Par 4-1 Page 13 CHAPTER 4. FLIGHT REVIEW
4-1. INTENT AND STRUCTURE OF THE FLIGHT REVIEW.
a. Intent of Flight Review. A flight review is a routine evaluation of a pilot’s ability to conduct safe flight. It can be considered an industry managed currency program. The CFI should be aware that the flight review is not a test or checkride, but rather a training event in which proficiency is evaluated. The review must consist of a minimum of 1 hour of ground instruction and 1 hour of flight instruction, except as provided for in 14 CFR part 61, § 61.56(b), (d), and
(e). The FAA reminds CFIs that a flight review may require more than 1 hour of ground instruction and 1 hour of flight instruction. While CFIs are encouraged to discuss the outline of the flight review with the pilot, it is the CFI that ultimately determines the total time required for the training.
b. Structure of Flight Review. Section 61.56 states that a flight review must include a review of the current general operating and flight rules of 14 CFR part 91. It also states that a person conducting the review has the discretion to determine the maneuvers and procedures necessary for the pilot under evaluation to demonstrate “safe exercise of the privileges of the pilot certificate.” With the increasing complexity of the aviation operating environment, CFIs are encouraged to structure the flight review and develop an action plan that is specific to the needs of the pilot under review. The FAA has provided the following recommended guidance in this section to help CFIs to develop an action plan for an effective flight review.
(1) Accomplishing a Flight Review. Under § 61.56(c) no person may act as PIC of an aircraft, except as provided in § 61.56(d), (e), and (g), unless within the preceding 24 calendarmonths that person has accomplished a satisfactory flight review in an aircraft for which that pilot is appropriately rated. An authorized instructor or other person approved by the Administrator must conduct the flight review.
(2) Completing Pilot Proficiency Program (WINGS) (one or more phases). Under § 61.56(e), a person who has satisfactorily completed one or more phases of the FAA-sponsored WINGS within the preceding 24 calendar-months does not need to accomplish the flight review requirements of this section. The current edition of AC 61-91, WINGS—Pilot Proficiency Program, describes how CFIs should encourage pilots to participate in WINGS.
(3) Completing Proficiency Checks and Ratings.
(a) Pilots and CFIs should be aware that, under § 61.56(d), there is no requirement for pilots who have completed certain proficiency checks and ratings within the preceding 24 calendar-months to accomplish a separate flight review. These accomplishments include satisfactory completion of pilot proficiency checks conducted by the FAA, an approved pilot check airman, a Designated Pilot Examiner (DPE), or a U.S. Armed Force for a pilot certificate, rating, or operating privilege.
NOTE: Effective November 15, 2013, a change to § 61.56(d) permits an airman who passes a practical test for issuance of a flight instructor certificate, a practical test for the addition of a rating to a flight instructor certificate, a practical test for renewal of a flight instructor certificate, or a
Par 4-1 Page 14 practical test for the reinstatement of a flight instructor certificate to meet the 24 calendar-month flight review requirements. See http://www.gpo.gov/fdsys/pkg/FR-2013-09-16/pdf/2013-22485.pdf.
(b) However, the FAA recommends that pilots consider also accomplishing a review under some of the following circumstances. For example, a pilot with an Airplane Single-Engine Land (ASEL) rating may have recently obtained a glider rating, but may still wish to consider obtaining a flight review in a single-engine airplane if the appropriate 24-month period has nearly expired. When approached by pilots seeking advice on such matters, CFIs should consider the factors described in the following paragraphs.
4-2. PRE-REVIEW CONSIDERATIONS. Before undertaking the review, the CFI should interview the pilot to determine the nature of his or her flying and operating requirements.
Elements to consider should include, but not be limited to, the following areas:
a. Type of Equipment Flown.
