2-1 CHAPTER 2. GROUND SUBJECTS
2.1 Premise of Ground Training. The basic premise of ground training is to instill a knowledge and understanding of each subject within each area of instruction.
2.1.1 Initial, Transition, Conversion, Upgrade (§ 121.419), and Recurrent. In accordance with §§ 121.419(a)(2) and 121.427(b)(2), the following subjects must be included in initial, transition, upgrade (§ 121.419), and recurrent ground training specific to each airplane type.
2.1.2 Upgrade (§ 121.420). Beginning April 27, 2022, upgrade ground training must include the following subjects, as applicable to the seat-dependent procedures and duty position procedures for the specific airplane type.
2.2 Limitations. As required by part 121 appendix F, the pilot must know the operating limitations appropriate to the airplane with respect to:
• Systems and components; and
• Performance.
2.3 Systems and Components. As required by part 121 appendix F, the pilot must understand and be knowledgeable about the following systems and components (as applicable to the airplane) and be able to explain their operation as described in the air carrier’s manual and their applicability, as appropriate, to the minimum equipment list (MEL), Configuration Deviation List (CDL), and the OpSpecs.
2.3.1 Landing Gear. Landing gear including, as appropriate, extension and retraction system(s), indicators, brakes, anti-skid, tires, nosewheel steering, and shock absorbers.
2.3.2 Engine(s). Engines including controls and indications, induction system, carburetor and fuel injection, turbocharging, cooling, fire detection and protection, mounting points, turbine wheels, compressors, deicing, anti-icing, full-authority digital engine control (FADEC), and other related components.
2.3.3 Propellers. Propellers (if appropriate) including type, controls, feathering and unfeathering, autofeather, negative torque sensing, synchronizing, and synchrophasing.
2.3.4 Fuel Systems. Fuel systems including capacity, drains, pumps, controls, indicators, cross-feeding, transferring, jettison, fuel grade, color and additives, fueling and defueling procedures, and allowable fuel substitutions, if applicable.
2.3.5 Oil Systems. Oil systems including capacity, grade, quantities, and indicators.
2.3.6 Hydraulic Systems. Hydraulic systems including capacity, pumps, pressure, reservoirs, grade, and regulators.
2-2
2.3.7 Electrical Systems. Electrical systems including alternators, generators, battery, circuit breakers and protection devices, controls, indicators, and external and auxiliary power sources and ratings.
2.3.8 Environmental Systems. Environmental systems including heating, cooling, ventilation, oxygen and pressurization, controls, indicators, and regulating devices.
2.3.9 Avionics and Communications. Avionics and communications including flight director (FD), electronic flight instrument systems (EFIS), flight management system(s) (FMS), Head-Up Displays (HUD), enhanced flight vision systems (EFVS), Doppler Radar, inertial navigation systems (INS), Global Positioning System (GPS)/Differential GPS (DGPS), very high frequency omni-directional range (VOR), Nondirectional Radio Beacon (NDB), instrument landing system (ILS), Area Navigation (RNAV) systems and components, Aircraft Communications Addressing and Reporting Systems (ACARS), Automatic Dependent Surveillance-Broadcast (ADS-B), ADS-B In, ADS-B Out, Controller-Pilot Data Link Communication (CPDLC) departure/Automatic Dependent Surveillance-Contract (ADS-C) systems, indicating devices, transponder, and emergency locator transmitter (ELT).
2.3.10 Ice Protection (Anti-Ice and Deice). Ice protection (anti-ice and deice) including pitot static system, propeller (if appropriate), windshield, wing, and tail surfaces.
2.3.11 Emergency Equipment and Procedures. Crewmember and passenger emergency equipment and procedures including oxygen system, survival gear, emergency exits, evacuation procedures with crew duties, and quick donning oxygen mask for crewmembers and passengers.
2.3.12 Flight Controls. Flight controls including ailerons, elevator(s), rudder(s), control tabs, balance tabs, stabilizer, flaps, spoilers, leading edge flaps and slats, and trim systems.
