Training Manual Appendix B. Caravan 208 Series Rev 121

Westwind Aviation, Inc.
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Date: May 2015
Part 135 Training Program Appendix B
Cessna Caravan 208 Series
Appendix B

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TABLE OF CONTENTS
GENERAL INFORMATION
B-3
EMERGENCY TRAINING
B-5
INITIAL TRAINING
B-7
RECURRENT TRAINING
B-20
SECOND-IN-COMMAND TRAINING
B-24
FLIGHT MANEUVERS AND PROCEDURES
B-28

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GENERAL INFORMATION
TYPE OF AIRCRAFT:
Training program is for Cessna Caravan 208 Series Aircraft.
This curriculum is the approved course of training which when conducted in accordance
with the pilot training requirements of 14 CFR Part 135 leads to a competency check
and/or proficiency check. This curriculum is based on the Commercial Pilot Practical
Test Standards, Instrument Rating Practical Test Standards, Airline Transport Pilot and
Type Rating Practical Test Standards.
All flight training will be conducted in an aircraft.
CURRICULUM PREREQUISITES
The curriculum is designed to accommodate pilots who are to be trained as defined in
Part 135 as requiring Initial Training or Transition Training.
Westwind Aviation, Inc. will insure that each PIC meets the prerequisites for
employment, using requirements established by 14 CFR Part 135.
FACILITIES LOCATION
Westwind Aviations training facilities are located at the Deer Valley Airport in Phoenix,
Arizona.
CURRICULUM SEGMENT OBJECTIVE
Upon completion of the program, the crewmembers will be able to successfully
demonstrate their knowledge of aircraft systems by completing an oral/written
examination. They will be able to fly the aircraft in a manner that shows they are
obviously the master of the aircraft, with the outcome of each maneuver never in
doubt. They will be able to safely operate the aircraft in assigned airspace. Depending
upon the pilots background, the training will meet the following requirements.
o
o
o
o
14 CFR Part 135 Certification Holders Approved Training Program

Initial Certification IAW 61.63 or 61.157
Pilot Competency Check IAW 135.293
Instrument Proficiency Check IAW 135.297

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COMPLETION STANDARDS
Completion is based on proficiency. Syllabus times are estimates. Pilots must
demonstrate satisfactory performance through formal and informal examinations in the
classroom and flight training device, and in flight to ensure they meet the knowledge
and skill requirements necessary to meet the course objectives. The minimum
acceptable performance guidelines are as follows:
Each pilot shall fly the aircraft within the appropriate standard. Depending upon the
type of operation, passenger seating, configuration within the aircraft, and/or pilots
level of certification, the tolerances of the appropriate standard will be specified in one
of the following publications as applicable:
o Commercial Pilot Practical Test Standards
o Instrument Rating Practical Test Standards
The instructor and/or check airman will determine the applicable standards prior to the
start of any training or evaluation session. The required standards will be discussed with
the pilot being trained.
GROUND INSTRUCTIONAL FACILITIES

Westwind Aviation, Inc. facilities are divided into briefing areas/rooms, classroom flight
planning room, instructor room, and the required maintenance and administrative
areas. The building is optimally laid-out and located so the pilots will not be distracted
by instruction conducted in other rooms or by flight and maintenance operations at the
airport.
The classroom is equipped for presentation of audiovisual media. An overhead

projector, video-television and whiteboard facilities are used to provide interactive
display of photos and system graphics and any other applicable material.

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EMERGENCY TRAINING
TRAINING TIMES:
Initial - 2 hours
Recurrent - 2 hours
OBJECTIVE OF TRAINING
The Emergency-Drill subject area provides instruction and practice in the actual use of
certain items of emergency equipment such as:
o
o
o
o
o
Fire extinguisher
Life vests
Emergency exits and emergency evacuation
Oxygen equipment
First Aid equipment
Emergency Drill Training requires the crew member to operate the equipment (hands
on) and must be conducted every 24 months (14 CFR Part 135.331, 135.351).
EMERGENCY-DRILL (HANDS-ON) SUBJECT AREA

Each crew member must perform at least the following emergency drills, using the
proper emergency equipment and procedures except for those items that can be
accomplished by demonstration.
o
o
o
o
o
o
o
Ditching Equipment (As Required)

Emergency Evacuation
Fire Extinguisher and Smoke Control
Operation and Use of Emergency Exits
Crew and Passenger Oxygen (As Required)
Life Rafts (If Required)
Life Vests (If Required)

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EMERGENCY-DRILL MODULES:
Ditching Equipment Module (As Required)
o Ditching Procedures
Emergency Evacuation Module

o Evacuation
Fire Extinguisher and Smoke Control Module

o Inspection Tags, Seals, Dates and Proper Charge Levels
o Removal and Storage of Hand-held Extinguishers
o Actual Discharge of Each Type of Hand-held Extinguisher
Operation and Use of Emergency Exits Module

o Actual Operation (Open and Close) of each Type of Exit in the Normal and
Emergency Modes.
o EGRESS
Crew and Passenger Oxygen Module (Not Applicable)

o Type
o Location
o Purpose
o Actual Operation/Demonstration
Life Rafts Module (Not Applicable)

o Type
o Location
o Use
Life Vests Module

o Type
o Location
o Use

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INITIAL TRAINING
The curriculum is designed to accommodate pilots who are to be trained as defined in
Part 135 as requiring Initial Training or Transition Training.
INITIAL GROUND TRAINING
GROUND TRAINING TIMES:

Initial IFR/VFR 8 hours
Initial Equipment IFR/VFR 8 hours
Transition IFR/VFR 8 hours
OBJECTIVE OF GROUND TRAINING
To provide pilots with the necessary training to understand the operation of aircraft
systems, the use of the individual system controls, and the integration of aircraft
systems with operational procedures in order to sufficiently prepare them to enter the
flight training curriculum segment.
At the end of the ground training curriculum segment the pilot will be able to locate,
identify, and operate all aircraft systems. The pilot will be able to perform normal,
abnormal and emergency operating procedures.
Additionally, the pilot will be able to demonstrate knowledge of aircraft performance, as
well as systems and aircraft limitations. The pilot will be capable of satisfactorily
completing the equipment examination at the end of this segment.
Aircraft Systems The pilot must demonstrate adequate knowledge of the aircraft
systems, performance and flight planning by successfully completing a written/oral
examination with a minimum score of 80%, which is corrected to 100%.
GROUND TRAINING CURRICULUM SEGMENT OUTLINE
The ground training curriculum segment outline is comprised of the following subject
areas:
o General Operational Subjects
o Aircraft Systems.

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GENERAL OPERATIONAL SUBJECTS

The subject of ground training, referred to as general operations subjects, includes
instruction on certain operational requirements. These are as follows:
Flight Locating
Adverse Weather
Winter Operations
Wake Turbulence
Communications and Navigation
Procedures
o Special Emphasis Items
o
o
o
o
o
o
o
o
o
Weight and Balance

Performance
Flight Planning
Approved Aircraft Flight
Manual/Aircraft Operating
Manual
AIRCRAFT SYSTEMS
The training modules presented in the aircraft systems subject area consist of a
breakdown of the various systems of the aircraft. These modules may be taught in any
sequence; however, ALL modules must be covered.
o
o
o
o
o
o
o
o
o
o
Aircraft General
Master Warning
Electrical
Lighting
Fuel
Powerplant
Fire Detection
Propellers
Pneumatics
Hydraulics
o
o
o
o
o
o
o
o
Air Conditioning
Oxygen
Ice and Rain Protection
Landing Gear and Brakes
Flight Controls
Avionics
Radar
Systems Review, Examination
and Critique
SYSTEMS INTEGRATION
This area provides the student with training on how aircraft systems interrelate with
respect to normal, abnormal, and emergency procedures.
o
o
o
o
o
o
Use of Checklist
Flight Planning
Display Systems
Navigation Systems
Autoflight
Flight Deck Familiarization

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GROUND TRAINING CURRICULUM SEGMENT MODULES

Flight Locating Module
o Flight Planning
o Dispatch
o Flight Release
o Flight Locating
Adverse Weather Module

o Icing
o Turbulence
o Heavy Precipitation
o Thunderstorms
o Micro Burst
o Low Level Wind shear
o Low Visibility
o Contaminated Runways
Winter Operations Module (See Winter Operations Manual)

o The use of holdover times when using deicing/anti-icing fluids
o Deicing/anti-icing procedures, including inspection and check procedures and
responsibilities
o Communications
o Surface contamination (i.e., adherence of frost, ice, or snow) and critical area
identification and knowledge of how contamination adversely affects
performance and flight characteristics
o Types and characteristics of deicing/anti-icing fluids
o Cold weather preflight inspection procedures
o Techniques for recognizing contamination
Wake Turbulence Module

o Causes
o Accident Prevention

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Communications and Navigation Procedures Module

o Westwind Aviation, Inc. Communication requirements, including Applicable
Parts of Operations Manual
o ATC Clearance
o Area Departure and Arrival
o Enroute
o Approach and Landing
Special Emphasis Items Module

o As Appropriate
Weight and Balance Module

o General Principles and Methods of Weight and Balance Determination
o Operation
o Limitations
Performance Module
o Use of Charts, Tables, Tabulated Data and Other Related Material
o Performance Problems, Normal, Abnormal and Emergency Conditions
o Performance Limiting Factors Such as Runway Length, Ambient Temperature,
Runway Contamination, etc.
Flight Planning Module

o Flight Planning Charts Such as Fuel Consumption Charts
o Operation
o Limitations
Approved Flight Manual (AFM)/Aircraft Operating Manual Module (As Appropriate)

o Applicability and Description of the AFM
o Normal, Abnormal and Emergency Procedures Sections
o Limitations Section
o Maneuvers and Procedures Section
o General Performance Section
o Systems Description
o Appendices and Bulletins

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AIRCRAFT SYSTEMS
Aircraft General Module
o General
o System Description
o Controls and Components
o Servicing/Preflight
o Miscellaneous
o Limitations
o Emergency/Abnormal Procedures
Master Warning Module (As Applicable)

o General
o Indicators/Indications
o Annunciators
o Miscellaneous
o Limitations
Electrical Module
o General
o Annunciators
o Operation
o Limitations
Lighting Module
o General
o Limitations

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Fuel Module
o General
o Annunciators
o Operation
o Limitations
Powerplant Module
o General
o Annunciators
o Limitations
Fire Detection Module (As Applicable)

o General
o Annunciators
o Limitations
Propeller Module
o General
o Indicators/Indication
o Operation
o Limitations

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o Pneumatics (Vacuum System) Module

o General
o Annunciators
o Limitations
o Air Conditioning Module (If Applicable)
o General
o Annunciators
o Limitations
Oxygen Module (If Applicable)

o General
o Limitations
Ice and Rain Protection Module (As Applicable)

o General
o Annunciators
o Operation
o Limitations

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Landing Gear and Brakes Module

o General
o Operation
Flight Controls Module

o General
o Preflight
o Operation
Avionics
o General
o Communications
o Navigation Equipment
o Automatic Flight Systems
o Operation
Radar (As Applicable)

o General
o Operation
o Limitations
Systems Review, Examination and Critique Module

o Written/oral Examination with a Passing Grade of 80%, corrected to 100%.