(1) Section 61.56(c)(1) states that to act as a pilot in command (PIC), a pilot must accomplish a flight review in an aircraft for which that pilot is rated. A pilot might hold multiple ratings. In such case, the pilot may take a flight review in any one of the aircraft for which he or she holds a rating or operating privilege and they will have met the regulatory requirement for all aircraft for which they hold a certificate and or rating. For example, a pilot who holds a private pilot certificate with an ASEL rating and a commercial balloon certificate may take a flight review in either aircraft and will have met the requirements of the rule for both. However, a pilot may not take a flight review in an aircraft for which he or she does not hold a rating or operating privilege. For example, that same ASEL rated pilot may not take a flight review in a Multiengine Land (MEL) airplane if he or she does not hold an MEL airplane rating. A pilot who holds only a sport pilot certificate may only take a flight review in a light sport aircraft for which he or she holds an operational privilege. For example, a sport pilot who holds airplane privileges could not take the flight review in a Cessna 172 since that airplane is not a light sport airplane and he or she does not hold operating privileges for that airplane.
(2) The reviewed maneuvers and procedures will vary depending on the category, class, and make and model of the aircraft used. For example, a review in a light multiengine aircraft will be different from one conducted in a small, two-seat tailwheel aircraft that utilizes limited instrumentation. The CFI may wish to recommend that the pilot complete the review in the aircraft most commonly flown, or in a more complex make and model used if he or she regularly flies several aircraft. The CFI may also wish to recommend that the pilot take a review in more than one category/class of aircraft under certain circumstances. For example, a pilot with ASEL and glider ratings may have flown only gliders in the last 2 years but is also contemplating flying single-engine airplanes in the near future. If a pilot who requests a review only in the glider approaches a CFI, the CFI may wish to recommend an additional review by a qualified person in a single-engine airplane before the pilot acts as PIC of a single-engine airplane.
b. Nature of Flight Operations. The CFI should consider the type of flying usually done by the pilot before establishing an action plan for conducting the review. For example, a pilot conducting long-distance flights between busy terminal areas may need a different review than a
Par 4-2 Page 15 pilot who usually flies in the local area from the same airport. The CFI should consider the need for an indepth review of certain subjects or procedures if the type of flight operations is likely to change, or if other extenuating circumstances exist. For example, a pilot who normally conducts only local flight operations may plan to begin flying to a location with Class B airspace. Another pilot may only operate a two-seat aircraft without radio but will operate in close proximity to Class B airspace. In both cases, the CFI should include Class B airspace operating requirements and procedures in the flight review. This review should also include pertinent revisions to operational regulations to ensure that the pilot has full knowledge of these changes.
c. Amount and Recency of Flight Experience. The CFI should review the pilot’s logbook to determine total flight time, time-in-type, and recency of experience in order to evaluate the need for particular maneuvers and procedures in the review. For example, a pilot who has not flown in several years may require an extensive review of basic maneuvers from the practical test standards (PTS), or equivalent, appropriate to that pilot’s certificate level. CFIs should pay particular attention to the special-emphasis areas found in the PTS. The same pilot may also require a more extensive review of part 91, including changes in airspace and other requirements. Another pilot who is transitioning to a newer, faster, or technically advanced aircraft (TAA) should receive more emphasis on knowledge of aircraft systems and performance, or in cross-country procedures appropriate to a faster airplane. Regardless of flight experience, the CFI should ensure that the review action plan includes all areas in which he or she determines that the pilot should receive training in order to operate safely. In some cases, the CFI may wish to recommend that the pilot accomplish a complete refresher program.
d. Agreement on the Conduct of the Review. After completing the above analysis, the CFI should review these considerations with the pilot and reach an understanding regarding how he or she will conduct the review. The CFI may wish to provide the pilot with reading materials or recommend publications for study before actually undertaking the flight review. The CFI should also review the criteria for satisfactory completion of the review with the pilot.
e. Instructor Qualifications. Instructors should also consider their own experience and qualifications in a given make and model aircraft prior to giving a review in that model. The CFI conducting a flight review must hold a category, class, and (if appropriate) type rating on his or her pilot certificate. Also, the instructor must have a category and class rating on his or her flight instructor certificate or a sport instructor privilege in his or her logbook appropriate to the aircraft in which he or she conducts the review. To conduct a flight review in a multiengine airplane, the instructor must hold an airplane multiengine rating on their pilot and flight instructor certificates. For aircraft in which the CFI is not current or with which he or she is not familiar, he or she must obtain recent flight experience or sufficient knowledge of aircraft limitations, characteristics, and performance before conducting the review. In any case, the CFI must observe the rating limitations of § 61.195.
