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 supplement al 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 inte nded 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 establi shing performance based standards for flightcrew member training and qualification, as we ll 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 pr ovides 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 d ocket 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.gpoacce ss.gov.

• 14 CFR part 1, Definitions and Abbreviations.

• 14 CFR part 60, Flight Simulation Training Device I nitial and Continuing Qualification and Use.

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

• 14 CFR part 65, Certification: Airmen Other Than Fl ight 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 (pro posed), Subpart CC (proposed)).• 14 CFR part 135, Operating Requirements: Commuter a nd On Demand Operations and

Rules Governing Persons On Board Such Aircraft. (Pa rt 135, § 135.3.) 3. RELATED READING MATERIAL. This AC provides information and effective practice s 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 standard s 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_ci rculars.

• AC 00-6, Aviation Weather For Pilots and Flight Ope rations 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 We ather 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 Fligh t 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_m anuals/aircraft/airplane_handb ook/.

• To find the Order 8900.1, Flight Standards Informat ion Management System go to: http://fsims.faa.gov/.

• To find the Aeronautical Information Manual (AIM) g o to: http://www.faa.gov/air_traffic/publications/atpubs/ aim/.

• To find FAA H-8083-15, Instrument Flying Handbook g o to: http://www.faa.gov/library/manuals/aviation/instrum ent_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/applicatio ns/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=aero nav/applications.

• National Flight Data Center Office of the Asst. Sec retary 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_no tices/

• To find the Pilot Guide to Takeoff Safety – Takeoff Safety Training AID go to: http://www.faa.gov/other_visit/aviation_industry/ai rline_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/ai rline_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%20Admi n/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, s ubchapters A, B, C, and D. 4. BACKGROUND. This AC is part of the Federal Aviation Administra tion’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 an d 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 determinin g compliance with the pertinent CFR. Mandatory terms used in this AC such as “shall,” “m ust,” 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 reg ulations must also be referenced to assure compliance with the provisions therein. This AC doe s not change regulatory requirements or create additional ones, and does not authorize chan ges in, or deviations from, regulatory requirements. The provisions of the CFR are control ling. 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 m embers with respect to the proposed requirements set out in the referenced regulatory p art. 5. DISCUSSION. The reader should not rely solely on this document for qualification and related training requirements or the flightcrew mem ber Qualification Performance Standards (QPS) for requirements in these areas. The reader m ust also use part 91 and part 121, subparts G, K, M, Q, R, S, T, V, X and BB (proposed). As descri bed in the appropriate appendix of part 121, subpart BB (proposed), the certificate holder is re quired 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 (pr oposed) for Flight Engineers (FE)) describing how the certificate holder intends to op erate its airplanes in revenue service. References for these descriptions should include an y operational recommendations from the airplane Original Equipment Manufacturer (OEM), inc luding any deviations from those recommendations chosen by the certificate holder an d any consideration of the task description of those tasks as found in the relevant appendix (A ppendix 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 thisFCOM that will be used for the development of the r equired training program to meet the

training and evaluation requirements outlined in th e 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 Divisi on (AFS-200), Flight Standards Service, Federal Aviation Administration, 800 Indep endence Avenue, SW., Washington, DC 20591; telephone (202) 267-8166. b. More information may be found on the Flight Standar ds 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 c omply with part 121 training requirements;

• ASIs with responsibilities for oversight of air car riers and the supervisors of those inspectors;

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

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

• Others involved in the development of aircraft stan dard operating procedures (SOP) and training programs;

• Crewmembers and others involved in flight operation s 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 f lightcrew member’s qualification experience levels, first time qualifi cation for a certificate holder, differences within type or series, maintaining and regaining qu alification, and changes in operations. Curriculum categories include: new hire, initial, t ransition, conversion, upgrade, requalification, emergency, differences, special, a nd 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 a ddressed in initial, transition, conversion,

upgrade, requalification, and/or recurrent training and/or evaluation are listed in the appropriate appendix of this document for the purpo se of combining the cognitive and procedural knowledge obtained in academic training with psycho-motor skills deemed necessary for the accomplishment of the relevant ta sk. The operational requirements should be developed from the tasks and environments descri bed in the relevant QPS, including recommendations from the manufacturer of the applic able airplane and from other references (including this document) that directly address spe cific 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 suppor t 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 brief ing, and receives an academic test on those procedures. The flightcrew member then receiv es job performance training in the form of instruction and practice regarding his or her ab ility to perform the relevant job performance task(s) that is(are) required to compet ently 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 re levant task(s) listed under the evaluation(s) required in accordance with the appli cable QPS. 9. TYPES OF STANDARDS.

a. Appendix 1. Generic Pilot Performance Standards; Tasks and Envi ronments. 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 ho lders will be expected to develop an alternating sequence where the appropriate subjects , tasks, and environments will be addressed at the intervals deemed appropriate by th e FAA. The following is an example of what would be considered acceptable sequencing: (1) First 9-month segment (at 9 months): All of the ac ademic subjects and job performance tasks and environments that are require d 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 ac ademic subjects and job performance tasks and environments that are require d 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 ac ademic subjects and job performance tasks and environments that are require d 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 a cademic subjects and job performance tasks and environments that are require d 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 p rogram, the FAA

may allow a certificate holder to reduce the traini ng, testing, checking, recency of experience, or operating experience requirements ba sed on a designation by the FAA that the certificate holder is operating related aircraf t. Related aircraft is defined in proposed 14 CFR 121.1206 as any two or more aircraft of the s ame 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 operat ing experience, as authorized by the FAA. Upon application to the FAA, the FAA conducts an a nalysis of a new or derivative aircraft to determine if similarities in configuration, perf ormance, or handling qualities exist between any two or more aircraft of the same make o r between any two or more aircraft within an existing airplane type or series. This an alysis will determine if sufficient similarities exist that would warrant these aircraf t being classified as “related” aircraft. This process is described further in draft Adviso ry Circular 120-53B that is also available for comment in the docket for the corresponding rul emaking.
10. ADMINISTERING CRM TRAINING.

a. CRM Training. Crew resource management training ensures that cre wmembers can effectively use all available resources, includ ing human resources, hardware, and information to ensure that situational awareness is maintained and the crew is communicating. CRM training, as proposed in the rul e, encourages air carriers to train in a full crew concept to ensure all crewmembers and dis patchers 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 taugh t and tested. CRM is not a single task, but rather a set of competencies that will be evident i n all tasks in this QPS. b. CRM deficiencies. These contribute to the unsatisfactory technical pe rformance of a task. Therefore, the CRM competencies are valuabl e 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 memb er and Flight Attendant (F/A) CRM scenarios together whene ver possible. When not possible, certificate holders should include information in f lightcrew members training that addresses the role of F/A during emergency situatio ns. 11. CONTINUOUS ANALYSIS PROCESS (CAP).

a. Improving Training and Qualification Programs. The CAP is intended to provide a method for the certificate holder to inte rnally evaluate and, where necessary, develop and incorporate any required improvement in the training and qualification programs used by the certificate holder. The certif icate 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 oper ations. The certificate holder will ensure appropriate and adequate assessment tools (t esting, checking, critique, inspection,observation, documenting, evaluation, and analysis) are utilized to enable the certificate

holder to validate the effectiveness of the qualifi cation 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 a nalysis of the certificate holder’s FAA-approved training programs. The CAP will be ap proved 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 betw een 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 an d training program. (4) Approval for modification and adjustment.