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Hydraulics
o Hydraulic reservoirs, pumps, accumulators, routing fluid through filters
o Check valves, actuators and hydraulically operated components
SYSTEMS INTEGRATION
Use of Checklist
o Safety Checks
o Flight Deck Preparation
o Checklist Callouts and Checklist Sequence
Flight Planning
o Performance Limitations
o Required Fuel Loads
o Weather Planning
Display Systems
o Use of Weather radar
o Use of other CRT Displays
o
Navigation Systems
o Preflight and Operation of Receivers
o Preflight and Operation of Navigation Systems
o Flight Plan Information Input and Retrieval
Autoflight
o Autopilot Use
o FD Systems

o Operation of Switches and Systems Controls
o Warning Systems and Annunciator Lights

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INITIAL FLIGHT TRAINING

OBJECTIVE OF FLIGHT TRAINING
To provide an opportunity for a pilot to gain the skills and knowledge necessary to
perform to a desired standard. The opportunity provides for demonstration, instruction
and practice of maneuvers and procedures pertinent to the Cessna Single-Engine Series.
At the end of the flight training curriculum, the pilot will be able to safely and efficiently
operate the aircraft and perform the duties and responsibilities of the pilot-incommand.
FLIGHT TRAINING TIMES:
Initial/Initial Equipment Training VFR 2.0 hours
Initial/Initial Equipment Training IFR 4.0 hours
Transition Training VFR 2.0 hours
Transition Training IFR 4.0 hours
COMPLETION STANDARDS:
At the end of the Flight Training curriculum Segment the pilot shall demonstrate to the
Administrator, or properly designated Company Check Airman, normal, abnormal and
emergency procedures and checklists in a timely and sequentially correct manner, and
perform all applicable maneuvers and procedures in accordance with the Commercial
Pilot Practical Test Standards, Instrument Rating Practical Test Standards, and Airline
Transport Pilot and Type Rating Practical Test Standards.
FLIGHT TRAINING CURRICULUM SEGMENT OUTLINE
The flight training curriculum segment outline is comprised of the following subject
areas:
o Aircraft orientation and normal procedures
o Abnormal and emergency procedures
o Aircraft training
o Aircraft practical test
AIRCRAFT ORIENTATION AND AUTOPILOT USE:
Training modules will provide instruction to develop the skill to maneuver the aircraft
with and without the automatic flight control system. The pilot will become proficient
in the use of normal checklists, standard operating procedures and precision
approaches.

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ABNORMAL AND EMERGENCY PROCEDURES:

Training modules will provide instruction to introduce and practice selected abnormal
and emergency procedures. Although there exists no regulatory requirement to do so,
in order to accommodate the position taken by the FAA and the aviation community
with regard to the inclusion of unusual attitudes, in a pilot training course, and to
provide flight training device exercises which might be useful in some circumstances.
Unusual attitudes are defined as: any maneuver, which approaches or reaches the limits
of known, validated aircraft data. Unusual attitudes include: Steep turns, Approach to
stall takeoff configuration, Approach to stall enroute configuration, and Approach to
stall landing configuration.
AIRCRAFT TRAINING
This module will train the applicable maneuvers described in the Commercial Pilot
Practical Test Standards, Instrument Rating Practical Test Standards, and Airline
Transport Pilot and Type Rating Practical Test Standards, as applicable.
Flight training is generally conducted as a single pilot. The flight training hours are
specified below:
o Flight Training Module 1 1 hour
REQUIREMENTS FOR REDUCTION IN FLIGHT TRAINING HOURS:

A pilot may successfully complete the flight training curriculum segment without
completing the specified number of training hours when the following conditions are
met:
o The pilot successfully completes all of the training events required by the
curriculum segment.
o An instructor recommends the practical test be conducted before the
completion of the specified number of training hours. The recommendation
must be suitably documented.
o The pilot satisfactorily completes the practical test. If a pilot fails to complete
the practical test due to of lack of proficiency, he/she will be required to
complete all of the training hours specified in the flight training curriculum
segment. The pilot must then be recommended by an instructor before being
retested.

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FLIGHT TRAINING MODULES

The maneuvers as listed in the following modules indicate the training session where
the training event is first addressed. If the pilot does not demonstrate proficiency in
that session, the event will be carried forward until proficiency is demonstrated.

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RECURRENT TRAINING
RECURRENT TRAINING CURRICULUM
Completion of this curriculum satisfies the appropriate requirements of 14 CFR Part 135
for employees who will continue to service in the same duty position and aircraft type.
RECURRENT CURRICULUM PREREQUISITES
Pilot may enroll in 14 CFR Part 135.351 Recurrent Training if that person holds:
o At least a current commercial pilot certificate with appropriate category, and
class ratings.
o An appropriate instrument rating in the case of flight under IFR.
RECURRENT GROUND TRAINING
GROUND TRAINING TIMES:
Recurrent VFR and IFR 4 hours
OBJECTIVE OF GROUND TRAINING
To provide pilots with the necessary training to become familiar with all information
concerning the aircrafts powerplant, major components and systems, major appliances,
performance and limitations, standard and emergency operating procedures, and the
contents of the approved aircraft flight manual or approved manual material, placards
and markings.
The pilot must demonstrate adequate knowledge of the aircraft systems, performance
and flight planning by successfully completing a written/oral examination with a
minimum score of 80%, which is corrected to 100%.
GROUND TRAINING CURRICULUM SEGMENT OUTLINE
The ground training curriculum segment outline is comprised of the following subject
areas:
o General Operational Subjects
o Aircraft systems.

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The subject of ground training, referred to as general operations subjects, includes
instruction on certain operational requirements.
Flight Locating
Adverse Weather
Winter Operations
Wake Turbulence
Communications and Navigation
Procedures
o Special Emphasis Items
o
o
o
o
o
o
o
o
o
Weight and Balance

Performance
Flight Planning
Approved Aircraft Flight
Manual/Aircraft Operating
Manual
AIRCRAFT SYSTEMS
The training modules presented in the aircraft systems subject area consist of a
breakdown of the various systems of the aircraft. These modules may be taught in any
sequence; however, ALL modules must be covered.
o
o
o
o
o
o
o
o
o
o
Aircraft General
Master Warning
Electrical
Lighting
Fuel
Powerplant
Fire Detection
Propellers
Pneumatics
Hydraulics
o
o
o
o
o
o
o
o
Air Conditioning
Oxygen
Ice and Rain Protection
Landing Gear and Brakes
Flight Controls
Avionics
Radar
Systems Review,
Examination and Critique
SYSTEMS INTEGRATION
This area provides the student with training on how aircraft systems interrelate with
respect to normal, abnormal, and emergency procedures.
o
o
o
o
o
o
Use of Checklist
Flight Planning
Display Systems
Navigation Systems
Autoflight

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GROUND TRAINING MODULES

Recurrent Ground Training Modules:
Recurrent Ground Training modules for General Operational Subjects and Aircraft
Systems are identical to Initial Ground Training modules except for the amount of time.
Same As Initial Training
AIRCRAFT SYSTEMS
Same As Initial Training
RECURRENT FLIGHT TRAINING

RECURRENT FLIGHT TRAINING TIMES:
Recurrent VFR 1 hour
Recurrent IFR 3 hours
OBJECTIVE OF RECURRENT FLIGHT TRAINING
To provide an opportunity for a pilot to gain the skills and knowledge necessary to
perform the duties of pilot-in-command and includes instruction, and practice of
maneuvers and procedures pertinent to the Cessna Single-Engine Series.
To insure the pilot is the obvious master of the aircraft, with the successful outcome of
the maneuver never in doubt, demonstrating competent performance of a maneuver.
The pilot must perform all maneuvers and procedures as the obvious master of the
aircraft with the outcome of the maneuver never in doubt.

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areas:
o Aircraft training
AIRCRAFT ORIENTATION AND NORMAL PROCEDURES
in the use of normal checklists, standard operating procedures and precision
approaches.
ABNORMAL AND EMERGENCY PROCEDURES
with regard to the inclusion of unusual attitudes, in a pilot training course, and to
provide flight training device exercises which might be useful in some circumstances.
AIRCRAFT TRAINING
specified below:

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Training Flights
Refer to Flight Training Curriculum Segments Cessna Caravan 208 Series:
Flight Training Module #4.
CARAVAN 208 SIC TRAINING PROGRAM

INTRODUCTION
This training program will ensure that each pilot has a satisfactory level of training and
skill to properly perform their duties as second in command (SIC) in the Cessna 208
Caravan under VFR flight operations as required by FAR Part 135.345 and 135.347.
Although by definition this is an upgrade training program (different crewmember
position in the same aircraft) it is substantially different because only pilots who have
been previously trained and checked as pilot in command in the Cessna 208 Caravan will
be eligible to participate in this SIC training program.
OBJECTIVE OF TRAINING
The objective of this program is to train pilots who have been previously trained and
checked as PIC of the Cessna 208 Caravan to perform the duties of SIC the Cessna 208
Caravan.
Westwind does not differentiate between the duties of the PIC and the SIC when flying
the Cessna 208 Caravan under VFR. Therefore the primary objective of this training
program is to ensure that the pilot designated as SIC and occupying the right pilot seat is
able to perform all the functions of the PIC from the right seat.
The curriculum is designed to accommodate pilots who are to be trained as SIC of the
Cessna 208 Caravan. Only pilots that have been previously trained and checked as PIC of
the aircraft are eligible.

