ATP Crew Procedures Supplement · 2019-12-10 · 4 • Crew Procedures Overview Right Seat Flying...

Crew Procedures Training Supplement

ATPFlightSchool.com Revised 2019-12-10

Copyright © 2019 Airline Transport Professionals.The content of this manual is furnished for informational use only, and is subject to change without notice. Airline Transport Professionals assumes no responsibility or liability for any errors or inaccuracies that may appear in this manual. This manual does not replace the Pilot Operating Handbook.No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or by any means electronic, mechanical or otherwise, without the prior written permission of Airline Transport Professionals.

IMPORTANT NOTICE

This supplement does not cover every situation, and it does not cover basic knowledge, procedures, and techniques that have been covered during the instructional portion of your program. The information in this supplement is highly condensed and serves as a good quick reference, but it must not be used as a substitute for the FAA-approved Pilot's Operating Handbook or publications required for safe operation of the airplane.

Thank you for giving ATP an opportunity to serve you.

To view recent changes to this supplement, visit: atpflightschool.com/changes/supp-crew

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Contents

Revised 2019-12-10

§91.3 Responsibility & Authority of the Pilot in Command ....................1Crew Procedures Overview ...............2

Standardization & Crewmember Roles ........2Left Seat – Pilot Flying (PF) – PIC ...............2Right Seat – Pilot Monitoring (PM) ..............3Alternating Crew Duties ...............................4ATP Flight Operations Hours & Availability ......................................4Flight Safety Support Team ..........................4Required Items for Overnights .....................6

Crew Resource Management ............7Crew Communication ...................................7Situational Awareness .................................8Aeronautical Decision Making (ADM) ...........9Careless or Reckless Behavior ....................9

Weather ...............................................11Weather Minimums .....................................11Hazardous Weather....................................12Obtaining Weather Updates Enroute ........14

Fuel Management .............................16Minimum Fuel .............................................16Fuel Policies & Management .....................16Fuel Selectors ...........................................16Maximum Flight Duration ..........................17

Scheduling Procedures ....................19Assignment & Availability ...........................19Flight Scheduling .......................................19Change Happens – Be Flexible..................19Currency .................................................... 20Schedule Notifications via SMS ................. 20Viewing Your Schedule .............................. 20

Preflight Actions ................................21Weight & Balance – Performance ..............21Runway Minimums ......................................21Intersection Takeoffs ................................ 22Minimum Aircraft Oil Levels ....................... 22

IFR Route Planning.................................... 22Use of ATP Airport Pages ..........................23Current Navigational Charts .......................24iPad Charge ................................................25

Departure Procedures ..................... 26Show Time – 1 Hour Minimum Prior to Departure ...................................................26Flight Operations Notification ....................26Delays, Changes, or Amendments .............27Use of Flight Tracker Log ...........................27Avoiding Delays ..........................................27

Checklist Procedures ....................... 28Checklist Methods ..................................... 28“As Required” ............................................31Emergency Checklists ...............................31Checklist Interruptions ..............................32Omission of Checklists ..............................32

Standard Operating Procedures ... 33Sterile Cockpit Procedures .........................33Pre-Takeoff Brief ........................................33Altitude Awareness ....................................37Heading & Course Awareness ................... 38Deviation Callouts ..................................... 38VFR Sectional Requirement .......................39Descent Planning .......................................39Instrument Approach Recommended ....... 40Stabilized Approaches .............................. 40Go-Around Philosophy ...............................41Canceling IFR ..............................................41

Restrictions / Limitations .................67Night Flying ................................................67Full Stop Landings .....................................67Maneuvers & Practice Approaches Prohibited ...................................................67Use of Tobacco Products ...........................67Alcohol or Drugs ........................................67

Use of Portable Electronic Devices (PEDs) ......... 68Approved Aircraft Occupants .................... 68IFR Flight Plan .......................................... 68LAHSO Clearances .................................... 68Dress Code ................................................ 68

Abnormal Procedures...................... 70Use of Alternate Airports / Diversion .........70Pilot Deviations ..........................................71Intercept Procedures .................................71

Emergency Procedures ................... 72Engine Failures in Single-Engine Aircraft ............................72Vacuum Failures .........................................73

Arrival Procedures .............................75Securing Aircraft ........................................75Contact ATP Flight Operations Upon Landing .............................................75