John M. Allen Director, Flight Standards ServicePage 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; 1 21.1363; 121.1365; 121.1367; 121.1377; 121.1379; 121.1381; 121.1383; 1 21.1385; 121.1387, 121.1389, and 121.1391. 1. GENERIC PROCEDURES AND EXPECTATIONS OF PERFORMANCE. This appendix describes the generic procedures for compl eting tasks, for operating in or near critical environments, and sets out the performance expectat ions of the flightcrew member when performing these tasks and conducting these operati ons. The intent of the Federal Aviation Administration (FAA) is to have the certificate hol der tailor these generic procedures in such a manner that the result will reflect the operating e nvironment and the equipment currently in service (or planned for service) for the certificat e holder’s approved operations. For example, an operator in Alaska may operate in a different envir onment and with different equipment than an operator in Florida. While the tasks and environmen ts 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 Or iginal 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 t o 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 § 12 1.133(c) (proposed). Also, the FAA expects that the specifics identified in the FCOM w ill 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 operation s under this part. The FCOM will be approved by the certificate holder’s Principal Operations In spector (POI) and will be used to develop and conduct the certificate holder’s FAA-approved train ing program for the aircraft they operate under part 121. Together, these efforts will provid e 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 incorpo rates the same format as the pilot tasks in Table 3A of appendix Q. Understanding that the fli ght engineer is part of the full crew concept, training under this concept would require the fligh t engineer to be exposed to essentially the same tasks as the pilots. However, in this exposur e, the flight engineer would have differing responsibilities and performance requirements for e ach 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 oth er cases, the flight engineer would be a full participant in certain tasks or may be solely respo nsible 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 requiremen ts for flight engineers will be carefully evaluated in the context of these differing operati onal responsibilities.a. The conditions that are to be considered for accomp lishment 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 accu rate instrument approach procedures defined in accordance with the certifica te holder’s operating specifications (OpSpecs). b. If performance is influenced by temperature, pressu re 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 requireme nt 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 airc raft will be maneuvered, including the timing for that maneuvering, to position the ai rcraft 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 g et the airplane to the required configuration, location, speed, and inertia each ti me 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 p arameters and continue the task or determining that the task should be abandoned. d. If the certificate holder adds tasks or environment s 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) (propo sed), these changes to the FCOM will be submitted to the POI for approval.e. If the certificate holder’s operation does not perm it, or the operation of the aircraft

flown by the certificate holder does not require on e or more of the tasks listed in this appendix, those tasks will not be included in the F COM. 3. AREA 1.0: ALL OPERATIONS. The flightcrew member will demonstrate the performa nce criteria under the prescribed conditions. Any selected condition may be addressed unless a pa rticular condition is specified . 4. TASK 1.1: NORMAL PROCEDURES - PERFORMANCE EXPECTATI ONS 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 avail able resources. d. Comply with the provisions of the FCOM, standard op erating procedures (SOP), and minimum equipment list (MEL) (if appropriate) a s they pertain to the particular aircraft, through all phases of flight and all oper ations.

e. Plan and brief automation modes and configurations. f. Verbalize entries and changes made to automated sys tems 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 comp leted. i. Crew briefing should include automation modes and c onfigurations, following guidelines for PF and PM duties for operation of au tomated systems. j. Comply with §121.397, emergency and emergency evacu ation duties. 5. TASK 1.2: OPERATION OF SYSTEMS AND CONTROLS AT THE FLIGHT ENGINEER’S (FE) PANEL – PERFORMANCE EXPECTATIONS AN D CRITERIA.

a. Ensure that the flightcrew member is able to and pr operly 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 fl ight.6. TASK 1.3: HUMAN FACTORS AND CREW RESOURCE MANAGEMEN T (CRM) –

PERFORMANCE EXPECTATIONS AND CRITERIA. The flightcrew member will:

a. Properly demonstrate orientation, division of atten tion, and proper planning. b. Observe indication of situation, condition, or prob lem and announce to the crew.

c. Monitor SA of others. d. Maintain an awareness of the automation modes selec ted 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 po tential problems. i. Confirm system fault diagnosis with crew and review possible causes. j. Identify and discuss alternative course(s) of actio n. k. Monitor and evaluate progress of action plan, and i f time permits, tests the plan’s validity. l. Identify situations where additional resources are needed.

m. Involve other crewmembers, dispatchers, and mainten ance 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 ar e potentially hazardous to safety of flight operations.
p. Ensure that crewmember roles, tasks, responsibiliti es, and expectations are clearly defined and understood.
q. Determine, plan, and discuss aircraft configuration s, airport specific procedures, and performance factors.

r. Demonstrate flightcrew and ground crew coordination (effective communications with other crewmembers) required for the tasks bein g completed.s. Plan for, brief, and debrief operational requiremen ts, safety issues, placards, and

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

t. Manage operations as planned and briefed, and commu nicate changes or deviations from that plan.

u. Acknowledge, via read back, any ATC clearance and e nsures the remainder of the crew is aware of the new clearance.

v. Acknowledge all crew callouts.

w. Establish goals based on current conditions and for mulate backup plans on anticipated conditions.

x. Determine how SOP deviations will be handled. y.Recognize and act to counter the effects of stres s 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 maint ains the trim condition of the aircraft. (2) Determine and adjust the configuration of the aircr aft as conditions require. (3) Engage or disengage the auto-flight mode of the air craft 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 rud der 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 co nfiguration and flight conditions. (3) Use the appropriate aircraft configuration for norm al and abnormal situations and procedures. (4) Properly trim for the configuration or condition, i f not automatic.(5) Recognize correction overshoot from target paramete r. (a) Speed. Maintain the appropriate airspeed within ±10 knots, but never less than takeoff safety speed (V 2 )-5 knots during takeoff or reference speed for final approach (V REF )-5 knots during approach.

(b) Pitch attitude not in excess of the maximum establi shed 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 reco mmended by the FCOM, establishes a bank of approximately 5° toward the o perating engine(s).

(d) Altitude. 1. Maintain altitude within ±100 feet (30 meters), whe n a constant altitude is specified and is within the capability of the aircr aft.

2. Errors of more than 100 feet are promptly corrected

. NOTE: An altitude error of more than 200 feet is not acce ptable 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 condit ion requires a higher descent rate, and brief the approach accordingly.

(f) Heading 1. Maintain heading within ±10° of the specified headi ng. 2. Maintain the specified course within one-quarter sc ale deflection of the course deviation indicator (CDI), ±5° on the radio magneti c indicator (RMI) or bearing pointer, ±1 NM on a distance measuring equipment (DME) arc, or Are a Navigation (RNAV) course within a cross-track error not in excess of the specified Re quired Navigation Performance (RNP).3. Maintain track (ground track flown without electron ic navigation aid

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

(g) Final approach segment Maintain a stabilized approach. Depart the FAF conf igured for landing and on the proper approach speed, power setting, and flight pa th 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 sp ecifically briefed. 8. TASK 1.5: ATC COMMUNICATION AND PROCEDURES – PERFOR MANCE EXPECTATIONS AND CRITERIA.

a. Ensure that the flightcrew member is able to and pr operly interprets all ATC clearances received and, when necessary, requests c larification, 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 ale rting. (3) Demonstrate the necessary flightcrew coordination r equired for compliance with ATC instructions and requests. (4) Select and use the appropriate communication or nav igation frequencies. Insure that the navigation frequency is properly identified. (5) Establish communications with ATC, using proper phr aseology or data link procedures. (6) Comply with all ATC clearances, instructions, or ai rspace restrictions. (7) Advise ATC when unable to comply with a clearance. (8) Comply with ATC reporting requirements. (9) Demonstrate competency in two-way radio communicati ons or ATC data link failure procedures. (10) Use the current and appropriate navigation publicat ions for the proposed flight. (11) Identify the navigation aids associated with non XL S approach procedures (12) Select, tune, identify, and confirm the operational status of ground and aircraft navigation equipment to be used for the approach. L ow frequency non-directional radio beacon (NDB) identification will be continuously monitored when used as the primary navigation reference. Where applicable, checks automatic navig ational aid identification on the navigation display.(13) Set the correct RNP reference prior to any procedur e 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 EXP ECTATIONS AND CRITERIA.

