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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.
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3.9.4.3 Action Criteria:
1. Select holding airspeed appropriate for the airplane configuration and holding altitude.
2. Adjust airspeed to cross the holding fix at or below maximum holding airspeed.
3. Follow appropriate entry procedures for a standard, nonstandard, published, or nonpublished holding pattern.
4. Use the proper timing criteria required by the holding altitude and ATC, or comply with the navigation system holding procedure, as appropriate.
5. Comply with the holding pattern leg length when a DME distance is specified.
6. Follow appropriate exit procedures.
3.9.5 Manually Controlled Instrument Departure and Arrival.
3.9.5.1 Condition(s):
1. Select appropriate IMC weather and environmental conditions.
2. Experience dealing with the autoflight systems (e.g., autopilot and autothrottle/autothrust), and the related non-normal condition, balanced with the need to fly the airplane.
3. Correctly follow the climb or descent profile, the departure or arrival profile, or any other authorized departure or arrival procedure(s) without the aid of the autopilot and autothrottle/autothrust.
3.9.5.2 Awareness Criteria:
1. Comply with instrument procedures awareness criteria in paragraphs 3.9.2.2 and 3.9.3.2.
2. Expect significant workload challenges.
3. Maintain the crew focus on flying ahead of any other activity.
3.9.5.3 Action Criteria. Comply with instrument procedures action criteria in paragraphs 3.9.2.3 and 3.9.3.3.
3.9.6 Normal Instrument Landing System (ILS) Approach.
3.9.6.1 Condition(s). Select appropriate IMC weather and environmental conditions.
As required by §§ 119.5(g); 121.415(g); OpSpec C052, Straight-In Non-Precision, APV, and Category I Precision Approach and Landing Minima—All Airports; OpSpec C059, Category II Instrument Approach and
3-31 Landing Operations and Special Authorization Category I Instrument Approach and Landing Operations; and OpSpec C060, Category (CAT) III Instrument Approach and Landing Operations, ILS approaches must be completed to the lowest visibility (Runway Visual Range (RVR)) authorized by the air carrier’s OpSpecs for the respective category of approach.
3.9.6.2 Awareness Criteria:
1. Recognize changing weather conditions, including winds (and the potential for wind shifts or windshear) and limitations to forward and lateral visibility.
2. Exhibit knowledge of ILS approach procedures.
3. Consider factors to be applied to the approach and landing, such as displaced thresholds, meteorological conditions, Notices to Airmen (NOTAM), and ATC instructions.
3.9.6.3 Action Criteria:
1. Engage (and disengage, if appropriate) the FD(s) at the appropriate points during the approach.
2. Apply the necessary adjustments to the published DA/DH and visibility criteria for the airplane approach category as required, such as NOTAMs, inoperative airplane and ground navigation equipment, and inoperative approach lighting.
3. Establish appropriate airplane configuration and airspeed considering turbulence, windshear, microburst conditions, or other meteorological and operating conditions.
4. Prior to beginning the FAS, maintain the desired altitude ±100 feet, the desired airspeed within ±10 knots, and the desired heading within ±5°; and accurately track radials, courses, and bearings.
5. Cross the final approach fix (FAF), or the point at which the final approach begins, at the proper altitude, in the proper airplane configuration, and with the proper airspeed for the approach.
6. Establish a predetermined rate of descent at the point where the electronic glideslope (GS) begins, which approximates that required for the airplane to follow the GS.
7. Maintain a stabilized final approach, from the FAF to DA/DH, allowing no more than one-quarter scale deflection of either the GS or localizer indications, and maintain the desired airspeed as specified in the air carrier’s manual.
8. If required visual references for the runway are not unmistakably visible and identifiable at the DA/DH, immediately initiate and execute the missed approach.
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9. Transition to a landing only when the airplane is in a position from which a descent to a landing on the runway can be made at a normal rate of descent using normal maneuvering.
10. The PM calls deviations from altitude, speed, course, and rate of descent in accordance with the air carrier’s manual.
3.9.7 Manually Controlled ILS Approach with Simulated Engine Failure.
3.9.7.1 Condition(s):
1. Select appropriate IMC weather and environmental conditions.
2. Per part 121 appendices E and F, the simulated engine failure should occur before initiating the final approach course and must continue to touchdown or through the missed approach procedure.
3. Manually controlled approach may use raw data displays or may be FD-assisted.
3.9.7.2 Awareness Criteria:
1. Recognize changing weather conditions, including winds (and the potential for wind shifts or windshear) and limitations to forward and lateral visibility.
2. Exhibit knowledge of ILS approach procedures.
3. Consider factors to be applied to the approach and landing, such as displaced thresholds, meteorological conditions, NOTAMs, and ATC instructions.
3.9.7.3 Action Criteria:
1. Engage (and disengage, if appropriate) the FD(s) at the appropriate points during the approach.
2. Apply the necessary adjustments to the published DA/DH and visibility criteria for the airplane approach category as required, such as NOTAMs, inoperative airplane and ground navigation equipment, and inoperative approach lighting.
3. If necessary, request an alternate missed approach procedure from ATC. If the air carrier’s manual includes a specific engine-out missed approach procedure, the pilot should request that procedure from ATC.
4. Establish appropriate airplane configuration and airspeed considering turbulence, windshear, microburst conditions, or other meteorological and operating conditions.
5. Apply flight controls as required to counteract asymmetric thrust.
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6. Prior to beginning the FAS, maintain the desired altitude ±100 feet, the desired airspeed within ±10 knots, and the desired heading within ±5°; and accurately track radials, courses, and bearings.