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GROUND TRAINING:
Pilots in this program who have completed initial or recurrent Cessna 208 Caravan
aircraft ground training within the past 12 months do not need additional ground
training.
Pilots who have not completed initial or recurrent Cessna 208 Caravan ground training
within the past 12 months are not eligible for participation in this program.
FLIGHT TRAINING:
OBJECTIVE OF FLIGHT TRAINING
At the end of the flight training curriculum, the pilot will be able to safely and efficiently
operate the aircraft and perform the duties and responsibilities of the SIC from the right
pilot seat.
FLIGHT TRAINING HOURS:
Initial SIC Flight Training
Recurrent SIC Flight Training
1.5 Hours
1.5 Hours
At the end of the Flight Training curriculum Segment the pilot shall demonstrate to the
Administrator, or properly designated Company Check Airman, normal, abnormal and
emergency procedures and checklists in a timely and sequentially correct manner, and
perform all applicable maneuvers and procedures from the right pilot seat in
accordance with the Commercial Pilot Practical Test Standards, Instrument Rating
Practical Test Standards, and Airline Transport Pilot and Type Rating Practical Test
Standards.
areas:
o Aircraft training

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AIRCRAFT ORIENTATION AND NORMAL PROCEDURES

in the use of normal checklists, standard operating procedures and approach
procedures.
ABNORMAL AND EMERGENCY PROCEDURES:
with regard to the inclusion of unusual attitudes, in a pilot training course.
AIRCRAFT TRAINING
specified below:
o Flight Training Module 1 1.5 Hours
REQUIREMENTS FOR REDUCTION IN FLIGHT TRAINING HOURS

A pilot may successfully complete the flight training curriculum segment without
completing the specified number of training hours when the following conditions are
met:
o The pilot successfully completes all of the training events required by the
curriculum segment.
o An instructor recommends the practical test be conducted before the
completion of the specified number of training hours. The recommendation
must be suitably documented.
o The pilot satisfactorily completes the practical test. If a pilot fails to complete
the practical test due to of lack of proficiency, he/she will be required to
complete all of the training hours specified in the flight training curriculum
segment. The pilot must then be recommended by an instructor before being
retested.

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Training Flights
Refer to Flight Training Curriculum Segments Cessna Caravan 208 Series:
Flight Training Module #4.

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FLIGHT MANEUVERS AND PROCEDURES
GENERAL PILOT INFORMATION

The following flight profiles show some normal and emergency operating procedures. They are
designed as a general guide for ground training purposes. Actual in-flight procedures may differ
due to aircraft configuration, weight, weather, traffic, ATC instructions, etc. Procedures
outlined are consistent with the Aircraft Flight Manual (AFM). If a conflict should develop
between these procedures and the AFM, the AFM procedures must be followed.

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Part 1: Normal Procedures
Preflight Actions:
Objective:
This procedure is designed to ensure that the pilot has taken the appropriate actions necessary to
ensure the safety of the flight.
Description:
This procedure will include but is not necessarily limited to the following pre-flight actions:
1.
2.
3.
4.
5.
6.
7.
8.
Obtaining weather information

Performing weight & balance computations
Determining aircraft performance
Obtaining airport information
Determining airworthiness of aircraft
Recording of aircraft discrepancies
Complying with company flight following procedures
Checking NOTAMS
Acceptable Performance Guidelines:

1. Exhibits knowledge of elements related to the above mentioned preflight
actions
2. Inspects the aircraft with reference to an appropriate checklist
3. Performs all preflight actions to the extent necessary to ensure the safety of
the flight

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Engine Starting:
Objective:
This procedure provides training and experience related to recommended engine starting procedures,
including the use of an external power source, starting under various atmospheric conditions, awareness
of other persons during start, and the effects of using incorrect starting procedures.
Description:
1. The actual procedure for starting the engine is found in the Pilots Operating
Handbook and aircraft checklist. These procedures should be used at all times.
2. When ready to start the engine, the pilot should look around in all directions to
be sure that nothing is in the vicinity of the propeller and that nearby persons
and aircraft will not be struck by propeller blast.
3. As soon as the engine is operating smoothly, the oil pressure should be checked
for proper indications to manufacturers specified value.
Checklist: (Battery Start)
1) PROPELLER AREA Clear
2) BATTERY SWITCH Check On
3) VOLT/AMMETER 24 Volt Minimum
4) EMERGENCY POWER LEVER - Normal
5) EMERGENCY POWER LEVER - Annunciator Off
6) FUEL BOOST SWITCH Norm then On
7) STARTER SWITCH Start
8) START PROCEDURE
a. I Ignition Light On
b. O Oil Pressure Indicating
c. N Ng Stable (12% Min)
d. C Condition Lever Low Idle
e. F Fuel Pressure 80-110 pph
f. I ITT Monitor (1090 Max)
g. N Ng Monitor (52% Min)
9) STARTER SWITCH Off
10) FUEL BOOST SWITCH Norm
11) STANDBY POWER On
12) AVIONICS POWER SWITCHES On
13) LIGHT SWITCHES On as Required
14) AUTOPILOT Test As Required
15) AIR/HEAT As Required
16) TRANSPONDER Standby
17) ANNUNCIATORS Check
18) ENGINE GAGES Check
19) SUCTION GAGE Check
20) RADIOS As Required

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Checklist: (External Power Start)

1) PROPELLER AREA Clear
2) EXTERNAL POWER SWITCH - Off
3) BATTERY SWITCH Check On
4) VOLT/AMMETER 20 Volt Minimum
5) BATTERY SWITCH Off
6) AUXILLIARY POWER UNIT Engage
7) EXTERNAL POWER SWITCH Bus
8) VOLT/AMMETER 24-28.5 Volts
9) BATTERY SWITCH On
10) EXTERNAL POWER SWITCH Starter
11) EMERGENCY POWER LEVER Normal
12) EMERGENCY POWER LEVER Annunciator Off
13) FUEL BOOST SWITCH Norm then On
14) STARTER SWITCH Start
15) START PROCEDURE
a. I Ignition Light On
b. O Oil Pressure Indicating
c. N Ng Stable (12% Min)
d. C Condition Lever Low Idle
e. F Fuel Pressure 80-110 pph
f. I ITT Monitor (1090 Max)
g. N Ng Monitor (52% Min)
16)
17)
18)
19)
20)
21)
22)
23)
24)
25)
26)
27)
STARTER SWITCH Off

FUEL BOOST SWITCH Norm
STANDBY POWER On
AVIONICS POWER SWITCHES On
LIGHT SWITCHES On as Required
AUTOPILOT Test As Required
AIR/HEAT As Required
TRANSPONDER Standby
ANNUNCIATORS Check
ENGINE GAGES Check
SUCTION GAGE Check
RADIOS As Required

1. Exhibits knowledge of the elements related to recommended engine starting
procedures.
2. Accomplishes recommended starting procedures.
3. Completes appropriate checklists.

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Taxiing:
Objective:
This procedure provides training for smooth, safe, and practical taxi operations.
Description:
When ready to taxi, add power while holding feet on brakes. Ensure that brakes hold, then release foot
pressure on brake and let aircraft start to move. Taxi at a moderate speed and avoid making fast turns
that put abnormal side loads on the landing gear. Maximum speed for taxiing should be that which
would allow the aircraft to be safely controlled in the event of a brake failure. Unless passing close to
another aircraft or object, the nose of the aircraft should always follow the painted taxi lines.
Checklist Procedure:
1) BRAKES Check
2) FLIGHT INSTRUMENTS Check
Notes:
Use the minimum power necessary. Excessive power erodes prop blades and blasts the
surrounding area with debris.
Always be aware of where your tail is pointed. We operate in a lot of soft field conditions
where the people and equipment can get sand blasted.
A brake check should be made at the start of taxi.
Use rudder for steering Not brakes!
Speed control with the power lever first and then with brakes. If brakes are used, power
should be at idle or in the Beta Range.
Taxi speeds will show good professional judgment.
Taxi using aft elevator to maximize the clearance of the prop from the ground on soft field
and minimize propeller wear.

A. Always test brakes before taxiing.
B. Maintain safe distances from other aircraft and objects.
C. Taxi at a safe speed with proper aileron and elevator control surface
displacement.
D. Controls direction and speed without excessive use of brakes.
E. Complies with airport markings, signals and ATC clearances.
F. Completes the appropriate checklist.

Page B-32
Revision: 12
Date: May 2015
Pre-Takeoff Checks:
VFR/IFR
Objective:
This procedure provides training and experience related to the before takeoff check, including the
reasons for checking each item and how to detect malfunctions.
Description:
The pre-takeoff check is the systematic procedure for making a last minute check of the engine,
controls, systems, instruments, and radio prior to flight. The airplane will be taxied to a position near
the takeoff end of the runway or in some other suitable location where it will not interfere with ground
operations. The engine run up shall not be performed while the aircraft is moving.
Checklist:
1)
BRAKES Set
2)
FLIGHT CONTROLS - Check
3)
POWER LEVER 400 Ft-Lbs.
A) ENGINE INSTRUMENTS Check Green
B) SUCTION GAGE Check Green
C) VOLT/AMMETER Check/Set Battery
D) INERTIAL SEPERATOR Check
4)
OVERSPEED GOVERNOR Check Operation
5)
STANDBY POWER Preflight Test
6)
AUTOPILOT Preflight Test
7)
FUEL TANK SELECTORS Both On
8)
STANDBY FLAPS - Secure
9)
EMERGENCY POWER LEVER - Secure
10) POWER LEVER - Idle
11) PROPELLER LEVER Full Forward
12) FUEL CONDITION LEVER High Idle
13) FLAPS Set For Takeoff
14) FRICTION LOCK Adjust
15) TRIM CONTROLS Set
16) FUEL SHUTOFF VALVE In
17) FIREWALL SHUTOFF VALVE In
18) AC/BLEED AIR Off
19) MIXING AIR CONTROL In
20) ICE PROTECTION SWITCHES As Required
21) LIGHT SWITCHES As Required

