-around. 

(g) Thrust reduction is likely to require an increase in back pressure, perhaps aft 

movement of the elevator controls, but the level flight attitude will not be exceeded. Continue 

thrust reduction until a normal rate of descent is achieved. When a normal descent rate is 

achieved, stop the thrust reduction and reassess conditions. 

(h) If thrust is at or very near idle, continue to use elevator controls to maintain 

level flight attitude to touchdown, ensuring thrust is at idle at touchdown; 

(i) If any doubt exists or develops about the ability to maintain a normal rate of 

descent to a touchdown within the first 1/3 of the runway (or the first 3000 feet, whichever is 

shorter) and to stop safely within the remaining runway, execute an immediate go-around. 

(2) In the case of a higher bounce (5 feet or more), do not attempt to land, as the 

remaining runway length may not be sufficient to stop the aircraft. A go-around will be initiated. 

(a) Immediately ensure that the aircraft is under control by adjusting the elevator 

controls to make sure the aircraft is in a normal landing pitch attitude, i.e., level flight attitude 

for the existing configuration and airspeed. 

(b) Simultaneously, adjust the throttles to an intermediate position but do not allow 

the pitch attitude to change with throttle movement. 

(c) Care should be taken to anticipate a nose up pitching tendency if additional 

forward thrust is required, higher than anticipated trim is present, or if the engines are mounted 

under the wing. 

(d) Initiate a go-around by triggering the go-around button(s)/lever(s) and/or 

advancing throttle(s) to the go-around thrust position (depending on aircraft type); however, 

pitch attitude should not be increased or allowed to increase above, and pitch attitude should not 

be decreased or allowed to decrease below a level flight attitude to allow the aircraft to 

accelerate. 

(e) Ignore the takeoff configuration warning, if any; 

(f) Maintain the landing gear and flaps configuration; 
(g) Depending on the energy state of the aircraft, a subsequent touchdown may be 

possible. Should a subsequent touchdown occur, with the pitch held at a level flight attitude and 

additional power applied, the severity of the touchdown will be minimized. 

(h) When reaching the rotation speed, begin a 3°/second rotation rate to achieve 

the go-around attitude. 

(i) When safely established in the go-around and no risk of further touchdown 

exists (i.e., with a steady positive climb), follow normal go-around/clean-up procedures; and, if 

appropriate, reengage automation to reduce workload, as desired. 

94. TASK 9.8: REJECTED LANDING – PERFORMANCE EXPECTATIONS AND 

CRITERIA. 

The flightcrew member will: 

a. Practice to proficiency in training to ensure that the flightcrew member understands 

and is able to correctly and safely decide and then execute a go around (missed approach) 

just prior to, or immediately after, landing touchdown. 

b. The rejected landing may be initiated either during the final stages of descent to the 

runway, after rotating the airplane into the flare (level flight) attitude, or, in extreme 

circumstances, after the main landing gear (only) have touched down, and requires the 

flightcrew member to— 

(1) Simultaneously apply appropriate thrust setting for the go-around/Missed Approach 

and ensure that any extended spoilers are retracted. 

(2) Once assured that the airplane is airborne, adjust the pitch attitude to the level flight 

attitude (if not already established). If the airspeed is below VREF, maintain a level flight attitude 

until the airspeed accelerates to VREF. If at VREF, or after accelerating to VREF, retract the wing 

flaps to the go-around (missed approach) setting and rotate the airplane at the standard rotation 

rate (3o/sec) to establish the correct pitch attitude for the go-around (missed approach). 

(3) Once a positive rate of climb is confirmed, retract the landing gear and then wing 

flaps, in the correct sequence, and on the appropriate flap retraction airspeed schedule. 

(4) Maintain the proper ground track or heading during the rejected landing – go-around 

procedure. 

(5) Follow the appropriate clearance. 

95. TASK 9.9: LANDING WITH ZERO OR PARTIAL FLAPS – PERFORMANCE 

EXPECTATIONS AND CRITERIA. 

The flightcrew member will: 
a. Demonstrate and practice in training to ensure that the flightcrew member 

understands and is able to correctly and safely maneuver the airplane to a landing while 

using zero or partial landing flaps. 

b. This task requires the flightcrew member to— 

(1) Use a runway of sufficient length. 

(2) Use the correct airspeeds or V-speeds for this configuration. 

(3) Maintain the proper aircraft pitch attitude and flight path for the configuration, gross 

weight, and other applicable operational considerations. 

(4) Adjust the attitude for touchdown only very slightly or not at all. 

NOTE: “Flaring” the airplane with zero flaps or “over-flaring” with partial 

landing flaps will likely result in “ballooning” or “floating” prior to touchdown 

and an unwanted and potentially dangerous extension in the landing distance 

required to stop the airplane. 

96. TASK 9.10: LANDING USING EFVS – PERFORMANCE EXPECTATIONS AND 

CRITERIA. 

Practice in training to ensure that the flightcrew member understands and is able to 

correctly and safely maneuver the airplane to a landing while using the enhanced flight 

vision system (EFVS). 

