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3.7.3.2 Awareness Criteria:
1. Assess the changing effect of the crosswind component to make control corrections as required.
2. Comply with normal takeoff awareness criteria in paragraph 3.7.1.2.
3.7.3.3 Action Criteria. Comply with normal takeoff action criteria in paragraph 3.7.1.3.
3.7.4 Takeoff with Simulated Engine Failure.
3.7.4.1 Condition(s). Select appropriate weather and environmental conditions.
Per part 121 appendices E and F, takeoff must be demonstrated with a simulated failure of the most critical engine:
1. After takeoff decision speed (V1) and prior to takeoff safety speed (V2);
2. As close as possible after V1 when V1 and V2, or V1 and rotation speed (VR), are identical; or
3. At the appropriate speed for nontransport category airplanes.
3.7.4.2 Awareness Criteria:
1. Comply with normal takeoff awareness criteria in paragraph 3.7.1.2.
2. For nontransport category airplanes, be able to determine the appropriate speed at which the takeoff will continue with an abnormality or emergency.
3. Observe flight and engine instruments or divergence from the RCL to assess loss of thrust.
4. Identify those situations that require a rejected takeoff and make timely decision to continue the takeoff or reject the takeoff.
5. Identify the location of the engine failure (e.g., right side, left side, or center).
3.7.4.3 Action Criteria:
1. Comply with normal takeoff action criteria in paragraph 3.7.1.3.
2. Apply rudder as required to counteract asymmetric thrust.
3. Maintain the airplane alignment with the runway.
4. For transport category airplanes, continue the takeoff if abnormality or emergency occurs at or after V1 speed. For
3-19 nontransport category airplanes, continue the takeoff if abnormality or emergency occurs at or after the predetermined speed.
5. Transition smoothly and accurately into a stabilized climb, achieving and maintaining the airplane in coordinated flight.
6. Maintain required ground track (or heading) and attitude appropriate for climb performance and terrain clearance, as appropriate, until a turn is required.
7. Make suitable decision to return to airport or divert, as appropriate.
3.7.5 Rejected Takeoff.
3.7.5.1 Condition(s). Select appropriate weather and environmental conditions. The cause for the decision to reject needs to be presented so that the first action to reject the takeoff may be made by (1) V1 speed for transport category airplanes or (2) a predetermined speed for nontransport category airplanes.
Rejected takeoffs should be conducted in realistic scenarios, such as:
1. Airspeed discrepancies;
2. Takeoff configuration warnings;
3. Cargo or cabin door warnings;
4. Mechanical issues;
5. Tire failures;
6. ATC instruction to reject or canceled clearance;
7. Bird strike;
8. Engine failure; or
9. Other scenarios, that per the air carrier’s manual, should require a rejected takeoff.
3.7.5.2 Awareness Criteria:
1. Identify a critical situation and take action in a timely manner to reject the takeoff.
2. For nontransport category airplanes, be able to determine the appropriate speed at which the takeoff will continue with an abnormality or emergency.
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3.7.5.3 Action Criteria:
1. Reduce the power promptly to idle and simultaneously apply maximum wheel brakes when a cause for aborting the takeoff is recognized.
2. Use spoilers, thrust or propeller reverse, and other drag or braking devices, as appropriate, to bring the airplane to a safe stop on the runway or stopway surface.
3.8 In-Flight Maneuvers. The purpose of these maneuvers is to provide familiarity with the handling behavior of the airplane. The intent is to teach the pilot to recognize deviation from normal flight and to practice the return of the airplane to a safe state. In this context, a safe state is considered an airplane attitude (e.g., pitch, bank, and yaw), airspeed, trim, and thrust setting appropriate for the airplane configuration and altitude at which the pilot is able to maintain control of the airplane. If the instructor or check pilot requires the assistance of the pilot to maneuver or configure the airplane, to fly a particular airspeed, or to set a particular power or trim setting, the instructor or check pilot should provide progressive instructions to the pilot to achieve the desired “set up” position for the task.
Returning the airplane to a safe state requires that the pilot continue to control the airplane away from attitudes and airspeeds that would exceed critical performance parameters (e.g., airspeed limits and “G” loading).
3.8.1 Turns With and Without Spoilers.
3.8.1.1 Condition(s):
1. The airplane may be equipped with ailerons or a combination of ailerons and roll control flight spoilers. For those airplanes equipped with a combination of ailerons and roll control flight spoilers, this maneuver should be accomplished without the roll control flight spoilers.
2. Training should include use of manual and autoflight controls at altitudes, airspeeds, airplane configurations, and environmental conditions representative of normal operations during departures, arrivals, and cruise.