Page B-33
Revision: 12
Date: May 2015
22)
23)
24)
25)
26)
SYSTEMS SWITCHES Check

A) BATTERY On
B) FUEL BOOST Norm
C) STARTER Off
D) IGNITION Norm
E) STANDBY POWER On
F) AVIONICS 1 & 2 On
ANNUNCIATORS - Extinguished
ENGINE AND FUEL GAGES - Check
FLIGHT INSTRUMENTS - Set
RADIOS AND TRANSPONDERS - Set

1.
Positions the airplane properly considering other aircraft, wind, and surface
conditions
2.
Divides attention inside and outside the cockpit
3.
Accomplishes before takeoff checks using the appropriate checklists
4.
Ensures no conflict with traffic prior to taxiing into position

Page B-34
Revision: 12
Date: May 2015
Normal Takeoff:
VFR/IFR
Objective:
This maneuver describes methods and techniques to be employed during a normal takeoff.
Description:
Brief the instructor pilot on takeoff procedures prior to clearance for takeoff. This briefing should
consist of at least the following: liftoff speed, best rate of climb speed, applicable power settings and
what to do in case of engine failure.
During takeoff roll, monitor engine instruments and use whatever control displacement is needed to
compensate for crosswind conditions and other variables, maintaining runway heading. Lift off should
be made at the manufacturers recommended takeoff speed for normal takeoff. The pitch attitude that
will obtain the best rate of climb speed for the particular aircraft will be used until 500 AGL.
Note:
A. Because takeoff is the most critical phase of flight, careful attention should
be given to the use of a checklist before every takeoff.
B. Power control should be smooth and positive with thought given to P
factor and mechanical strains on the engine.
C. The takeoff run should be maintained down the centerline to improve
proficiency and to allow for blowouts or unexpected swerves.
Checklist:
1) WING FLAPS Set to 20 degrees for all takeoffs
2) POWER Set
3) ANNUNCIATORS - Check
4) ROTATE 70-75 KIAS. The airplane will fly itself off of the ground, then accelerate in ground effect
to climb speed.
5) CLIMB 85-95 KIAS
6) WING FLAPS Retract after obstacles are cleared & at a safe altitude.
A.
B.
C.
D.
E.
F.
Speed +/- 5 knots of best liftoff speed and best rate of climb speed until 500
AGL.
Power use of full allowable power with smooth application.
Heading +/- 10 degrees of runway heading with no danger of control loss
If extended, retract flaps at a safe attitude. (Minimum of 50)
Maintains takeoff power to a safe maneuvering attitude, then sets climb
power
Completes appropriate checklists.

Page B-35
Revision: 12
Date: May 2015
Normal Landing:
VFR/IFR
Objective:
This maneuver provides training through the entire landing traffic pattern, including touchdown and
rollout. It is used to develop proper techniques in power and control usage at low airspeeds during the
critical phases of final approach and touchdown.
Description:
The before landing checklist will be completed before entering the traffic pattern. Unless otherwise
directed by ATC, entry should be midfield, 45 degrees to the downwind leg at traffic pattern attitude.
Speed should be reduced to that compatible with other aircraft in the pattern if practicable. When
downwind opposite the point of touchdown, complete the landing checklist. Angle of bank should not
exceed 30 degrees while in the traffic pattern. When established on final approach and landing flaps
have been extended, stabilize airspeed to that recommended by the manufacturer. If a recommended
airspeed is not furnished by the manufacturer. A speed equal to 1.3 Vso should be used. The approach
should be planned so the landing will be made in the center of the first third of the runway, with a
smooth transition from approach to landing attitude. The after landing checklist will not be
accomplished until clear of the runway.
Checklist:
1) WING FLAPS Full Down
2) AIRSPEED 75-85 KIAS
3) TOUCHDOWN Mains first, then lower nosewheel gently
4) POWER LEVER - Beta
5) BRAKES Apply as Necessary
A.
B.
Selects a suitable touchdown point

Establishes the recommended approach and landing configuration and
adjusts power and attitude as required.
C.
Maintains a stabilized approach and recommended airspeed +5/-5 kts.
D.
Touchdown at or within 200 ft beyond a specified point.
E.
Touchdown should be on the runway centerline.
F.
Ability to recover from any bounces or landing roll swerves without aid
from the instructor pilot.
G.

Page B-36
Revision: 12
Date: May 2015
Crosswind Takeoffs and Landings:
VFR/IFR
Objective:
This maneuver provides training in the more complex control techniques and limitations of the
aircraft during takeoff and landing with crosswind conditions.
Description:
Takeoffs:
Careful consideration should be given to the effects of a strong crosswind
before taxiing to the takeoff position. Narrow wheel treads, high center of gravity and
light weight when combined, result in an aircraft easily turned over in gusty cross and
tail winds. At the start of the takeoff, the ailerons are displaced into the wind and
rudder is used for directional control. As the nosewheel or tailwheel comes off the
ground loop could result. The aircraft should remain in slipping flight until well clear of
the ground and then allowed to crab into the wind to continue the flight path straight
out on the runway extended centerline.
Landings:
On final approach, the crab will be changed to a slip. The force held on the controls is
proportionate to the crosswind. The slip must keep the flight path and the longitudinal
axis of the aircraft aligned with the runway centerline. As ground contact is made on
the wheel into the wind, the controls are gradually moved further in the same direction
to compensate for loss of control effectiveness as speed decreases.
A. Guidelines from Normal Takeoff & Landing apply
B. Track maintained down centerline of runway for takeoff and landing
C. No drifting or crabbing at touchdown; no skipping or side loads imposed on
gear
D. Control maintained so that no danger of ground loop exist. Correct flight
path after takeoff
E. Completes appropriate checklists

Page B-37
Revision: 12
Date: May 2015
Short Field Takeoff:
VFR/IFR
Objective:
This maneuver provides practice to develop proficiency in overcoming problems peculiar to
marginal operations, which may be encountered while taking off from short fields.
Description:
It is impossible to specify a procedure that should be used for all situations involving the need for
short field takeoff and climb techniques. Careful analysis of the field conditions and a thorough
understanding of the aircraft operators manual will determine what procedure should be used in a
given situation. In any case, when the correct takeoff technique is used, the aircraft will reach liftoff
speed with the minimum ground run to attain the selected initial climb speed. The existing obstacle
situation dictates the climb speeds selected.
Short Field Takeoff (Hard Surface):
The short field takeoff is made like a normal takeoff with the following differences.
Starting from the farthest possible position downwind, the aircraft is accelerated on the
ground roll until the airspeed approaches the rotation speed. Rotate the aircraft to
liftoff at the rotation speed.
If an obstacle climb is required, adjust the pitch attitude to maintain barrier speed until
clear of the obstacle (about 50 AGL when simulated), then pitch attitude is adjusted for
best rate of climb speed. Upon reaching 500 AGL accelerate to cruise climb and reduce
to climb power. If flaps are used, retract them after reaching a safe height.
Follow the manufacturers recommendations as to speeds, use of flaps, and power
setting if different from those specified above.
If an obstacle climb is not required, after liftoff adjust the pitch attitude for best rate of
climb speed and at 500 AGL, accelerate to cruise climb and reduce to climb power.

Page B-38
Revision: 12
Date: May 2015
Checklist:
1) WING FLAPS 20 Degrees
2) BRAKES Apply. If on loose gravel, or sand, brakes should not be held unless runway
conditions make it necessary and then other options should be explored to keep debris from being
thrown into the props; they are very expensive to replace. A full power takeoff with the brakes held on
soft fields will not normally be used unless the conditions make it necessary
3) POWER Set
4) ANNUNCIATORS - Check
5) BRAKES Release
6) ROTATE 70 KIAS
7) CLIMB 83 KIAS. Approximately 8 degrees of pitch, until obstacles are cleared
8) WING FLAPS Retract to 10 Degrees after obstacles are cleared and 85 KIAS.
Retract to 0 Degrees at 95 KIAS
A.
Speed +/- 5 knots of best liftoff speed and best rate of climb speed until 500
AGL.
B.
Power use of full allowable power with smooth application.
C.
Heading +/- 10 degrees of runway heading with no danger of control loss
D. Retract flaps at a safe altitude and appropriate airspeed.
E.
Maintains takeoff power to a safe maneuvering altitude, then sets climb
power
F.

Page B-39
Revision: 12
Date: May 2015
Short Field Landings:
VFR/IFR
Objective:
This maneuver is practiced to develop proficiency in overcoming problems peculiar to marginal
operations, which may be encountered while landing at short fields.
Description:
Short field landings should be made from a stabilized final approach in landing configuration.
Manufacturers recommended airspeed should be used with moderately low power and a constant
rate of descent. The landing should be accomplished with little or no floating. Upon touchdown,
the power lever should be retarded to beta, then reverse immediately, accompanied by application
of brakes to minimize the after landing roll.
Note:
Extreme caution should be exercised when practicing short field landings at minimum
speeds. At these speeds, high sinkrates may occur in some aircraft requiring excessive
attitude and/or power for recovery.
Checklist:
1)
WING FLAPS Full Down
2)
INERTIAL SEPERATOR - Open
3)
AIRSPEED 78 KIAS
4)
TOUCHDOWN Main Wheels 1st
5)
POWER LEVER Beta/Reverse
6)
BRAKES Apply Heavily
7)
FLAPS Retract for better breaking effectiveness
8)
ELEVATOR Full aft for aerodynamic braking and to place more weight on
the main wheels.
A. Maintains a stabilized approach at recommended airspeed but no more than
1.3 Vso +5/-5kts
B. Touches down at a point specified or within 100 ft beyond the point with
little or no float or drift
C. Applies brakes as necessary to stop in the shortest distance consistent with
safety
D. Completes appropriate checklists.