Maintenance Procedures .................76Aircraft Status ............................................76Getting Aircraft Status ................................76Maintenance Items Discovered During Preflight ......................................... 77Maintenance Items Discovered In Flight ....78Approved Maintenance Providers ..............78

Logging Crew Cross-Country Flights ..................... 79

Logging of Crew Cross-Country & Safety Pilot Time .................................... 79Example Logbook Entries ......................... 80

Reimbursement of Travel Expenses .................................81

Lodging ......................................................81Ground Transportation ...............................81Original Vendor Receipts Required ............81Non-Reimbursed Student Expenses .........81Reimbursement Methods .......................... 82

Preparing for Commercial & CFI ... 83Preparation for Commercial & CFI School ............................83Requirements for Commercial & CFI Training .........................83

Policies & Procedures Adherence .. 85

§91.3 Responsibility & Authority • 1

SECTION 1

§91.3 Responsibility & Authority of the Pilot in Command

While the following standard operating procedures expose Airline Career Pilot Program students to airline-style crew procedures and standardization, there are some very important differences that pilots must understand between airline operations and ATP crew cross-country flights.

ATP crew cross-countries are Part 91 flight operations. According to FAR §91.3, the PIC (occupying the left seat of the aircraft and who is listed on the flight plan as PIC), “is directly responsible for, and is the final authority as to, the operation of that aircraft”.

While ATP Flight Operations may be able to provide information and support in some instances, they have no legal joint responsibility, authority, or operational control over any flight whatsoever. ATP Flight Operations' primary function is to facilitate scheduling and aircraft availability for an efficient crew cross-country experience.

ATP Flight Operations personnel cannot assist with PIC decision-making. They cannot determine the airworthiness status of an aircraft. They cannot direct or influence a PIC’s decision to initiate, continue, cancel, or terminate any flight. According to FAR §91.3, no one but the PIC is responsible for the operation of any flight.

According to FAR §91.3, the PIC is responsible for all operational decisions pertaining to a flight. This includes:

• The go / no-go decision based on preflight planning • Airworthiness determination• Any decisions to divert, cancel, or terminate a flight • All other safety or operational decision-making

Under FAR §91.3, the PIC is solely responsible for the safety and outcome of the flight.

2 • Crew Procedures Overview

SECTION 2

Crew Procedures Overview

Crew cross-country flights allow pilots in the Airline Career Pilot Program to build valuable nationwide cross-country experience at multiple airports in a highly-structured, airline-style crew operating environment with flight monitoring provided by ATP Flight Operations.

Cross-country flights during this stage of training are operated with a two-pilot crew, where each pilot fulfills very specific roles.

Standardization & Crewmember RolesOperating as a crew requires careful coordination and standardization. This enhances safety and efficiency by logically distributing cockpit workload and clearly identifying crewmember roles and responsibilities through the use of standard operating procedures (SOPs).

Adhering to standard operating procedures promotes confidence and precision within the flight crew, and discourages unsafe practices and carelessness. It also enables a good working relationship between pilots and supports good judgment and professionalism.

Left Seat – Pilot Flying (PF) – PICDuring crew cross-country flights, all flying will be conducted from the left seat. The left seat pilot is referred to as the Pilot Flying (PF), and will be listed on the IFR flight plan as the pilot in command (PIC).

Responsibility & Authority of the PICAs the PIC, the left seat pilot is directly responsible for, and is the final authority as to, the operation of the aircraft (FAR §91.3(a)). The pilot flying will log PIC time as the sole manipulator of the flight controls (FAR §61.51(e)(1)(i)).

Crew Procedures Overview • 3

Use of View Limiting Device (VLD)The PF will wear a view limiting device (VLD) from 1,000’ AGL after takeoff until 1,000’ AGL before landing, except:

• During an emergency.• When ATC issues a traffic advisory. Both pilots must identify the traffic

and ensure it poses no collision hazard before the PF resumes use of the VLD.

• When safety or workload dictates the VLD shall be removed.

See & AvoidFAR §91.113(b) requires all pilots to “see and avoid” other aircraft, whether operating under visual or instrument flight rules. ATC provides separation services between IFR traffic in controlled airspace, but they are not responsible for separating IFR and VFR traffic outside of Class B and C airspace, so always watch for traffic and do not assume ATC is providing separation services.

The PF shall immediately remove the view limiting device whenever ATC issues a traffic advisory or alert, so that both pilots can work together to see and avoid the conflicting traffic.

