Crew Procedures

Syllabus & Expanded

Ground School

1 Revised: 5/22/2013
 Table of Contents
INTRODUCTION.................................................................................................................................................. 3
THE CREW PROCEDURES TRAINING PROCESS ....................................................................................................................... 3
PRIMARY INSTRUCTOR RESPONSIBILITIES............................................................................................................................. 3
EVALUATOR RESPONSIBILITIES .......................................................................................................................................... 3
TRAIN TO PROFICIENCY CONCEPT ...................................................................................................................................... 3
PREPARATION - SELF-STUDY ............................................................................................................................... 4
CREW PROCEDURES TRAINING RESOURCES ......................................................................................................................... 4
HOW TO PREPARE .......................................................................................................................................................... 4
GROUND-SCHOOL .............................................................................................................................................. 4
FTD TRAINING .................................................................................................................................................... 5
CREW PROCEDURES EVALUATION ...................................................................................................................... 5
CREW PROCEDURES EVALUATION DESCRIPTION ................................................................................................................... 5
CREW PROCEDURES EXPANDED GROUND SCHOOL ............................................................................................. 6
CREW OPERATIONS ........................................................................................................................................................ 6
AIRCRAFT LIMITATIONS, SYSTEMS & PROCEDURES ................................................................................................................ 7
FLIGHT PLANNING .......................................................................................................................................................... 7
INSTRUMENT CHARTS AND APPROACH PLATES ................................................................................................................... 21
IFR AND XC PROCEDURES AND REGULATIONS ................................................................................................................... 21
GPS OPERATIONS (USING FTD OR COMPUTER BASED TRAINER) ............................................................................................ 21
RADIO & COMMUNICATIONS.......................................................................................................................................... 21
NON-TOWER IFR OPERATIONS ....................................................................................................................................... 22
IN-FLIGHT WEATHER AND HAZARDS ................................................................................................................................ 22
HOT AND HIGH ALTITUDE OPERATIONS ............................................................................................................................ 23
PRECAUTIONARY SHUTDOWNS........................................................................................................................................ 24
DIVERSIONS ................................................................................................................................................................ 24
COLD WEATHER OPERATIONS......................................................................................................................................... 25
NIGHT AND REDUCED VISIBILITY OPERATIONS AND RISKS ..................................................................................................... 27
ARRIVAL PHASE ........................................................................................................................................................... 31
INSTRUMENT APPROACH REQUIRED DURING CREW XC FLIGHTS ............................................................................................ 33
LOGGING OF CROSS-COUNTRY FLIGHT TIME ....................................................................................................................... 34

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Introduction
Crew procedures training must be satisfactorily completed before being released by Flight Operations for
crew cross-country flying. It is also expected that student possesses instrument knowledge and
proficiency sufficient to pass an instrument checkride in the Piper Seminole at the time of crew
procedures training.

Failure to satisfactorily complete crew training or lack of instrument knowledge and proficiency may
result in forfeiture of crew cross-country flying or program termination.

It is critical that students and instructors follow this syllabus carefully when planning and conducting
crew training to ensure a satisfactory result.

The Crew Procedures Training Process

Crew procedures training will follow a standardized process.
1. Preparation (Self-Study)
2. Crew Procedures Ground-School (4 Hours)
3. FTD Training (FTD 3-1)
4. Crew Procedures Evaluation

Primary Instructor Responsibilities

The students primary instructor will conduct crew procedures training including:
Direct Student Self-Study Efforts
Conduct Crew Procedures Ground School
Conduct Crew Procedures FTD training (FTD 3-1)

Evaluator Responsibilities
The crew procedures evaluation will be conducted by an evaluator other than the students primary
instructor.

The evaluation will follow the standard evaluation format including a pre-brief & knowledge evaluation,
flight evaluation, logbook & eligibility review, and post brief. The appropriate document will be
completed, verified, and send to Flight Operations.

The evaluation is the last line of defense before a student is released for crew cross-countries. It is
important that the evaluator carefully verify instrument and crew procedures proficiency before releasing
the student to Flight Operations for crew cross-countries. Doing so ensures the student will have a safe,
enjoyable, and trouble-free crew cross-country experience.

Train to Proficiency Concept

The primary instructor will evaluate the students knowledge in all of the training areas and, where
necessary, will review or introduce new material. Airline Transport Pilot Practical Test Standards will be
used for minimum acceptable standards of performance for the operation of the aircraft. For tasks not
specifically addressed in the PTS, the student must fly within 100' of altitude, 10 of heading, and 10
knots of airspeed.

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By signing the evaluation forms, the student, instructor, and evaluator pilot indicate the student
understands, can explain, demonstrate and apply that knowledge to actual crew cross-country operations.
Satisfactory means the student has performed the task to the required standards while demonstrating good
judgment and correct procedures.

Preparation - Self-Study
Crew Procedures Training Resources
The primary resources for crew procedures training and the students self-study efforts are:
Crew Procedures Syllabus and Expanded Ground School
Crew Procedures Supplement
Summary of Cross-Country Procedures
Crew Procedures Evaluation in the Evaluation Guide

These resources will be thoroughly trained and tested before students will be released for crew cross-
countries. All can be found in the ATP App>Library>Crew Procedures Training folder.

How to Prepare
Students are expected to prepare for crew procedures ground-school and evaluation by studying the crew
procedures training resources (above).

Additionally, review instrument knowledge and procedures as necessary to demonstrate knowledge and
proficiency at a level sufficient to pass an instrument checkride at the time of the evaluation.

Ground-School
Crew procedures ground school will review the material covered in the Crew Procedures Syllabus and
Expanded Ground School, Crew Procedures, Supplement, Summary of Cross-Country Procedures, and
Crew Procedures Evaluation (Eval Guide).

The instructor must verify that the student possesses the appropriate knowledge before coordinating the
crew procedures evaluation.

At the end of crew procedures ground school, the instructor and student will complete the appropriate
paperwork and submit it to ATP Flight Operations via fax (800) 359-3349 or by email
flightops@allatps.com.

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FTD Training
ACP FTD 3-1 is dedicated to crew procedures training. It will review the students IFR proficiency and
crew procedures as the pilot flying (PF). The instructor will act as the pilot monitoring (PM) following
the PM procedures outlined in the Crew Procedures Supplement.

For specific tasks and information, refer to the ACP FTD 3-1 lesson outline in the ACP Training Manual
for more information.

Crew Procedures Evaluation

Crew Procedures Evaluation Description
The Crew Procedures Evaluation follows the standard evaluation format and is conducted by an evaluator
other than the students primary instructor. Once the pre-brief and knowledge review are complete, the
flight portion of the evaluation consists of two flights, ACP FLTs 3-1 and 3-2.

The flights are designed to ensure that the student is proficient, procedurally correct, and ready to
complete the crew cross-country flights as the Pilot Flying (PF) and Pilot Monitoring (PM). When the
evaluation is complete, the student should have at least 10 hours of 61.129(b)(4) time logged.

ACP FLT 3-1 Right Seat Introduction

During ACP FLT 3-1, the student will perform the duties of the pilot monitoring (PM) from the right seat.
The only exception will be that the student and instructor will transfer the controls for the takeoff and
landing so that the student may perform a takeoff and landing from the right seat. Throughout the rest of
the flight, checklists and procedures will be accomplished in a crew environment using the procedures
outlined in the Crew Procedures Supplement.

Emphasis for the PM must be on radio communications, monitoring the aircrafts position (monitoring for
deviations), watching for traffic, and carrying out procedures and callouts described in the Crew
Procedures Supplement.

ACP FLT 3-2 Left Seat PIC

ACP FLT 3-2, the return flight from ACP FLT 3-1 will be performed at night with the student as the pilot
flying (PF) in the left seat. The student must maintain situational awareness and must complete all
navigation and instrument procedures to IRA practical test standards.

All checklists and procedures should be accomplished in the crew environment using the procedures
described in the Crew Procedures Supplement.

For more information on ACP FLTs 3-1 and 3-2, refer to the lesson outlines located in the ACP Training
Manual.