Page B-40
Revision: 12
Date: May 2015
Rejected Takeoff:
VFR/IFR
Objective:
This maneuver provides training in positive aircraft control for stopping the aircraft if malfunctions occur
during initial takeoff phase.
Description:
If takeoff is to be rejected, reduce power to idle and employ normal stopping procedures.
Note:
A. Practice rejected takeoffs will be executed at speeds of not more than 50%
of normal liftoff speed.
B. Rejected takeoff will be executed on command of the instructor pilot
Checklist:
1) POWER LEVER BETA Range
2) BRAKES Apply
3) WING FLAPS Retract
If airplane cannot be stopped in remaining runway
4) FUEL CONDITION LEVER - Cut-Off
5) FUEL SHUTOFF Off (Pull Out)
6) FUEL TANK SELECTORS Off
7) BATTERY SWITCH - Off
A. Use of proper technique
B. Proper sequence of procedures
C. Positive directional control of aircraft

Page B-41
Revision: 12
Date: May 2015
Engine Failure Immediately After Takeoff:
VFR/IFR
Objective:
To gain experience in carrying out the procedures necessary to execute a safe emergency landing in the
event of an engine failure immediately after takeoff.
Description:
Prompt lowering of nose to maintain airspeed and establish a glide attitude is the first response to an
engine failure after takeoff. In most cases, the landing should be planned straight ahead with only small
changes in direction to avoid obstructions. Altitude and airspeed are seldom sufficient to execute a 180
degree gliding turn necessary to return to the runway. The checklist procedures assume that adequate
time exists to secure the fuel and ignition systems prior to touchdown.
Checklist:
1) AIRSPEED - 85 KIAS with 20 Degrees of Flaps
2) PROPELLER - Feather
3) WING FLAPS Full Down
4) FUEL CONDITION LEVER - Cutoff
5) FUEL SHUTOFF - Off
6) FUEL TANK SELECTORS - Off
7) BATTERY - Off
A. Prompt reaction and response by the pilot
B. Demonstrates good judgement in selection of landing site
C. Use of mental checklist

Page B-42
Revision: 12
Date: May 2015
Normal Descent:
VFR/IFR
Objective:
To provide practice in performing a normal descent.
Description:
Descent should be initiated far enough in advance of estimated landing to allow a gradual rate of
descent at cruising speed. Descent should be at approximately 500 fpm for passenger comfort.
Checklist:
1) ICE PROTECTION As Required
2) PITOT/STATIC HEAT As Required
3) ALTIMETER - Set
4) POWER As Required
A. Uses appropriate descent checklist
B. Maintains engine temperature in normal operating range
C. Establish 500 fpm descent rate

Page B-43
Revision: 12
Date: May 2015
Emergency Descent:
VFR/IFR
Objective:
To descend the airplane as rapidly as possible within the limitations of the airplane, to an
altitude from which a safe landing can be made.
Description:
Before entering the maneuver, the area below must be free of other traffic. At no time should
the airplanes Vmo, or Vfe speeds be exceeded. Power should be reduced to idle, the propeller
control should be placed full forward and 10 degrees of flaps should be extended for maximum
drag, unless otherwise recommended by the manufacturer. A 30 degree to 45 degree bank
angle should be maintained.
Checklist:
1) SEAT AND SHOULDER BELTS Secure
2) POWER LEVER Idle
3) PROPELLER Full Forward
4) FLAPS 10 Degrees in Smooth Air or Up in Rough Air
5) AIRSPEED 175 KIAS in Smooth Air otherwise use Maneuvering speed in rough air.
8750 lbs - 148 KIAS
7500 lbs - 137 KIAS
6250 lbs - 125 KIAS
5000 lbs 112 KIAS
A. The pilot configures the airplane appropriately
B. The pilot does not exceed any airspeed limitations
C. The pilot takes the necessary measures to keep engine from excessive
cooling.
D. The pilot rolls out of the maneuver at the indicated altitude

Page B-44
Revision: 12
Date: May 2015
Go Around from a Rejected Landing:
VFR/IFR
Objective:
This maneuver develops an understanding of airplane climb capabilities in the landing configuration.
Description:
This maneuver involves a go-around with the engine operating normally while in the final stages of a
landing approach. All phases of the before landing checklist will have been completed. At any time on
final approach, prior to actual touchdown, the instructor will command, go-around. This will simulate
a landing obstacle; such as, fire equipment, another aircraft, large animal, etc., moving onto the runway
directly into the landing path; or, a sudden and violent shift in surface wind. The trainee will
immediately apply maximum power and stop the descent. When descent has stopped, the flaps will be
retracted to 20 degrees and aircraft pitch adjusted to avoid altitude loss.
After a positive rate of climb is established, the aircraft is accelerated to Vy. From this point, the
maneuver will be conducted in the same manner as a normal takeoff.
Checklist:
1) POWER LEVER Advance for takeoff power.
2) WING FLAPS Retract to 20 degrees
3) AIRSPEED Pitch for 80 KIAS MINIMUM until obstacles are cleared
4) WING FLAPS Retract after obstacles are cleared and a safe altitude is obtained
Acceptable Performance Guideline:
A.
B.
C.
D.
Go-around initiated with correct sequence of events.

Angle of attack change to compensate for flap retraction
Airspeed + 10/ 0 knots
Completes the appropriate checklists

Page B-45
Revision: 12
Date: May 2015
No Flap Approach And Landing:
VFR/IFR
Objective:
This maneuver provides training in making approaches and landing with simulated failure of
components of the landing flap system and standby flap system.
Description:
No-flap landings will be conducted as a normal landing except without flaps and at the manufacturers
recommended airspeeds. The trainee should be aware that in most aircraft the touchdown will be in a
higher than normal nose-up attitude, and that the landing roll will be longer due to the loss of drag
caused by the no-flap condition and higher touchdown speed. The use of brakes may be required as
dictated by runway length and surface.
Checklist:
1) WING FLAPS Up
2) AIRSPEED 100 115 KIAS
3) TOUCHDOWN Main Wheels 1st
4) POWER LEVER Beta
5) BRAKES As Required
A. Touchdown is to be on or within 200 feet beyond desired point
B. Touchdown should be made on centerline of runway
C. Airspeed +/- 10 knots at boundary

Page B-46
Revision: 12
Date: May 2015
Simulated Forced Landing:
VFR/IFR
Objective:
This maneuver affords the trainee practice in developing gliding distance judgement and planning
required to land at a selected point when necessitated by engine failure during flight.
Description:
A simulated forced landing can be given with the aircraft in any configuration. The instructor will call
forced landing and check that the power lever is at idle. In order to obtain the best glide ratio, the
cleanest configuration and best glide speed are normally established as soon as possible. If the airspeed
is above the glide speed the trainee should maintain altitude. Place the aircraft in its cleanest
configuration and allow airspeed to dissipate to best glide. Altitude permitting, the trainee should
determine the best landing area available, maneuvering the aircraft as required to do so. The many
variables; such as, altitude, obstructions, wind direction, landing direction, land surface, gradient, and
landing distance requirements of the aircraft will determine the pattern and approach techniques used
to complete the maneuver. The trainee should consider landing on a long field, crosswind; or uphill and
downwind, if such a landing would be safer than directly into the wind on available landing areas.
Notes:
Utilizing any combination of normal gliding maneuvers, from wings level to spirals, the trainee is
expected to eventually arrive at the normal key position at normal traffic pattern altitude for the
selected landing area. From this point on, the approach is as nearly possible as a similar normal poweroff approach, allowing the trainee to use his previous experience in judging his landing point.
Cockpit checks to determine cause of emergency are a part of this maneuver. Items appropriate to the
aircraft being used will be covered; such as, checking fuel tanks, fuel pump, and ignition.
It is mandatory that the instructor and trainee know who is going to initiate the go-around and who will
be flying the aircraft at that time. No simulated forced landing is to be carried below 200 AGL unless a
safe landing is assured. Proximity of persons and structures must be considered when descending
below 500 AGL.

Page B-47
Revision: 12
Date: May 2015
Checklist:
SEAT BELTS - Secure
AIRSPEED 100 KIAS with flaps up. 80 KIAS with flaps down
POWER LEVER - Idle
PROPELLER CONTROL LEVER - Feather
FUEL CONDITION LEVER - Cutoff
FUEL BOOST SWITCH - Off
STANDBY POWER SWITCH Off
NON-ESSENTIAL EQUIPMENT Off
FUEL SHUTOFF Off
FUEL TANK SELECTORS Off
WING FLAPS As Required
CREW DOORS Unlatched Prior To Touchdown
BATTERY SWITCH Off
TOUCHDOWN Slightly tail low
BRAKE - Heavily
A. Establishes best glide airspeed +/- 10 knots
B. Selects a suitable landing area, considering the possibility of an
actual emergency landing
C. Altitude at key position +/- 200 from normal pattern altitude
D. Prepare for low approach, landing or go around as specified by the
examiner
E. Go-around initiated at 200 AGL from a position where it is obvious that a
safe landing could be made, or a landing completed on an approved
landing area
F. Complete appropriate checklists

Page B-48
Revision: 12
Date: May 2015
Steep 360 Degree Power Turns:
VFR/IFR
In preparation for all IFR checkrides, this maneuver will be conducted while wearing a
view limiting device.
Objective:
To teach the trainee orientation, planning, coordination, and airplane control.
Description:
At the manufacturers recommended entry airspeed, enter a steep turn using a bank attitude of at least
50 degrees to execute 360 degrees of turn. When entry airspeed is not recommended by the
manufacturer, normal cruise airspeed or maneuvering speed whichever is lower will be used. Steep
turns should be practiced, both left and right, and by rolling directly from one 360 degree turn into the
other. Additional power should be added smoothly as the turn is established in order to maintain
airspeed. Entry and rollout rate should be consistent and executed with proper coordination.
Procedure Checklist:
1) HEIGHT At least 1500 feet AGL.
2) AREA Perform clearing turns
3) CONFIGURATION (FLOW) CHECK:
FUEL SELECTORS Both On
POWER LEVER Set for Desired Airspeed (110-120 KIAS)
PROPELLER Set 1900 rpm
WING FLAPS Full Up (0 Degrees).
ENGINE INSTRUMENTS In the Green
4) LANDING AREA A suitable emergency landing area is within gliding distance.
5) MANEUVER PROCEDURE:
REFERENCES Select outside references
ENTER 1st TURN When airspeed and altitude are stabilized.
AIRSPEED Maintain 110-120 KIAS with power
ALTITUDE Maintain with pitch
BANK ANGLE - Maintain
ENTER 2nd Turn At appropriate heading, enter the 2nd turn.
ROLL OUT At completion of 2nd turn, roll out on entry heading.
A. Altitude within +/- 100
B. Bank within +/- 5 degrees
C. Heading +/- 10 degrees of entry heading
D. Maintains entry airspeed +/- 10 knots
E. Performance will be judged on the basis of coordination and smoothness