Right Seat – Pilot Monitoring (PM)During crew cross-countries, the right seat pilot is referred to as the Pilot Monitoring (PM). The PM is responsible for:

• Radio communications.• Programming the GPS and setting navigation frequencies.• Monitoring the flight path and ensuring compliance with clearances.• Announcing any flight path deviations using standard callouts.• Performing safety pilot duties required by FAR §91.109(c), including

scanning for and avoiding traffic, terrain, and obstacles.• Acting as PIC while the PF is using the view limiting device.

The PM is a required crewmember under 14 CFR 91.109(c)(1) while the PF is under the hood. The PM acts as, and logs, PIC while the PF is using the view limiting device under 14 CFR 61.51(e)(1)(iii).

While the PM is responsible for setting the GPS and NAVs, the PF must verify all GPS, route, and frequency entries before they are executed. Both pilots must understand and agree on all changes.

Both pilots will perform their responsibilities using standard operating procedures and callouts outlined in the Standard Operating Procedures section of this supplement.


Right Seat Flying ProhibitedFlying from the right seat is prohibited during crew cross-countries.

Piloting an aircraft from the right seat requires changes to muscle memory and sight picture that must be developed through training with an instructor. Instruments appear different when viewed from an angle, making instrument flight more challenging, and since the instruments are designed to be viewed from the left seat, some cannot be viewed by the right seat pilot. For example, the turn coordinator may not be visible from the right seat, preventing detection of an attitude indicator failure. Additionally, the sight picture during landing is different, which can lead to unstable approaches and unsafe landings.

Without the appropriate instruction and experience, flying from the right seat leads to unnecessary risk. Cross-country crews are expected to adhere to this policy, and failure to comply may result in termination of crew cross-countries or the Airline Career Pilot Program.

Alternating Crew Duties Crews will alternate PF and PM responsibilities, so that each pilot builds experience in both roles. ATP Flight Operations may assign PF and PM roles for a flight segment to meet time objectives. Both pilots must agree with the crew assignment at the time of departure and confirm each pilot is fit to fulfill their respective PF and PM roles.

ATP Flight Operations Hours & AvailabilityCross-country crews will coordinate all crew cross-country activity through ATP Flight Operations.

Operating hours of the ATP Flight Operations office are seven (7) days a week from 8:00 AM until at least 7:00 PM (Eastern Time). Flight Operations personnel will remain available until the last crew of the day checks in.

ATP Flight Operations: (904) 595-7980

After hours, contact on-call personnel for emergencies or items requiring immediate attention. Non-urgent written correspondence can be directed to [email protected].

Questions about crew procedures training or other training related questions can be directed to [email protected].

Flight Safety Support TeamATP supports a culture that reinforces safety. All instructors, and students, are personally responsible for operating safely, in compliance with regulations and company procedures. We must always be on the lookout for hazards and risks

mailto:%20flightops%40allatps.com?subject=

Crew Procedures Overview • 5

that could impact safety. You are responsible for stopping the operation when your knowledge, experience, and practical judgement identify a safety concern. Remember, the PIC has final operational authority for each flight.

The Flight Safety Support Desk is for ATP instructors and students to use for inquiring about training, aircraft operational procedures, and for reporting conditions or events that may impact safety. Contact the Flight Safety Support Desk to ensure your questions and concerns can be addressed. The Flight Safety Support Team will provide information and feedback.

The Flight Safety Support Team may be contacted via email at [email protected] or by phone at: 904-595-7994.

You should report concerns or issues related to, but not limited to the following:

• Questions on Aircraft Operations or Standardized Procedures• Aircraft Damage• Airport/Ground Operations Event / Ramp Safety• ATC / Communication• Declared Emergency• Non-Standard ATP Procedures Required by Flight Examiners• Near Miss Requiring Evasive Action• Runway Incursion / Excursion• Navigation or GPS Error• Procedural Error / Operational or Standardization Deviations• Preflight Procedures• Pilot Monitored (Crew-Style) Cross-Country• Departures Procedures• Enroute Flight• Arrival / Approach• Night Operation• Nav/MEA/MOCA• Local and Flight Practice Area• Equipment Operation• Non-Standard GPS Configuration and Setup for Phase of Flight• Maintenance Event Resulting in An Operational or Safety Issue

(This Does Not Replace the Requirement to Report Maintenance Discrepancies in the Aircraft Maintenance Reporting System.)

The Flight Safety Support Team will consider all input received and follow-up with you for additional detail if necessary.