NOTE: This task requires the flightcrew member to understand and apply the limitations of 

the EFVS system in any existing weather conditions. Prior to attempting a landing using 

the EFVS, the flightcrew member will have been trained on and satisfactorily demonstrate 

proficiency in the proper use of the system in visual conditions and in weather limiting 

conditions, including all instrument approach procedures authorized using the EFVS, and 

the transition to instrument flight if an interruption or malfunction of the EFVS system 

occurs. 

97. TASK 9.11: LANDING USING HUD – PERFORMANCE EXPECTATIONS AND 

CRITERIA. 

Practice in training to ensure that the pilot understands and is able to correctly and safely 

maneuver the airplane to flying an instrument approach or landing while using the head-up 

display (HUD) system. 

NOTE: This task requires the pilot to understand and apply the limitations of the HUD 

system in any existing weather conditions. Prior to attempting an instrument approach or 

landing using the HUD, the flightcrew member will have been trained on and satisfactorily 

demonstrate proficiency in the proper use of the system in visual conditions and in weather 

limiting conditions, including all instrument approach procedures authorized using the 

HUD, and the transition to instrument flight if an interruption or malfunction of the HUD 

system occurs. 
98. TASK 9.12: LANDING ON CONTAMINATED RUNWAY – PERFORMANCE 

EXPECTATIONS AND CRITERIA. 

This task requires that the flightcrew member has a complete understanding of the 

limitations of the aircraft and those imposed by the certificate holder regarding landing 

with an accumulation of precipitation (rain, snow, ice, slush) on the landing runway. 

This task requires the flightcrew member to— 

a. Follow all the prerequisite requirements for setting and using airplane systems 

(e.g., engine ignition, anti-icing, rain removal, lighting) prior to initiation of the approach. 

b. Follow the airplane recommended practices regarding the changing aircraft 

configuration after landing. 

99. TASK 9.13: LANDING HIGH DENSITY ALTITUDE RUNWAY OPERATIONS – 

PERFORMANCE EXPECTATIONS AND CRITERIA. 

a. This task requires that the flightcrew member has a complete understanding of the 

limitations of the aircraft and those imposed by the certificate holder regarding landing on 

runways at high density altitudes. 

b. This task requires the flightcrew member to select the appropriate aircraft 

configuration, use appropriate power settings, expect greater turn radii, understand the 

higher ground speeds for the indicated airspeed due to the altitude difference, recognize the 

longer landing distance requirements, and anticipate a more-rapid-than-normal airspeed 

decrease during the flare rotation for touchdown. 

100. AREA 10.0: ABNORMAL PROCEDURES – PERFORMANCE EXPECTATIONS 

AND CRITERIA. 

NOTE: All tasks described under this paragraph are considered to be “crew 

involvement” tasks that are to be managed and credited as a crew. 

a. This task requires that the crew has a complete understanding of the limitations of 

the aircraft and those that may be imposed by the certificate holder. 

b. The crew will: 

(1) Consider the impact of the abnormal condition on the safety of the flight and on the 

need to turn back, or continue to the destination airport or another suitable airport; 

(2) Complete immediate action (memory) items, if appropriate; and 

(3) Follow checklist requirements. 

101. TASK 10.1: UN-ANNUNCIATED ABNORMAL PROCEDURES – 

PERFORMANCE EXPECTATIONS AND CRITERIA. 
This task requires that the crew has a thorough understanding of the limitations of the aircraft 

and those that may be imposed by the certificate holder. It is understood that un-annunciated 

abnormal occurrences cover a wide range of possibilities. The intent of this task is to require 

sufficient training to ensure that the flight crew is trained to react to an un-annunciated 

abnormal occurrence. 

NOTE: Unannunciated abnormal conditions include: vibration, tailpipe fire, loss 

of engine thrust control, engine severe damage, volcanic ash, window damage, 

tail strike, various smoke or fumes, rapid depressurization, evacuation, jammed 

stabilizer, jammed or restricted flight controls, fuel leak on the engine, and engine 

stall. 

102. TASK 10.2: ANNUNCIATED ABNORMAL PROCEDURES, BY SYSTEM AIR 

TRANSPORT ASSOCIATION OF AMERICA (ATA) CODE – PERFORMANCE 

EXPECTATIONS AND CRITERIA. 