Page B-49
Revision: 12
Date: May 2015
Maneuvering at Minimum Controllable Airspeed:
VFR/IFR
Objective:
These maneuvers pre-stall demonstrate the degree of controllability available while in close proximity to
the pre-stall buffet. They provide the opportunity to practice control techniques which are most
beneficial in the low speed regimes encountered during takeoffs, landings, and power plant failure
emergency situations.
Descriptions:
Flight at minimum controllable airspeed is practiced in cruise and landing configurations and will consist
of straight flight, turns, climbs, and descents. By definition, the term Flight at minimum controllable
airspeed means a speed at which any further increase in angle of attack or increase in back pressure
will cause an immediate physical indication of a stall. Stall warning devices on U.S. Certificated aircraft
are required by regulation to be activated at least 5 but not more than the greater of 10 knots, or 15%
of the stalling speed, and must continue until the stall occurs. In view of the above requirements, flight
at minimum controllable airspeed will result in activation of the stall warning device.
POWER LEVER Set for Desired Airspeed (110-120 KIAS)
POWER LEVER Retard slowly to approximately 300-400 FT-LBS
WING FLAPS Add one increment at a time as aircraft slows
AIRSPEED Reduce to MCA.
HEADING Maintain desired heading
RUDDERS Maintain coordinated flight.
AT MINIMUM CONTROLLABLE AIRSPEED:
THROTTLE Adjust as necessary to maintain desired altitude
PITCH Adjust as necessary to maintain desired airspeed.
TURNS Shallow bank in both directions to desired heading.
RECOVERY Slowly add power and reduce flap setting while maintaining altitude
and heading. Perform configuration check for cruise flight

Page B-50
Revision: 12
Date: May 2015

A. Selects an entry altitude that will allow the task to be completed no
lower than 1500 ft AGL
B. Stabilizes and maintains desired airspeed +5/ 0 kts
C. Maintain specified altitude +/- 50 ft.
D. Maintains specified heading during straight flight +/- 10 degrees
E. Maintains specified bank angle +/- 10 degrees during turning flight
F. Rolls out a specified heading +/- 10 degrees
G. Establishes straight & level flight and level turns, with gear and flaps
selected as specified by the examiner
Stalls and Approaches to Stalls:
VFR/IFR
Objective:
To develop in the trainee a feel for the flight characteristics in stalls and approaches to stalls. To teach
the trainee to react instinctively and correctly in stall recovery.
Description:
Stalls will be practiced under the following operating conditions: takeoff/departure, enroute
configuration and approach to landing.
1. Takeoff/Departure stalls will be performed straight ahead and from 15 to 20 degrees
constant banked turns in takeoff configuration. The climb will be entered at liftoff
speed while adding power. The angle of attack will be gradually increased until a stall
occurs. At least 50-60 % power should be used.
2. Approach to landing stalls are performed from straight glides and moderately banked
gliding turns (not to exceed 30 degrees) in landing configuration. The demonstration is
entered at landing approach speed and gradually reduced until a stall occurs. Idle
power, or the power that would be used for a normal approach, should be used.
3. Enroute stalls are performed straight ahead or turning in cruise configuration.

Page B-51
Revision: 12
Date: May 2015
TAKEOFF/ DEPARTURE STALLS

POWER LEVER Initially set to about 300-400 ft-lbs.
POWER LEVER Reduce power as necessary.
WING FLAPS Takeoff Configuration (0 to 10 Degrees).
AIRSPEED Reduce to below 80 KIAS
HEADING Maintain heading or establish bank angle for stall in a turn.
PITCH Establish a climb pitch attitude at 80 KIAS while increasing power to
approximately 1500 ft-lbs.
STALL Continue to increase pitch attitude until an imminent stall develops.
RECOVERY At stall, lower nose to horizon and add power. Regain airspeed
and retract flaps, climb out at Vy
A. Recognizes and announces the onset of the stall by identifying the 1st
Aerodynamic buffeting or decay of control effectiveness
B. Prompt and correct control application
C. No secondary stalls. No abrupt pitch changes during recovery
D. Heading +/- 10 degrees where applicable
E. Bank angle +/- 10 degrees in turning flight

Page B-52
Revision: 12
Date: May 2015
ENROUTE STALLS
POWER LEVER Reduce power as necessary.
WING FLAPS Cruise Configuration - 0 Degrees
AIRSPEED Reduce to below 80 KIAS
PITCH Establish a climb pitch attitude at 80 KIAS while increasing power to
approximately 1500 ft-lbs.
STALL Continue to increase pitch attitude until an imminent stall develops.
and retract flaps, climb out at Vy

Page B-53
Revision: 12
Date: May 2015
APPROACH TO LANDING STALLS

WING FLAPS Full Down
POWER LEVER Reduce power as necessary
WING FLAPS Add wing flaps incrementally to landing configuration.
AIRSPEED Reduce to 80 KIAS.
PITCH Establish an approach to landing pitch attitude at 80 KIAS.
STALL At designated altitude, slowly increase pitch and reduce power
until an imminent stall develops.
and retract flaps, climb out at Vy.


Page B-54
Revision: 12
Date: May 2015
After Landing Checklist:
VFR/IFR
Objective:
To provide training and experience related to performing after landing procedures, including local and
ATC procedures.
Description:
During the after landing roll, the airplane should be gradually slowed to normal taxi speed before
turning off the landing runway. The after landing checklist should be performed only after the airplane
is brought to a complete stop clear of the runway.
1) WING FLAPS Up
2) FUEL CONDITION LEVER Low Idle
3) LIGHTS As Required
A. Clears runway/landing area, taxies to suitable parking/refueling area using
proper wind correction and obstacle clearance procedures
B. Complete appropriate checklists

Page B-55
Revision: 12
Date: May 2015
SHUTDOWN:
VFR/IFR
Objective:
To provide training and experience related to performing proper engine shutdown procedures.
Description:
After the aircraft has been brought to a complete stop in an appropriate location, the following
procedure should always be used to shut down the engine. Failure to shut down the PT-6 properly may
cause engine damage.
1) PARKING BRAKE - Set
2) POWER LEVER - Idle
3) BLEED AIR SWITCH Off
4) AIR CONDITIONING SWITCH Off
5) STANDBY POWER SWITCH Off
6) AVIONICS SWITCHES Off
7) ITT Stabilized At Minimum Temperature For One Minute
8) FUEL BOOST SWITCH Off
9) PROPELLER CONTROL LEVER Feather
10) ENGINE GAGES Stabilize
11) FUEL CONDITION LEVER Cutoff
12) LIGHT SWITCHES Off
13) BATTERY Off
14) FUEL SELECTORS - Off
A. Clears runway/landing area, taxies to suitable parking/refueling area using
Proper wind correction and obstacle clearance procedures
B. Parks the airplane properly, considering the safety of nearby persons and
property
C. Completes appropriate checklists

Page B-56
Revision: 12
Date: May 2015
Securing Aircraft:
VFR/IFR
Objective:
To provide training and experience related to ramp safety, parking signals, shutdown, securing, and post
flight inspection.
Description:
A flight is never complete until the engine is shut down and the airplane secured. Unless parking in a
supervised, designated area, the pilot should select a location and heading which will prevent the
propeller or jet blast of other airplanes from striking the airplane broadside. Whenever possible the
airplane should be parked headed into the existing wind. After stopping on the desired heading, the
airplane should be allowed to roll straight ahead enough to straighten the nose wheel. Finally, the pilot
should always use the procedures in the manufacturers checklist for shutting down the engine and
securing the aircraft. When away from base of operations, be sure to install control lock. If tie downs
are available, tie down the airplane. If tie downs are not available, place wheel chocks around each
main wheel.
Checklist:
1) FUEL SELECTORs Both Off
2) FLIGHT CONTROLS Locked
3) TIEDOWN AND CHOCKS Secure
4) EXTERNAL COVERS Install
5) POST FLIGHT Walk Around
A. Parks the airplane properly, considering the safety of nearby persons and
property
B. Follows the recommended procedure for shutdown, securing the cockpit,
and deplaning passengers
C. Secures the airplane properly
D. Performs a satisfactory post flight inspection
E. Complete appropriate checklists

Page B-57
Revision: 12
Date: May 2015
Part 2: Emergency Procedures
VFR/IFR
The pilot will be expected to demonstrate knowledge of the following emergency procedures while in
flight. These procedures as well as other emergency procedures described in section 3 of the Cessna
Caravan Operating Handbook may also be covered during ground training and testing. Bold-faced items
in italic are required memory items.
Objective:
To provide training and experience related to causes, indication, and pilot actions for various systems
and equipment malfunctions.
Description:
The pilot will analyze the following situations and take appropriate actions:
ENGINE FAILURE DURING FLIGHT
1) Airspeed 95 KIAS
2) POWER LEVER Idle
5) WING FLAPS Up
7) FUEL SHUTOFF Off
8) IGNITION SWITCH Norm
10) ELECTRICAL LOAD Reduce
11) LAND
ENGINE FLAMEOUT DURING FLIGHT:
1) IF GAS GENERATOR SPEED IS ABOVE 50%
a. POWER LEVER Idle
b. IGNITION SWITCH On
c. POWER LEVER As Desired After Relight
d. IGNITION SWITCH Off
2) IF GAS GENERATOR SPEED IS BELOW 50%
a. FUEL CONDITION LEVER Off
b. REFER TO AIRSTART CHECKLIST

Page B-58
Revision: 12
Date: May 2015
AIRSTART PROCEDURE: (WITH STARTER ASSIST)

1) ELECTRICAL LOAD Reduce
3) AVIONICS POWER SWITCHES Off
5) AIR CONDITIONER Off
6) Bleed air heat switch Off
8) POWER LEVER Idle
9) PROPELLER CONTROL LEVER Minimum RPM
11) FUEL SHUTOFF On (Push In)
12) FUEL TANK SELECTORS Select Both On
14) FUEL BOOST SWITCH On
15) ALTITUDE 20,000 ft Max
16) STARTER SWITCH START and Observe
a. I: Ignition Annunciator Green
b. O: Oil Pressure Rising
c. N: Ng 12% Minimum
17) FUEL CONDITION LEVER Low Idle and Observe
a. F: Fuel flow 80-110 pph
b. I: ITT Check
c. N: Ng Check
19) FUEL BOOST SWITCH Norm
21) PROPELLER CONTROL LEVER As Desired
22) POWER LEVER As Desired
23) ELECTRICAL EQUIPMENT As Desired