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Thank you for your participation and contribution to this component of our Safety Management System. Your commitment to this component will not only ensure a safer operation today, but also a safer operation for future students and instructors.

Required Items for OvernightsFor cross-country flights, students are required to bring all necessary items (i.e. toiletries, clothes, iPad chargers, etc.) to remain overnight for a minimum of three nights away from their primary training center; however, weather and maintenance delays may extend trips beyond three nights.

Crew Resource Management • 7

SECTION 3

Crew Resource Management

Crew Resource Management (CRM) is an integral part of all flight operations at ATP or any airline, and is a significant contributor to a high level of flight safety. All pilots are expected to use these skills with their fellow pilot in the cockpit, as well as with support personnel (such as Air Traffic Control and ATP Flight Operations) with whom they interact with in the course of flight operations.

To ensure the effective use of crew resources, the PF (as PIC) should:

• Encourage participation of the PM. • Set a professional tone for the flight.

Each pilot must:

• Offer input and feedback in a calm, professional, and productive way.• Provide proper support. • Ask questions to encourage open and interactive communication. • Manage workload. • Ensure continuous cockpit discipline, attention to task, and adherence

to SOPs. • Demonstrate, through personal example, what behavior is expected of

others.

Crew Communication The degree to which the free and open exchange of information occurs in the cockpit is a function of the team building efforts used during the preflight activities. Pilots are expected to communicate, manage conflict, be assertive and debrief when appropriate. These are among the primary skills which ensure effective pilot coordination.

Briefings Briefings assure the other pilot of your intentions to conduct safe flight operations per SOPs.

8 • Crew Resource Management

Assertion Each pilot must clearly and quickly communicate any significant operational development to the other pilot. This communication shall be respectful and specific to the nature of the problem, but with appropriate persistence until there is a clear resolution.

Conflict Management Each pilot is responsible for objectively evaluating problems and pointing out concerns. Pointing out these concerns, without emotion, from an objective point of view will assist in resolving any conflict. Feedback should always be offered objectively and accepted non-defensively. If your crew cross-country partner expresses a concern, it is not a criticism of you or your skills as a pilot. It is simply an observation that something can be done to make the flight safer.

Debriefings Debriefings will be conducted after every flight during which a significant operational deviation, event, or conflict has occurred. Deviations from standard operating procedures should be thoroughly reviewed and discussed.

Utilize the following debriefing format:

1. What happened during the flight? 2. What did you think about what happened? 3. What should we do differently next time? 4. Recap what went well/what could be improved.

Situational Awareness A high state of situational awareness and vigilance is critical to safe operations, especially when operating in high-density traffic environments. Maintaining situational awareness requires pre-task briefings and effective communication. Two pilots working together can have much better situational awareness than a solo pilot, but only if they communicate effectively.

Pilots must monitor ATC frequencies for potential traffic conflicts with their aircraft, especially when operating on an active runway and on final approach to landing.

Both pilots must stay alert for warning signs that situational awareness is inadequate. Any warning signs should be communicated immediately so that corrective action may be taken. These warning signs could include:

• Task saturation - feeling like you have too much to do and too little time to do it

• Multiple clearances or clearance amendments

Crew Resource Management • 9

• Doubts about clearances (e.g. unsure or doubt about assigned altitude)• Realizing you are not sure exactly where you are• Accidentally skipping a step in a sequence or flow

Aeronautical Decision Making (ADM)Pilots can make the best decisions when they practice good communication, situational awareness, and standardization. While the final authority for all decisions rests with the PF (as PIC), the PM should be actively involved in the decision making process when time permits.

To practice good ADM, pilots must consider many factors, including the consequences of weather, collision avoidance, ATC compliance, and following procedures. If at any time either pilot feels uncertain or uncomfortable while conducting flight operations, they should bring it to the other pilot’s attention. Develop an appropriate course of action, and always remember to adhere to safety first.

The PF must:

• Ensure the aircraft is under positive control at all times. • Solicit ideas, opinions, and recommendations prior to announcing

decisions. • Clearly state the decision and thoroughly brief the plan of action. • Ensure that the decision and action plan are acknowledged and

understood by both pilots.

Every pilot should be able to answer the following questions:

• What’s happening? • What am I going to do? • How will I do it? • Who does what?

Any doubts, confusion, or changes must be immediately addressed and resolved among the crew. Ask for clarification or assistance from ATC if necessary.