2.3.13 Flight Deck Automation. Flight deck automation (e.g., autopilot and autothrottle/autothrust) including the air carrier’s flightpath management policies and procedures for selecting appropriate levels of automation. As required by OpSpec C060, Category II and Category III Instrument Approach and Landing Operations, this must include the air carrier’s policy for conducting Category (CAT) II and CAT III approaches when authorized.
2.3.14 Pneumatic System. Pneumatic system including compressors, valves, pressure, backup sources, and regulators.
2.4 Normal, Abnormal, and Emergency Procedures. Per part 121 appendix F, the pilot must be knowledgeable in the normal, abnormal, and emergency procedures applicable to the airplane.
2-3
2.5 Performance and Loading. Per part 121 appendix F, the pilot must understand and be proficient in the use of (as appropriate to the airplane) performance charts, tables, graphs, and other data relating to items such as:
1. Accelerate-stop distance.
2. Accelerate-go distance.
3. Balanced field.
4. Takeoff performance, all engines and with engine(s) inoperative, as appropriate.
5. Climb performance including segmented climb performance; with all engines operating, with one or more engines inoperative, and with other engine malfunctions, as appropriate.
6. Service ceiling, all engines and with engine(s) inoperative, including engine(s) inoperative driftdown, if appropriate.
7. Cruise performance.
8. Fuel consumption, range, and endurance.
9. Descent performance.
10. Landing performance, all engines and with engine(s) inoperative, as appropriate.
11. Go-around from rejected landings.
12. The effects of meteorological conditions on performance characteristics with correct application of these factors to a specific chart, table, graph, or other performance data.
13. How to determine longitudinal and lateral center of gravity location for a specific load condition, including how to add, remove, or shift weight to meet longitudinal (forward and aft) and lateral balance limits for takeoff, cruise, and landing.
14. Planning and application of operational factors affecting airplane performance, such as high-altitude airports, cluttered and contaminated runways, and ground and in-flight icing.
15. Other performance data (appropriate to the airplane).
2.6 Airplane Flight Manual (AFM). Per part 121 appendix F, the pilot must be knowledgeable on the provisions contained in the approved AFM.
2.7 Stall Prevention and Recovery. Per part 121 appendix F, the pilot must be knowledgeable in stall prevention and recovery in the clean configuration, takeoff and maneuvering configuration, and landing configuration. Refer to the current edition of AC 120-109, Stall Prevention and Recovery Training, for information regarding stall prevention and recovery training.
2.8 Upset Prevention and Recovery. Per part 121 appendix F, the pilot must be knowledgeable in upset prevention and recovery. Refer to the current edition of AC 120-111, Upset Prevention and Recovery Training, for information regarding upset prevention and recovery training.
2-4
2.9 Severe Weather Situations. Per § 121.419(a)(2)(vi), the pilot must be knowledgeable in procedures for recognizing, avoiding, escaping, and operating in or near severe weather or other potentially hazardous meteorological conditions, including, but not limited to:
• Thunderstorms;
• Clear air turbulence;
• Icing;
• Hail; and
• Low-altitude wind shear. (Refer to the current edition of AC 120-50, Guidelines for Operational Approval of Windshear Training Programs, for information regarding wind shear training.)
3-1 CHAPTER 3. FLIGHT MANEUVERS AND PROCEDURES
3.1 Premise of Flight Training. The basic premise of flight training is to provide a pilot with the following:
• An understanding of what maneuvers/procedures are to be performed;
• A general description of what each maneuver/procedure is to look like and what that maneuver/procedure is to provide;
• Sufficient information as to where and how the airplane will be maneuvered, including the timing for that maneuvering, to position the airplane in the proper configuration, location, speed, and inertia that will facilitate the correct accomplishment of the maneuver/procedure;
• Sufficient practice for the pilot to be able to get the airplane to the required configuration, location, speed, and inertia each time he or she attempts a given maneuver/procedure;
• Sufficient understanding of the maneuver/procedure to be able to identify when one or more of the necessary parameters is not correct, or to identify that inertia is taking the airplane to an unsatisfactory condition; and
• Sufficient practice in determining how to correct parameters and continue the maneuver/procedure or determining that the maneuver/procedure should be abandoned.