3.8.1.2 Awareness Criteria. Experience the handling qualities of the airplane with various spoiler configurations.
3.8.1.3 Action Criteria:
1. Make turns left and right with a normal flight control configuration.
2. Make turns left and right with ailerons only.
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3.8.2 Mach Tuck and Mach Buffet.
3.8.2.1 Condition(s). Select appropriate weather and environmental conditions.
3.8.2.2 Awareness Criteria. Experience the handling qualities of the airplane at high Mach numbers.
3.8.2.3 Action Criteria:
1. Increase airspeed slowly.
2. Observe the performance of the compensating device or system, if installed.
3. Disable the compensating device or system, if installed, and continue to accelerate until the tuck or buffet occurs.
4. Observe the airframe vibration and/or flight instrument indications.
5. Make a shallow level turn to feel the increased buffeting associated with an increase in G load.
3.8.3 En Route Navigation.
3.8.3.1 Condition(s). All.
3.8.3.2 Awareness Criteria:
1. Monitor fuel burn, cruise speed, and thrust to achieve planned performance.
2. Monitor navigation system performance.
3. Understand maximum operating altitude and optimum cruise altitude.
3.8.3.3 Action Criteria:
Use Class I or oceanic and remote continental airspace navigation procedures as authorized by the OpSpecs and prescribed by the air carrier’s manual.
Navigate to the degree of accuracy required by the airspace in which the airplane is being operated.
Conduct required navigation system crosschecks.
Perform correct altimetry procedures and monitor flight level or altitude clearances.
Report equipment failure that may degrade navigation as dictated by airspace or regional differences.
3-22 Determine the optimum cruise altitude for a given gross weight and desired airspeed or Mach.
Use appropriate onboard reference to determine the maximum cruise altitude for the gross weight that affords the required maneuver buffet margin.
3.8.4 Runaway Pitch Trim or Stabilizer.
3.8.4.1 Condition(s). Select appropriate weather and environmental conditions.
3.8.4.2 Awareness Criteria:
1. Experience the pitch handling qualities of the airplane with runaway stabilizer or runaway pitch trim during takeoff, cruise, and landing.
2. Observe the effects of early versus late detection of runaway.
3. Observe the effects of deactivation of pitch trim or stabilizer or correction of runaway.
3.8.4.3 Action Criteria:
1. Identify runaway pitch trim or stabilizer.
2. Take appropriate action to stop runaway.
3. Disengage autoflight, as appropriate.
4. Use alternative methods to control pitch, such as thrust.
5. Use PM and Crew Resource Management (CRM), as necessary, to maintain control of pitch.
6. Comply with runaway trim procedures provided in the air carrier’s manual.
3.8.5 Jammed Pitch Trim or Stabilizer.
3.8.5.1 Condition(s). Select appropriate weather and environmental conditions.
3.8.5.2 Awareness Criteria:
1. Experience the pitch handling qualities of the airplane with jammed stabilizer or pitch trim during takeoff, cruise, and landing.
2. Observe the effect of an increase and decrease in airspeed.
3. Recognize the insidious nature of the failure during periods of unaccelerated flight.
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3.8.5.3 Action Criteria:
1. Identify jammed pitch trim or stabilizer.
2. Disengage autoflight, as appropriate.
3. Use alternative methods to control pitch, such as thrust.
4. Use PM and CRM, as necessary, to maintain control of pitch.
5. Comply with runaway trim procedures provided in the air carrier’s manual.
3.8.6 Steep Turns.
3.8.6.1 Condition(s). Per part 121 appendices E and F, each steep turn must involve a bank angle of 45° with a heading change of at least 180°, but not more than 360°.
3.8.6.2 Awareness Criteria. Exhibit knowledge of factors associated with steep turns, including wing loading, angle of bank, stall speed, pitch, power requirements, and overbanking tendency.
3.8.6.3 Action Criteria:
1. Apply smooth coordinated pitch, bank, and power to maintain the specified altitude within ±100 feet, airspeed within ±10 knots, and bank angle of 45° ± 5°.
2. Complete a steep turn of at least 180° left and right.
3. Roll out of steep turn within ±10° of specified heading.
3.8.7 Recovery From Specific Flight Characteristics Peculiar to the Airplane Type.
3.8.7.1 Condition(s). Select appropriate weather and environmental conditions.
Specific flight characteristics are identified in the Flight Standardization Board (FSB) report for the specific airplane.
3.8.7.2 Awareness Criteria. Exhibit knowledge of the specific flight characteristics appropriate to the specific airplane type.
3.8.7.3 Action Criteria. Use proper technique to recover from specific flight situations.
3.8.8 Manually Controlled Slow Flight. Refer to the current edition of AC 120-111, Upset Prevention and Recovery Training.