Careless or Reckless BehaviorWithout an instructor on board, some may be tempted to take risks or conduct flights differently than they would with an instructor present.

Failure to follow procedures or careless or reckless behavior presents a significant safety hazard and leads to a breakdown of in-flight discipline. It may

10 • Crew Resource Management

result in certificate action by the FAA or lead to termination from the Airline Career Pilot Program.

Report any safety concerns or reckless behavior to ATP Flight Operations immediately.

Weather • 11

SECTION 4

Weather

Weather MinimumsFor crew cross-country flights, ATP weather minimums are more restrictive than the FARs. This ensures that crew cross-country flights are conducted in the safest possible environment, and provides a safety margin in case of unexpected weather.

The following weather minimums are in effect for all crew cross-country flights.

Ceiling 3,000'

Visibility 3 miles

Max Wind Component 15 knots

Crosswind Component (takeoff & landing – including gusts)

10 knots

Weather conditions must be at or above these minimums for the departure airport. The destination airport conditions must be forecast to be at or above these minimums from one hour prior to one hour after the estimated time of arrival. If weather or fuel considerations are close to ATP limitations, ATP Flight Operations may require an alternate, even if one is not required by FAR §91.169.

Cross-country crews are responsible for monitoring weather conditions and for complying with all limitations. If weather changes or is outside of limitations, contact ATP Flight Operations.

Enroute WeatherIn addition to the departure and destination airport minimums, the route selected must allow for potential diversion airports with current and forecasted weather above 1,000' ceilings and 3 miles visibility.

12 • Weather

Deteriorating Weather EnrouteWeather may deteriorate while enroute. Crews should obtain weather updates enroute with Flight Service to ensure that weather ahead has not changed. If hazardous weather is detected ahead, a route change or diversion may be necessary.

High TerrainHigh terrain may be obscured by clouds or low visibility conditions, and fewer alternate/diversion airports may be available in high terrain areas. Crews must use extreme caution while operating in mountainous terrain in instrument conditions. Monitor progress using VFR charts and always be aware of MEAs, MORAs, and OROCAs.

Hazardous Weather

ThunderstormsAvoiding thunderstorms starts with preflight planning, which must include a review of radar observations and convective SIGMETs. Once enroute, a good visual scan is your best tool for thunderstorm avoidance. ATC can relay ground-based radar information to pilots, but their responsibility is traffic separation, not weather avoidance. Choosing a route that avoids thunderstorms is your responsibility. Do not hesitate to request deviations to avoid weather, and do not accept an ATC clearance that would result in flying into hazardous weather. If a safe flight path cannot be found, divert to a suitable alternate airport and wait for the weather to pass.

Continuing into a thunderstorm will expose your aircraft to extreme hazards to flight: hail, turbulence, icing, lightning, etc., which can cause loss of control or structural failure.

Icing

Clean Aircraft ConceptATP adheres to the clean aircraft concept, which prohibits takeoff when any frost, snow or ice is adhering to any part of the aircraft including the airframe, propellers, windshield, powerplants, pitot-static system, wings, tail, or control surfaces. If the aircraft is not completely free of contamination, do not fly. Contact ATP Flight Operations for instructions.

Weather • 13

Known Icing ConditionsATP aircraft are not certified for flight into known icing conditions. Icing conditions are most likely to occur at temperatures between +2° C and -10° C when visible moisture is present. Turn the pitot heat ON any time the outside temperature is 10° C or less and visible moisture is present.

Crews must avoid icing by checking freezing levels along the route of flight and by planning an altitude that ensures a minimal risk of an icing encounter. Check for icing PIREPs to determine areas of known icing that must be avoided. If available, check the altitudes of cloud bases and tops, to determine whether you can safely climb or descend out of visible moisture.

Select pitot heat ON any time the temperature is 10° C or less and visible moisture is present. If any trace of ice is observed apply windshield heat and escape the icing conditions immediately.

Escaping Icing Encountering icing conditions in an aircraft not certified for flight into icing conditions is an emergency situation and should be treated accordingly. Should an inadvertent icing encounter occur, immediately:

1. Select pitot heat and windshield heat – ON2. Climb, descend or change course to escape icing conditions and/or find

warmer temperatures 3. Declare an Emergency

Even a small buildup of icing can affect the performance and controllability of an aircraft, and icing conditions can change rapidly. What begins as a slow accretion of ice can quickly change to a rapid, extremely dangerous accumulation.