3.2 Premise of Flight Checking. The basic premise of flight checking is to determine if the pilot is proficient in all assigned duties to serve in line operations.
3.2.1 Waiving of Maneuvers or Procedures. In accordance with § 121.441(d), a check pilot conducting a proficiency check may, at his or her discretion, waive a maneuver or procedure only as specifically identified in part 121 appendix F if:
• The FAA has not specifically required the particular maneuver or procedure to be performed; and
• For recurrent proficiency checks, the pilot is currently qualified for operations under part 121 in the particular type airplane and flightcrew member duty position; or
• For all other proficiency checks, the pilot has, within the preceding 6 calendar-months, satisfactorily completed an approved training curriculum, except upgrade training in accordance with §§ 121.420 and 121.426, for the particular type airplane.
Note: A pilot completing a pilot-in-command (PIC) proficiency check after upgrade training completed in accordance with §§ 121.420 and 121.426 must complete all maneuvers and procedures required by part 121 appendix F without any waiving of events.
3-2
3.2.1.1 Use of Waiver Authority is Not Automatic. The use of waiver authority is not automatic. Air carriers should not have policies requiring check pilots to use waiver authority. Check pilots should exercise judgment in the use of this authority. If a pilot demonstrates a high level of performance, a check pilot may use the waiver authority. If a pilot’s performance only meets the minimum acceptable standards, none of the maneuvers or procedures required for the proficiency check should be waived.
3.2.1.2 Waiving Conditions and Restrictions. Some maneuvers and procedures have specific conditions, identified in part 121 appendix F, which must be met before waiver authority may be used (e.g., either the area arrival or area departure, but not both may be waived). Additionally, some maneuvers and procedures have specific restrictions, identified in part 121 appendix F, on the use of waiver authority (e.g., the circling approach maneuver may not be waived for two successive checks). If a check pilot is unsure whether the specific waiver conditions and restrictions have been met, the maneuver or procedure may not be waived.
3.2.2 Training to Proficiency. In accordance with § 121.441(e), if a pilot fails a maneuver or procedure during a proficiency check, the check pilot may conduct training and repeat the checking of that maneuver or procedure.
3.2.2.1 Training and Checking Not Simultaneous. Training and checking may not be conducted simultaneously. If training is required, the check pilot should complete the following actions:
1. Temporarily suspend the check. The pilot should be clearly informed that the check has been suspended.
2. Provide the pilot with additional training on the maneuver(s) and/or procedure(s) that was failed.
3. Resume the check. The pilot should be clearly informed that the check has been resumed.
4. Repeat/recheck the maneuver(s) and/or procedure(s) that was failed.
3.2.2.2 Recordkeeping. In accordance with §§ 121.415(i) and 121.683, the pilot’s record must identify the maneuver(s) and/or procedure(s) which were initially failed, the additional training provided by the check pilot, and whether the recheck of the maneuver(s) and/or procedure(s) was satisfactory. If the recheck of the maneuver(s) and/or procedure(s) is unsatisfactory, the pilot’s record must identify the second failure and the failure of the proficiency check.
3-3
3.3 Task Organization Legend.
3.3.1 Area of Operations. This chapter is organized by the phases of flight. Each area of operation includes the tasks related to that phase of flight. The competencies for each task are described as conditions, awareness, and action criteria.
3.3.2 Task Description. The pilot flying (PF) and pilot monitoring (PM) should demonstrate the awareness criteria and action criteria under the prescribed conditions. Per §§ 119.43(c) and 121.415(h), the air carrier must train pilots in all tasks, procedures, and environments for which they hold operations specification (OpSpec) approval to operate, under all specified conditions. Any condition may be selected for checking unless a particular condition is specified.
3.3.2.1 Conditions Included.
3.3.2.1.1 Environmental conditions and circumstances, including those that compound the difficulty of the task when encountered. The instructor or check pilot selects conditions, as appropriate:
1. Day or night conditions.
2. Weather that is, or is not, a complicating factor.
3. If visibility is a complicating factor, the task will use the prescribed procedures for the existing conditions.
4. If performance is influenced by temperature, pressure altitude, atmospheric, or precipitation conditions (e.g., rain, drizzle, ice, or snow), the following is required:
• Appropriate adjustments will be made to the type of takeoff or approach and landing that is to be flown;
• The airplane configuration that is to be used; and
• The requirement to operate the airplane within the reduced tolerances applicable, including airspeed and runway touchdown point.