a. The seat dependent task training that will be provi ded for all check pilots, IOE pilots, pilot flight instructors, relief pilots, an d 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 o f systems that involve the flight path or speed of the aircraft and the use of system s 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 intermediat e operating altitude 436 (5) At least one recovery from an approach to stall con ducted 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 se quence, a normally scheduled recurrent training session, and then a normally scheduled tra ining 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 authorize d 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 seat s, including the required standard operating procedures, abnormal procedures, non-norm al procedures, and emergency procedures sufficient to ensure competence to condu ct the pilot training and flight checks required by this subpart.

e. Check pilots and IOE pilots who are authorized to c onduct 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 eme rgency 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 § 121.13 45(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 C RITERIA. The flightcrew member will consider the following:

a. Factors such as wind, wake turbulence, aircraft gro ss 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 s uch as displaced thresholds, meteorological conditions, Notices to Airmen (NOTAM ), and ATC instructions.

c. Provisions of the appropriate operations specificat ions, operating limitations, FCOM, MEL or Configuration Deviation List (CDL), We ight 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 pub lished DA or DH and visibility criteria for the aircraft approach category as requ ired: (1) NOTAMS. (2) Inoperative aircraft and ground navigation equipmen t.(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) – P ERFORMANCE EXPECTATIONS AND CRITERIA. The flightcrew member will:

a. Properly coordinate with ground crew and ensure ade quate 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 appropr iate), FCOM, MEL, CDL, W&B data, and the maintenance logbook.

c. Verify that the aircraft is safe for flight by exam ining and, if appropriate, servicing, or ensuring that servicing is provided for, items s uch as: (1) Engine(s), including controls and indicators. (2) Fuel quantity (if interior inspection is appropriat e 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 passenge rs (if interior inspection is appropriate to the aircraft). (6) Fire protection and detection systems for proper op eration, 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 EXPECTATIO NS 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 pas senger 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 a ircraft is safe for flight.

e. Take necessary actions prescribed by the FCOM for s afe flight or crew evacuation. 15. TASK 2.4: EXTERIOR INSPECTION – PERFORMANCE EXPECTA TIONS AND CRITERIA. NOTE: The crew may use an approved pictorial displa y that realistically portrays the location and detail of inspection items instead of an actual exterior inspection. Flight Instructors, Check Pilots, and initial operating ex perience (IOE) Pilots may be approved to certify a flightcrew member’s proficiency in exteri or inspections. To complete this task satisfactorily, the pilot will: The flightcrew member will:

a. Check the general area around the aircraft for haza rds to the safety of the aircraft and personnel. b. Determine that the aircraft is airworthy and safe f or flight.

c. Verify that the aircraft is safe for flight by exam ining and, if appropriate, servicing items such as: (1) Engines, for closed and latched access panels, leak s other than normal drainage, intake and exhaust areas for freedom from foreign o bject damage (FOD) hazards, and pylon alignment marks, as appropriate. (2) Fuel quantity (if exterior inspection is appropriat e 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 passenge rs (if exterior inspection is appropriate to the aircraft). (6) Landing gear, brakes, and steering system. (7) Tires for condition, inflation, and correct mountin g, 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, ai lerons, 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, includin g scratches, tears, holes, or dents and the fit and security of panels, doors, an d hatches. 16. TASK 2.5: NAVIGATION SYSTEM SETUP – PERFORMANCE EXP ECTATIONS 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 accurac y. d. Enter, or recall, the planned route of flight.

e. Enter performance-related data, such as thrust leve ls, planned speeds and other vertical navigation profile information. f. Perform crosschecks and crew verification procedure s in accordance with the FCOM. 17. AREA 3.0: GROUND OPERATIONS – PERFORMANCE EXPECTATI ONS AND CRITERIA. The flightcrew member will maintain constant vigila nce and lookout of the general area around the aircraft for hazards to the safety of th e aircraft, personnel, other aircraft, vehicles, equipment, and structures. 18. TASK 3.1: ENGINE START – PERFORMANCE EXPECTATIONS A ND 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 befor e-start, start, and after-start functions. 19. TASK 3.1.1: ENGINE START – NORMAL – PERFORMANCE EXP ECTATIONS AND CRITERIA.The flightcrew member will monitor appropriate indi cations;

a. Under varying weather conditions. b. When using normal, auxiliary power unit (APU), exte rnal 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 malfuncti on during the start process. 21. TASK 3.2: PUSHBACK OR POWERBACK – PERFORMANCE EXPEC TATIONS 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 p rocedures (as appropriate to the aircraft). 22. TASK 3.3: TAXI (CREW ITEM) – PERFORMANCE EXPECTATIO NS 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 cor rect and positive airplane control and in congested or potentially high traffi c areas.

c. Maintain proper spacing on other aircraft, obstruct ions, and persons. d. Accomplish the applicable checklist items, and ensu re all required checks, as required by the appropriate checklist items, are ac complished in a timely manner and as recommended by the manufacturer. 23. TASK 3.3.1: USE OF AIRPORT DIAGRAM (SURFACE MOVEMEN T CHART)The flightcrew member will properly use airport dia gram (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 runway s. 25. TASK 3.3.3: OBSERVATION OF ALL SURFACE MOVEMENT GUI DANCE CONTROL MARKING AND LIGHTING. The flightcrew member will observe all surface move ment guidance control markings and lighting, including runway hold lines, localizer, g lide slope critical areas, and other surface control markings and lighting. 26. TASK 3.4: (3.4.1 AND 3.4.2 INCLUSIVE) PRE–TAKEOFF P ROCEDURES – 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 prese nt; (6) Wake turbulence from previously departing aircraft; (7) Runway and departure area obstructions; and (8) Other related factors that could adversely affect s afety. b. Interpret information and clearances received with respect to proper settings for instrument references, flight director (FD) and aut opilot (AP) controls, and navigation and communications equipment.

c. Confirm that aircraft trim and wing high lift devic es 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 t axiing is the runway for which takeoff clearance was issued.27. TASK 3.5: DEICING BEFORE TAKEOFF (CREW ITEM) – PERF ORMANCE

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 s uch application. d. Understand the concept of holdover time (time of us eful 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-ici ng 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 incu rsion on any other runway in the process. b. Take no other action (after landing flow or checkli st) until the aircraft is clear of the runway, a safe taxi speed is reached (or the aircra ft is stopped), and a suitable ATC clearance has been received. 30. TASK 3.8: PARKING AND SECURING – PERFORMANCE EXPECT ATIONS AND CRITERIA. The flightcrew member will:

a. Exercise safe taxi procedures by maintaining correc t and positive airplane control. b. Maintain proper spacing on other aircraft, obstruct ions, and persons.

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

31. AREA 4.0: TAKEOFF (GENERAL) – PERFORMANCE EXPECTATI ONS AND CRITERIA. NOTE: The takeoff begins at brake release (or the a pplication of thrust with the intention of flight for those aircraft not using brakes) and end s when the aircraft is airborne and a climb configuration is achieved, or in the event of a rej ected 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 tho se 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 c orrect 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 conditi ons and verifies the expected engine performance. f. Monitor engine and other aircraft controls, setting s, and instruments during takeoff to ensure all predetermined parameters are achieved and maintained.
g. Monitor aircraft airspeed to determine normal accel eration during takeoff ground roll. h. Maintain aircraft alignment with the runway centerl ine during the takeoff roll. i. Maintain forward control column (or side stick cont roller) pressure to ensure positive contact of the nose gear with the runway s urface for adequate nosewheel/rudder pedal steering capability until sufficient aerodyna mic control is achieved. j. Maintain wings-level attitude, using sufficient lat eral 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, cauti on will be used to prevent roll-control spoilers from extending with lateral control applic ation. k. When reaching an airspeed approaching rotation spee d (i.e., approximately rotation speed (V R )-8 knots) move the control column (or side stick c ontroller) 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 l evel attitude.

m. After ensuring a positive rate of climb via 2 separ ate sources, call for the landing gear-up.