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Crew Procedures Expanded Ground School
Crew Operations
Review the crew resource management (CRM) concepts and the application of ATP crew procedures
outlined in the Crew Procedures Supplement. (ATP App>Library>Supplements)

CRM Fundamental Skills

1. WHAT IS ASSERTIVENESS? The willingness/readiness to actively participate, state and maintain a
position, until convinced by the facts that other options are better. Requires initiative and the courage
to act.
2. WHAT IS DECISION MAKING? Effective decision making refers to the ability to use logical and
sound judgment to make decisions based on available information.
3. WHAT IS COMMUNICATION? Communication is the clear and accurate sending and receiving of
information, instructions, or commands, and providing useful feedback.
4. WHAT IS LEADERSHIP? The ability to direct and coordinate the activities of other crew members
or resources, and to encourage the crew to work together as a team.
5. WHAT IS ADAPTABILITY/FLEXIBILITY? Adaptability/Flexibility refers to the ability to alter a
course of action when new information becomes available.
6. WHAT IS SITUATIONAL AWARENESS? Situational Awareness refers to the ability see what
environment and situation surrounds you, to be able to understand that environment/situation, and to
project possible future outcomes or events.
7. WHAT IS FLIGHT ANALYSIS? Flight Analysis refers to the ability to develop short term, long-
term and contingency plans, as well as to coordinate, allocate and monitor crew and aircraft
resources.
8. WHAT ARE PRE-FLIGHT AND POST-FLIGHT BRIEFINGS? Crew Pre-flight and Post-flight
briefings, when incorporated, can contribute greatly to the safety, efficiency, and coordination of
flight duties and enhance the crew ability to overcome adverse conditions.

Crew Resources Outside the Flight Deck

1. Air Traffic Control
2. Dispatchers - Flight Operations Personnel)
3. Flight Instructors
4. Mechanics
5. FAA
6. Flight Service Stations
7. Other Pilots/Aircraft
8. Manuals and Publications

1) Review concept of Crew Resource Management from section 3 of the ATP Crew Procedures
Supplement to include:
a) Crew communication, assertion and conflict management
b) Briefings and debriefings
c) Situational awareness
d) Crew resources outside of the cockpit
e) Aeronautical Decision Making

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2) Discussion of Crew Procedures
a) Division of flight crew responsibility between PF and PM
b) PIC responsibility and authority
c) Process in case of suspension of two-pilot operations
d) Pilot Monitoring (PM) responsibility
e) Use of view limiting device
f) Sterile cockpit procedures and critical phases of flight
g) Checklist types and application
Review checklist usage in a 2-pilot crew environment during normal and emergency situations
i) CR (Challenge Response/Action Response)
ii) DO (Flow)
iii) DO/CR (Flow & Challenge Response/Action Response)
h) Division of responsibility and checklist use during normal and emergency situations

3) Review exact calloutsreinforce 400 AGL Gear DownStabilized call

4) Assigned altitude callouts: (e.g. When descending to assigned altitude of 3,600: four thousand, six
hundred for three thousand, six hundred. Then at 300 prior to assigned altitude: three hundred to go.)

Aircraft Limitations, Systems & Procedures

Conduct a review of the Piper Seminole including imitations, systems & ATP procedures following the
outline below.

1) PA-44 Systems (Seminole Supplement; Seminole POH Section 7)

2) V-Speeds (Seminole Supplement)
3) Weight and balance calculations (Seminole Supplement; Seminole POH)
4) Fuel and oil requirements (Seminole Supplement; Crew Procedures Supplement)
5) Notable differences in 79/80 and 00/01 Seminoles (Seminole Supplement)
6) Normal, abnormal and emergency procedures (Seminole Supplement section 3&4)
7) Takeoff and approach profiles and callouts (Seminole Supplement section 4; Crew Procedures
Supplement section 2)
8) Stabilized approach requirements (Seminole Supplement)
9) VMC and engine out procedures (Seminole Supplement)
10) Unsafe gear indications and corrective actions (Seminole POH)
11) Per the Piper Seminole POH: Procedures are offered as a course of action for coping with a
particular situation or condition described. They are not a substitute for sound judgment and
common sense.

Flight Planning
Obtaining a Weather Briefing
Familiarize yourself with the weather in your area and along your route using ForeFlight following the
procedures outlined in the ATP Video Plan. Brief. File.

Follow up by contacting your local FSS (Flight Service Station) at 1-800-WX-BRIEF for a weather
briefing. Always check NOTAMs and TFRs with a briefer.

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There are three types of briefings a FSS weather briefer can provide: standard, abbreviated and outlook. A
standard briefing will include the following information:

1. Adverse weather conditions.

2. Synopsis of major weather systems and movements that may affect your route of flight.
3. Current conditions from METARS for departure, en route and destination points.
4. En route and destination forecast including any significant changes in the TAF from
1 hour before to 1 hour after your ETA.
5. Winds aloft along your proposed route of flight.
6. NOTAMS pertinent to your route of flight. Note: Only distant NOTAMS are typically provided
unless local NOTAMS are specifically requested.
7. PIREPS over your route of flight may be provided.
8. Any additional information you request will also be provided.

Using Text Weather Reports, Forecasts, and Charts

METAR (Aviation Routine Weather Report) The following provides basic information pertaining to
METARs. Consult the above references for additional information.

A METAR is an hourly (or more frequently for special conditions) report of the surface weather in the
vicinity of an airport as observed by a person or automated system. It typically provides wind, visibility,
weather phenomena, sky condition, temperature/dew point, altimeter setting and additional remarks as
necessary. METARS are typically updated in the last 10 minutes of each hour, and will also update
(called a special, or SPECI) more frequently for significant wind and visibility changes.

The following is an example of a METAR, with added numbers in parenthesis to describe each portion:

(1) KCRG / (2) 251353Z / (3) 01005KT / (4) 5SM / (5) VCSH / (6) BR / (7) OVC005 / (8) 18/16 / (9)
A3028 / (10) RMK AO2 SLP252 T01780161

(1) Craig Municipal Airport

th
(2) The observation was taken on the 25 day of the month at 1353 Zulu

(3) Winds are from 010 true at 5kts. If wind speed is less than 6kts and varying in direction, VRB04KT (for
variable at 4kts) may be seen. Calm winds less than 3kts are written as 00000KT. Gusty conditions and
variable wind direction (variation of 10kts or more, or direction of 60 degrees or more) are written as
32015G27 270V350 (wind from 320 true at 15kts, gusting to 27kts. Wind direction variable between 270 true
and 350 true)

(4) Prevailing visibility is 5SM. Prevailing means the greatest distance than can be seen for at least half of
the horizon

(5) Vicinity showers. Vicinity covers precipitation and obscurations out to 10 SM from the observation
point. Two common weather descriptors are TS (thunderstorm), SH (showers) and FZ (freezing).
Commonly seen precipitation codes include RA (rain), DZ (drizzle), and SN (snow). + and - intensity
symbols are often added to precipitation. The lack of a symbol indicates moderate precipitation. +
indicates heavy and - indicates light. +TSRA means thunderstorm with heavy rain, as the intensity
symbol always describes the precipitation.

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 th th
(6) BR is mist (for visibility from 5/8 to 6SM). FG (for fog visibility less than 5/8 SM) and HZ (haze)
are also common obscurations to visibility.
th th
(7) Overcast at 500 feet. Sky conditions include SKC or CLR (clear), FEW (few - 1/8 to 2/8 sky cover),
th th th th th
SCT (scattered - 3/8 to 4/8 ), BKN (broken - 5/8 to 7/8 ), OVC (overcast - 8/8 ), VV (vertical
visibility, meaning indefinite ceiling often seen with ground fog), CB (cumulonimbus), and TCU
(towering cumulus). Ceiling or layer height is always written in hundreds of feet above ground level
(AGL). A layer describes the height above the ground of the base of FEW of SCT clouds. A ceiling is the
lowest BKN or OVC layer, or vertical visibility (VV).

(8) Temperature 18 degrees Celsius/ dew point 16 degrees Celsius. A negative temperature will be
preceded by M e.g. 00/M03 (temp 0degC/ dew point -3degC).

(9) Local altimeter setting 30.28 inches of mercury.

(10) Remark section. Remarks can include time of peak wind information, wind shifts, lightning
information, beginning or end of precipitation and thunderstorms (TSB10E45 means the thunderstorm
began at 10 past the hour and ended at 45 past the hour) as well as more detailed information that is not
relevant to pilot operations. i.e. T01780161 gives temperature and dew point to the tenth of a degree (17.8
and 16.1).