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3.8.9 Stall Prevention.
3.8.9.1 Condition(s). Select appropriate weather and environmental conditions:
1. Per part 121 appendices E and F, recovery procedures must be initiated at the first indication of an impending stall (e.g., buffet, stick shaker, aural warning).
2. Per part 121 appendices E and F, stall prevention must be conducted in at least the following configurations:
• Takeoff configuration (except where the airplane uses only a zero-flap takeoff configuration);
• Clean configuration; and
• Landing configuration.
3. The pilot should not be expected to be proficient in executing the method used to enter the maneuver.
3.8.9.2 Awareness Criteria. Refer to the current edition of AC 120-109, Stall Prevention and Recovery Training.
3.8.9.3 Action Criteria. Refer to AC 120-109.
3.8.10 Full Stall Recovery.
3.8.10.1 Condition(s). Select appropriate weather and environmental conditions.
1. This maneuver should only be conducted during training in an FSTD. This maneuver should not be conducted in an airplane in flight.
2. This maneuver should be conducted as instructor-guided hands on experience of recovery from full stall and stick pusher activation, if equipped.
3.8.10.2 Awareness Criteria. Refer to AC 120-109.
3.8.10.3 Action Criteria. Refer to AC 120-109.
3.8.11 Upset Prevention and Recovery. Refer to AC 120-111.
3.8.12 Manually Controlled Loss of Reliable Airspeed.
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3.8.12.1 Condition(s):
Select appropriate IMC weather and environmental conditions for the task.
Straight and level flight, turns, and configuration changes during approach and landing in IMC with sole reference to pitch and power.
3.8.12.2 Awareness Criteria. Refer to AC 120-111.
3.8.12.3 Action Criteria. Refer to AC 120-111.
3.8.13 Operation of Systems and Controls at the Flight Engineer’s (FE) Panel.
3.8.13.1 Condition(s). All environmental conditions and circumstances.
3.8.13.2 Awareness Criteria:
Demonstrate an understanding and proper use of the systems, controls and displays represented on the FE’s panel.
Demonstrate an understanding of the relationship of the airplane’s phase of flight, how to assess the status of the airplane’s systems, and when to take necessary corrective actions.
3.8.13.3 Action Criteria. Be familiar with the systems and properly exercise the controls represented at the FE’s panel during all phases of flight.
3.8.14 Windshear Avoidance and Encounter.
3.8.14.1 Condition(s):
1. Select environmental conditions and circumstances conducive to windshear.
2. Refer to the current edition of the FAA Windshear Training Aid.
3. Practice windshear avoidance and encounter during takeoff, departure, and approach.
3.8.14.2 Awareness Criteria:
1. Know the sources of information that indicate the possible presence of windshear or turbulence.
2. Observe the visual indications that usually indicate the presence of windshear or turbulence.
3. Understand the effect of windshear or turbulence on the performance of the airplane during low-altitude operations.
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3.8.14.3 Action Criteria:
1. Practice avoiding and escaping windshear during low-altitude operations to include takeoff, departure, and approach.
2. Avoid indicated areas of possible windshear, if possible.
3. Recognize the indications of windshear during takeoff, departure, approach, and rejected landing.
4. Execute the air carrier’s procedures for avoiding windshear; and, if not possible to avoid, execute procedures for escaping windshear during low-altitude operations.
3.8.15 Go-Around Maneuvers. A go-around task may incorporate more than one of the following conditions into a single maneuver. These tasks may also be combined with missed approach tasks. (See paragraphs 3.9.11–13.)
Note: The somatogravic illusion is a vestibular illusion (a false sensation of movement triggered in the inner ear) which is prevalent during high accelerations/decelerations when a pilot has no clear visual reference. During a go-around or a takeoff, the somatogravic illusion arises from a sudden forward linear acceleration which causes a strong sensation of pitching up. A pilot not relying on instruments to make control inputs during a go-around may feel like the pitch attitude is too great and be tempted to push forward on the control column or sidestick, leading to a controlled flight into terrain (CFIT) event. This illusion is a challenge to replicate well in an FSTD; however, pilots should be aware that the illusion may be encountered in an airplane.
3.8.15.1 Condition(s). Go-arounds should be conducted in realistic scenarios in the following conditions:
1. From various stages of the approach, including configurations other than final landing configuration.
2. From visual approaches followed by loss of visual references.
3. Extreme pitch trim configuration, such as nose-up trim resulting from flight at speeds below reference speed for final approach (VREF) with the autopilot engaged.