4-3. PLANNING AND RECORDING THE REVIEW. The CFI may wish to use FAA’s online guidance available at www.faa.gov (search for “Conducting an Effective Flight Review”) to prepare, conduct, and document the flight review. Some of the material from this optional guide appears in the appendices. After reaching an agreement on how the CFI will conduct the review, he or she should prepare an action plan for completing the review. The action plan should include a list of regulatory subjects that the CFI will cover, the maneuvers and procedures
Par 4-3 Page 16 that the pilot will need to accomplish, the anticipated sequence in which the segments will occur, and the location where the CFI will perform the review. You can find a suggested action plan format in Appendix 1. Although not required by § 61.189, the CFI may wish to retain this action plan for an appropriate time period as a record of the scope and content of the review.
a. Review of Part 91 Operating and Flight Rules. The CFI should tailor the review of general operating and flight rules to the needs of the pilot under review. The objective is to ensure that the pilot can comply with all regulatory requirements and operate safely in various types of airspace under an appropriate range of weather conditions. As a result, the CFI should conduct a review that is broad enough to meet this objective, yet provide a more comprehensive review in those areas in which the pilot’s knowledge is weaker. In the latter instance, the CFI may wish to employ a variety of references/sources, such as the Aeronautical Information Manual (AIM), to ensure that the pilot’s knowledge meets current standards.
b. Pilot Deviations (PD). The occurrence of incidents and PDs has emphasized the need to ensure that all pilots receive adequate briefing on PD avoidance awareness. PDs are broadly categorized as airborne or ground. Airborne PDs include altitude and heading deviations, and airspace violations. Ground PDs include runway incursions and any other unauthorized operation in the movement areas of an airport. Pilots should be familiar with all types of airspace, ground operating procedures, and best practices to avoid potential PDs. The flight review may be the only regular proficiency and recurrency training experienced by some pilots. Therefore, CFIs should place appropriate emphasis on this part of the review.
c. Automation Competency. Occurrences of incidents and accidents due to a pilot’s lack of proficiency with aircraft automation have emphasized the need to ensure that all pilots are fully competent with the automated systems equipped in the aircraft flown. Automation competency is the pilot’s ability to understand and operate a given aircraft’s automated systems.
The CFI should consider the type of automation the pilot regularly uses before establishing the action plan for conducting his or her flight review. When conducting the check in an aircraft with automation, the instructor should evaluate the pilot’s automation competency. Pilots transitioning to TAA should receive specialized transition training from a qualified CFI with experience with the specific equipment used.
d. Angle of Attack (AOA) Systems. The FAA along with the General Aviation Joint Steering Committee (GAJSC) is promoting angle of attack (AOA) systems as one of the many safety initiatives aimed at reducing the General Aviation (GA) accident rate. AOA indicators will specifically target loss of control (LOC) accidents. LOC is the number one root cause of fatalities in GA. More than 25% of GA fatal accidents occur during the maneuvering phase of flight. Of those accidents, half involve stall/spin scenarios. Technology such as AOA indicators can have a tremendous impact on reversing this trend and are increasingly affordable for GA airplanes.
During the flight review, if the airplane is equipped with an AOA indicator, the CFI should evaluate its use and correct interpretation of cues gained by referencing the AOA indicator by the pilot receiving the flight review. If the airplane is not equipped with an AOA indicator, the CFI should emphasize the importance of this item and evaluate the pilot’s general knowledge of aerodynamic principles relating to AOA.
Par 4-3 Page 17
e. Review of Maneuvers and Procedures.
(1) The maneuvers and procedures covered during the review are those that, in the opinion of the CFI conducting the review, are necessary for the pilot to perform in order to demonstrate that he or she can safely exercise the privileges of his or her pilot certificate.
Accordingly, the CFI should evaluate the pilot’s skills and knowledge to the extent necessary to ensure that he or she can safely operate within regulatory requirements throughout a wide range of conditions. The CFI should always include abnormal and emergency procedures applicable to the aircraft flown in the flight review.