Page B-59
Revision: 12
Date: May 2015
AIRSTART PROCEDURE: (NO STARTER ASSIST)

1) GENERATOR SWITCH Trip and Release
4) AIR CONDITIONER Off
5) BLEED AIR SWITCH Off
7) POWER LEVER Idle
8) PROPELLER CONTROL LEVER Minimum RPM
10) FUEL SHUTOFF On (Push In)
11) FUEL TANK SELECTORS Select Both On
14) IGNITION SWITCH On
15) AIRSPEED 100 KIAS Minimum
16) ALTITUDE 20,000 ft Max
17) Ng INDICATOR Check Stable
18) FUEL CONDITION LEVER Low Idle and Observe
a. F: Fuel flow 80-110 pph
b. I: ITT Check (1090 Max)
c. N: Ng Check (52% Minimum)
22) PROPELLER CONTROL LEVER As Desired
23) POWER LEVER As Desired
24) GENERATOR SWITCH Reset
25) ELECTRICAL AND AVIONICS As Required
ENGINE FIRE IN FLIGHT
1) POWER LEVER Idle
4) FUEL SHUTOFF Off
5) CABIN NHEAT FIREWALL SHUTOFF CONTROL Pull Off
6) FORWARD SIDE VENTS = Close
7) OVERHEAD VENTS Open
8) VENTILATION FANS On
9) WING FLAPS 20-30 Degrees
10) AIRSPEED 80-85 KIAS
11) FORCED LANDING Execute

Page B-60
Revision: 12
Date: May 2015
ELECTRICAL FIRE IN FLIGHT

4) VENTS Closed
5) BLEED AIR HEAT SWITCH Off
6) FIRE EXTINGUISHER ACTIVATE
8) ALL OTHER ELECTRICAL Off
If fire appears out and electrical power is necessary for continuance of flight:
9)
10)
11)
12)
13)
14)
15)
16)
BATTERY SWITCH AND STANDBY POWER SWITCH On

GENERATOR SWITCH Reset
CIRCUIT BREAKERS Check
RADIO SWITCHES Off
AVIONICS POWER SWITCHES On
RADIO AND ELECTRICAL SWITCHES On One at a Time
VENTS Open
BLEED AIR HEAT On as Desired
CABIN FIRE
4) VENTS Closed
5) BLEED AIR HEAT SWITCH Off
6) FIRE EXTINGUISHER Activate
7) LAND AIRCRAFT AS SOON AS POSSIBLE
WING FIRE
1) PITOT-STATIC HEAT SWITCH - Off
2) STALL HEAT SWITCH Off
3) STROBE LIGHTS SWITCH Off
4) NAVIGATION LIGHTS SWITCH Off
5) LANDING AND TAXI LIGHT SWITCHES Off
6) RADAR Off
7) VENTILATION FANS Off

Page B-61
Revision: 12
Date: May 2015
CABIN FIRE DURING GROUND OPERATIONS

1) POWER LEVER Idle
2) BRAKES As Require
6) AIRPLANE Evacuate
7) FIRE Extinguish
ENGINE FIRE DURING START:
1) FUEL CONDITION LEVER Shutoff
3) STARTER SWITCH Motor
5) FUEL SHUTOFF Off
7) AIRPLANE Evacuate
8) FIRE Extinguish

Page B-62
Revision: 12
Date: May 2015
Part 3: Instrument Procedures

The following maneuvers will be performed while wearing a view limiting device, for all VFR and IFR
training and checkrides.
Constant Rate Climbs & Descents:
VFR/IFR
Objective:
This maneuver will provide training and experience related to attitude instrument flying during climbs
and descents.
Description:
During these maneuvers, power is used to establish and maintain the vertical velocity while pitch is used
to control the airspeed. A constant rate climb is established by increasing back pressure while
simultaneously applying power. Once the pitch attitude has been established to produce the desired
airspeed, the power is adjusted to maintain the desired rate of climb or descent.
A. Demonstrates climbs and descents at a constant rate in straight and
turning flight
B. Maintains specified rate of descent within 100 fpm
C. Maintains airspeed within 10 knots, heading within 10 degrees, of it turning,
within 5 degrees of the specified bank angle
D. Performs level off within 100 feet of the specified altitude
E. Uses proper instrument cross check and interpretation and applies the
appropriate corrections.

Page B-63
Revision: 12
Date: May 2015
Constant Airspeed Climbs & Descents:
VFR/IFR
Objective:
This maneuver provides training and experience related to attitude instrument flying during constant
airspeed climbs and descents.
Description:
When making a descent airspeed is reduced to the desired airspeed by reducing power while
maintaining straight & level flight. When the descent airspeed is reached, a further reduction in power
is made and simultaneously the nose is lowered to maintain a constant airspeed. The power should
remain at fixed position and deviations in airspeed should be corrected by making pitch changes. Do not
jockey the throttle.
When starting a climb from cruising airspeed, the nose of the airplane on the attitude indicator is raised
in relation to the artificial horizon to the approximate climbing attitude. Only a small amount of
elevator back pressure should be added to initiate and maintain the climb attitude. The power setting
may be advanced to climb power simultaneously with the pitch change, or, after the pitch change is
established and the airspeed approaches the desired climb speed.
A. Demonstrate climb and descents at a constant airspeed in straight and
Turning flight
B. Maintains airspeed within 10 knots
C. Maintains heading within 10 degrees, or in a turning maneuver, within 5
degrees of specified bank angle
D. Performs level off within 100 feet of the specified altitude
E. Uses proper instrument cross check and interpretation and applies the
appropriate corrections

Page B-64
Revision: 12
Date: May 2015
Recovery From Unusual Attitudes:
VFR/IFR
Objective:
This maneuver will provide training and experience related to recovery from unusual attitudes while
attitude instrument flying.
Description:
Unusual attitudes are normally the result of improper instrument flying technique, distraction or
turbulence. The recovery procedures, are first to determine if the airspeed is high or low. For low
airspeed the steps are, add power, decrease attitude and level wings. For high airspeed, reduce power
first, level the wings, and raise the nose of the aircraft to straight and level flight.
Acceptable Performance Guideline:
A. Uses proper instrument cross check and interpretation, and applies the
appropriate pitch, bank and power corrections in the correct sequence
to return the aircraft to a stabilized level flight attitude

Page B-65
Revision: 12
Date: May 2015
Timed/Compass Turns:
VFR/IFR
Objective:
This maneuver will provide training and experience related to the operating characteristics and errors of
the magnetic compass, the performance of timed turns and compass turns to specified headings.
Description:
Timed turns are made by initiating a standard rate turn with reference to the turn coordinator. This
type of turn results in a heading change at the rate of three degrees per second. At the end of the
predetermined number of seconds required to make the desired heading change, the pilot should begin
to roll out of the turn. Turns to specific headings, may also be performed while taking into account the
magnetic dip errors of the compass.
A.
B.
C.
D.
E.
F.
G.
Establishes indicated standard rate turns, both left and right

Makes timed turns to specified headings
Makes compass turns to specified headings
Maintains altitude within 100 feet
Maintains standard rate turns - / + 5 degrees
Turns to specified heading within 10 degrees
Turns to a northerly hading must be stopped by a predetermined amount
prior to the desired heading being indicated on the magnetic compass
H. Turns to a southerly heading must be stopped by a predetermined amount
after the desired heading is indicated on the magnetic compass

Page B-66
Revision: 12
Date: May 2015
Intercepting & Tracking VOR Radials:
IFR/VFR
Objective:
This maneuver provides training and experience related to intercepting and tracking VOR radials both
inbound and outbound.
Description:
During this procedure the pilot will tune and correctly identify the navigation facility. He will set and
correctly orient the radial to be intercepted into the course selector. The pilot will then intercept the
specified radial at a predetermined angle inbound or outbound from a navigational facility. The pilot
will then apply the proper correction to maintain the radial. Finally, the pilot will be able to recognize
navigational receiver or facility failure, and when required, report the failure to ATC.
A.
B.
C.
D.
Maintains the airspeed within 10 knots

Maintains altitude within 100 feet
Maintains selected heading within 5 degrees
Allows no more than a three-quarter scale deflection of the CDI while
Maintaining a radial

Page B-67
Revision: 12
Date: May 2015
Area Arrival Procedures:
IFR/VFR
Objective:
Provide training in area arrival procedures using the appropriate navigation publications, charts and
STARs (Standard Terminal Arrival Routes). Select and use the appropriate communication facilities,
select, tune, identify and track theappropriate navigation aids. What actions to take during a
communications failure. Complies with all ATC instructions.
Description:
Determine which arrival procedure is appropriate for the route of flight. As necessary file for it in flight
plan or request it from ATC. Contact appropriate communication facilities, select, tune and identify and
track, the correct navigation aids. Follow all step downs at the appropriate fixes. Promptly comply with
all ATC instructions.
A: Exhibits adequate knowledge related to area arrival procedures.
B: Uses current and appropriate navigation publications for the flight.
C: Establishes two way communications with the appropriate facilities.
D: Selects tunes and identifies the correct navigation aids.
E: Tracks the appropriate course with no more than three quarter scale deflection.
F: Complies with all ATC instructions and air space restrictions in a timely manner
G: Exhibits adequate knowledge of communications failure procedures.
H: Maintains airspeed within 10 knots, heading within 10 degrees, altitude within 100
feet and course within three quarter scale deflection or 10 degrees if using RMI.