Select as many of the systems and devices necessary, and appropriate to the certificate 

holder’s operation, to ensure pilots receive adequate academic and job performance training.

a. Task: 10.2.1 Air Conditioning (21). 

b. Task: 10.2.2 Auxiliary Power Unit (APU) (49). 

c. Task: 10.2.3 Autopilot (22). 

d. Task: 10.2.4 Brakes (32). 

e. Task: 10.2.5 Communications (23). 

f. Task: 10.2.6 Doors (52). 

g. Task: 10.2.7 Electrical Power (24). 

h. Task: 10.2.8 Emergency Equipment (25). 

i. Task: 10.2.9 Engine (72). 

j. Task: 10.2.10 Fire Protection (26). 

k. Task: 10.2.11 Flaps (27). 

l. Task: 10.2.12 Flight Controls (27). 

m. Task: 10.2.13 Fuel (28). 

n. Task: 10.2.14 EGPWS and TAWS (34). 

o. Task: 10.2.15 HUD. 

p. Task: 10.2.16 Hydraulic Power (29). 
q. Task: 10.2.17 Ice and Rain Protection (30). 

r. Task: 10.2.18 Instruments (31). 

s. Task: 10.2.19 Landing Gear (32). 

t. Task: 10.2.20 Navigation (34). 

u. Task: 10.2.21 Oxygen (35). 

v. Task: 10.2.22 Pneumatic (36). 

w. Task: 10.2.23 Propellers (61). 

x. Task: 10.2.24 Stall Warning (27). 

y. Task: 10.2.25 Thrust Reversers (78). 

z. Task: 10.2.26 Warning Systems (various). 

103. AREA 11.0: EMERGENCY PROCEDURES – PERFORMANCE EXPECTATIONS 

AND CRITERIA. 

NOTE: All tasks described under this paragraph are considered to be “crew 

involvement” tasks that are to be managed and credited as a crew. 

a. This task requires that the crew has a complete understanding of the limitations of 

the aircraft and those that may be imposed by the certificate holder. 

b. The crew will: 

(1) Complete the immediate action (memory) items in proper sequence, if appropriate; 

(2) Follow checklist requirements; and 

(3) Land as soon as possible. 

c. Crews are not to “troubleshoot” the emergency procedures. They are expected to 

observe, identify, use appropriate checklists, and apply systems knowledge as required and 

resolve the emergency to the safest possible outcome. 

104. TASK 11.1: FIRE OR SMOKE IN AIRCRAFT – PERFORMANCE 

EXPECTATIONS AND CRITERIA. 

Practice to proficiency in training to ensure that the crew understands and is able to correctly 

and safely respond to fire or smoke in the aircraft. 

This task requires that the crew— 

a. Initiate an emergency descent, diversion, or evacuation, as appropriate. 
b. Apply their knowledge of fire detection and extinguishing systems, as necessary. 

c. Promptly acknowledge the smoke, fumes, or fire event. 

d. Direct the use of oxygen and smoke goggles (or Emergency Vision Assurance 

System (EVAS) if appropriate) to keep crew functioning, and establish crew 

communications. 

e. Identify the source of smoke, fumes, or fire, if possible. 

f. Initiate correct procedure or checklist for the type of smoke, fumes, or fire. 

g. Complete the descent, land, and evacuate as quickly as possible. 

105. TASK 11.2: UNANNUNCIATED FIRE IN FLIGHT.

This task requires that the crew to consider all of the action criteria in Task 11.1, Fire or 

Smoke in Aircraft. 

106. TASK 11.3: DITCHING – PERFORMANCE EXPECTATIONS AND CRITERIA. 

Practice to proficiency in training to ensure that the crew understands and is able to correctly 

and safely respond to the necessity to land the airplane in a body of water. 

This task requires that the crew— 

a. If time permits, advise the cabin crew to prepare the cabin. 

b. Follow the appropriate descent and before landing checklists. 

c. Follow the appropriate ditching checklist, if available. 

d. Make every effort to touch down: 

(1) Between the crests of any wave activity, parallel to the wave crest; 

(2) At the slowest speed possible; 

(3) Tail first, if control allows; 

(4) With the landing gear retracted; 

(5) Evacuate the aircraft. 

107. TASK 11.4: EMERGENCY DESCENT (MAXIMUM RATE) – PERFORMANCE 

EXPECTATIONS AND CRITERIA. 

Practice to proficiency in training to ensure that the crew understands and is able to correctly 

and safely respond to the necessity to descend the airplane as quickly as possible. 
This task requires that the crew— 

a. Consider the appropriate configuration for descent if aircraft damage is known or 

suspected. 

b. Choose an altitude for level-off suitable to the terrain and conditions. 

c. Perform emergency descent in a smooth, positive, and timely manner without 

exceeding limitations. 

108. TASK 11.5: RAPID DECOMPRESSION – PERFORMANCE EXPECTIONS AND 

CRITERIA.

Practice to proficiency in training to ensure that the crew understands and is able to correctly 

and safely respond to the loss of cabin pressure, and determine if an immediate descent is 

necessary. 

This task requires that the crew— 

a. Promptly acknowledge the rapid decompression event.

b. Consider the altitude of the aircraft and the need for an emergency descent or an 

alternative course of action, including the need for crew or passenger oxygen. 

c. Determine whether or not cabin pressure control can be regained and determine the 

necessity for a descent or emergency descent. 

d. Direct use of oxygen by crew as necessary. 

e. Establish crew communications. 

109. TASK 11.6: EMERGENCY EVACUATION– PERFORMANCE EXPECTIONS 

AND CRITERIA. 