Turbulence Turbulence intensity is reported in PIREPs and other weather products using the following terminology:

Light TurbulenceLight turbulence momentarily causes slight erratic changes in altitude and/or attitude.

Moderate TurbulenceModerate turbulence is similar to light turbulence, but of greater intensity. Changes in altitude and/or attitude occur, but the aircraft remains in positive control at all times. It usually causes variations in indicated airspeed.

14 • Weather

Severe TurbulenceSevere turbulence causes large, abrupt changes in altitude and/or attitude. It usually causes large variations in indicated airspeed and the aircraft may be momentarily out of control.

Extreme TurbulenceExtreme turbulence exists when the aircraft is violently tossed about and is practically impossible to control. It may cause structural damage.

Avoiding TurbulenceTurbulence can be encountered anywhere, during any phase of flight, but the risk of significant turbulence is greatest near mountainous terrain where mountain wave activity may be present, and in areas of convective activity.

Look for signs of turbulence during preflight planning by checking AIRMETs and PIREPs along your route, and by planning routes that avoid convective activity or mountainous terrain during periods of high winds.

Surviving a Severe Turbulence Encounter Despite even the best planning efforts, not all turbulence can be avoided. If moderate or greater turbulence is encountered, slow the aircraft to maneuvering speed, VA. During severe or greater turbulence, focus on maintaining a wings-level flight attitude, not necessarily on maintaining altitude, as attempts to do so can result in unnecessary stress on the airframe. Maintain a wings-level pitch attitude and advise ATC you are unable to maintain altitude due to turbulence.

Obtaining Weather Updates Enroute

Contacting Flight Service To contact Flight Service, you can transmit a request on the general Flight Service Station frequency of 122.2. However, you will often get help more quickly by contacting a specific FSS. To do so, locate on your enroute chart the VOR or remote communications outlet (RCO) closest to your current location that indicates Flight Service Station frequencies. The frequency above the VOR or RCO information box may be utilized to communicate with the Flight Service Station.

VFR Sectional IFR Low Enroute

Weather • 15

Some Flight Service Stations allow pilots to transmit and receive messages on the same frequency. The frequency is placed above the VOR information box, and the name of the FSS is placed below the box (in the example above, the St. Louis FSS transmits and receives on 122.3).

For RCOs, the name of the FSS and the frequency are placed inside the information box and pilots can transmit and receive on the frequency listed.

If a frequency is followed by an "R", you must transmit on the frequency that precedes the R (in this example, 122.1), and receive on the VOR frequency listed, 115.7 in this case. Tune the correct VOR frequency on the NAV radio, select the NAV button on the audio panel, and adjust the volume and squelch to receive FSS transmissions.

When contacting an FSS in this manner, state the name of the Flight Service Station and the name of the VOR that you are receiving. (e.g. “St. Louis Radio, N257AT listening Farmington VOR.”) This allows the FSS to transmit on one particular VOR, rather than blocking several frequencies.

If you receive no response, wait 30 seconds before transmitting again. FSS staff work several frequencies, so it may take a while for them to get back.

A Flight Service Station can also provide additional services, such as filing flight plans, obtaining IFR clearances, and providing NOTAMs and TFRs.

PIREPsPilot reports, also known as PIREPs, allow pilots to provide (and receive) up-to-date weather information including general weather info, sky cover, cloud bases and tops, winds, turbulence, and icing. Check PIREPs while obtaining a preflight weather briefing with a briefer or by using the ForeFlight PIREPs feature.

If time allows, consider filing a PIREP inflight to assist your fellow pilots. You can do so by contacting an FSS. To make filing a PIREP easier, ForeFlight’s Scratchpad feature contains a PIREP template that lists all possible PIREP components, although you do not need to provide every possible piece of information to submit a valid PIREP. For example, to submit a turbulence PIREP, provide the location, time, altitude, type of aircraft, and turbulence observation (using the intensity levels discussed above).

16 • Fuel Management

SECTION 5

Fuel Management

Minimum FuelFull fuel tanks are required for each flight. Crews may depart with less than full tanks only if unable to fly safely due to operational necessity (weight and balance or performance). In these circumstances, the exact fuel load, in gallons, must be verified by both pilots and reported to ATP Flight Operations prior to departure.

Fuel Policies & Management Fuel must be topped-off before every cross-country flight segment. “Topped-off” means that fuel is visible with the fuel cap removed and the pilot’s hand can touch the surface of the fuel. If this cannot be done, then the pilots must have the aircraft refueled before departing.