(2) The CFI may wish to prepare a preliminary action plan for the flight review based on an interview or other assessment of the pilot’s qualifications and skills. See Appendix 1 for suggested interview questions. Appendix 4 provides a sample CFI flight review checklist. The CFI should outline a sequence of maneuvers to the pilot taking the review. For example, this may include a cross-country flight to another airport with maneuvers accomplished while en route. It could also include a period of simulated instrument flight time. The CFI should request that the pilot conduct whatever preflight preparation is necessary to complete the planned flight. This preparation should include all items required in part 91, § 91.103, such as checking weather, calculating required runway lengths, calculating Weight and Balance (W&B), completing a flight log, filing a flight plan, and conducting the preflight inspection.
(3) Before beginning the flight portion of the review, the CFI should discuss various operational areas with the pilot. This oral review should include, but not be limited to, areas such as aircraft systems, speeds, performance, meteorological and other hazards (e.g., windshear and wake turbulence), operations in controlled airspace, and abnormal and emergency procedures.
The emphasis during this discussion should be on practical knowledge of recommended procedures and regulatory requirements.
(4) Regardless of the pilot’s experience, the CFI should review at least those maneuvers considered critical to safe flight, such as:
• Takeoffs,
• Stabilized approaches to landings,
• Slow flight,
• Stall recognition, stalls, and stall recovery,
• Spin recognition and avoidance,
• Recovery from unusual attitudes, and
• Operating the aircraft by sole reference to instruments under actual or simulated conditions.
(5) Based on his or her in-flight assessment of the pilot’s skills, the CFI may wish to add other maneuvers from the PTS, or its equivalent, appropriate to the pilot’s grade of certificate. All reviews should include those areas within the PTS identified as “Special Emphasis.” Appendix 4 includes a list of suggested maneuvers. The FAA does not intend this list to be all-inclusive, nor does it limit a CFI’s discretion in selecting other appropriate maneuvers and procedures. To the greatest possible extent, the CFI should organize and sequence the
Par 4-3 Page 18 selected maneuvers in a realistic scenario appropriate to the kind of flying normally done by the pilot.
(6) The role of the CFI during the review is to provide an evaluation. However, the instructor is not limited to this role and may provide specific instruction to an airman on any areas the instructor notes as being weak. This additional instruction does not preclude the pilot’s successful completion of the review as long as the deficiencies are corrected. If the additional instruction does not correct the deficiencies, and/or it becomes apparent to the instructor that additional flights will be necessary, the CFI should discuss the situation with the pilot and proceed accordingly.
4-4. POST-REVIEW CONSIDERATIONS. Upon completion of the review, the CFI should complete the summary and evaluation portion of the flight review checklist (if used) and debrief the pilot. Whether or not the review was satisfactory, the CFI should provide the pilot with a comprehensive analysis of his or her performance, including suggestions for improving any weak areas. The current edition of FAA-H-8083-9, Aviation Instructor’s Handbook, chapter 5, provides specific suggestions for conducting the postflight evaluation discussion as a “collaborative critique.”
a. Unsatisfactory Completion of the Review. The FAA does not intend the flight review to be a check ride. If the review is not satisfactory, the CFI should log the flight as “dual instruction given” and not as a “failure.” The CFI should then recommend additional training in the areas of the review that were unsatisfactory. A pilot who does not receive an endorsement for a satisfactory flight review may continue to exercise the privileges of his or her certificate, provided that a period of 24 calendar-months has not elapsed since the pilot completed at least one of the requirements that satisfies the flight review event as specified in § 61.56.
b. Satisfactory Completion of the Review. When the applicant has successfully completed the review, the CFI should endorse the pilot’s logbook to certify that the pilot has satisfactorily accomplished the flight review. The CFI should make the endorsement for a satisfactory review in accordance with AC 61-65. The flight and ground time must also be logged in the pilot’s logbook in accordance with § 61.51(a)(1).