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

o. Adjust the pitch attitude at the predetermined airs peed or V-speed to attain the desired performance for the particular takeoff segm ent.
p. Use the applicable noise abatement/wake turbulence avoidance procedures, as required.
q. Accomplish, or call for and verify the accomplishme nt of, the appropriate checklist items in a timely manner and as recommended by the manufacturer.

r. Maintain the desired heading or ground track (as ap propriate), ±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 trainin g cycle at the maximum demonstrated crosswind for the aircraft. For evalua tion purposes maximum demonstrated crosswind is not required. b. Assess the changing effect of the crosswind compone nt 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, u ntil 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 lowe st visibility authorized for takeoff. b. During the rotation, transition smoothly and accura tely from outside visual reference(s) to instrument meteorological condition s.

c. After liftoff, transition smoothly and accurately i nto 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 t akeoff 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 TAK EOFF DECISION SPEED (V 1 ) AND V R – PERFORMANCE EXPECTATIONS AND CRITERIA. FOR EVALUATION, TASK 4.3.1 OR 4.3.2 MAY B E USED. FOR RECURRENT TRAINING, TASK 4.3.1 AND 4.3.2 MAY BE USE D ALTERNATELY EVERY 9 MONTHS. The flightcrew member will:

a. Practiced to proficiency takeoffs in training with the engine failure after V 1 and prior to takeoff safety speed (V 2 ); or as close as possible after V 1 when V 1 and V 2, or V 1 and V R are identical. b. Continue the takeoff if abnormality or emergency (i n accordance with FCOM procedures) occurs at or after V 1 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 a ttitude and ensuring that the inclinometer reference remains centered through proper applicati on of rudder input.

e. In accordance with FCOM procedures, and after ensur ing a positive rate of climb, call for the landing gear UP, if appropriate. f. Transition smoothly and accurately into a stabilize d climb, maintaining the aircraft in a coordinated condition.
g. Maintain required ground track (or heading) and att itude appropriate for climb performance and terrain clearance as appropriate, u ntil a turn is required. h. Make suitable decision to return to airport or dive rt, as appropriate.36. TASK 4.3.2: TAKEOFF WITH ENGINE FAILURE BETWEEN V R AND 500 FT

ABOVE FIELD ELEVATION – PERFORMANCE EXPECTATIONS AN D CRITERIA. FOR EVALUATION, The flightcrew member will:

a. Practice to proficiency takeoffs in training with t he engine failure after V R 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 a ttitude and ensuring that the inclinometer reference remains centered through proper applicati on of rudder input. d. Maintain required ground track (or heading) and att itude appropriate for climb performance and terrain clearance as appropriate, u ntil a turn is required.

e. Make suitable decision to return to airport or dive rt, as appropriate. 37. TASK 4.4: REJECTED TAKEOFF WITH LOWEST AUTHORIZED R VR – 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 V 1 speed. b. Abort the takeoff if abnormality or emergency (in a ccordance with FCOM procedures) occurs prior to the decision (V 1 ) speed. (1) Identify critical situation and makes timely decisi on to reject the take-off. (2) Reduce all engine power promptly to idle and simult aneously apply maximum wheel brakes. (3) Use spoilers, thrust or propeller reverse, and othe r drag or braking devices, as appropriate, to bring the aircraft to a safe stop o n 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 – PERFOR MANCE EXPECTATIONS AND CRITERIA. The flightcrew member will:a. Identify runway conditions (e.g., standing water, s lush, snow, ice) that require the

use of contaminated runway procedures. b. Apply weight or other performance penalties or adju stments, as required.

c. Ensure that appropriate systems and aircraft config urations recommended or required in the FCOM are set and confirmed prior to initiating the takeoff. 39. TASK 4.6: TAKEOFF FROM HIGH ALTITUDE RUNWAYS – PERF ORMANCE EXPECTATIONS AND CRITERIA. The flightcrew member will:

a. Recognize the effect of higher altitudes on all fac ets of aircraft performance, including the requirements for higher true airspeed (TAS) and groundspeed (GS), the requirements for specific aircraft takeoff configur ations, and the resulting requirements for maneuvering during takeoff. b. Select appropriate aircraft configuration, uses app ropriate power settings, ensures appropriate rotation rate, and understands the requ irement to maneuver with appropriately higher speeds, greater turn radii, and decreased ra te 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, dec ay of control effectiveness, or any other cues related to the specific aircraft design charac teristics). b. Practice maneuvering the aircraft and experience ho w 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 AN D CRITERIA. The flightcrew member will: Demonstrates an understanding of low energy/high dr ag configurations on the slow response of the aircraft to flight control and thru st inputs. This task is designed for pilots completing initial, transition, or requalifcation c ategories of training on the aircraft type. Performing this task during other categories of tra ining 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 warni ng 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 90 0 left and right, using only 15 0 of bank.

e. Climb and descend at 500 fpm while in a turn. f. Recover to an airspeed appropriate for the configur ation and establish the appropriate altitude and heading.
g. Recovery is complete when straight and level un-acc elerated flight is achieved. 41. TASK 5.2: RECOGNITION OF, AND RECOVERY FROM, APPROA CH TO STALL OR STALL – PERFORMANCE EXPECTATIONS AND CRITERIA. The flightcrew member will:

a. Practiced to proficiency recognition and recovery f rom clean, takeoff and maneuvering, and landing configurations. b. Practice to proficiency in training, at least one c onfiguration series while in a turn using a bank angle of 15° to 30°.

c. Practiced to proficiency in training from each of t he following: (1) Approach to stall indications, or the alert to an i mpending stall; and (2) The aerodynamic stall (i.e., attitude break or reac hing 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 i mpending 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 adjustin g pitch, bank, yaw, and thrust as necessary to achieve a level attitude longitudinall y 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 airsp eed 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-ac celerated flight is achieved at an acceptable altitude and heading given the surroundi ng terrain and at an airspeed that is appropriate for the configuration. 42. TASK 5.2.1: CLEAN CONFIGURATION – PERFORMANCE EXPEC TATIONS AND CRITERIA. This task is accomplished at altitudes, airspeeds, aircraft configuration, and environmental conditions representative of normal operations outs ide of departures or arrivals, including en route portion of flight, where task entry is to inc lude 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 duri ng departures or arrivals, where task entry is to include the use of manual controls and AP con trols. 44. TASK 5.2.3: LANDING CONFIGURATION – PERFORMANCE EXP ECTATIONS AND CRITERIA. This task is accomplished at altitudes, airspeeds, aircraft configuration, and environmental conditions representative of normal operations imme diately 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 EXPECTATI ONS AND CRITERIA. NOTE: For satisfactory completion of this task the pilot will demonstrate proper procedures and aircraft control during engine shut down and re starts for the most critical engine. The pilot will exhibit knowledge of the flight characte ristics and proficiency in maintaining control associated with maneuvering the airplane wi th 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, a nd 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 repres entative of engine inoperative operations after departure or prior to arrival, including mane uvering 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 E XPECTATIONS AND CRITERIA. The flightcrew member will:

a. Practice in training at altitudes, airspeeds, aircr aft configurations, and environmental conditions representative of engine i noperative 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 pr essure/quantity. (3) Ensure that the engine is wind milling (reference N 1 and/or N 2 indications) sufficiently for the indicated airspeed and pressur e altitude. (4) Ensure that the fire cut-off switch is Off/In/Engag ed. (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 f or fuel flow, EGT rise, increasing engine rpm (reference N 1 and/or N 2 indications) and proper oil pressure readings. (11) Turn off the Start switch(es). (12) Complete any after start checklist that may be appr opriate. 49. TASK 5.3.4: ONE ENGINE INOPERATIVE EN ROUTE – PERFO RMANCE EXPECTATIONS AND CRITERIA. The flightcrew member will:

a. Practice in training at altitudes, airspeeds, aircr aft configurations, and environmental conditions representative of engine i noperative operations en route. b. Determine for the gross weight and altitude the opt imum cruise altitude and desired airspeed or mach number; determine the maximum crui se altitude that affords the required maneuver buffet margin for both maximum endurance a nd maximum range.