3.3.2.1.2 Clarifying information about the nature of the task.
3.3.2.1.3 Explanatory language about the goal, or intent of the task or area to aid in setting the stage for its effective conduct.
3.3.2.2 Awareness Criteria. Identify the specific aspects of the task and environment that indicate proper operation, a need to seek further information, or a need to take action to prevent encountering a hazard or compounding the difficulty unnecessarily. These are generally an application of cognitive skill to support the action criteria or passive action(s) that should be applied throughout the entire task.
3-4
3.3.2.3 Action Criteria. Procedures for completing a task, including operations in or near a critical environment, when appropriate. These are steps that are active and generally are completed in an order to achieve the goal of the task.
Provide relevant parameters with tolerances to reflect satisfactory levels of performance.
3.4 General. The criteria for normal procedures, airplane handling, and air traffic control (ATC) communications and procedures are applicable to all flight maneuvers and procedures.
3.4.1 Normal Procedures.
3.4.1.1 Condition(s). Not applicable.
3.4.1.2 Awareness Criteria:
1. Maintain situational awareness of the events and circumstances at all times.
2. Demonstrate ability to continuously monitor and to identify any potential hazards or threats to the safety of the flight.
3. Demonstrate ability to communicate and manage available resources.
4. Maintain adequate lookout and traffic avoidance for the conditions.
5. Maintain awareness of airplane position relative to the “nearest suitable airport.”
6. Monitor system indications to ensure normal operation or identify abnormal situations.
3.4.1.3 Action Criteria:
1. Adhere to the duties and responsibilities of the PF and PM as prescribed in the air carrier’s manual.
2. Ensure operation of the airplane within the limitations established by the air carrier’s manual.
3. Comply with the provisions of the air carrier’s manual, minimum equipment list (MEL), and Configuration Deviation List (CDL) (if appropriate), as they pertain to the particular airplane, through all phases of flight and all operations.
4. Accomplish the applicable checklist items, and complete all required checks as specified by the air carrier’s manual.
5. Make correct use of instruments, flight director (FD), autoflight
(e.g., autopilot and autothrottle/autothrust), and navigation and communication equipment as prescribed by the air carrier’s manual and as appropriate to the phase of flight.
3-5
6. Plan and brief automation modes and configurations.
7. Follow guidelines for PF and PM duties during manual flying and for operation of automated systems.
8. Plan workload and allow sufficient time for programming the flight management system (FMS).
9. Change the level of automation to correspond to situational awareness and workload requirements.
10. Call for and complete the proper normal, abnormal, or emergency checklist(s).
11. Alert ATC and the air carrier, as necessary.
12. Ensure proper crew and passenger briefings are completed.
13. Conduct the takeoff briefing according to the air carrier’s manual prior to taking the active runway.
14. Conduct the approach briefing according to the air carrier’s manual prior to initial descent.
15. Ensure potential terrain or obstacle threats are included in departure and arrival briefings.
16. Ensure that passengers, crew, and cargo are properly secured for takeoff or landing.
17. Locate and proceed to the nearest suitable airport when necessary.
18. Determine the best course of action when an immediate landing is required, but not possible.
19. Demonstrate sound judgment and operating practices in those instances where specific instructions or checklist items are not published.
20. Comply with sterile flight deck requirements.
21. Select the systems and procedures appropriate to the air carrier’s operation:
• Air conditioning;
• Airborne radar devices;
• Auxiliary power unit (APU);
• Automatic or other approach aids, including Head-Up Display (HUD) and enhanced flight vision system (EFVS);
• Autoflight (e.g., autopilot and autothrottle/autothrust);
• Anti-icing and deicing;
• Brakes;
3-6
• Communications, including Controller-Pilot Data Link Communication (CPDLC) departure/Automatic Dependent Surveillance-Contract (ADS-C) systems;
• Doors;
• Electrical power;
• Engine;
• Fire protection;
• Flaps;
• Flight controls;
• Fuel and oil;
• Ground proximity warning system (GPWS), enhanced ground proximity warning system (EGPWS), or Terrain Awareness and Warning System (TAWS);
• Hydraulic power;
• Flight instruments;
• Landing gear;
• Navigation;
• Oxygen;
• Pneumatic;
• Pressurization;
• Propellers;
• Stability augmentation devices;
• Stall warning devices and stall avoidance devices;
• Thrust reversers;
• Warning systems; and
• Any other systems, devices, or aids available.