Par 5-1 Page 19 CHAPTER 5. INSTRUMENT PROFICIENCY CHECK
5-1. STRUCTURING AN INSTRUMENT PROFICIENCY CHECK (IPC). Title 14 CFR part 61, § 61.57(d) outline the requirements for an IPC. This chapter provides guidance on the conduct of the IPC. In addition, the CFI may wish to use the FAA’s optional online guidance document available at www.faa.gov (search for “Instrument Proficiency Check Guidance”), to structure, conduct, and document the IPC. Appendix 9 provides an optional IPC checklist as an instructor job aid resource for conducting an IPC. Note that practical test standards (PTS), or its equivalent, outline the required maneuvers conducted in an IPC (see paragraph 5-3 of this chapter).
a. Instructor Requirements to Conduct an IPC. The CFI must hold an instrument rating on his or her pilot certificate and flight instructor certificate that is appropriate to the category and class of aircraft used for the IPC. For example, an IPC conducted in a multiengine airplane requires a CFI who holds both multiengine and instrument ratings on his or her pilot and flight instructor certificate. The basis for flight instructor privileges and limitations are found in §§ 61.193(g) and 61.195(d)(6). The CFI should also meet currency requirements for his or her pilot and CFI certificate.
NOTE: In addition to having the appropriate instructor ratings, the CFI should consider other factors relating to his or her ability to conduct an IPC.
These include the factors discussed for the flight review as well as the instructor’s own instrument currency.
b. Conducting an IPC. A CFI may conduct part or all (as specified in the current edition of FAA-S-8081-4, Instrument Rating Practical Test Standards for Airplane, Helicopter, and Powered Lift) of the IPC in an approved simulator, flight training device (FTD), or aviation training device (ATD). If given in a flight simulation training device (FSTD), that trainer must receive specific approval for such use, in writing, by the FAA Administrator. Guidance on the applicability of specific devices to particular tasks is located in the current instrument PTS publication FAA-S-8081-4, appendix 2, and the specific device approval document.
NOTE: Advanced aviation training devices (AATD) and basic aviation training devices (BATD) collectively make up the two categories of FAA-approved ATDs. In general, AATDs may be used for the IPC; BATDs may not be used. The CFI should review the ATD letter of authorization for the specific approval for that device.
NOTE: In order to receive credit for a completed IPC conducted in FTDs qualified by the National Simulator Program Manager (NSPM) at levels 4 or above, or full flight simulators, such devices must be used pursuant to a curriculum approved under 14 CFR part 121, 135, 141, or 142.
c. Precheck Considerations. The CFI should structure an IPC in a manner similar to that of the flight review, tailoring the check to the needs of the pilot with mutual agreement on the scope of the check and a plan of action for accomplishing it.
Par 5-1 Page 20
(1) The CFI and pilot should discuss the operating conditions under which the CFI will conduct the check. If the CFI conducts the check in an aircraft, the check may be under visual flight rules (VFR) or instrument flight rules (IFR) in simulated instrument conditions, or it may be under IFR in actual instrument conditions. If the CFI conducts the check under IFR, or while under VFR conditions simulating instrument meteorological conditions (IMC) with a view-limiting device, it is the CFI’s responsibility to constantly remain vigilant to other aircraft throughout all phases of the flight.
(2) The Pilot’s Instrument Experience Summary in Appendix 7 is available to help the CFI structure an appropriate ground review for the IPC. A table in FAA-S-8081-4 lists the maneuvers required for successful completion of the IPC.
(3) As with the flight review, the CFI should develop a plan of action that uses realistic scenarios to organize and sequence the required tasks and maneuvers. Appendix 8 contains a sample action plan for conducting the proficiency check. The CFI should also discuss crewmember roles and responsibilities with the pilot.
5-2. IPC KNOWLEDGE PORTION.
a. Determining the Pilot’s IFR Knowledge. The CFI determines whether the pilot has adequate knowledge and understanding of part 91, especially subpart B, Flight Rules; subpart C, Equipment, Instrument, and Certificate Requirements; and subpart E, Maintenance, Preventive Maintenance, and Alterations. Additionally, the CFI determines that the pilot has adequate knowledge and understanding of the following areas:
(1) Instrument en route and approach chart interpretation, including Standard Instrument Departures (SID), Obstacle Departure Procedures (ODP), Standard Terminal Arrival Routes (STAR), and Area Navigation (RNAV)/Global Positioning System (GPS)/wide area augmentation system (WAAS) procedures.
(2) Obtaining and analyzing weather information, including knowledge of hazardous weather phenomena, such as icing and convective activity.
(3) Preflight planning, including aircraft performance, Notices to Airmen (NOTAM) information (including temporary flight restrictions (TFR)), fuel requirements, alternate requirements, and use of appropriate FAA publications such as the Airport/Facility Directory.