Practice to proficiency in training to ensure that the crew understands and is able to correctly 

and safely respond to the necessity of evacuating the airplane as soon as possible. 

This task requires that the crew— 

a. Considers the need for evacuation against the inherent risk of injury during its 

conduct. 

b. Considers the area around the aircraft and the direction from which search and 

rescue responders are approaching. 

c. Ensures the aircraft is depressurized before directing evacuation. 

d. Directs evacuation to the safest area in relation to the aircraft through exits with the 

minimum likelihood of post-evacuation injury. 
110. TASK 11.7: ENGINE FIRE, SERVERE DAMAGE OR SEPARATION– 

PERFORMANCE EXPECTIONS AND CRITERIA. 

Practice to proficiency in training to ensure that the crew understands and is able to correctly 

and safely respond to experiencing an engine fire, severe damage, or separation. 

This task requires that the crew— 

a. Maintain positive control of the aircraft; 

b. Does not reduce airspeed unless additional altitude is necessary for the safe 

continuation of the flight and full thrust on the remaining engine(s) is insufficient; 

c. Completes the immediate action (memory) items in proper sequence, if appropriate; 

d. Follows checklist requirements; 

e. Lands as soon as possible; and 

f. Performs the accomplishment of Task 11.6, Emergency Evacuation. 

111. TASK 11.8: LANDING WITH DEGRADED FLIGHT CONTROLS – 

PERFORMANCE EXPECTIONS AND CRITERIA.

Practice in training to ensure that the crew understands and is able to correctly and safely 

respond to experiencing a flight control problem that requires an approach and landing with 

degraded flight controls. 

a. This task requires that the crew— 

(1) Recognize the degraded control condition. 

(2) Demonstrate and apply knowledge of the maneuvering capabilities of the aircraft in 

the presently degraded condition. 

b. Maintain airspeeds and configurations suitable for the degraded condition, taking 

into consideration any additional landing distance requirements and making appropriate 

adjustments to the airport or runway of intended landing. 

112. TASK 11.9: PILOT INCAPACITATION– PERFORMANCE EXPECTIONS AND 

CRITERIA. 

Practice in training to ensure that the crew understands and is able to correctly and safely 

respond to experiencing the incapacitation of another flightcrew member. 

This task requires that the crew— 

a. Maintain focus on continuing to fly the airplane at a safe altitude, airspeed, and 

flight path; 
b. The remaining crewmber(s) notify ATC as soon as possible; 

c. Ensure the incapacitated crewmember is clear of the flight controls; 

d. Follow all appropriate checklists and make every effort to divert to the nearest 

suitable airport for an immediate landing. 

113. TASK 11.10: ALL OTHER TASKS DESCRIBED IN THE FCOM –

PERFORMANCE EXPECTATIONS AND CRITERIA.

All Other Tasks described in the FCOM – Performance expectations and criteria. The 

flightcrew will be exposed to all other tasks described in the certificate holders FCOM. 

114. PERFORMANCE STANDARDS FOR THE EMERGENCY TRAINING DRILLS. 

a. Emergency training equipment will be identical to that installed in the certificate 

holder’s aircraft on which the flightcrew member is to be qualified with respect to weight, 

dimensions, appearance, features and operation. Equipment may be substituted when it is 

similar with respect to weight, dimensions, appearance, features, and operations, and the 

flightcrew member has been provided with training on differences between the training 

equipment and the actual aircraft equipment. 

b. Emergency drills and demonstrations also are required on varying intervals (i.e., 

each may be required once each 9 months or once each 36 months).The certificate holder 

may distribute these recurrent training requirements in a manner that best suits its training 

program structure while ensuring that the required items are included at the appropriate 

intervals. An example of how these intervals may be achieved is described in paragraphs 

c(1) of this paragraph. 

NOTE: See §§ 121.133; 121.135; and the following proposed §§ 121.1201; 

121.1203; 121.1205; 121.1233; 121.1255; 121.1333; 121.1337; 121.1351; 

121.1365; 121.1367; 121.1337; 121.1381; 121.1383; and 121.1391. 

115. TASK 12.1: PERFORMANCE DRILLS– INDIVIDUALS.

a. 12.1.1 Fire extinguishers. 

(1) Environment: The hand fire extinguisher will be charged; but does not have to 

contain the actual extinguishing agent. 

(2) Crewmember Performance: The flightcrew member will complete the following 

during the drill for each type of installed hand fire extinguisher: 

(a) Prepare extinguisher for use (e.g., rotate handle to pressurize, break tamper 

seals, pull pin, release safety latch). 

(b) Operate extinguisher discharge mechanism. 
(c) Aim and discharge extinguisher at the base of the fire (actual or simulated) 

using proper discharge pattern, bottle position, and flight crewmember body position 

(appropriate to the location of the fire). 

b. 12.1.2 Oxygen Systems. 

Crewmember Performance: The flightcrew member will complete the following during 

the drill for each type of installed oxygen system equipment:

(1) Don and activate the oxygen and test for flow, position, seal, and security of the mask 

or hood to the face or head. 