Refueling procedures for ATP locations and commonly-visited airports can be found in the ATP Airport Pages, viewable in the Library or in your ForeFlight Documents Library. If you have questions about these procedures, or if you have diverted to an airport not listed in the ATP Airport Pages, contact ATP Flight Operations.

Both the PF and PM must visibly and physically check the fuel level, and one pilot must sump the tanks to ensure the fuel is not contaminated. Do not rely on fuel gauges alone.

Fuel Selectors Many accidents and forced landings have occurred because pilots failed to manage their fuel properly, resulting in an engine “failure” due to fuel starvation. In fact, fuel starvation is a leading cause of engine “failures” in general aviation aircraft. In many cases, aircraft with plenty of fuel on board crashed or experienced forced landings because the fuel selector was positioned in a way that prevented fuel from reaching the engine.

During crew cross-countries, both pilots are responsible for monitoring fuel levels and maintaining balanced fuel loads.

Fuel Management • 17

Cessna 172 Fuel SelectorIn the Cessna 172, the fuel selector valve shall, unless operational necessity dictates otherwise, remain in the BOTH position during all phases of flight.

Piper Archer Fuel SelectorThe Piper Archer’s fuel selector does not have a BOTH position, so pilots must monitor fuel burn as a flight progresses to maintain a balanced fuel load. Throughout operation, checklists will call for “Fuel Selector...Proper Tank”. “Proper Tank” usually means the fullest tank, indicating pilots should alternate tanks at regular intervals. During long cross-country flights, set a timer and switch to the fullest tank every 30 minutes to maintain a balanced fuel load.

Piper Seminole Fuel SelectorFuel selectors in the Piper Seminole should remain in the ON position, unless operational necessity dictates otherwise.

Changing Fuel Selector PositionDo not change the fuel selector position in any aircraft during critical phases of flight, including takeoff and landing operations below pattern altitude, unless specifically called for by an emergency checklist.

Do not switch fuel tanks or change the fuel selector position once the run-up has been completed. An engine may run on the fuel in the lines for several minutes after the fuel supply has been interrupted, so switching tanks just before takeoff can cause an engine failure during takeoff.

Maximum Flight Duration The maximum duration of flight is based on the airplane’s fuel tank capacity.

Multi-Engine Aircraft and Single-Engine Aircraft with 48 Gallons or more ...................................................3:30 durationSingle-Engine Aircraft with less than 48 Gallons ....................2:30 duration

Flight duration is measured with the "OFF/ON" Hobbs meter.

NOTE: ATP's Cessna 172s have different fuel capacities. Some early-model (K-P) Cessna 172s have as little as 38 gallons of usable fuel. These aircraft have been upgraded with 180-horsepower engines, giving them fuel burn rates similar to that of newer 172s, but without the larger tanks found on R and S models. These aircraft have a significantly reduced endurance (with VFR reserve) of approximately 3 hours in the training environment, even with full tanks. Always verify fuel capacities and burn rates by referencing the POH and supplements specific to the aircraft being flown.

18 • Fuel Management

Determining Tank Size and ModificationsAs a planning resource, consult the ATP Aircraft Quick Reference (available in the Training Library and ForeFlight Documents Library) for aircraft tank size, approximate fuel consumption, and modification information. These are unofficial numbers for training purposes only, so always verify using the aircraft POH and placards for approved information.

Keeping Track of Fuel Burn & Time EnrouteIt is the crew’s responsibility to plan for and keep track of fuel consumption and flight duration as the flight progresses. If an in-flight delay will extend a flight’s duration over the authorized limits, the crew must divert to a suitable alternate airport.

NOTE: Always use conservative fuel estimates when planning a flight.

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Scheduling Procedures • 19

SECTION 6

Scheduling Procedures

Assignment & AvailabilityIn order to be scheduled for crew cross-country flights, students enrolled in the Airline Career Pilot Program must be aware of the availability requirements for Fast Track students, and must know how to check their schedules.

Fast Track AvailabilityFast Track students are expected to be available for flights every day. If a student is unfit to fly (due to illness or fatigue), they must notify ATP Flight Operations at the earliest possible opportunity, so that alternate arrangements can be made.