3.4.2 Airplane Handling.
3.4.2.1 Condition(s). Not applicable.
3.4.2.2 Awareness Criteria:
1. Demonstrate awareness of the airplane’s trim condition.
2. Demonstrate awareness of the airplane’s configuration.
3. Demonstrate awareness of the autoflight mode when in use.
3-7
4. Demonstrate awareness of the airplane’s flightpath, attitude, and speed.
5. Demonstrate knowledge of the dangerous combinations of sideslip angles, rudder positions, or other flight parameters resulting from maximum, indiscriminate, uncoordinated, or rapid deflection of the rudder.
3.4.2.3 Action Criteria:
3.4.2.3.1 General:
• Maintain smooth, positive airplane attitude control in pitch, roll, and yaw to achieve and maintain appropriate flightpath;
• Maintain proper control of speed, pitch attitude, roll (bank), altitude, rate of descent, configuration, heading, course, and track, in accordance with the procedures and limitations in the approved Airplane Flight Manual (AFM) and/or air carrier’s manual;
• Properly trim for the configuration or condition, if not automatic;
• The successful outcome of a procedure or maneuver can never be in doubt; and
• Continuously correct back to the target parameter.
3.4.2.3.2 Final Approach Segment (FAS). Maintain a stabilized approach:
• Have the airplane in the desired configuration for landing with the engines spooled and stable;
• Maintain a constant pitch attitude;
• Maintain a constant heading (within ±10°) or maintain electronic navigation indication with no more than one-quarter scale deviation vertically and laterally;
• Maintain an appropriate airspeed;
• Maintain a constant rate of descent;
• Keep the airplane trimmed;
• Execute a missed approach when reaching the minimum descent altitude (MDA), decision altitude (DA), or decision height (DH), as appropriate;
and
• For Nonprecision Approaches (NPA) without vertical guidance, maintain altitude at MDA, when reached within +50 to –0 feet.
3-8
3.4.3 ATC Communications and Procedures.
3.4.3.1 Condition(s). The Aeronautical Information Manual (AIM) is a reference to the generally accepted practices of basic flight rules and instrument flight operations.
3.4.3.2 Awareness Criteria:
1. Interpret all ATC clearances received and, when necessary, request clarification, verification, or change.
2. Recognize the indication(s) of navigational station or waypoint passage.
3. Recognize navigation signal loss or Required Navigation Performance (RNP)-related alerting.
3.4.3.3 Action Criteria:
1. Select and use appropriate communication frequencies.
2. Establish communications with ATC, using proper phraseology or data link procedures.
3. Comply with all ATC clearances, instructions, and airspace restrictions.
4. Promptly advise ATC when unable to comply with a clearance.
5. Comply with ATC reporting requirements.
6. Demonstrate competency in two-way radio communications failure or ATC data link failure.
7. Use the current and appropriate navigation publications for the proposed flight.
8. Identify the navigation aids associated with approach procedures.
9. Select and correctly identify the appropriate navigation frequencies and facilities associated with navigation if not using Area Navigation (RNAV) or Global Positioning System (GPS).
10. Select, tune, identify, and confirm the operational status of ground and airplane navigation equipment to be used for the approach. Low frequency (Nondirectional Radio Beacon (NDB)) identification should be continuously monitored when used as the primary navigation reference.
Where applicable, check automatic navigational aid identification on the navigation display.
11. Set the correct RNP reference prior to any procedure where the default RNP is not appropriate.
12. Locate the airplane position using radials, bearing, distance measuring equipment (DME) range, coordinates, or navigation displays, as appropriate.