Page B-68
Revision: 12
Date: May 2015
Holding Procedures:
IFR ONLY
Objective:
Provide training in hold entry procedures wind correction leg length, airspeed and reporting
requirements.
Description:
Slow to holding speed of one hundred twenty knots three minutes before reaching hold fix. Determine
hold entry based on heading crossing the fix and outbound heading. Establish wind correction and leg
lengths after first circuit in the hold. Starts time when abeam the holding fix outbound and when rolling
wings level when inbound. Complies with all ATC instructions and reporting requirements.
A: Exhibits adequate knowledge of the elements related to holding procedures.
B: Slows to holding speed three minutes from the holding fix.
C: Recognizes arrival at the holding fix and initiates the correct hold entry.
D: Complies with the proper leg lengths.
E: Applies the proper wind correction.
F: Promptly Complies with all ATC instructions and reporting requirements

Page B-69
Revision: 12
Date: May 2015
Non-Precision Instrument Approach #1:

VOR Approach:
VFR/IFR
Objective:
This procedure will provide training and experience related to a non-precision instrument approach
procedure.
Description:
The pilot will comply with the appropriate instrument approach procedure selected by the instructor or
examiner. The pilot will establish two-way radio communication with ATC, as appropriate to the phase
of flight or approach segment and will use proper radio communication phraseology and technique.
The pilot will select, tune, identify and confirm the operational status of navigation equipment to be
used for the approach procedure.
The pilot will comply with all clearances issued by ATC and will advise ATC anytime the aircraft is unable
to comply with a clearance.
The pilot will establish the appropriate aircraft configuration with prop set at 1900 rpm, flaps at 10
degrees and 120 KIAS until landing is assured considering turbulence and wind shear, and completes the
aircraft checklist items appropriate to the phase of flight.
The pilot will establish a rate of descent and track that will ensure arrival at the MDA prior to the
reaching the MAP with the aircraft continuously in a position from which descent to a landing on the
intended runway can be made at a normal rate using normal maneuvers within the touchdown zone.
The pilot will execute a missed approach procedure when the required visual references for the
intended runway are not distinctively visible and identifiable at the MAP. The pilot will execute a normal
landing from a straight in or circling approach when instructed by the instructor or examiner.
A. Maintains prior to beginning the final approach segment, altitude within 100
feet, heading within 10 degrees, and allows less than a 3/4 scale deflection
of the course deflection zone and maintains airspeed within 10 knots
B. Allows, while on the final approach segment, no more than a three-quarter
acale deflection of the course deflection zone and maintains airspeed with
10 knots
C. Maintains the MDA, when reached, within + 100 feet / -0 feet to the MAP

Page B-70
Revision: 12
Date: May 2015
Non-Precision Approach-VOR

Page B-71
Revision: 12
Date: May 2015

GPS Approach:
IFR/VFR
Objective:
procedure.
Description:
10 knots

Page B-72
Revision: 12
Date: May 2015
Non-Precision Approach - GPS

Page B-73
Revision: 12
Date: May 2015

Circle To Land Approach:
IFR/VFR
This approach may be combined with Non-Precision Instrument Approach #1 or #2.

Objective:
procedure.
Description:
10 knots

Page B-74
Revision: 12
Date: May 2015
Circle To Land Procedure

Page B-75
Revision: 12
Date: May 2015

Coupled Approach:
IFR ONLY
Objective:
procedure.
Description:
The pilot will establish the appropriate aircraft configuration and airspeed considering turbulence and
wind shear, and completes the aircraft checklist items appropriate to the phase of flight.
intended runway can be made at a normal rate using normal maneuvers. The pilot will execute a missed
approach procedure when the required visual references for the intended runway are not distinctively
visible and identifiable at the MAP. The pilot will execute a normal landing from a straight in or circling
approach when instructed by the instructor or examiner.
feet, heading within 10 degrees, and allows less than a full scale deflection
10 knots

Page B-76
Revision: 12
Date: May 2015
Non-Precision Approach - Coupled

Page B-77
Revision: 12
Date: May 2015
Precision Instrument Approach:

ILS Approach:
IFR/VFR
Objective:
This procedure will provide training and experience related to a precision instrument approach
procedure.
Description:
The pilot will establish the appropriate aircraft configuration and airspeed considering turbulence and
wind shear, and completes the aircraft checklist items appropriate to the phase of flight.
The pilot will establish a rate of descent and track that will ensure arrival at the DA prior to the reaching
the MAP with the aircraft continuously in a position from which descent to a landing on the intended
runway can be made at a normal rate using normal maneuvers within the touchdown zone. The pilot
will execute a missed approach procedure when the required visual references for the intended runway
are not distinctively visible and identifiable at the MAP. The pilot will execute a normal landing from a
straight in or circling approach when instructed by the instructor or examiner.
feet, heading within 10 degrees, and allows less than a \ scale deflection
10 knots
C. Maintains the DA, when reached, within + 100 feet / -0 feet to the MAP

Page B-78
Revision: 12
Date: May 2015
Precision Approach - ILS

Page B-79
Revision: 12
Date: May 2015
Missed Approach Procedure:
IFR/VFR
Objective:
This procedure will provide training and experience related to missed approach procedures associated
with standard instrument approaches.
Description:
The pilot will execute a missed approach procedure by promptly applying power, establishing a climb
attitude, and reducing drag in accordance with the aircraft manufacturers recommendations. The pilot
will report to ATC beginning the missed approach procedure will comply with the published or alternate
missed approach procedure. The pilot will then follow the recommended checklist items appropriate to
the go-around procedure.
A.
B.
C.
D.
Maintains recommended airspeed within 10 knots

Maintains heading or course within 10 degrees
Maintains altitude with 100 feet
Completes approach checklist

Page B-80
Revision: 12
Date: May 2015
Missed Approach Procedure

Page B-81
Revision: 12
Date: May 2015
Area Departure Procedures:
IFR ONLY
Objective:
Provide training in area departure procedures using the appropriate navigation publications, charts and
instrument departure procedures. Select and use the appropriate communication facilities, select, tune,
identify and track the appropriate navigation aids. What actions to take during a communications
failure. Complies with all ATC instructions.
Description:
When making an area departure dependant upon conditions follow noise abatement procedures for
that airport in low visibility and at night follow the instrument departure procedure for that airport until
the en route structure is entered. Contact the appropriate ATC facilities, select, tune identify and track
the appropriate navigation aids.
A: Exhibits adequate knowledge related to area departure procedures.
B: Uses current and appropriate navigation publications for the flight.
C: Establishes two way communications with the appropriate facilities.
D: Selects tunes and identifies the correct navigation aids.
E: Tracks the appropriate course with no more than three quarter scale deflection.
F: Complies with all ATC instructions and air space restrictions in a timely manner
G: Exhibits adequate knowledge of communications failure procedures.
H: Maintains airspeed within 10 knots, heading within 10 degrees, altitude within 100
feet and course within three quarter scale deflection or 10 degrees if using RMI.

Page B-82
Revision: 12
Date: May 2015
Simulated Forced Landing:
VFR/IFR
Objective:
This maneuver affords the trainee practice in developing gliding distance judgement and planning
required to land at a selected point when necessitated by engine failure during flight.
Description:
A simulated forced landing can be given with the aircraft in any configuration. The instructor will call
forced landing and check that the power lever is at idle. In order to obtain the best glide ratio, the
cleanest configuration and best glide speed are normally established as soon as possible. If the airspeed
is above the glide speed the trainee should maintain altitude. Place the aircraft in its cleanest
configuration and allow airspeed to dissipate to best glide. Altitude permitting, the trainee should
determine the best landing area available, maneuvering the aircraft as required to do so. The many
variables; such as, altitude, obstructions, wind direction, landing direction, land surface, gradient, and
landing distance requirements of the aircraft will determine the pattern and approach techniques used
to complete the maneuver. The trainee should consider landing on a long field, crosswind; or uphill and
downwind, if such a landing would be safer than directly into the wind on available landing areas.
Notes:
Utilizing any combination of normal gliding maneuvers, from wings level to spirals, the trainee is
expected to eventually arrive at the normal key position at normal traffic pattern altitude for the
selected landing area. From this point on, the approach is as nearly possible as a similar normal poweroff approach, allowing the trainee to use his previous experience in judging his landing point.
Cockpit checks to determine cause of emergency are a part of this maneuver. Items appropriate to the
aircraft being used will be covered; such as, checking fuel tanks, fuel pump, and ignition.
It is mandatory that the instructor and trainee know who is going to initiate the go-around and who will
be flying the aircraft at that time. No simulated forced landing is to be carried below 200 AGL unless a
safe landing is assured. Proximity of persons and structures must be considered when descending
below 500 AGL.

Training Manual Appendix B. Caravan 208 Series Rev 121

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Westwind Aviation, Inc.

Cessna Caravan 208 Series

Westwind Aviation, Inc.

FLIGHT MANEUVERS AND PROCEDURES

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All flight training will be conducted in an aircraft.

14 CFR Part 135 Certification Holders Approved Training Program

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GROUND INSTRUCTIONAL FACILITIES

The classroom is equipped for presentation of audiovisual media. An overhead

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EMERGENCY-DRILL (HANDS-ON) SUBJECT AREA

Ditching Equipment (As Required)

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Emergency Evacuation Module

Fire Extinguisher and Smoke Control Module

Operation and Use of Emergency Exits Module

Crew and Passenger Oxygen Module (Not Applicable)

Life Rafts Module (Not Applicable)

Life Vests Module

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GROUND TRAINING TIMES:

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GENERAL OPERATIONAL SUBJECTS

Weight and Balance

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GROUND TRAINING CURRICULUM SEGMENT MODULES

Adverse Weather Module

Winter Operations Module (See Winter Operations Manual)

Wake Turbulence Module

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Communications and Navigation Procedures Module

Special Emphasis Items Module

Weight and Balance Module

Flight Planning Module

Approved Flight Manual (AFM)/Aircraft Operating Manual Module (As Appropriate)

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Master Warning Module (As Applicable)

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Fire Detection Module (As Applicable)

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o Pneumatics (Vacuum System) Module

Oxygen Module (If Applicable)

Ice and Rain Protection Module (As Applicable)

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Landing Gear and Brakes Module

Flight Controls Module

Radar (As Applicable)

Systems Review, Examination and Critique Module

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Flight Deck Familiarization

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INITIAL FLIGHT TRAINING

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ABNORMAL AND EMERGENCY PROCEDURES:

REQUIREMENTS FOR REDUCTION IN FLIGHT TRAINING HOURS:

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FLIGHT TRAINING MODULES

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GENERAL OPERATIONAL SUBJECTS

Weight and Balance

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