(2) Demonstrate proper precautions. 

(3) Secure the oxygen bottle, canister, or cartridge (as appropriate) and position it to 

monitor the supply. 

(4) Demonstrate proper handling techniques if using portable solid state units. 

(5) Deactivate and stow equipment. 

 NOTE: This drill is not required for the type of protective breathing equipment used in 

 the firefighting drill that is completed during the same training period. 

c. 12.1.3 Equipment Mountings. 

(1) Environment: Each piece of emergency equipment will be in its fully secured or 

pinned condition using the identical bracketing or mounting system that is used on the aircraft in 

which the equipment is installed. 

(2) Crewmember Performance: The flightcrew member will complete the following 

during the drill: 

(a) Completely remove each piece of emergency equipment from its bracketing or 

securing system. 

(b) Secure each piece of emergency equipment in its bracketing and securing 

system or properly stow according to certificate holder procedures. 

 NOTE: Unless otherwise specified, it is not necessary to have the emergency equipment 

 installed within locations or compartments as installed in the actual aircraft. 

d. 12.1.4 Flight Deck Oxygen Systems. 

(1) Environment: This drill will provide the flightcrew member with practice in donning 

and using the flight deck supplemental oxygen systems or related vision protection equipment as 

it would be used in a smoke-filled or fume-filled flight deck. The flight deck supplemental 

oxygen systems equipment will be identical to that installed in the aircraft with respect to 

dimensions, appearance, features, controls, charge duration, and operation. 
(2) Crewmember Performance: The flightcrew member will complete the following 

during the drill for each type of installed oxygen system equipment: 

(a) Remove the bottle, canister, hood, or mask from the bracket or stowage. 

(b) Don and activate the oxygen and test for flow, position, seal, and security of 

the mask or hood to the face or head. Additionally, if smoke goggles are separate from oxygen, 

they will be donned. 

(c) Demonstrate proper precautions. 

(d) Secure the oxygen bottle, canister, or cartridge (as appropriate) and position it 

to monitor the supply. 

(e) Demonstrate proper handling techniques if using portable solid state units. 

(f) Deactivate and stow equipment. 

e. 12.1.5 Emergency Exits. 

(1) Normal Operation: The flightcrew member will complete the following drill, with 

respect to the normal operation of each flightcrew member emergency exit: 

(a) Identify conditions under which each exit should be opened or closed, if 

appropriate. 

(b) Assess the exterior and interior conditions for obstacles or hazards to persons 

or the exit during the opening or closing (e.g., jetway, stairs, barrier straps). 

(c) Follow procedure to ensure flightcrew member awareness at armed boarding 

door prior to aircraft pushback (if applicable to the exit). 

(d) Identify signal for arming and disarming. 

(e) Coordinate and communicate with other crewmembers. 

(f) Properly arm and disarm the exit. 

(g) Verify girt bar is armed or disarmed as appropriate. 

(h) Verify exit is in the correct mode for intended operation. 

(i) Use proper techniques for the operating mechanism (such as handles to open 

exit and secure in locked position). 

(j) Install safety strap. Stow safety strap. 

(k) Release locking mechanism and properly use control handles to close exit and 

secure in locked position. 
(2) Emergency Operation: The flightcrew member will complete the following drill, with 

respect to the emergency operation of each flightcrew member emergency exit: 

 NOTE: The operation of each type of flightcrew member emergency exit may be 

 conducted as an observation drill that includes the tasks listed in this paragraph. 

(a) Position escape device (if applicable). 

(b) Verify that girt bar is armed or disarmed as appropriate. 

(c) Verify the exit is in the correct mode. 

(d) Identify conditions under which the exit is to be opened in the emergency 

mode. 

(e) Use proper voice commands to passengers (as appropriate). 

(f) Assess conditions outside the exit to determine the exit usability (e.g., clear of 

obstruction, fire, aircraft attitude). 

(g) Open the exit in the armed mode (as applicable) and secure or stow the exit (as 

applicable) to ensure a fully open and unobstructed exit. 

(h) Hold onto assist handle (if applicable). 

(i) As applicable, pull the manual inflation handle(s) and verify deployment, 

inflation (e.g., ramp, slide). 

(j) Maintain appropriate protective body and hand positions. 

(k) Follow crew coordination procedures (as appropriate). 

(l) Access release handle(s) (e.g., Slide disconnect, jettison tail cone, ventral 

stairs). 

(m) Recognize when it is appropriate to exit the aircraft. 

Access escape tapes or escape ropes (if applicable). 

f. 12.1.6 Flotation devices.

(1) Environment: The individual flotation means used for this drill will be identical to 

each type of life preserver, flotation device, and seat cushion installed in the aircraft with respect

to weight, dimensions, controls, types and method of operation. 

(2) Each flightcrew member will complete the following during the drill: 

(a) Life preservers: 
1. Recognize removal procedures for individual flotation devices and also 

recognize any equipment or furnishings that may complement or hinder the removal of the 

flotation device or seat cushion. 