TAF (Terminal Aerodrome Forecast) The following provides basic information pertaining to TAFs.
TAFs use the same codes as METARs, so only TAF-specific coding will be discussed in this section.

A TAF is a forecast of the weather conditions at an airport over a (typically) 24 hour period. TAFs are
normally updated 4 times a day at 0000Z, 0600Z, 1200Z and 1800Z. TAFs are produced from METARS,
combined with other weather sources.

The following is an example of a TAF, with added numbers in parenthesis to describe each portion:

(1) KFLL / (2) 271120Z / (3) 271212 / (4) 06010KT P6SM VCSH FEW025 FEW040 SCT080
(5) TEMPO 1214 BKN040 / (6) FM1500 07013G17KT P6SM FEW030 SCT080 /
(7) FM0200 09012KT P6SM FEW030 SCT080

(1) Fort Lauderdale Hollywood International Airport.

th
(2) The forecast was prepared on the 27 day of the month at 1120Z.
th th
(3) The forecast is valid from the 27 at 1200Z until the 28 at 1200Z
th
(4) From 1200Z on the 27 , until the first FM (From) statement, the weather is 06010KT P6SM VCSH
FEW025 FEW040 SCT080.

(5) TEMPO implies temporary or occasional different weather during the previously mentioned time
period. It only includes the meteorological conditions that change during the period. Although line (4)
includes the primary weather from 1200Z until 1500Z (the first FM section), the weather will temporarily
(from 1200Z until 1400Z) include a broken layer at 4000AGL. BECMG, or becoming may also be

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found on a TAF, and this indicates a gradual change to new weather conditions over a long period (1-2
hours). BECMG only includes portions of the weather that are changing. For example: BECMG 1214
20014G23 4SM means that between 1200Z and 1400Z, winds are expected to increase to 200 at 14
gusting to 23 and visibility will decrease to 4SM. A new FM, or From section is shown in a TAF when a
rapid and significant change, typically occurring in under 1 hour, is expected.

(6) Although a TEMPO group will only include elements of the weather that are changing, a FM group
will contain all elements of the weather (wind, visibility, weather and sky conditions). FM1500
07013G17KT P6SM FEW030 SCT080 means that the forecast from 1500Z until 0200Z (the next forecast
group) the winds are expected to be 070 at 13 gusting 17, visibility better than (P) 6SM, few clouds at
3000AGL, and scattered, 8000AGL.

(7) The final forecast group (FM 0200) is valid for 0200Z until the end of the TAF period, or 1200Z on
th
the 28 .

Filing an IFR flight plan

Discuss the procedures for filing an IFR flight plan using the File & Brief feature in ForeFlight. Create
the route for ACP FLT 3-1, the first leg of the Crew Procedures Evaluation, and review the weather and
other route information. Save the route to review the weather and file at the time of the evaluation.

Use of PA-44 performance charts

Prior to flight, you must calculate your aircrafts performance capabilities based on current temperature,
pressure altitude, headwind or tailwind, and aircraft weight. The results will provide you with an estimate
of what your aircraft is capable and you should take that into account when considering obstacles on
takeoff or landing, climbout direction, runway selection based on length and winds, etc.

Note: the performance figures obtained should be considered maximum performance figures obtained by
a Piper test pilot under ideal conditions in a new aircraft. Do not expect to be able to precisely match or
exceed these figures, and with regard to landing distances, except if operationally necessary, do not brake
heavily in the PA-44 as it significantly decreases brake life.

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The back of the flight tracker provides space to include relevant performance information as shown here,
with the performance portion expanded:

A quick word about the charts: The available charts in the 79-80 PA-44 differ slightly from the charts in
the 2000 and newer models. A few of the significant differences are as follows:

- An Accelerate Stop chart is not included in the 2000 and newer POH.

- 79-80 takeoff charts indicate a liftoff speed and barrier speed. 2000 and newer charts note rotate speed
and obstacle speed.

- The 79-80 charts include short field takeoff charts for both flaps 0 and flaps 25. The 2000 and newer
charts omit flaps 25 charts. Flaps 0 is the only authorized setting in ATP aircraft. Do not mistakenly select
the wrong chart when calculating takeoff performance.

- Any 79-80 chart that includes stopping distance includes a note to reduce the final figure by a
percentage if heavy duty brakes are installed. You may reduce by the indicated amount. 2000 and newer
charts already include the factor, so no reduction is accomplished.

Note: NEVER write on the charts contained in the aircraft specific POH found in each aircraft. Print
copies from your PIM or use the annotation feature in your iPad library to complete performance charts.

Pressure Altitude
Pressure altitude (PA) is often used on performance charts. It is essentially actual altitude (airport
elevation, for example), corrected for non-standard atmospheric pressure. You can obtain PA by setting
your aircrafts altimeter to 29.92. Since each hundredth place equals approximately 10 feet, you can also
calculate PA yourself.

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For example, if the airport elevation is 500MSL and the local altimeter setting obtained from the ATIS is
30.04, the pressure is .12 inches of mercury greater than standard. Remembering that greater pressure
correlates to lower altitudes (and increased performance), the .12 difference equals 120 ft adjustment, and
the PA at the airport is 380.

Density Altitude and the Standard Temperature Gradient

Density Altitude (DA) is actual altitude corrected for nonstandard temperature and pressure. DA would be
your actual MSL altitude on a standard day (15Degrees C and 29.92 altimeter setting). You find higher
DAs on hot days and with low pressure systems. You can actually find DA from any of these charts.

To demonstrate how significantly DA can vary from actual elevation, consider the example on the right
where it is 40 degrees C out, 29.87, and airport elevation is 2000MSL. (reasonably close to summer
conditions in Las Vegas).

(1) Follow 40C vertically to the pressure altitude at the airport (2050, as explained above).

(2) Follow a horizontal line towards the std. temp curve. The standard temperature gradient
decreases approximately 2deg Celsius per 1000 of altitude, and this line does the same.

(3) Interpolate between the Pressure Altitude lines to obtain Density Altitude. In this case you can
see that on a hot summer day in Las Vegas, 2000 can feel like 5000 to the airplane!

Several step by step examples for chart use follow. A mix of old and new charts are used to show some
differences between them.

Accelerate Stop Distance

*Please review the information in this section first, as it includes information that pertains to many of the
other charts.*

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As noted above, Accelerate and Stop distance charts are not provided by Piper for 2000 and newer
PA-44s. Should you choose to *estimate* a 2000 or newer models approximate figure for this, the
79-80 chart may be used. As noted, this chart considers the total rolling distance from a static start
takeoff roll with an abort right at rotate speed (75kts), using max braking, and on a level and dry
runway. Piper does not provide data in any charts that factor in wet conditions, or up-sloping or
down-sloping runways. Plan accordingly and conservatively.

(1) Start with the current temperature from the ATIS, and follow a line vertically up to the current
Pressure Altitude. Each line equals 2 degrees. Always look at the scale to ensure you interpolate
correctly. You will likely have to interpolate for both temperature and Pressure Altitude. The above
example stops the vertical line at 680 which is between the Sea Level and 1000 Pressure Altitude
lines.

(2) From the altitude/temperature point, follow a line horizontally over to the vertical weight
reference line and stop.

(3) The vertical weight reference line equals 3800LBS. If your aircraft weights 3800LBS, you will
simply continue your line horizontally over to the next reference line for wind correction. But, if your
aircraft weighs less, you will follow a line that parallels the downward sloping lines (to the right of
the vertical 3800LB reference line), and stop at a point directly above your weight as noted on the X-
axis (horizontal line on the bottom of the graph).

(4) From the weight point, follow a line horizontally over to the vertical wind component reference
line.

(5) If you have no headwind or tailwind, you may continue horizontally across to the distance line at
the far right side of the graph. If you have a headwind, you must parallel the downward sloping lines.
If you have a tailwind, you must follow the sharply upward sloping lines. Stop at a point directly
above your wind component. Then continue horizontally to the end of the graph. The back cover of
the spiral-bound Piper Seminole Checklist includes a graph for calculating the headwind/tailwind
component.

(6) This chart notes a 10% decrease in the distance result based on heavy duty brakes.

(7) Always review the starting assumptions contained in the performance charts.