c. Maintain an appropriate thrust setting for the rema ining engine(s) to achieve necessary airspeed for engine-out climb, cruise, or drift-down necessities. d. Select the proper flight altitude for the configura tion 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 c apability. f. Monitor fuel burn, cruise speed, thrust, and naviga tion systems to achieve planned or required performance.
g. Perform correct altimetry procedures, monitor fligh t 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 pi tch 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 E XPECTATIONS AND CRITERIA. The flightcrew member will:a. Practiced in training to experience the pitch handl ing 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 – PERFORMA NCE EXPECTATIONS AND CRITERIA. The flightcrew member will:

a. Practiced to proficiency in training at altitudes, airspeeds, aircraft configurations, and environmental conditions representative of norm al 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 interrelat ionship with thrust, particularly for underwing-mounted engines, emphasizing the risk of catas trophic damage caused by rapidly reversing controls, including doing so at speeds be low the design maneuvering speed of the airplane. b. Control the aircraft before seeking to determine th e 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 r oll the airplane the shortest distance to achieve a wings-level attitude.

e. Simultaneously, deliberately, and promptly apply co ntrol 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 energ y 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 – PERFORM ANCE EXPECTATIONS AND CRITERIA.

a. This task is applicable to those aircraft where rol l control spoiler operation is adjusted with the extension of the “speed brake” fu nction. When appropriate, it is demonstrated and practiced to proficiency in traini ng and is accomplished at altitudes, airspeeds, aircraft configurations, and environment al conditions representative of normaloperations 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 cont rol 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 an d 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 pow ered, transport category aircraft. b. When applicable the pilot will practice the followi ng procedures— (1) If Dutch roll is encountered and the yaw dampers ar e 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 ar e 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 neut ral 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 pow ered, transport category aircraft and is provided to allow the pilot to experience th e 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 insta lled, 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 FINA L 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 profi les. The tasks should be conducted as close to maximum gross landing weight as possible u nder 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 app roach altitudes. b. The flightcrew member will use the following config uration: 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 follow ing two separate recoveries from the high rate of descent: (1) After descent rate is established, the instructor w ill 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 configurati on using maximum permissible thrust while maintaining threshold airspeed. At the completion o f 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 m anner except that the pilot will initiate recovery to level flight in the landing co nfiguration while leaving the throttles at idle. Th e pilot will observe loss of airspeed below threshold airspeed. When appropriate, the pilot will have to recover using FCOM recommended stall recove ry procedures. At the completion of the maneuver, the instructor will discuss with the pilo t 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 Stal l; Landing Configuration. 57. TASK 5.11: FLIGHT ENVELOPE PROTECTION DEMONSTRATION – PERFORMANCE EXPECTATIONS AND CRITERIA.

a. If the aircraft has flight envelope protection, tra ining 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 ho w 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 withi n protected envelope.(3) Hold control beyond protected limits to observe con trol input required to maintain

attitude. (4) Return the aircraft to a safe state. 58. TASK 5.12: WINDSHEAR AVOIDANCE AND ENCOUNTER – PERF ORMANCE EXPECTATIONS AND CRITERIA.

a. The flightcrew member will practiced until proficie nt in recovery from the event. This training should demonstrate the effect of wind shear 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 p ossible presence of windshear or turbulence. (2) Observe the visual indications that usually indicat e the presence of windshear or turbulence. (3) Avoid indicated areas of possible windshear or turb ulence, if possible. (4) Be able to recognize the indications of windshear o r turbulence during takeoff and landing profiles. (5) Upon encountering a windshear, disconnect the AP, F D, and autothrottle unless they are specifically designed for windshear operation. (6) Ensure appropriate thrust is available, avoiding en gine over-speed or over-temp unless necessary to ensure airplane safety. (7) Ensure that pitch attitude is carefully and positiv ely controlled: (a) Rotate to a nose up attitude, at a normal pitch rat e, 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 mini mum of 15o. If vertical flight path is still unacceptable, gradually and sm oothly increase pitch above 15o in small increments. (d) When achieving a continuous positive climb and grou nd 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 degrad ed due to landing gear doorsopening. While extending flaps may provide additio nal lifting advantage,

accidentally retracting flaps will have a large ad verse impact on performance. 59. TASK 5.12.1: WINDSHEAR ENCOUNTER ON TAKEOFF PRIOR T O 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 takeo ff prior to rotation. Windshear encounters during takeoff are difficult to recognize due to th e rapidly changing airspeed and flightcrew members should understand that if windshear is enco untered:

a. The direction of the wind during shear conditions m ay increase groundspeed to the point that V 1 may not be attained until insufficient runway rema ins to abort the takeoff. b. If the takeoff is continued, when V R 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 airp lanes can be made at speeds up to 10 knots below the computed V R speed. 60. TASK 5.12.2: WINDSHEAR ENCOUNTER ON TAKEOFF AFTER R OTATION (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 takeo ff after rotation. 61. TASK 5.12.3: WINDSHEAR ENCOUNTER ON APPROACH – PERF ORMANCE 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 encount ered during an approach. The approach will not be continued, and a missed approach will b e initiated as soon as practical. 62. TASK 5.13: TRAFFIC ALERT AND COLLISION AVOIDANCE SY STEM (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 proxim ity 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 re spond 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)/TE RRAIN

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 me mber demonstrates an ability to react appropriately to the terrain warning and guidance i ndications. 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 (au dio 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 warni ng 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 t hat the flightcrew member understands and is able to properly apply the corre ct procedures for operating in icing conditions or conditions that may lead to structura l icing. b. The flightcrew member will be able to— (1) Plan and execute ice avoidance when and where neces sary. (2) Determine when structural icing is present. (3) Monitor ice accretion during flight. (4) Correctly operate anti-icing and de-icing systems a nd equipment. 65. TASK 5.16: THUNDERSTORM AVOIDANCE, DEPARTURE, AND A RRIVAL – PERFORMANCE EXPECTATIONS AND CRITERIA. The flightcrew member will practice in training to ensure that the flightcrew member understands and is able to properly acquire availab le weather information to determine the probability of thunderstorm activity and its locati on during departures and arrivals.The flightcrew member will be able to properly use weat her 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 p rocedures when required. The flightcrew member will understand the basis for ETO PS operations, the definition of and therequirements 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 – PERFORMAN CE EXPECTATIONS AND CRITERIA. The flightcrew member will: Demonstrated and practice in training to ensure tha t 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, a nd the recovery procedures should icing conditions be inadvertently encountered. The flight crew 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 airs peed or extending wing flaps to the first setting if at or below the maximum flap-e xtended speed (V FE ). 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 exte nsion of the trailing edge flaps to either an intermediate position or, more commonl y, from an intermediate position to the full down position). (1) Immediately retract the flaps to the previous setti ng and apply appropriate nose up elevator pressure. (2) Increase airspeed appropriately for the reduced fla p extension setting. (3) Apply sufficient power for aircraft configuration a nd conditions. NOTE: Some airplanes respond negatively with higher engin e power with stalled tailplane or tailplanes approaching a stall ed condition. (4) Make any nose down pitch changes slowly. 68. AREA 6.0: INSTRUMENT PROCEDURES. 69. TASK 6.1: INSTRUMENT DEPARTURE – PERFORMANCE EXPECT ATIONS 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 com ply with ATC clearance. (2) Comply with the provisions of the climb profile, de parture profile, or any other authorized departure procedure(s). (3) Select and maintain an airspeed (best angle, best r ate, 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 Barom etric 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 transiti on to the en route environment is complete. 70. TASK 6.2: INSTRUMENT ARRIVAL – PERFORMANCE EXPECTAT IONS 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 descen t 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 c onsistent with safe aircraft operating characteristics and company procedures. (2) Maintain or adjust rate of descent, airspeed, and a ircraft configuration for the conditions and to comply with speed and crossing re strictions as dictated by airspace, procedure, or ATC. (3) Perform correct altimetry procedures, setting Barom etric 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 CR ITERIA.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 l imit 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 b oard, 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 aircraf t configuration and holding altitude. (2) Adjust airspeed to cross the holding fix at or belo w 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 hold ing altitude and ATC, or comply with the navigation system holding procedure, as ap propriate. (5) Comply with the holding pattern leg length when a d istance 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 EXPECTA TIONS AND CRITERIA. The flightcrew member will practice to proficiency in training to ensure that the flightcrew member understands and is able to monitor the navig ation instruments and ensure that airspeeds, aircraft configurations, crossing altitu des 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 t o 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 a pplicable. 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 descen t profile, the departure or arrival profile, or any other authorized departure or arrival proced ure(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 airspe ed (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 p rovisions of the climb and departure profile or appropriate departure procedure. (2) Maintain or adjust rate of descent, airspeed, and a ircraft configuration for the conditions and to comply with speed and crossing re strictions to comply with airspace, procedure, or ATC clearance so as to arrive at a po int 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 publ ished or otherwise required departure or arrival procedures. 74. AREA 7.0: APPROACHES. 75. TASK 7.1: INSTRUMENT APPROACHES – PERFORMANCE EXPEC TATIONS AND CRITERIA. An instrument approach is a series of predetermined maneuvers for the orderly transfer of an aircraft under instrument flight conditions from th e 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 instrumen t approach:

a. The gross weight of the aircraft, the aircraft cond ition, the appropriate configuration for that condition, and the proper airspeeds for th e approach. b. The weather conditions, including winds (and the po tentials for wind shifts or windshear) and limitations to forward and lateral v isibility.

c. The requirements for navigation aid tuning, identif ying, and monitoring; including proper and complete instrument set up for the appro ach 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 o f each.

e. The approach profile, including the method(s) used to determine the missed approach point and the requirements for complete cr ew briefing (including missed approach procedures) prior to initiation of the app roach. f. The requirements and limitations for a manually flo wn instrument approach, if or when required. This task requires the flightcrew member to be abl e to—

a. Select and comply with the appropriate approach pro cedure to be performed. b. Select and correctly identify the appropriate navig ation frequencies and facilities associated with the approach selected.c. Establish the appropriate aircraft configuration an d airspeed or V-speed considering

turbulence, windshear, microburst conditions, or ot her meteorological and operating conditions. d. Establish and maintain the recommended flight attit ude and configuration for optimum performance during all maneuvering necessar y, 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 requ ired. f. Cross the final approach fix, or the point at which the final approach begins, at the proper altitude, in the proper aircraft configurati on, with the proper airspeed for the approach.
g. Engage (and disengage, if appropriate) the FD(s) an d/or AP(s) at the appropriate points during the approach. h. Maintain a stabilized final approach through transi tion to missed approach or transition to landing. i. Ensure a timely decision at DH, DA, or MDA to eithe r initiate a missed approach or, with suitable visual reference, proceed to a la nding. j. Transition to a normal landing only when the requir ed 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 touch down zone (or the first 1/3 of the runway, whichever is shorter) can be completed usin g a normal rate of descent and normal maneuvering. k. If the required visual references for the runway ar e not distinctly visible or identifiable when reaching the DH, DA, or missed ap proach point, immediately initiate the missed approach procedure. 76. TASK 7.1.1: PRECISION APPROACH – PERFORMANCE EXPECT ATIONS 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 perfor m the factors outlined in Task 7.1, Instrument Approaches. 77. TASK 7.1.2: NON-PRECISION APPROACH – PERFORMANCE EX PECTATIONS 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 f inal 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 poi nt, if the runway of intended landing is identified and clearly in view, transition to visua l 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 t he 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 la nding area can be made at a normal rate using normal maneuvering. When reached, maintain th e MDA (within -0 and +50 feet) to the missed approach point and, if the runway of int ended 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 APPROA CH – PERFORMANCE EXPECTATIONS AND CRITERIA. Practice to proficiency in training to ensure that the flightcrew member understands and properly considers the following prior to each appr oach:

a. Wake turbulence and traffic separation requirements

. b. Altitude, airspeed, configuration, and associated r equirements and limitations for the airport of intended landing as applied to the a ircraft being flown. This task requires the pilot to be able to—

a. Establish the aircraft on downwind, base leg, or st raight-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 co ntinues to landing. b. Maintain a ground track that ensures the desired tr affic pattern is flown, accounting for any obstructions, other traffic, and ATC instru ctions.

c. Use “XLS,” RNAV, and other guidance, including visu al guidance, (as available) to maintain a normal vertical descent path to the runw ay. NOTE: For training and evaluation, the pilot will a lso be able to demonstrate the satisfactory performance of a visual approach witho ut 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 p roficiency in the published, or otherwise directed, missed approach procedures as f ollows: (1) Initiate the missed approach procedure promptly. (2) Apply go-around thrust promptly; establish the prop er 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 co nfiguration. (4) Request clearance for another approach, to a holdin g 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 wi th the published procedure. NOTE: Certificate holders will train their flightc rew members to proficiency using all instrument approaches for which they have been app roved 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 other wise directed, missed approach procedures. b. Perform the missed approach, while maintaining wing s level and coordinated flight with rudder as required to counter the asymmetric t hrust 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 co nfiguration. d. Request clearance for another approach, to a holdin g fix, or to the alternate airport. NOTE: If during above procedures the approach is a bandoned 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 – P ERFORMANCE 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 other wise directed, missed approach procedures. b. Maintain awareness of the positional relationship b etween the MAP, the aircraft, and the center of the airport.

c. Maintain awareness of the positional relationship b etween the MAP, the aircraft, and the center of the airport. d. If a missed approach is needed after starting the c ircle-to-land maneuver, turn in the appropriate direction and climb according to the pu blished missed approach procedure. 83. TASK 8.4: DESCENDING BREAK-OUT MANEUVER FROM INSTRU MENT LANDING SYSTEM AND PRECISION RUNWAY MONITOR (PRM) A PPROACH – 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 th e “no transgression zone,” the threatened aircraft will be instructed to “breakout .” (2) Understand that “descent” commands issued as part o f a “breakout” instruction will not be issued to fly below an altitude that provide s a minimum of 1,000 feet of obstacle clearance protection. (3) Hand fly all PRM “breakout” maneuvers. (4) Initiate a “breakout” immediately on receiving brea kout 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 saf ely transition from an approach and land the aircraft: 85. TASK 9.1: ALL ENGINES OPERATING (INCLUDING CROSSWIN D) – PERFORMANCE EXPECTATIONS AND CRITERIA.This task will be demonstrated and practiced to pro ficiency in training to ensure that the

flightcrew member understands and is able to correc tly and safely transition from an approach and land the aircraft. 86. TASK 9.2: ENGINE INOPERATIVE – PERFORMANCE EXPECTAT IONS AND CRITERIA. The flightcrew member will:

a. Maneuver with inoperative engine, while maintaining coordinated flight by application of rudder as required to counter asymme tric thrust. b. During the landing roll, use reverse thrust symmetr ically, or asymmetrically with extreme caution for directional control capability under the existing environmental conditions. 87. TASK 9.2.1: ONE ENGINE INOPERATIVE (2 ENGINE AIRCRA FT) – 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 saf ely 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 asymme tric thrust. (2) During the landing roll, use reverse thrust symmetr ically, 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 saf ely 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 asymme tric thrust. (2) During the landing roll, use reverse thrust symmetr ically, 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 saf ely transition from an approach and land the aircraft. 90. TASK 9.4: FROM A NON-PRECISION APPROACH – PERFORMAN CE 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 saf ely transition from an approach and land the aircraft. 91. TASK 9.5: FROM A VISUAL APPROACH – PERFORMANCE EXPE CTATIONS AND CRITERIA. The flightcrew member will practiced to proficiency in training to ensure that the flightcrew member understands and is able to correctly and saf ely 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 profic iency in training to ensure that the flightcrew member understands and is able to correc tly 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 a ircraft on the indicated runway. This task requires the flightcrew member to—

a. Consider the environmental, operational, and meteor ological factors that affect circling-to-land. b. Understand the maneuvering area for the category of aircraft.

c. Continuously maintain an identifiable portion of th e 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 un til 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 sub paragraph 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 – PERFORM ANCE 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 l anding the airplane. b. The flightcrew member will understand that a “bounc ed landing” is almost always a result of one or more of the following: (1) Excessive sink rate (requiring a rapid flare maneuv er, 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 desir ed 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 t he automatic extension of ground spoilers, if applicable.

c. The optimal bounced landing recovery technique to u se depends on the height reached during the bounce and is divided into 2 cat egories: a light bounce (sometimes called a “skip landing”) and a higher bounce (5 fee t 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 attitud e; (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 r unway (or first 3000 feet – whichever is shorter) with a normal rate of descent to the runway.