2. Don and secure life preserver, and inflate using automatic inflation 

(if appropriate) of at least one chamber. 

3. Demonstrate proper arm placement and use of the life preserver. 

4. Partially inflate, or simulate inflation of, a second chamber (if appropriate) of 

life preserver orally. 

5. Practice deflation technique. 

6. Locate and describe light activation. 

 (b) Flotation devices: 

 1. Recognize removal procedures for flotation devices or seat cushions, and also 

recognize any equipment or furnishings that may complement or hinder the 

removal of the flotation device or seat cushion. 

 2. Demonstrate proper arm placement and use of the flotation device or seat 

cushion. 

 NOTE: The individual flotation may consist of life preservers, flotation devices, 

 and seat cushions. 

g. 12.1.7 Emergency evacuation (with slide). 

(1) Environment: This drill is required when the flightcrew member is qualifying on an 

aircraft that is equipped with emergency escape slides. 

(a) This is a one-time emergency drill requirement that the flightcrew member will 

complete for the certificate holder for which the flightcrew member is employed. 

(b) Each flightcrew member will complete an emergency evacuation by egressing 

the aircraft or approved training device using at least one type of installed emergency escape 

slide from an aircraft on which the flightcrew member will be qualified to serve. 

(2) Crewmember Performance: The flightcrew member will complete the following 

during the drill: 

(a) Observe the airplane exit(s) being opened in the emergency mode and the 

associated exit slide, or slide raft being deployed and inflated or perform the tasks resulting in 

the completion of these actions. 

(b) Egress the aircraft or approved training device and descend the slide while 

using the proper method and technique. 
h. 12.1.8 Emergency evacuation (without slide). 

(1) Environment: This drill is required when the flightcrew member is qualifying on an 

aircraft that is not equipped with an emergency escape slide on any emergency exit. 

(a) This is a one-time emergency drill requirement that the flightcrew member will 

complete for the certificate holder for which the flightcrew member will serve. 

(b) Each flightcrew member will complete an emergency evacuation by egressing 

the aircraft or approved training device through an emergency exit that is not designed to have 

an escape slide installed and is representative of the aircraft on which the flightcrew member 

will be qualified to serve. 

(2) Crewmember Performance: The flightcrew member will satisfactorily accomplish the 

following during the drill: 

(a) Observe the airplane exit(s) being opened in the emergency mode. 

(b) Egress the aircraft or approved training device while using the proper method 

and technique. 

i. 12.1.9 Firefighting (actual fire). 

(1) Environment: The flightcrew member will complete the firefighting drill while 

combating an actual fire. The flightcrew member will combat the fire using at least one type of 

hand fire extinguisher that is appropriate for the type of fire being fought, while using the type of 

installed Protective Breathing Equipment (PBE). 

(a) This is a one-time emergency drill requirement that the flightcrew member will 

complete for the certificate holder for which the flightcrew member is employed. 

(b) For the purpose of this drill, PBE and the hand fire extinguisher will be 

installed in the appropriate bracket or stowage compartment or stowage pouch (if not completed 

during the equipment mountings drill). 

(c) The hand fire extinguisher will be charged; but does not have to contain the 

actual extinguishing agent. 

(d) A self-contained PBE may be substituted with a training smoke hood which is 

not operational. 

(2) Crewmember Performance: The flightcrew member will complete the following 

during the drill: 

(a) Recognize the type of fire. 

(b) Locate source of fire or smoke. 

(c) Remove PBE from stowage container and pouch (as appropriate). 
(d) Don the PBE and activate oxygen in proper sequence (activation of oxygen 

may be simulated). 

(e) Verify seal. 

(f) Select appropriate hand fire extinguisher for the class of fire. 

(g) Prepare extinguisher for use (e.g., rotate handle to pressurize, break tamper 

seals, pull pin, release safety latch). 

(h) Approach fire or smoke. 

(i) Combat fire using proper techniques. 

(j) Operate extinguisher discharge mechanism properly. 

(k) Aim and discharge extinguisher at the base of the fire using proper discharge 

pattern, bottle position, and flightcrew member body position. 

(l) Maintain an appropriate distance from the fire in order to complete the task and 

maintain personal safety. 

(m) Be aware of PBE oxygen duration. 

(n) Be aware of signals that PBE is no longer generating oxygen to wearer. 

(o) Use protective techniques to back away. 

(p) Ensure fire is extinguished. 

(q) Use proper techniques for PBE removal. 

(r) Properly secure equipment.

116. TASK 12.2: PERFORMANCE GROUP 

a. 12.2.1 and 12.2.2 inclusive Ditching survival. 

(1) Environment: 

(a) Ditching survival drill in a dry training environment will be conducted on a 

surface with sufficient space to conduct the drill without interference from nearby objects or 

structures. 

(b) Ditching survival drill in a wet training environment will be conducted in water 

with sufficient depth and width under and around the slide, raft or slide-raft that does not allow 

participants the ability to touch the bottom or sides of the water containment structure. 
1. Ditching survival drill in a wet training environment is a one-time emergency 

drill requirement that the flightcrew member will complete for the certificate holder for which 

the flightcrew member is to serve. 