**If you become confused while using these charts, remember to look over at the far right axis. For
this graph, the end result is a stopping distance, and the shorter (better) distances are lower on the
scale. As you are plotting your line across the graph, remember that anything that will improve your
performance (less weight, more headwind, etc) will bring your plotted line down towards the bottom
of the page. Conversely, a tailwind, or other performance degrading issue must increase your total
distance and will bring your line towards the top of the page.

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Takeoff Distance Over a 50FT Barrier

In this example, a 2000 and newer chart is used, but the process is very similar to the previous
example. A short field effort chart is reviewed here, and references lower rotate and obstacle speeds.
A normal procedure chart may also be used for your calculations provided you have adequate
performance margins. Remember ATPs standard minimum runway length is 4000.

(1) Start with the current temperature from the ATIS, and follow a line vertically up to the current
Pressure Altitude.

(2) From the altitude/temperature point, follow a line horizontally over to the vertical weight
reference line and stop.

(3) The vertical weight reference line equals 3800LBS. If your aircraft weights 3800LBS, you will
simply continue your line horizontally over to the next reference line for wind correction. But, if your
aircraft weighs less, you will follow a line that parallels the downward sloping lines (to the right of
the vertical 3800LB reference line), and stop at a point directly above your weight as noted on the X-
axis (horizontal line on the bottom of the graph).

(4) From the weight point, follow a line horizontally over to the vertical wind component reference
line.

(5) If you have no headwind or tailwind, you may continue horizontally across to the distance line at
the far right side of the graph. If you have a headwind, you must parallel the downward sloping lines.
If you have a tailwind, you must follow the sharply upward sloping lines. Stop at a point directly
above your wind component. Then continue horizontally to the end of the graph to determine your

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takeoff distance over a 50 foot obstacle. The back cover of the spiral-bound Piper Seminole Checklist
includes a graph for calculating the headwind/tailwind component.

(6) Always review the starting assumptions contained in the performance charts. The performance on
this chart assumes a static takeoff.

Climb Performance Both Engines Operating Gear Up

In this example, a 2000 and newer chart is used. Though the process is the same on the 79-80 charts,
they also include a consideration for leaning at higher altitudes.

(1) Start with the current temperature from the ATIS, and follow a line vertically up to the current
Pressure Altitude.

(2) From the altitude/temperature point, follow a line horizontally over to the parallel diagonal lines
that correlate to aircraft weight. In this example the aircraft weighs 3430LBS, so just prior to the
3400LB line stop, then proceed straight down to the bottom of the chart to read rate of climb.

(3) Always review the starting assumptions contained in the performance charts. This chart assumes
2700RPM (props full forward), mixtures full rich and landing gear up conditions that apply only for
the first 1000 of climb (when climb power is set

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Single-Engine Service Ceiling

The process for calculating Single Engine Service Ceiling is a bit more complicated than some of the
other processes. This example uses a 2000 and newer chart and the conditions noted in the box at the
top right of the chart. Single Engine Service Ceiling is defined at the altitude at which a multiengine
aircraft can maintain a climb rate of 50FPM on one engine, and it can be considered a practical
maximum altitude that an aircraft can be maneuvered at. This is lower than Single Engine Absolute
Ceiling or driftdown altitude, which is the highest altitude the aircraft can attain or maintain.

(1) Begin with the Single Engine Service Ceiling rate of climb of 50FPM and follow vertically up to
the aircrafts weight.

(2) Follow horizontally from the interpolated weight towards the left side of the chart.

(3) Continue this line across, as it will be intersected by the temperature line you will trace.

(4) Locate the point that correlates to your airports pressure altitude and ATIS obtained temperature.

(5) From that point, trace a line up that parallels the standard temperature line (remember, under
normal conditions, it gets colder as you go up). Do not trace vertically.

(6) Interpolate the Pressure Altitude correlating to the intersection of your two lines. This is your
Single Engine Service Ceiling. Note: by beginning step 1 at 0FMP, you can determine the absolute
ceiling using the same method.

You can also calculate your single engine rate of climb at your airport elevation to determine what, if
any climb performance you can expect in case of an engine failure. Consider the chart below with a
temperature of 38deg C, a 2100 PA and a fully loaded aircraft. Your single engine rate of climb is
actually a shallow descent, even at blue line. Since Vx and Vy actually converge at higher density

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altitudes, you may be able to slightly improve performance at a speed between 88kts and 82kts, and
with the mixtures leaned for peak power and proper bank and rudder input, but this may not turn a
descent into a climb, or level performance. Depending on your altitude when you lose the engine, you
may have time to reach a runway, or you may need to consider an off-airport landing. If the latter case
becomes necessary, consider use of gear and flaps as necessary and touch down with the operating
engine at idle power.

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Landing Distance over a 50FT Barrier

This example uses a 2000 or newer chart. The 79-80 charts include a % deduction for heavy brakes.
Piper only provides charts for a short field effort which includes flaps 40, maximum braking,
touching down in a full stall, and a reduced approach speed based on weight. Do NOT use these
techniques during cross country flights. They greatly reduce the margin of safety and increase brake
wear. ATP standard procedures and normal (non-short field) landing techniques will be used on all
cross country flights during normal operations as noted in the Piper Seminole Training Supplement.
This includes flaps 25, conservation of brakes, touching down at approximately 75kts and an 80kt
approach speed.

(1) Start with the current temperature from the ATIS, and follow a line vertically up to the current
Pressure Altitude.

(2) From the altitude/temperature point, follow a line horizontally over to the vertical weight
reference line and stop.

(3) The vertical weight reference line equals 3800LBS. Follow a line that parallels the downward
sloping lines (to the right of the vertical 3800LB reference line), and stop at a point directly above
your weight as noted on the X-axis (horizontal line on the bottom of the graph).

18 Revised: 5/22/2013
(4) From the weight point, follow a line horizontally over to the vertical wind component reference
line.

(5) If you have no headwind or tailwind, you may continue horizontally across to the distance line at
the far right side of the graph. If you have a headwind, you must parallel the downward sloping lines.
If you have a tailwind, you must follow the sharply upward sloping lines. Stop at a point directly
above your wind component. Then continue horizontally to the end of the graph to determine your
landing distance over a 50 foot obstacle.

(6) & (7) This figure is only valid if a weight-adjusted approach speed is used and the aircraft is
touched down in a full stall.

5) Flight time and fuel burn calculations

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Use & Availability of ATP airport pages
Review expected use and where to find the ATP Airport Pages in the ATP iPad App (ATP
App>Library>ATP Airport Information)

Go / No-Go Decision
Weather
Aircraft
Pilot
NOTAMS
TFRs
Airport Suitability
ATP Safety Policies & Limitations
Other preflight planning factors

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Instrument Charts and Approach Plates
Discuss and review:
1) Use of enroute and approach charts found in ForeFlight (Discuss having backups available)
2) Chart symbology (MEA, COPs, MRA, MOCA, MCA, MORA, etc)
3) Correlation of IFR enroute charts with VFR sectional for mountainous terrain (switching views in
ForeFlight This ties in with single-engine service ceiling and drift-down.)
4) Setting up and briefing an instrument approach
5) Approach plate symbology and layout (approach categories, MSA, obstructions, conditional
minimums, etc.)
6) Train Procedure: When departing/arriving at an unfamiliar airport, PF and PM must review all
approach plates for the airport for maximum situational awareness of terrain and obstacles in the
event of lost communications, engine failure, etc. It should always be clear who is flying the plane,
and that persons attention must be on flying. Exchange controls to review plates and conduct a
briefing.