(4) Aircraft systems related to IFR operations, including appropriate operating methods, limitations, and emergency procedures due to equipment failure.
(5) Aircraft flight instruments and navigation equipment, including characteristics, limitations, operating techniques, and emergency procedures due to malfunction or failure, such as lost communications and automation failure procedures.
(6) Determining the airworthiness of the aircraft for instrument flight, including required inspections and documents.
Par 5-2 Page 21 (and 22)
(7) Air traffic control (ATC) procedures pertinent to flight under IFR with emphasis on elements of ATC clearances and pilot/controller responsibilities.
(8) A general working knowledge of aerodynamic principles relating to angle of attack (AOA) and the purpose, operation, and limitations of AOA indicators (if installed).
b. Evaluation of the Pilot’s Instrument Flight Proficiency. Following the discussion of the above subjects, the CFI should ask the pilot to prepare for the skill portion of the IPC by completing the necessary flight planning, obtaining current weather data, filing a flight plan, and conducting the preflight inspection. In order to fully evaluate the pilot’s skills under normal operating conditions, the CFI may wish to have the pilot conduct a short IFR cross-country flight with at least part of the flight conducted “in the system” under IFR.
5-3. IPC SKILL PORTION. The maneuvers and procedures selected for the IPC must include those listed in the Rating Task Table in FAA-S-8081-4. The CFI conducting the IPC has the discretion to require any other maneuver(s) necessary to determine that the pilot can safely operate under IFR in a broad range of conditions appropriate to the aircraft flown and the ATC environment selected. However, in any case, the CFI should pay particular attention to those areas within the PTS identified as “Special Emphasis.” The CFI should emphasize proper adherence to ATC clearances. Regardless of the maneuvers and procedures selected, the CFI should ensure that the pilot demonstrates satisfactory basic attitude instrument flying skills. For checks conducted in an airplane but not under actual instrument weather conditions, the CFI should employ an appropriate view-limiting device to simulate instrument conditions. As an aid to the CFI, Appendix 9 contains a sample CFI IPC checklist for conducting the IPC.
5-4. POST-IPC CONSIDERATIONS AND RECORDKEEPING. Upon completion of the proficiency check, the CFI may wish to complete the summary and evaluation portion of the checklist and debrief the pilot on the results of the check. Regardless of the determination, the CFI should provide the pilot with a comprehensive analysis of his or her performance, including suggestions for improving any weak areas. Chapter 5 of FAA-H-8083-9 provides specific suggestions for conducting the postflight evaluation discussion as a “collaborative critique.”
a. Unsatisfactory Performance. As with the flight review, the CFI should not endorse the pilot’s logbook to reflect an unsatisfactory IPC. Rather, the CFI should log the session as “dual instruction given.”
b. Satisfactory Performance. The endorsement for a satisfactory proficiency check should be in accordance with AC 61-65. If the CFI uses the sample action plan and checklist in Appendix 9, then he or she may wish to retain the action plan as a record of the scope and content of the competency check, even though not required by § 61.189.
Appendix 1 APPENDIX 1. RESOURCES
1. Advisory Circulars (AC) (FAA—all current editions):
http://www.faa.gov/regulations_policies/advisory_circulars/.
• AC 60-28, English Language Skill Standards Required by 14 CFR Parts 61, 63, and 65.
• AC 61-65, Certification: Pilots and Flight and Ground Instructors.
• AC 61-89, Pilot Certificates: Aircraft Type Ratings.
• AC 61-91, WINGS—Pilot Proficiency Program.
• AC 90-109, Transition to Unfamiliar Airplanes. (Provides additional information and guidance pertaining to transition to experimental or unfamiliar airplanes.)
• AC 91-73, Parts 91 and 135 Single Pilot, Flight School Procedures During Taxi Operations.
2. Aeronautical Information Manual (AIM):
http://www.faa.gov/air_traffic/publications/#manuals.
3. Aviation Digital Data Service (ADDS): http://www.aviationweather.gov/adds/.
4. Aircraft Owners and Pilots Association (AOPA): http://www.aopa.org.
5. Beyond the Buttons: Mastering Our Marvelous Flying Machines:
https://www.faasafety.gov/files/gslac/library/documents/2007/Mar/15239/7.1%20TAA%20Flyin g%20Skills%20MarApr07.pdf.