2. Raft boarding and subsequent activities will be done in water for ditching 

survival drill in a wet training environment. 

(2) Crewmember Performance: The flightcrew member will participate in the following 

ditching survival drill for both wet and dry training environments as applicable to the certificate 

holder’s procedures and approved extended overwater operations: 

NOTE: Activities prior to raft boarding for both wet and dry training environments may 

be done in classroom, aircraft, or aircraft mockup.

(a) Identify boarding station and board raft. 

(b) Review the need to crawl and stay low. 

(c) Distribute the load. 

(d) Review the need to stay attached to the aircraft as long as possible, and 

operation of the quick disconnect. 

(e) Review the need to get clear of fuel-covered water and debris. 

(f) Locate and deploy the sea anchor. 

(g) Discuss the importance of upwind and downwind. 

(h) Retrieve the survival kit and review contents. 

(i) Identify inflation valve and review operation of inflation pump and raft repair 

kit. 

(j) Identify equipment for bailing raft dry (e.g., bailing bucket or sponge). 

(k) Install the canopy and discuss methods for collecting rain water and water 

purification techniques. 

(l) Demonstrate how canopy can be used in both hot and cold climates. 

(m) Review the use of signaling devices located in survival kits. 

(n) Discuss the cautions associated with flares and sea dye marker and proper use. 

(o) Point out raft lights. 

(p) Review alternate signaling devices (e.g., mirrors).
(q) Locate and demonstrate use of heaving line. Review techniques to retrieve 

survivors. 

(r) Review raft maintenance techniques. 

117. TASK 12.3: OBSERVATION DRILLS. 

During the observation drill, the flightcrew member observes the specific procedural drill 

being conducted by other persons in a live setting or through an audio-visual medium.

a. 12.3.1 Preparation of Emergency Exits In Emergency Mode. Crewmember 

Performance: 

NOTE: Each flightcrew member will observe the preparation of each type of installed 

flightcrew member emergency exit in the emergency mode, as follows: 

(1) Position escape device (if applicable). 

(2) Verify that girt bar is armed or disarmed (as appropriate). 

(3) Verify the exit is in the correct mode. 

(4) Identify conditions under which the exit is to be opened in the emergency mode. 

(5) Use proper voice commands to passengers (as appropriate). 

(6) Assess conditions outside the exit to determine the exit usability (e.g., clear of 

obstruction, fire, aircraft attitude). 

(7) Open the exit in the armed mode (as applicable) and secure and stow the exit (as 

applicable) to ensure a fully open and unobstructed exit. 

(8) Hold onto assist handle (if applicable). 

(9) Pull the manual inflation handle(s) and verify deployment and inflation (e.g., ramp, 

slide). 

(10) Maintain appropriate protective body and hand positions. 

(11) Follow crew coordination procedures (as appropriate). 

(12) Access release handle(s) (e.g., slide disconnect, jettison tail cone, ventral stairs). 

(13) Recognize when it is appropriate to exit the aircraft. 

(14) Access escape tapes or escape ropes (if applicable). 

b. 12.3.2 Emergency Evacuation Utilizing an Escape Slide (if applicable). 

Crewmember Performance. 
NOTE: Each flightcrew member qualifying on an aircraft equipped with evacuation 

slides will observe the evacuation of an aircraft with passengers using a slide. The observation 

 will include:

(1) Correct methods of evacuation. 

(2) Correct methods of entering the slide. 

(3) Necessity for helpers at the bottom of slide. 

c. 12.3.3 Deployment, inflation, and detachment of slide, raft, or slide-raft. 

Crewmember Performance. 

NOTE: Each flightcrew member will observe the deployment, inflation, and detachment 

from the airplane of each type of installed slide, raft, or slide-raft. This observation will 

include:

(1) Proper use of the exit operating handle. 

(2) Location and color of the inflation handle. 

(3) Demonstration of forces required to inflate slide or slide-raft. 

(4) Attachment to aircraft (if applicable). 

(5) Sound of inflating slide, raft, or slide-raft.Proper inflation and position of the slide, 

raft, or slide-raft. 

(6) Location of the ditching handle or laces. 

(7) Launching points (if required). 

(8) Procedure to pull ditching handle including secondary actions that may be required. 

(9) Lanyard and the removal or cutting of lanyard. 

(10) Righting overturned rafts (if applicable).
DATE DRAFT AC 120-FCMT 

 Appendix 3 

Page 1 

APPENDIX 2. DEFINITIONS AND ACRONYMS. 