(e) Maintaining level flight attitude may require an ad justment of the elevator controls and it may require advancing the throttles to an intermediate position; however, pitchattitude should not be increased or allowed to incr ease above, and pitch attitude should not be

decreased or allowed to decrease below, a level fli ght 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, g radually reduce thrust while maintaining level flight attitude; or

2. If rate of descent is above normal, execute an imme diate go-around. (g) Thrust reduction is likely to require an increase i n back pressure, perhaps aft movement of the elevator controls, but the level fl ight 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 co nditions.

(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 t o 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 ru nway, 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 st op the aircraft. A go-around will be initiated.

(a) Immediately ensure that the aircraft is under contr ol by adjusting the elevator controls to make sure the aircraft is in a normal l anding pitch attitude, i.e., level flight attitude for the existing configuration and airspeed.

(b) Simultaneously, adjust the throttles to an intermed iate position but do not allow the pitch attitude to change with throttle movement

.

(c) Care should be taken to anticipate a nose up pitchi ng 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 bu tton(s)/lever(s) and/or advancing throttle(s) to the go-around thrust posit ion (depending on aircraft type); however, pitch attitude should not be increased or allowed t o increase above, and pitch attitude should not be decreased or allowed to decrease below a level f light 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 su bsequent 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 touch down 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 ris k 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 EXPECTATIO NS 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 touchd own. 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) h ave 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 airsp eed is below V REF , maintain a level flight attitude until the airspeed accelerates to V REF . If at V REF , or after accelerating to V REF , retract the wing flaps to the go-around (missed approach) setting an d rotate the airplane at the standard rotation rate (3o/sec) to establish the correct pitch attitu de 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 appropri ate 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 – PERF ORMANCE 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 man euver 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 conf iguration. (3) Maintain the proper aircraft pitch attitude and fli ght path for the configuration, gross weight, and other applicable operational considerat ions. (4) Adjust the attitude for touchdown only very slightl y or not at all. NOTE: “Flaring” the airplane with zero flaps or “over-fl aring” 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 EXPECTA TIONS AND CRITERIA. Practice in training to ensure that the flightcrew member understands and is able to correctly and safely maneuver the airplane to a lan ding while using the enhanced flight vision system (EFVS). NOTE: This task requires the flightcrew member to u nderstand 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 trai ned on and satisfactorily demonstrate proficiency in the proper use of the system in visu al conditions and in weather limiting conditions, including all instrument approach proce dures authorized using the EFVS, and the transition to instrument flight if an interrupt ion or malfunction of the EFVS system occurs. 97. TASK 9.11: LANDING USING HUD – PERFORMANCE EXPECTAT IONS AND CRITERIA. Practice in training to ensure that the pilot under stands and is able to correctly and safely maneuver the airplane to flying an instrument appro ach or landing while using the head-up display (HUD) system. NOTE: This task requires the pilot to understand an d 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 h ave been trained on and satisfactorily demonstrate proficiency in the proper use of the sy stem in visual conditions and in weather limiting conditions, including all instrument appro ach 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 – PERFORM ANCE

EXPECTATIONS AND CRITERIA. This task requires that the flightcrew member has a complete understanding of the limitations of the aircraft and those imposed by th e 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 settin g and using airplane systems (e.g., engine ignition, anti-icing, rain removal, l ighting) 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 OPE RATIONS – 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 th e 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, expe ct greater turn radii, understand the higher ground speeds for the indicated airspeed due to the altitude difference, recognize the longer landing distance requirements, and anticipat e a more-rapid-than-normal airspeed decrease during the flare rotation for touchdown. 100. AREA 10.0: ABNORMAL PROCEDURES – PERFORMANCE EXPECT ATIONS AND CRITERIA. NOTE: All tasks described under this paragraph are consid ered to be “crew involvement” tasks that are to be managed and credi ted as a crew.

a. This task requires that the crew has a complete und erstanding of the limitations of the aircraft and those that may be imposed by the c ertificate holder. b. The crew will: (1) Consider the impact of the abnormal condition on th e safety of the flight and on the need to turn back, or continue to the destination a irport or another suitable airport; (2) Complete immediate action (memory) items, if approp riate; 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 und erstanding of the limitations of the aircraft

and those that may be imposed by the certificate ho lder. It is understood that un-annunciated abnormal occurrences cover a wide range of possibil ities. 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: vibratio n, tailpipe fire, loss of engine thrust control, engine severe damage, vol canic ash, window damage, tail strike, various smoke or fumes, rapid depressu rization, evacuation, jammed stabilizer, jammed or restricted flight controls, f uel leak on the engine, and engine stall. 102. TASK 10.2: ANNUNCIATED ABNORMAL PROCEDURES, BY SYST EM AIR TRANSPORT ASSOCIATION OF AMERICA (ATA) CODE – PERFO RMANCE EXPECTATIONS AND CRITERIA. Select as many of the systems and devices necessary , and appropriate to the certificate holder’s operation, to ensure pilots receive adequa te 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 EXPEC TATIONS AND CRITERIA. NOTE: All tasks described under this paragraph are consid ered to be “crew involvement” tasks that are to be managed and credi ted as a crew.

a. This task requires that the crew has a complete und erstanding of the limitations of the aircraft and those that may be imposed by the c ertificate holder. b. The crew will: (1) Complete the immediate action (memory) items in pro per sequence, if appropriate; (2) Follow checklist requirements; and (3) Land as soon as possible.

c. Crews are not to “troubleshoot” the emergency proce dures. They are expected to observe, identify, use appropriate checklists, and apply systems knowledge as required and resolve the emergency to the safest possible outcom e. 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 evacua tion, as appropriate.b. Apply their knowledge of fire detection and extingu ishing systems, as necessary.

c. Promptly acknowledge the smoke, fumes, or fire even t. d. Direct the use of oxygen and smoke goggles (or Emer gency Vision Assurance System (EVAS) if appropriate) to keep crew function ing, and establish crew communications.

e. Identify the source of smoke, fumes, or fire, if po ssible. f. Initiate correct procedure or checklist for the typ e 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 air plane in a body of water. This task requires that the crew—

a. If time permits, advise the cabin crew to prepare t he cabin. b. Follow the appropriate descent and before landing c hecklists.

c. Follow the appropriate ditching checklist, if avail able. d. Make every effort to touch down: (1) Between the crests of any wave activity, parallel t o 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) – PERFO RMANCE 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 te rrain and conditions.

c. Perform emergency descent in a smooth, positive, an d timely manner without exceeding limitations. 108. TASK 11.5: RAPID DECOMPRESSION – PERFORMANCE EXPECT IONS 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, a nd 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 fo r 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 EXPECT IONS 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 t he airplane as soon as possible. This task requires that the crew—

a. Considers the need for evacuation against the inher ent risk of injury during its conduct. b. Considers the area around the aircraft and the dire ction from which search and rescue responders are approaching.

c. Ensures the aircraft is depressurized before direct ing evacuation. d. Directs evacuation to the safest area in relation t o the aircraft through exits with the minimum likelihood of post-evacuation injury.110. TASK 11.7: ENGINE FIRE, SERVERE DAMAGE OR SEPARATIO N–