IFR and XC Procedures and Regulations

1) IFR cruising altitudes (FAR 91.179)
2) Lost comm procedures (FAR 91.185)
3) Holding procedures (AIM 5-3-8)
4) Intercept procedures (AIM 5-6-1,2,3)
5) Altitude limitations without oxygen (FAR 91.211)
6) Use of local altimeter settings (FAR 91.121)
a) Effects of cold weather on altimeter setting (AIM 7-2-4,5)
7) Departure Procedures (AIM 5-4-1)
a) Obstacle DPs
b) Radar Vector DPs
c) Pilot Nav DPs
8) Arrival Procedures (AIM 5-4-1)
9) Descend at pilots discretion Instructions

GPS Operations (using FTD or computer based trainer)

1) Loading, activating and modifying flight plans and approaches
2) Meaning of WPT, DTK, DIS, TRK, BRG and GS
3) RAIM, and its applicability to GPS approaches
4) Significance of ENR, TERM and APR course sensitivities and when they automatically change
5) How to execute a missed approach using the SUSP button
6) Use of Activate Approach vs. Activate Vector to Final
7) How to quickly access the Nearest Airport page
8) Activating and intercepting a flight leg between two waypoints
9) Use of GPS to enhance partial panel situational awareness

Radio & Communications

1) Selection of voice vs. ID and when to use each mode.
2) Use of the split comm feature to facilitate picking up ATIS, etc.
3) Squelch control
4) Marker beacon identification

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Non-Tower IFR Operations
1) Filing and picking up clearance (AIM 5-1-8; IFH Chap 10)
2) Clearance void times (AIM 5-2-5)
3) Canceling IFR (AIM 5-1-14)
4) Availability and use of pilot controlled lighting (AIM 2-1-7)
5) Use of Unicom and CTAF (4-1-9)
6) Operations and Nontowered Airports (ATP App>Library>Bulletins)

In-Flight Weather and Hazards

1) Flight Watch and Flight Service Stations
2) ATIS from destination airport or vicinity airport
3) Weather radar assistance from ATC
4) HIWAS and TWEB
5) How to identify weather sources on an IFR Chart
6) How to pick up weather over a VOR frequency
7) Recognition and avoidance of the following hazards:
a) Thunderstorms
b) Icing conditions
c) Windshear and microbursts
d) Wake turbulence

Thunderstorm Avoidance
The Instrument Flying Handbook states: A thunderstorm packs just about every weather hazard
known to aviation into one vicious bundle. Turbulence, hail, rain, snow, lightning, sustained updrafts
and downdrafts, and icing conditions are all present in thunderstorms. Never fly into or under
thunderstorms. The downdrafts, turbulence and windshear can exceed the aircrafts performance and
structural integrity, icing conditions can be extreme, and communications can be prevented by radio
static. Avoid large thunderstorms by 20 miles, and always avoid flight under the anvil where hail
may be present. ATC can approve vectors off of airways, and may be able to provide weather radar
assistance. While on a cross country flight, remaining in VMC and accepting a few vectors around an
area of cells is often the best course of action. If thunderstorm activity is expected, avoid IMC flight
as imbedded thunderstorms are a potential risk. Be sure to take into account additional fuel burn due
to any thunderstorm avoidance, and plan to land with at least 45 minute IFR reserves, or divert to a
closer airport if necessary.

Inadvertent Flight into Icing

Review the Instrument Flying Handbook, which discusses icing hazards and avoidance in detail. Most
importantly: if structural icing conditions are encountered, get out of the clouds! This is the easiest
way to avoid collecting lift-destroying and weight-adding ice on the wings and props. If this is not
possible, a climb or descent is often the easiest way to exit icing conditions. If necessary, reverse or
change course. Remember to use pitot heat and, if necessary, carburetor heat. Rapid ice accumulation
requires immediate action from the pilot. If ice accumulates on the props, temporarily varying prop
RPM may help remove some ice and improve thrust. Some of the ice will loudly hit the forward
fuselage as it is slung off the props. Set heat to max defrost. Notify ATC of the situation so they can
assist you. ATC may be able to provide a Minimum Vectoring Altitude that is lower than your
airway MEA.

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Hot and High Altitude Operations
Crew cross-country students will travel greater distances and be exposed to various regions, including
hotter climates, high altitude MEAs and airports, and decreased performance due to high density
altitudes. A review of hot and high altitude operations is critical.

Effects of High Density Altitude (DA) and High Temperature

a) Takeoff and Landing Distances

The PA-44s performance charts account for high temperature and high altitude operations so you can
calculate your aircrafts expected performance. Relative to standard day at sea level conditions,
takeoff distances during high DA operations will be greater due to higher TAS required for takeoff
(see c below) and a decrease in engine performance will occur at high density altitudes. Landing
distances will be greater due to touchdown at a higher TAS.

b) One Engine INOP and Two Engine Climb Performance

Climb performance is decreased at high DA due to a decrease in engine performance. Additionally,
cylinder head temperature (CHT) will be higher and may require monitoring to avoid engine
overheating. Cowl flaps must remain open. Climbout angle will be reduced due to higher TAS and
decreased engine performance. Single-engine performance will also be greatly reduced, or even
negative climb values, at high density altitudes, requiring driftdown planning.

c) True airspeed during approach and landing

Even though a normal approach is flown at 100KTS indicated airspeed (KIAS) regardless of altitude
or temperature, the true airspeed (KTAS) may be significantly higher at high DAs. As a general rule
of thumb, true airspeed increases by approximately 2% per thousand feet of altitude. If the DA is
5000, 100KIAS will be 110KTAS. You must take this into account in the traffic pattern just as you
would factor in a tailwind when turning base to final to avoid overshooting final. A higher TAS
equals a higher groundspeed. If youre descending a 3 degree glideslope at a higher groundspeed,
your rate of descent will be greater, and you may need a slightly lower power setting to maintain
glideslope. Landing rollout will also be greater due to higher landing speed.

d) Course of action after engine failure

Review performance and landing considerations including single-engine service ceiling and
driftdown following an engine failure in the Piper Seminole. This is absolutely critical on some
Western routes and destinations where high density altitudes and high MEAs may be higher than the
single-engine service ceiling. This requires careful planning and precise action following an engine
failure at high density altitudes.

e) Oil temperatures, cowl flap use and airspeed for cooling.

Review cowl flap operating procedures in ATP Policies and Procedures for information on cowl flap
operation. (ACP Training Manual>ATP Policies and Procedures)

Review PA44 Cowl Flap Operation in the Cold Weather Operations Supplement. (ATP
App>Library>Supplements>ATP Cold Weather Operations)

Leaning Procedures
Review ATP Bulletin, High Altitude Operations, for specific information on how and when to lean
the mixture during hot and high density altitude operations (ATP App>Library>Bulletins)

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Precautionary Shutdowns
During multi-engine flight training, much emphasis is placed on safely handling sudden engine
failures at critical phases of flight. Pilots must also be prepared for situations enroute where the
engine may still be running, but failure is imminent (e.g. visible loss of engine oil or internal
component failure and concurrent excessive vibrations). The safest course of action may be to secure
the engine.

Not every engine problem will be by the book and the pilot in command must make the final
decision on how to handle the emergency. Always consider whether a recent change may be the cause
of the problem. If engine trouble occurs after a recent adjustment to the mixtures or while in a
prolonged climb or descent, the fuel-air ratio may now be over-rich or over-lean. If electric fuel
pumps are turned off and an engine begins to run rough, it might be wise to turn the pumps back on
and return to the field. Adding carburetor heat may clear a problem with an engine that is running
rough or that exhibits a decrease in RPM. In the 1979/80-model Seminoles, check to ensure that a
primer has not vibrated loose from the closed and locked position.

With the exception of immediate corrective actions like the ones stated above, the best course of
action during engine trouble may be to perform the In-Flight Engine Failure and Troubleshoot
checklists to ensure no step has been overlooked. Fly like you train, and if the problem remains
after completing the Troubleshoot checklist, feather the prop, bring the mixture to cutoff, secure the
engine in accordance with the checklist and divert to the nearest safe, suitable airport.

To get maximum performance while on one engine at altitude, re-lean the normally operating
engines mixture. This certainly would be required if above 3000 MSL.
Consider driftdown and how it may affect your course of action. In the West, MEAs are very high
and the aircraft will not be able to maintain altitude. In many cases in the summer the aircraft will
never be able to maintain altitude on one engine due to high density altitude and airport elevations
between 2,000 and 5,000 feet. During an engine failure or precautionary shutdown situation where
driftdown is a factor:
Contact ATC. Execute an emergency and notify ATC that you will not be able to maintain altitude.
Request vectors to a suitable VFR airport.
Ensure that In-Flight Engine Failure and Engine Failure Secure checklists are complete. Lean
operating engine mixture for max power.
Maintain Blueline for max range while keeping descent rate to a minimum until assured of reaching
the airport.
Review the airport approach plates (runway information & ATIS).