7. Cross the FAF, or the point at which the final approach begins, at the proper altitude, in the proper airplane configuration, and with the proper airspeed for the approach.
8. Establish a predetermined rate of descent at the point where the electronic GS begins, which approximates that required for the airplane to follow the GS.
9. Maintain a stabilized final approach, from the FAF to DA/DH, allowing no more than one-quarter scale deflection of either the GS or localizer indications, and maintain the desired airspeed as specified in the air carrier’s manual.
10. If required visual references for the runway are not unmistakably visible and identifiable at the DA/DH, immediately initiate and execute the missed approach.
11. Transition to a landing only when the airplane is in a position from which a descent to a landing on the runway can be made at a normal rate of descent using normal maneuvering.
12. The PM calls deviations from altitude, speed, course, and rate of descent in accordance with the air carrier’s manual.
3.9.8 Nonprecision Approach (NPA).
3.9.8.1 Condition(s):
1. Select appropriate weather and environmental conditions. As required by §§ 119.5(g) and 121.415(g), NPAs must be completed in instrument conditions to the minimums appropriate for the type of approach being flown.
2. As required by part 121 appendix E and § 121.415(g), training must include all types of instrument approaches authorized for the airplane by the air carrier’s OpSpecs, such as very high frequency omni-directional range (VOR), NDB, RNAV, etc. One type of instrument approach may meet the training requirement for another type of instrument approach if the two types of instrument approaches have similar procedures and design (e.g., training of a VOR-DME approach may meet the training requirement for a VOR approach).
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3.9.8.2 Awareness Criteria:
1. Recognize changing weather conditions, including winds (and the potential for wind shifts or windshear) and limitations to forward and lateral visibility.
2. Exhibit knowledge of NPA procedures authorized by the air carrier’s OpSpecs.
3. Consider factors to be applied to the approach and landing, such as displaced thresholds, meteorological conditions, NOTAMs, and ATC instructions.
3.9.8.3 Action Criteria:
1. Comply with the air carrier’s NPA procedures for manually controlled (e.g., airspeed, tracking, and vertical speed/flightpath angle) or automatic controlled (e.g., lateral navigation (LNAV)/VNAV).
2. Engage (and disengage, if appropriate) the FD(s) at the appropriate points during the approach.
3. Apply the necessary adjustments to the published MDA and visibility criteria for the airplane approach category as required, such as NOTAMs, inoperative airplane and ground navigation equipment, and inoperative approach lighting.
4. Establish appropriate airplane configuration and airspeed considering turbulence, windshear, microburst conditions, or other meteorological and operating conditions.
5. Prior to beginning the FAS, maintain the desired altitude ±100 feet, the desired airspeed within ±10 knots, and the desired heading within ±5°; and accurately track radials, courses, and bearings.
6. Cross the FAF, or the point at which the final approach begins, at the proper altitude, in the proper airplane configuration, and with the proper airspeed for the approach.
7. Establish a rate of descent that will ensure arrival at the MDA (at, or prior to reaching the visual descent point (VDP), if published) with the airplane in a position from which a descent from MDA to a landing on the intended runway can be made at a normal rate using normal maneuvering. The rate of descent should be established as soon as possible (immediately) after passing the FAF at a maximum of 1,000 feet per minute, unless a greater descent rate is specifically required by the approach.
8. Maintain a stabilized final approach, from the FAF to the MDA, allowing no more than either one-quarter scale deflection of the course deviation indicator (CDI), or ±5° in the case of the radio
3-35 magnetic indicator (RMI) or bearing indicator, and maintain the desired airspeed as specified in the air carrier’s manual.
9. Maintain MDA within −0, +50 feet, when reached, to the missed approach point (MAP) or until descent is initiated toward the runway of intended landing.
10. If required visual references for the runway are not unmistakably visible and identifiable at the MAP, immediately initiate and execute the missed approach.
11. Transition to a landing only when the airplane is in a position from which a descent to a landing on the runway can be made at a normal rate of descent using normal maneuvering.
12. The PM calls deviations from altitude, speed, course, and rate of descent in accordance with the air carrier’s manual.
3.9.9 Circling Approach.
3.9.9.1 Condition(s). Select appropriate weather and environmental conditions.
Per part 121 appendices E and F, circling approaches must be completed in simulated instrument conditions to the circling minimums. Per part 121 appendices E and F, after reaching the circling minimums, visual references must be used to change heading and maneuver the airplane to maintain a flightpath that permits a normal landing on a runway that requires at least a 90° change of direction from the final approach course.
3.9.9.1.1 In accordance with part 121 appendices E and F, if the air carrier’s OpSpecs prohibit a circling approach when the weather is below a 1,000-foot ceiling and 3 miles visibility, the pilot is not required to be trained or checked on a circling approach. However, to ensure a pilot is adequately trained as required by § 121.415(g), a pilot should be trained on circling approach if the air carrier’s OpSpecs authorize circling approach when the weather is above a 1,000-foot ceiling and 3 miles visibility.
3.9.9.2 Awareness Criteria:
1. Recognize changing weather conditions, including winds (and the potential for wind shifts or windshear) and limitations to forward and lateral visibility.
2. Exhibit knowledge of circle-to-land approach categories, speeds, and procedures authorized by the air carrier’s OpSpecs.
3. Consider factors to be applied to the approach and landing such as displaced thresholds, meteorological conditions, NOTAMs, and ATC instructions.