4. Low-weight configuration with all engines at go-around thrust.
5. ATC clearance change just after go-around is initiated.
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3.8.15.2 Awareness Criteria:
1. The pilot will be able to demonstrate proficiency in the published, or otherwise directed, missed approach procedures.
2. Exhibit adequate knowledge of applicable missed approach procedures and situational awareness in IMC.
3. Exhibit knowledge of the potential pitch force change during power changes due to the engine placement on the airframe.
3.8.15.3 Action Criteria:
1. Simultaneously, adjust the throttles to go-around thrust and adjust pitch attitude, as necessary, to accelerate and maintain the appropriate airspeed for the configuration.
2. Care should be taken to anticipate a nose-up pitching tendency if additional forward thrust is required, higher-than-anticipated trim is present, or if the engines are mounted under the wing.
3. Depending on the energy state of the airplane and height above the runway, touchdown may occur as the airplane accelerates.
4. When safely established in the go-around profile and a positive rate of climb, establish the proper pitch attitude and transition to the missed approach task.
5. Follow the published missed approach procedure (or follow the assigned clearance), maintaining proper airspeed and altitude for the configuration.
6. Request clearance for another approach, to a holding fix, or to the alternate airport.
3.9 Instrument Procedures.
3.9.1 General.
3.9.1.1 Condition(s). Select appropriate IMC weather and environmental conditions for the task.
3.9.1.2 Awareness Criteria. Exhibit adequate knowledge of applicable departure procedures (DP), en route low- and high-altitude charts, Optimized Profile Descent (OPD), Standard Terminal Arrival (STAR) procedures, instrument approach procedures (IAP), and related pilot and controller responsibilities.
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3.9.1.3 Action Criteria:
1. Use the current and appropriate navigation publications for the proposed flight.
2. Select, configure, and use the appropriate communications frequencies, navigation and systems displays; select and identify the navigation aids and routes necessary to properly fly the assigned ATC clearance.
3. Coordinate with the flight deck crew to ensure performance of appropriate checklist items in a timely manner.
4. Establish communications with ATC using proper phraseology, and advise ATC when unable to comply with a clearance or restriction.
5. Comply, in a timely manner, with all instructions and airspace restrictions.
6. Exhibit adequate knowledge of two-way radio communications failure procedures.
7. Maintain the appropriate airspeed within ±10 knots (but not less than the minimum speed for the configuration), headings within ±10°, and altitude within ±100 feet; and accurately track a course, radial, or bearing.
8. Intercept, in a timely manner, all courses, radials, and bearings appropriate to the procedure, route, or clearance.
9. Adhere to airspeed restrictions and adjustments required by regulations, ATC, the air carrier’s manual, and the AFM.
3.9.2 Area Departure.
3.9.2.1 Condition(s). Select appropriate IMC weather and environmental conditions.
3.9.2.2 Awareness Criteria:
1. Exhibit knowledge of applicable DP, including obstacle departure procedures (ODP) and Standard Instrument Departure (SID) procedures.
2. Monitor the climb profile to ensure crossing altitudes, speed restrictions, and ATC clearances can be met.
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3.9.2.3 Action Criteria:
1. Establish, where appropriate, a rate of climb consistent with the airplane operating characteristics and safety.
2. Comply with ATC clearances.
3. Comply with the provisions of the DP, SID, and other departure instructions, as appropriate, and verify airplane position relative to first departure fix.
3.9.3 Area Arrival.
3.9.3.1 Condition(s). Select IMC weather and environmental conditions.
3.9.3.2 Awareness Criteria:
1. Exhibit knowledge of applicable OPD and STAR procedures.
2. Monitor the descent profile to ensure crossing altitudes, airspeed restrictions, and ATC clearances can be met.
3.9.3.3 Action Criteria:
1. Establish, where appropriate, a rate of descent consistent with the airplane operating characteristics and safety.
2. Comply with ATC clearances.
3. Comply with the provisions of the OPD, STAR, and other arrival instructions, as appropriate.
3.9.4 Holding.
3.9.4.1 Condition(s). Select appropriate IMC weather and environmental conditions.
3.9.4.2 Awareness Criteria:
1. Exhibit knowledge of applicable DP, en route low- and high-altitude charts, OPD, STAR, and IAPs.
2. Recognize arrival at the clearance limit or holding fix.
3. Apply knowledge of proper holding entry including direct, teardrop, and parallel.
4. Apply wind-drift correction techniques to maintain the desired radial, track, or bearing.
5. Apply knowledge of holding endurance, including fuel on board, fuel flow while holding, and fuel required to alternate.
6. Apply knowledge of the maximum holding airspeed. Notify ATC if unable to comply with the maximum airspeed restriction.