Diversions
When selecting a diversion airport, remember there are many resources available both inside and
outside of the aircraft to help you select the nearest safe, suitable airport. The PFs primary focus
should be safely controlling the airplane, while the PM should assist the PF by reviewing options,
communicating with ATC, and setting up an instrument approach for situational awareness, or if
necessary for weather conditions. An ILS, VASI or PAPI is always preferable to help ensure a
stabilized approach. If the diversion is due to an emergency, the PF must remove his/her view
limiting device. Enlist ATCs help in heading for an airport. If feasible, ask them for an airport with
VFR conditions and 5000 of runway. Consider fuel state, driftdown if over high terrain, winds aloft,
and winds and weather at the destination airport. ATC is ready and willing to assist during an
emergency or diversion and can provide any information they have on hand. Most importantly,

24 Revised: 5/22/2013
adherence to ATP procedures and checklists will help prevent the crew from rushing or omitting
critical steps while in a stressful environment.

Cold Weather Operations

Review cold weather operations information including icing hazards and use of icing related aircraft
systems in the ATP Cold Weather Operations Supplement. (ATP App>Library>Supplements>ATP
Cold Weather Operations)

Carb Heat Usage

Review carburetor heat precautions and procedures for the PA44 and C172 in ATP Policies and
Procedures. (ACP Training Manual>ATP Policies and Procedures).

Cowl Flap Usage

Review cowl flap operating procedures in ATP Policies and Procedures for information on cowl flap
operation. (ACP Training Manual>ATP Policies and Procedures)

Review PA44 Cowl Flap Operation in the Cold Weather Operations Supplement. (ATP
App>Library>Supplements>ATP Cold Weather Operations)

Engine Start Considerations

Prior to flying an aircraft in cold weather, there are several additional steps a pilot should take in
preparing the aircraft. Low temperatures can change the viscosity of engine oil, batteries can lose a
high percentage of their effectiveness, instruments can stick and warning lights, when pushed to
test, can stick in the pushed position. Preheating the engines and the cockpit before starting is
advisable to limit these problems (especially if it is the first flight of the day).

Review cold engine start considerations and procedures in the ATP Cold Weather Operations
Supplement. (ATP App>Library>Supplements>ATP Cold Weather Operations)

Runway Contamination
When there is standing water, snow, slush, etc. on a runway, it is considered to be contaminated. For
the PA-44-180, some of the biggest considerations when operating on a contaminated runway are the
steering ability and braking action on takeoff and landing. Braking actions can be reported by other
aircraft that have landed or by vehicles that have purposefully tested the runway surface. The quality
of braking action is described by the terms good, fair, poor, nil, or a combination of these
terms.

Hydroplaning is a good possibility on a contaminated runway and can result in an aircraft skidding
off the side or end of the runway. All pilots should become familiar with the different types of
hydroplaning (Dynamic Hydroplaning, Viscous Hydroplaning, and Reverted-rubber Hydroplaning),
and how to react if your plane starts loosing braking control when attempting to stop the aircraft.

Pilots should note that the PA-44-180 Landing Performance charts are calculated for dry runways,
and good judgment in determining sufficient runway length should be used if a runway is
contaminated.

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Heater Use and Considerations
In addition to human comfort, use of the heater onboard an aircraft will help deter the adverse affects
of cold temperatures on aircraft instruments and help to defrost aircraft windows for increased
visibility.

Review heater system description, procedures and settings in the ATP Seminole and Cold Weather
Operations Supplement. (ATP App>Library>Supplements)

Handling Icing on Airframe and Props

(AC 91-74, Instrument Flying Handbook Ch. 2, AIM 7-1-23)

The PA-44-180 is not certified for flight into known icing conditions. Each flight should be planned
carefully so that icing conditions are avoided and the OAT should be monitored while operating in
visible moisture. In the event of an inadvertent icing encounter, immediately take action to exit the
icing conditions, coordinating with ATC as necessary.

1. Move to an altitude with significantly colder temperatures.

2. Move to an altitude with temperatures that are above freezing.
3. Fly to an area clear of visible moisture.
4. Change heading and fly to an area of known non-icing conditions; or
5. If unable to exit icing, divert and land at the nearest suitable airport.

It is important to understand the different types of icing and what flight characteristics to expect with
icing on airframe and props. Review icing hazards, types and other information in the ATP Cold
Weather Operations Supplement. (ATP App>Library>Supplements>ATP Cold Weather Operations)

Cold Weather Icing Preflight:

Always obtain a thorough preflight weather briefing. Evaluate cloud types, bases, and tops; types
of precipitation; freezing levels; and PIREPs.
Pack additional items in your flight bag such as a large flashlight, spare fresh batteries,
transceiver, and warm clothes
During preflight planning, identify alternate airports along the route of flight to be used if
unscheduled weather is encountered. If possible, choose airports with long runways.
Always know how to escape icing conditions.
During the preflight inspection, clean all ice, frost, and snow off the aircraft.
Check pitot heat operation.
Check the pitot/static openings, fuel drains, and stall warning sensors to ensure they are not
clogged with ice.
Clear any accumulated ice or snow from brakes and wheel fairings.
Check controls externally for ice/snow binding.

Taxi/Takeoff/In-Flight:
Use brakes carefully during taxi to prevent skidding.
Ensure that carburetor heat or alternative air is working.
Check controls for full range of motion.
During flight, monitor engine manifold pressure. With a constant speed prop, a drop in manifold
pressure may indicate induction icing. Apply carburetor heat or alternative air if required.
If ice is encountered in-flight, exit the conditions immediately.

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 Use visual cues to identify ice formation. If ice forms on the wing, there is a possibility the tail
may be accumulating ice as well.
Stay alert for any performance or handling degradation that may be an indicator of ice
accumulation. At night, use a flashlight to check wing leading edges for ice.

Approach and Landing:

If landing with accumulated ice, be prepared for unexpected attitude changes when changing the
airplanes configuration. If the aircrafts performance characteristics change suddenly, return to
the previous configuration.
If landing with an accumulation of ice on the aircraft, use a longer runway if available.
After touchdown, use brakes sparingly to prevent skidding.

Pitot/Static Heat
(Seminole POH Section 7, Seminole Training Supplement)
Flight in icing conditions can lead to blockage of the pitot tube, the static port, or both. Blockage can
be caused by moisture (including ice), dirt, or even insects. When operating in cold weather the
pitot/static holes should all be checked for blockage, and the pitot tube heat should be tested during
the preflight. If you are flying into visible moisture the pitot heat should be turned on to prevent pitot
tube icing.

Be aware of the effects of pitot/static blockage on the flight instruments:

Pitot Ram Air Inlet Blockage: If the ram air inlet clogs while the drain hole remains open, the
pressure in the line to the airspeed indicator will vent out the drain hole, and the airspeed
indicator will drop to zero.
Pitot Ram Air Inlet and Drain Hole Blockage: The airspeed indicator will act as an altimeter with
indicated airspeed increasing as altitude increases. A good instrument scan will diagnose the
airspeed indicator as being incorrect.
Static System Blockage: If the static ports are iced over the VSI, Altimeter, and Airspeed
Indicator will be affected.
o The VSI will be frozen at zero fpm.
o The Altimeter will remain frozen at the altitude the blockage occurred.
o The Airspeed indicator will continue to react to changes in airspeed, but the readings will
not be correct. When operating above the altitude the blockage occurred the airspeed will
read lower than it should. When you operate at a lower altitude a faster-than-actual
airspeed will be displayed.

Alternate Static Source Use

The PA-44-180 has an alternative static source, with the control valve located below the left side of
the instrument panel. When the valve is set in the alternate position, the altimeter, VSI, and airspeed
indicator will be using cabin air for static pressure.

Night and Reduced Visibility Operations and Risks

Runway illusions
Many different illusions can be experienced in flight. Some can lead to spatial disorientation. Others
can lead to landing errors. Illusions rank among the most common factors cited as contributing to
fatal aircraft accidents. Nationwide, crew cross-country flying exposes students to a wide variety of
experiences. Cross-country students will likely encounter one or more illusions at some point during

27 Revised: 5/22/2013
cross-countries. Be familiar with various illusions so you can recognize and avoid the hazards
associated with them.

Illusions Leading to Spatial Disorientation

Various complex motions and forces and certain visual scenes encountered in flight can create
illusions of motion and position. Spatial disorientation from these illusions can be prevented only by
visual reference to reliable, fixed points on the ground or to flight instruments.