THE READER CAN FIND DEFINITIONS IN TITLE 14 OF THE CODE OF FEDERAL 

REGULATIONS (14 CFR) PART 121, § 121.1205. ACRONYMS ARE AS FOLLOWS:

AFD 

AFE 

AFS-210 

AFM 

AGL 

AIM 

APD 

APU 

ASAP 

ASR 

ASRS 

ATA 

ATC 

ATIS 

ATP 

CAT 

CDI 

CDL 

CFIT 

COM 

CRM 

DA 

DH 

DME 

EFB 

EFIS 

EGPWS 

EGT 

ETOPS 

EFVS 

EVAS 

FAA 

FAF 

FDC 

FE 

FFS 

FMC 

FMS 

FOD 

FOQA 

fpm 

Airport Facility Directory 

Above Field Elevation 

Air Carrier Training Branch, Air Transportation 

Division, Flight Standards Service 

Aircraft Flight Manual 

Above Ground Level 

Aeronautical Information Manual 

Aircrew Program Designee 

Auxiliary Power Unit 

Aviation Safety Action Program 

Airport Surveillance Radar 

Aviation Safety Reporting System 

Air Transport Association of America 

Air Traffic Control 

Automated Terminal Information Service 

Airline Transport Pilot 

Category 

Course Deviation Indicator 

Configuration Deviation List 

Controlled Flight into Terrain 

Crewmember Operating Manual 

Crew Resource Management 

Decision Altitude 

Decision Height 

Distance Measuring Equipment 

Electronic Flight Bag 

Electronic Flight Instrument System 

Enhanced Ground Proximity Warning Systems 

Exhaust Gas Temperature 

Extended Operations 

Enhanced Flight Vision System 

Emergency Vision Assurance System 

Federal Aviation Administration 

Final Approach Fix 

Flight Data Center 

Flight Engineer 

Full Flight Simulator 

Flight Management Computer 

Flight Management System 

Foreign Object Damage 

Flight Operational Quality Assurance 

feet per minute 
AC 120-FCMT DRAFT DATE 

Appendix 3 

Page 2 

FSTD 

FTD 

GPS 

GPWS 

GS 

HUD 

IAP 

ICAO 

ILS 

INS 

IOS 

LAHSO 

LOFT 

LORAN 

LOSA 

MAP 

MEA 

MEL 

MDA 

METAR 

MLS 

MMEL 

NDB 

NOTAMS 

PAR 

PBE 

PF 

PIC 

PM 

POI 

PRMPTS 

QFE 

QNE 

QNH 

QPS 

QRH 

RA 

RMI 

RNAV 

RNP 

RPM 

RVR 

SAR 

SAAAR 

SIC 

Flight Simulation Training Device 

Flight Training Device 

Global Positioning System 

Ground Proximity Warning System 

Groundspeed 

Head-up Display 

Initial Approach Point 

International Civil Aviation Organization 

Instrument Landing System 

Inertial Navigation System 

Instructor’s Operating Station 

Land And Hold Short Operations 

Line-Oriented Flight Training 

Long Range Navigation 

Line Operational Safety Audit 

Missed Approach Point 

Minimum Enroute Altitude 

Minimum Equipment List 

Minimum Descent Altitude 

Aviation Routine Weather Report 

Microwave Landing System 

Master Minimum Equipment List 

Nondirectional Radio Beacon 

Notices to Airmen 

Precision Approach Radar 

Protective Breathing Equipment 

Pilot Flying 

Pilot In Command 

Pilot Monitoring 

Principal Operations Inspector 

Precision Runway Monitor 

Practical Test Standards 

Altimeter Reference to Zero Feet at Field Elevation 

Barometric pressure for Standard Altimeter Setting 

Barometric Pressure for Local Altimeter Setting 

Qualification Performance Standards 

Quick Reference Handbook 

Resolution Advisory 

Radio Magnetic Indicator 

Area Navigation 

Required Navigation Performance 

Revolutions Per Minute 

Runway Visual Range 

Search and Rescue 

Special Aircraft and Aircrew Authorization 

Required 

Second In Command 
DATE DRAFT AC 120-FCMT 

 Appendix 3 

Page 3 (and 4) 

SID 

SOIR 

SOP 

STAR 

TA 

TAA 

TAS 

TAWS 

TCAS 

TCE 

TSA 

V1 

V2 

VMCA 

VMCG 

VR 

VREF

VSO 

VS1 

VOR 

XLS 

Standard Instrument Departure 

Simultaneous Operations on Intersecting Runway 

Standard Operating Procedure 

Standard Terminal Arrival Route 

Traffic Advisory 

Terminal Arrival Area 

True Airspeed 

Terrain Avoidance Warning System 

Traffic Alert and Collision Avoidance System 

Training Center Evaluator 

Transportation Security Administration 

Takeoff Decision Speed 

Takeoff Safety Speed 

Minimum Control Speed with the Critical Engine 

Inoperative out of ground effect 

Minimum Control Speed with the Critical Engine 

Inoperative During Takeoff Roll 

Rotation Speed 

Reference Speed for Final Approach 

Stall Speed or Minimum Steady Flight Speed at 

which the Airplane is Controllable in the Landing 

Configuration 

Stall Speed or Minimum Steady Flight Speed in a 

Specific Configuration 

Very high frequency Omnidirectional Range 

Other Landing System