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 r emaining engine(s) is insufficient;

c. Completes the immediate action (memory) items in pr oper 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 unders tands and is able to correctly and safely respond to experiencing a flight control problem th at 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 la nding. 112. TASK 11.9: PILOT INCAPACITATION– PERFORMANCE EXPECT IONS AND CRITERIA. Practice in training to ensure that the crew unders tands and is able to correctly and safely respond to experiencing the incapacitation of anoth er 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 pos sible;

c. Ensure the incapacitated crewmember is clear of the flight controls; d. Follow all appropriate checklists and make every ef fort 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 descr ibed in the certificate holders FCOM. 114. PERFORMANCE STANDARDS FOR THE EMERGENCY TRAINING DR ILLS.

a. Emergency training equipment will be identical to t hat 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. Equ ipment may be substituted when it is similar with respect to weight, dimensions, appeara nce, features, and operations, and the flightcrew member has been provided with training o n differences between the training equipment and the actual aircraft equipment. b. Emergency drills and demonstrations also are requir ed on varying intervals (i.e., each may be required once each 9 months or once eac h 36 months).The certificate holder may distribute these recurrent training requirement s 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; 1 21.1337; 121.1351; 121.1365; 121.1367; 121.1337; 121.1381; 121.1383; a nd 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 doe s 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 fi re extinguisher:

(a) Prepare extinguisher for use (e.g., rotate handle t o pressurize, break tamper seals, pull pin, release safety latch).

(b) Operate extinguisher discharge mechanism.(c) Aim and discharge extinguisher at the base of the f ire (actual or simulated) using proper discharge pattern, bottle position, an d 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 d uring the drill for each type of installed oxygen system equipment: (1) Don and activate the oxygen and test for flow, posi tion, 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 (a s appropriate) and position it to monitor the supply. (4) Demonstrate proper handling techniques if using por table solid state units. (5) Deactivate and stow equipment. NOTE: This drill is not required for the type of p rotective breathing equipment used in the firefighting drill that is completed during th e 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 bra cketing and securing system or properly stow according to certificate ho lder procedures. NOTE: Unless otherwise specified, it is not necess ary to have the emergency equipment installed within locations or compartments as inst alled 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 syste ms or related vision protection equipment as it would be used in a smoke-filled or fume-filled f light 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, posi tion, 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 (a s appropriate) and position it to monitor the supply.

(e) Demonstrate proper handling techniques if using por table solid state units. (f) Deactivate and stow equipment.

e. 12.1.5 Emergency Exits. (1) Normal Operation: The flightcrew member will complete the following d rill, 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 obs tacles or hazards to persons or the exit during the opening or closing (e.g., je tway, stairs, barrier straps).

(c) Follow procedure to ensure flightcrew member awaren ess at armed boarding door prior to aircraft pushback (if applicable to t he 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 ope ration. (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 d rill, with

respect to the emergency operation of each flightcr ew member emergency exit: NOTE: The operation of each type of flightcrew mem ber emergency exit may be conducted as an observation drill that includes th e tasks listed in this paragraph.

(a) Position escape device (if applicable). (b) Verify that girt bar is armed or disarmed as approp riate. (c) Verify the exit is in the correct mode. (d) Identify conditions under which the exit is to be o pened in the emergency mode. (e) Use proper voice commands to passengers (as appropr iate).

(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 posit ions. (k) Follow crew coordination procedures (as appropriate ). (l) Access release handle(s) (e.g., Slide disconnect, j ettison tail cone, ventral stairs). (m) Recognize when it is appropriate to exit the aircra ft. Access escape tapes or escape ropes (if applicable)

. f. 12.1.6 Flotation devices. (1) Environment: The individual flotation means used fo r 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 o f operation. (2) Each flightcrew member will complete the following during the drill: (a) Life preservers:1. Recognize removal procedures for individual flotati on devices and also

recognize any equipment or furnishings that may com plement or hinder the removal of the flotation device or seat cushion.

2. Don and secure life preserver, and inflate using au tomatic inflation (if appropriate) of at least one chamber.

3. Demonstrate proper arm placement and use of the lif e preserver. 4. Partially inflate, or simulate inflation of, a seco nd 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 dev ices or seat cushions, and also recognize any equipment or furnishings that may com plement or hinder the removal of the flotation device or seat cushion. 2. Demonstrate proper arm placement and use of th e 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 flight crew member is qualifying on an aircraft that is equipped with emergency escape sli des.

(a) This is a one-time emergency drill requirement that the flightcrew member will complete for the certificate holder for which the f lightcrew member is employed. (b) Each flightcrew member will complete an emergency e vacuation by egressing the aircraft or approved training device using at l east one type of installed emergency escape slide from an aircraft on which the flightcrew memb er 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 em ergency 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 flight crew member is qualifying on an aircraft that is not equipped with an emergency esc ape 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 f lightcrew member will serve. (b) Each flightcrew member will complete an emergency e vacuation 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 em ergency mode. (b) Egress the aircraft or approved training device whi le using the proper method and technique. i. 12.1.9 Firefighting (actual fire). (1) Environment: The flightcrew member will complete th e firefighting drill while combating an actual fire. The flightcrew member wil l 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 f lightcrew member is employed. (b) For the purpose of this drill, PBE and the hand fir e extinguisher will be installed in the appropriate bracket or stowage com partment or stowage pouch (if not completed during the equipment mountings drill).

(c) The hand fire extinguisher will be charged; but doe s not have to contain the actual extinguishing agent.

(d) A self-contained PBE may be substituted with a trai ning 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 app ropriate).(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 c lass of fire. (g) Prepare extinguisher for use (e.g., rotate handle t o 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 f ire using proper discharge pattern, bottle position, and flightcrew member bod y position.

(l) Maintain an appropriate distance from the fire in o rder 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 generatin g 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 environme nt 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 environme nt will be conducted in water with sufficient depth and width under and around th e slide, raft or slide-raft that does not allow participants the ability to touch the bottom or sid es of the water containment structure.1. Ditching survival drill in a wet training environme nt is a one-time emergency

drill requirement that the flightcrew member will c omplete for the certificate holder for which the flightcrew member is to serve.

2. Raft boarding and subsequent activities will be don e 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 traini ng environments as applicable to the certificate holder’s procedures and approved extended overwater operations: NOTE: Activities prior to raft boarding for both we t 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 in flation pump and raft repair kit. (j) Identify equipment for bailing raft dry (e.g., bail ing bucket or sponge).

(k) Install the canopy and discuss methods for collecti ng 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 surv ival 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 prepa ration of each type of installed flightcrew member emergency exit in the emergency m ode, as follows: (1) Position escape device (if applicable). (2) Verify that girt bar is armed or disarmed (as appro priate). (3) Verify the exit is in the correct mode. (4) Identify conditions under which the exit is to be o pened in the emergency mode. (5) Use proper voice commands to passengers (as appropr iate). (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 depl oyment and inflation (e.g., ramp, slide). (10) Maintain appropriate protective body and hand posit ions. (11) Follow crew coordination procedures (as appropriate ). (12) Access release handle(s) (e.g., slide disconnect, j ettison tail cone, ventral stairs). (13) Recognize when it is appropriate to exit the aircra ft. (14) Access escape tapes or escape ropes (if applicable)

. b. 12.3.2 Emergency Evacuation Utilizing an Escape Sli de (if applicable). Crewmember Performance.NOTE: Each flightcrew member qualifying on an aircraft equippe d 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 sli de, raft, or slide-raft. Crewmember Performance. NOTE: Each flightcrew member will observe the deplo yment, 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 o r slide-raft. (4) Attachment to aircraft (if applicable). (5) Sound of inflating slide, raft, or slide-raft.Prope r 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 seconda ry 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 minuteAC 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 CommandDATE DRAFT AC 120-FCMT Appendix 3

Page 3 (and 4) SID SOIR SOP STAR TA TAA TAS TAWS TCAS TCE TSA V 1 V 2 V MCA V MCG V R V REF V SO

V S1 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