The Leans
An abrupt correction of a banked attitude, which has been entered too slowly to stimulate the motion
sensing system in the inner ear, can create the illusion of banking in the opposite direction. The
disoriented pilot will roll the aircraft back into its original dangerous attitude, or if level flight is
maintained, will feel compelled to lean in the perceived vertical plane until this illusion subsides.

Coriolis Illusion
An abrupt head movement in a prolonged constant-rate turn that has ceased stimulating the motion
sensing system can create the illusion of rotation or movement in an entirely different axis. The
disoriented pilot will maneuver the aircraft into a dangerous attitude in an attempt to stop rotation.
This most overwhelming of all illusions in flight may be prevented by not making sudden, extreme
head movements, particularly while making prolonged constant-rate turns under IFR conditions.

Graveyard Spin
A proper recovery from a spin that has ceased stimulating the motion sensing system can create the
illusion of spinning in the opposite direction. The disoriented pilot will return the aircraft to its
original spin.

Graveyard Spiral
An observed loss of altitude during a coordinated constant-rate turn that has ceased stimulating the
motion sensing system can create the illusion of being in a descent with the wings level. The
disoriented pilot will pull back on the controls, tightening the spiral and increasing the loss of altitude.

Somatogravic Illusion
A rapid acceleration during takeoff can create the illusion of being in a nose up attitude. The
disoriented pilot will push the aircraft into a nose low, or dive attitude. A rapid deceleration by a
quick reduction of the throttles can have the opposite effect, with the disoriented pilot pulling the
aircraft into a nose up, or stall attitude.

Inversion Illusion
An abrupt change from climb to straight and level flight can create the illusion of tumbling
backwards. The disoriented pilot will push the aircraft abruptly into a nose low attitude, possibly
intensifying this illusion.

Elevator Illusion
An abrupt upward vertical acceleration, usually by an updraft, can create the illusion of being in a
climb. The disoriented pilot will push the aircraft into a nose low attitude. An abrupt downward
vertical acceleration, usually by a downdraft, has the opposite effect, with the disoriented pilot pulling
the aircraft into a nose up attitude.

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False Horizon
Sloping cloud formations, an obscured horizon, a dark scene spread with ground lights and stars, and
certain geometric patterns of ground light can create illusions of not being aligned correctly with the
actual horizon. The disoriented pilot will place the aircraft in a dangerous attitude.

Autokinesis
In the dark, a static light will appear to move about when stared at for many seconds. The disoriented
pilot will lose control of the aircraft in attempting to align it with the light.

Illusions Leading to Landing Errors

Various surface features and atmospheric conditions encountered in landing can create illusions of
incorrect height above and distance from the runway threshold. Landing errors from these illusions
can be prevented by anticipating them during approaches, aerial visual inspection of unfamiliar
airports before landing, using electronic glide slope or VASI systems when available, and maintaining
optimum proficiency in landing procedures.

Runway width Illusion

A narrower-than-usual runway can create the illusion that the aircraft is at a higher altitude than it
actually is. The pilot who does not recognize this illusion will fly a lower approach, with the risk of
striking objects along the approach path or landing short. A wider-than-usual runway can have the
opposite effect, with the risk of leveling out high and landing hard or overshooting the runway.

Runway and Terrain Slopes Illusion

An upsloping runway, upsloping terrain, or both, can create the illusion that the aircraft is at a higher
altitude than it actually is. The pilot who does not recognize this illusion will fly a lower approach. A
downsloping runway, downsloping approach terrain, or both, can have the opposite effect.

Featureless Terrain Illusion

An absence of ground features, as when landing over water, darkened areas, and terrain made
featureless by snow, can create the illusion that the aircraft is at a higher altitude than it actually is.
The pilot who does not recognize this illusion will fly a lower approach.

Atmospheric Illusions
Rain on the windscreen can create the illusion of greater height, and atmospheric haze the illusion of
being at a greater distance from the runway. The pilot who does not recognize these illusions will fly
a lower approach. Penetration of fog can create the illusion of pitching up. The pilot who does not
recognize this illusion will steepen the approach, often quite abruptly.

Ground Lighting Illusions

Lights along a straight path, such as a road, and even lights on moving trains can be mistaken for
runway and approach lights. Bright runway and approach lighting systems, especially where few
lights illuminate the surrounding terrain, may create the illusion of less distance to the runway. The
pilot who does not recognize this illusion will fly a higher approach. Conversely, the pilot overflying
terrain which has few lights to provide height cues may make a lower than normal approach.

Vision in Flight
Of the body senses, vision is the most important for safe flight. Major factors that determine how
effectively vision can be used are the level of illumination and the technique of scanning the sky for
other aircraft.

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Vision Under Dim and Bright Illumination:
1. Under conditions of dim illumination, small print and colors on aeronautical charts and aircraft
instruments become unreadable unless adequate cockpit lighting is available. Moreover, another
aircraft must be much closer to be seen unless its navigation lights are on.

2. In darkness, vision becomes more sensitive to light, a process called dark adaptation. Although
exposure to total darkness for at least 30 minutes is required for complete dark adaptation, a pilot can
achieve a moderate degree of dark adaptation within 20 minutes under dim red cockpit lighting. Since
red light severely distorts colors, especially on aeronautical charts, and can cause serious difficulty in
focusing the eyes on objects inside the aircraft, its use is advisable only where optimum outside night
vision capability is necessary. Even so, white cockpit lighting must be available when needed for map
and instrument reading, especially under IFR conditions. Dark adaptation is impaired by exposure to
cabin pressure altitudes above 5,000 feet, carbon monoxide inhaled in smoking and from exhaust
fumes, deficiency of Vitamin A in the diet, and by prolonged exposure to bright sunlight. Since any
degree of dark adaptation is lost within a few seconds of viewing a bright light, a pilot should close
one eye when using a light to preserve some degree of night vision.

Use of All Available Vertical Guidance Resources

Ground Fog and Haze Risks

Weather hazards include visibility restricting phenomena, blowing snow, icing, frost, and lack of
contrast - whiteout.

FOG
Fog limits landing and takeoff in the Arctic more than any other visibility restriction. Water droplet
fog is the main hazard to aircraft operations in coastal areas during the summer. Ice fog is the major
restriction in winter.

Ice Fog
Ice fog is common in the Arctic. It forms in moist air during extremely cold, calm conditions in
winter, occurring often and tending to persist. Effective visibility is reduced much more in ice fog
when one is looking toward the sun. Ice fog may be produced both naturally and artificially. Ice fog
affecting aviation operations most frequently is produced by the combustion of aircraft fuel in cold
air. When the wind is very light and the temperature is about -30 F or colder, ice fog often forms
instantaneously in the exhaust gases of automobiles and aircraft. It lasts from as little as a few
minutes to days.

Steam Fog
Steam fog, often called "sea smoke," forms in winter when cold, dry air passes from land areas over
comparatively warm ocean waters. Moisture evaporates rapidly from the water surface; but since the
cold air can hold only a small amount of water vapor, condensation takes place just above the surface
of the water and appears as "steam" rising from the ocean. This fog is composed entirely of water
droplets that often freeze quickly and fall back into the water as ice particles. Low level turbulence
can occur and icing can become hazardous.

Advection Fog
Advection fog, which may be composed either of water droplets or of ice crystals, is most common in
winter and is often persistent. Advection fog forms along coastal areas when comparatively warm,
moist, oceanic air moves over cold land. If the land areas are hilly or mountainous, lifting of the air
results in a combination of low stratus and fog. The stratus and fog quickly diminish inland. Lee sides

30 Revised: 5/22/2013
of islands and mountains usually are free of advection fog because of drying due to compressional
heating as the air descends downslope. Icing in advection fog is in the form of rime and may become
quite severe.

Approach Lights, Runway and Taxiway Lighting

Calculating and Maintaining Descent Profile

Driftdown
1) Review method for calculating single-engine service ceiling and driftdown following examples in
the Piper Seminole Training Supplement.
2) Apply to decision making process in mountainous terrain or high MEA airways while IMC and
VMC conditions.

Enroute Fuel Economy and Engine Conservation

1) Where to locate 55% power setting guidelines
2) Importance of power setting and mixture for fuel economy and endurance
3) Proper enroute leaning techniques, and when not to lean
4) Proper use of cowl flaps during climb, cruise and descent
5) Use of mixture when descending

Arrival Phase
Prepare as early as possible for arrival and approach by using the In Range/Descent Checklist.