6. Conducting an Effective Flight Review:
http://www.faa.gov/pilots/training/media/flight_review.pdf.
7. Experimental Aircraft Association (EAA): http://eaa.org/.
8. Flight Service (Lockheed Martin): http://www.afss.com.
9. General Aviation Pilot’s Guide to Preflight Weather Planning, Weather Self-Briefings, and Weather Decision Making: www.faa.gov/pilots/safety/media/ga_weather_decision_making.pdf.
10. General Aviation Manufacturer’s Association (GAMA): http://www.gama.aero/.
11. Information for Operators (InFO) (FAA—all current editions):
http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/info/all_infos/.
• InFO 14010, Installation, Training, and Use of Non-required/Supplemental Angle-of-Attack (AOA) Based Systems for General Aviation (GA) Airplanes, July 25, 2014.
• InFO 15012, Logging Instrument Approach Procedures (IAP), September 8, 2015.
12. Instrument Proficiency Check (IPC) Guidance:
www.faa.gov/pilots/training/media/IPC_Guidance.pdf.
Appendix 1
13. National Association of Flight Instructors (NAFI): http://www.nafinet.org/.
14. Night Flying Safety, FAA Aviation News:
http://www.faa.gov/news/safety_briefing/2008/media/novdec2008.pdf.
15. Online Resources for certificated flight instructors (CFI), FAA Safety Team (FAASTeam):
http://www.faasafety.gov.
16. Personal Minimums Checklist, FAA/Industry Training Standards (FITS):
http://www.faa.gov/training_testing/training/fits/guidance/media/personal%20minimums%20che cklist.pdf.
17. FITS Personal and Weather Risk Assessment Guide:
http://www.faa.gov/training_testing/training/fits/guidance.
18. Practical Test Standards (PTS) (all current editions), e.g, FAA-S-8081-4, Instrument Rating Practical Test Standards: http://www.faa.gov/training_testing/testing/test_standards/.
19. Handbooks & Manuals—FAA:
http://www.faa.gov/regulations_policies/handbooks_manuals/.
• FAA-H-8083-9, Aviation Instructor’s Handbook.
• Handbook(s) appropriate for the category of aircraft being operated;
e.g., FAA-H-8083-3, Airplane Flying Handbook.
20. Risk Management and System Safety Modules:
http://www.faa.gov/training_testing/training/fits/training/flight_instructor.
21. Risk Management Teaching Tips:
http://www.faasafety.gov/gslac/ALC/libview_normal.aspx?id=6107.
22. Society of Aviation and Flight Educators (SAFE): http://www.safepilots.org.
23. Teaching Practical Risk Management (May/June 2005 Issue of FAA Aviation News):
http://www.faa.gov/news/safety_briefing/2005.
24. Tools for CFIs (AOPA): http://flighttraining.aopa.org/cfis.
Appendix 2 Page 1 (and 2) APPENDIX 2. SAMPLE AIRPLANE PILOT’S PROFICIENCY PRACTICE PLAN Pilot’s Name: Date:
Flight Rules (VFR) Flight Profile – Every 4-6 Weeks:
Preflight (include 3-P Risk Management Process (RMP) (Perceive hazards, Process risk level, and Perform risk management).) (Refer to Appendix 1, Resources, number 5.)
Normal taxi.
Takeoff.
Departure to practice area.
CHAPS (before each maneuver):
Clear the area.
Heading established and noted.
Altitude established (at least 3,000 above ground level (AGL)).
Position near a suitable emergency landing area.
Set power and aircraft configuration.
Steep turns (both directions), altitude within 100 feet and airspeed within 10 knots.
Power-off stalls (approach to landing) and recovery.
Power-on stalls (takeoff/departure) and recovery.
Ground reference maneuvers (600’ to 1000’ AGL).
Pattern practice:
Normal landing (full flaps).
Short-field takeoff and landing over a 50 feet obstacle.
Soft-field takeoff and landing.
Slow flight Discretional maneuver Discretional maneuver Secure the aircraft.
Review your performance.
Schedule next proficiency flight.