Determining When to Descend

In non-pressurized aircraft, the rate of descent has only a small acceptable range. For this reason, plan
for non-pressurized aircraft using a standard 500 FPM descent rate.

Assuming a ground speed of approximately 150 kts, the aircraft travels 2 nm per
minute. (150 nm per hour 60 minutes per hour = 2 nm per minute) This means
with a standard 500 FPM rate of descent, the aircraft travels 5 nm per 1000'
descended. (1000 feet 500 feet per minute = 2 minutes; 2 minutes 2 nm per
minute = 5 nm) To determine the distance from a waypoint at which you should begin
your descent, multiply five times the altitude change (in of thousands of feetdrop the
zeroes):
Seminole Descent Point (150 kts GS)
Alt Altitude Change (Drop Zeroes)
x 5 (Remember 500 FPM)
nm Distance from Waypoint

At 150 kts Ground Speed:

Altitude - Assigned = Descent Required 5 = Distance Required
6,000 2,000 4,000 20 nm
5,000 2,000 3,000 15 nm

31 Revised: 5/22/2013
4,000 2,000 2,000 10 nm

At speeds below 150 kts ground speed, this method is still acceptable; you will reach the target altitude a
little early.

Descent Planning Example: Seminole at 7,000

Clearance: Seminole 325CD descend at pilot's discretion to 4,000,
cross ABC VOR at or below 5,000.
Descent Point: 7,000 - 5,000 = 2,000
2 (drop zeroes) 5 (remember 500 FPM) = 10 nm
Decision: Begin a 500 FPM descent 10 nm from ABC VOR to meet the ATC assigned crossing
restriction.

Descent Profile in Approach Environment

When entering the approach environment, you should verify that you are maintaining the
desired descent profile. Within 15 nm of the airport, maintain 100 KIAS. You may maintain a higher
airspeed if descending only if required by a power setting that silences the gear horn, and/or to avoid
shock cooling the engines. Never fly faster than 100 KIAS while on base or turning final in preparation
for the Gear Down Before Landing Checklist. Maintaining 100 KIAS within 10 nm of the approach
environment allows for a glideslope 3:1 ratio, provided by a 500 FPM descent. Multiply three times your
distance from the airport to determine the AGL altitude at which you should be. If you are off, adjust your
rate of descent as necessary.
Continue monitoring your progress frequently..

Approach Descent Profile (100 KIAS)

nm Distance from Airport
x 3 (Remember 3 Glideslope)
Alt Desired Altitude (AGL)
At 100 KIAS:

Distance from Airport x 3 = Desired Altitude

10 nm 3,000' AGL
8 nm 2,400' AGL
5 nm 1500' AGL

You should be no higher than 3000' AGL at 10 nm from the airport, unless ATC or
obstacles require a higher altitude.

3 Descent Rate Calculation

There are two easy ways to calculate your descent rate to maintain an approximate 3 degree glide path.
1. Add a Zero / Divide by 2
2. 5 Times Your Groundspeed

Add a Zero / Divide by 2 Example

110 knots Groundspeed
1. Add a zero to 110 (1100)
2. Divide by 2 (1100 2)
Descent rate = 550 fpm

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5 Times Your Groundspeed Example
90 knots Groundspeed
1. Multiply your Groundspeed by 5 (90 X 5)
Descent rate = 450 fpm

Instrument Approach Required During Crew XC flights

During the cross country phase of the Airline Career Pilot Program, your approaches to airports will
typically occur in visual conditions (VMC). The tower controller will often attempt to clear you for a
visual approach. This is commonly offered to pilots in order to save time and reduce fuel consumption.

During your cross country flights, you should always request an instrument approach (full or
vectored) to the airport.

Not only is this a key opportunity to practice an unfamiliar precision or non-precision instrument
approach under the hood it also provides a safe means of approaching a runway at night or over
unfamiliar terrain.

Operational Considerations for Non-Precision Approaches

The missed approach point (MAP) on a non-precision approach is not designed with any consideration to
where the aircraft must begin descent to execute a safe landing. It is developed based on terrain,
obstructions, NAVAID location and possibly air traffic considerations. Because the MAP may be located
anywhere from well prior to the runway threshold to past the opposite end of the runway, the descent
from the Minimum Descent Altitude (MDA) to the runway threshold cannot be determined based on the
MAP location. Descent from MDA at the MAP when the MAP is located close to the threshold would
require an excessively steep descent gradient to land in the normal touchdown zone. Any turn from the
final approach course to the runway heading may also be a factor in when to begin the descent.

Pilots are cautioned that descent to a straight-in landing from the MDA at the MAP may be inadvisable or
impossible, even if current weather conditions meet the published ceiling and visibility. Aircraft speed,
height above the runway, descent rate, amount of turn and runway length are some of the factors which
must be considered by the pilot to determine if a landing can be accomplished.

Visual Descent Point

Visual descent points (VDPs) provide pilots with a reference for the optimal location to begin descent
from the MDA, based on the designed vertical descent angle (VDA) for the approach procedure,
provided visual reference required by 14 CFR Section 91.175(c)(3) is established.

The VDP is a defined point on the final approach course of a non-precision straight-in approach
procedure from which normal descent from the MDA to the runway touchdown point may be
commenced,

Approaches without VDPs have not been assessed for terrain clearance below the MDA, and may not
provide a clear vertical path to the runway at the normally expected descent angle. Therefore, pilots must
be especially vigilant when descending below the MDA at locations without VDPs. This does not
necessarily prevent flying the normal angle; it only means that obstacle clearance in the visual segment
could be less and greater care should be exercised in looking for obstacles in the visual segment. Use of
visual glide slope indicator (VGSI) systems can aid the pilot in determining if the aircraft is in a position
to make the descent from the MDA. However, when the visibility is close to minimums, the VGSI may
not be visible at the start descent point for a "normal" glidepath, due to its location down the runway.
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Accordingly, pilots are advised to carefully review approach procedures, prior to initiating the approach,
to identify the optimum position(s), and any unacceptable positions, from which a descent to landing can
be initiated (in accordance with 14 CFR Section 91.175(c)).

Identifying the VDP

The VDP will normally be identified by DME on VOR and LOC procedures and by along-track distance
to the next waypoint for RNAV procedures. The VDP is identified on the profile view of the approach
chart by the symbol: V.

VDPs are intended to provide additional guidance where they are implemented. No special technique is
required to fly a procedure with a VDP. The pilot should not descend below the MDA prior to reaching
the VDP and acquiring the necessary visual reference.

Pilots not equipped to receive the VDP should fly the approach procedure as though no VDP had been
provided.

Calculating Your Own VDP

There are two methods to figure out your own VDP to use as a reference, the DME method and the timing
method. Bear in mind, you still must have visual reference required by91.175 before descending from
MDA

HAT 300
The DME method is to take the height above threshold at MDA (HAT) and divide it by 300. That gives
us the distance to the runway threshold in miles on a 3 glide path. Make sure to compare that distance to
the MAP and DME on the approach.

Timing Method
The timing method takes the HAT and divides it by 10, this gives the time in seconds required to descend
to the runway threshold from the MDA at a 600 fpm rate. Next determine the timing required on the
approach from the FAF to the MAP as shown in the timing box. This will work for either category of
aircraft. Finally, take the time calculated in step one and subtract it from step to. That will give you the
time from the FAF to the VDP (example) HAT = 400 ft, 400/10 = :40 seconds. Then refer to the timing
box, at 120 knots the timing is 2:25. finally do the math, (2:25 :40) = 1:45, so at 1 minute and 45
seconds after the FAF you are at your calculated VDP. Do not descend unless you have the visual
requirements per 91.175.

Logging of cross-country flight time

There have been numerous reports from CFI school instructors and from DPEs during commercial
checkrides that students have improperly logged crew time in their logbooks. ATP has created clear
guidance and example logbook entries to make logging crew cross-country flights accurate and efficient.

Review the Crew Cross-Country & Safety Pilot section of the logbook guidelines before and
during crew cross-countries and follow the examples explicitly!

This will save costly mistakes later in the program. Airlines also review logged crew time and expect it to
be logged accurately. (ATP App>Library>CFI Resources>Private-Instrument Logbook Guide). For crew
cross-country flights, this document works for both ACP programs.

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