Flight Scheduling ATP Flight Operations will make every effort in assigning trips to complete the cross-country requirement in the allotted time. Flight schedules, destinations, enroute airports, etc., will be based on the following factors:

• Resource availability• Training requirements• Weather• Notices to Airmen (NOTAMs)• Airport facilities and services available (including fees, costs, and hours

of operation)

Change Happens – Be FlexibleThe aviation industry operates in a dynamic environment that is constantly subject to changes. Pilots and operators have to work around hazardous weather, aircraft maintenance problems, airport or airspace closures, crew delays, and any number of other unforeseen circumstances.

Weather, airspace, or maintenance problems occurring in one part of the country can radiate throughout the system causing delays, cancellations, or changes far from the original problem. Bottom line: expect changes to happen

20 • Scheduling Procedures

while on crew cross-countries. Schedules, routes, aircraft assignments, or even destinations will change depending on how the day evolves.

ATP Flight Operations makes changes in the interest of safety and with the system-wide big picture in mind. Reasons may not always be apparent. Be flexible and don’t allow changes to the expected schedule to cause undue stress, which can have a negative effect on safety or on a professional environment.

Be prepared for changes.

CurrencyTo be eligible for crew cross-country flights, students must have logged flight time within the preceding 10 days. If more than 10 days elapse without a flight, the student will need to conduct a local refresher flight with an instructor before resuming crew operations. ATP Flight Operations will assist in coordinating this flight prior to scheduling out-of-currency students for crew cross-country flights.

Schedule Notifications via SMSATP Flight Operations creates the schedule for the following day based on the factors described above. Once the schedule is complete, a text message is sent instructing students to check their schedules by logging into their Student Extranet accounts or by viewing their iCalendar feed.

Students who receive a text message but do not have flights listed for the following day should remain available and able to fly. Flight Operations personnel will contact previously unscheduled students if they are able to be scheduled that day. If students have not been contacted by 10:00 AM local time, then they should utilize the remainder of the day for studying, taking required FAA written exams (CAX/FIA/FII/FOI), and completing the Commercial / CFI Self-Study Course located in their Student Extranet.

Students who are scheduled for flights on the following day should follow the procedures in Section 8 ("Departure Procedures") of this supplement.

Available students who do not receive a text message must contact ATP Flight Operations by 9:00 AM local time to obtain additional information or a possible trip assignment.

Viewing Your ScheduleYou can subscribe to your ATP training schedule on an iPad, iPhone, Android device, or any other software or device that supports calendar subscriptions in iCalendar format. Sign in to your Student Extranet account and follow the instructions located on the right side of the Schedule or Program Outline page.

Preflight Actions • 21

SECTION 7

Preflight Actions

Cross-country crews are responsible for conducting the preflight actions required by FAR §91.103 and for the procedures outlined in this section.

Weight & Balance – PerformanceCross-country crews are responsible for manually computing weight and balance, and performance prior to each flight using POH/AFM data applied to current conditions.

Computer programs and mobile apps that calculate aircraft weight and balance or performance are not authorized.

Refer to the Calculating Weight and Balance Manually policies and procedures bulletin on Student Extranet.

Runway MinimumsThe minimum runway length for takeoff and landing is:

• 4,000’ for Multi-Engine aircraft• 3,000’ for Single-Engine aircraft

75’ is the minimum runway width for all aircraft.

Takeoffs and landings may be conducted on runways shorter than the above listed minimums only under the following conditions:

• The airport is pre-approved (reference the ATP Airport Pages)• Prior approval is received from ATP Flight Operations• In the event of an emergency

http://Calculating Weight and Balance Manually

22 • Preflight Actions

Intersection TakeoffsIntersection takeoffs are approved if minimum runway requirements listed above are met. Look for runway distance remaining signs; if they are not present, confirm with ATC how much runway is available from a given intersection.

"Tower, verify runway length is at least 4,000’/ 3,000’ from intersection Alpha"

Minimum Aircraft Oil LevelsAs part of the preflight inspection, both pilots must confirm that the aircraft has the appropriate level of engine oil.

Minimum for Takeoff Maximum for Takeoff

Cessna 172 6 quarts 8 quarts

Piper Archer 6 quarts 8 quarts

2000-model Piper Seminole 6.5 quarts 8 quarts

1979-model Piper Seminole 4.5 quarts 6 quarts

ATP policy is to add a full quart of oil to the engine whenever it is possible to do so without exceeding the maximum capacity. Only use full, unopened quarts of oil, as opened bottles may have become contaminated. Do not add partial quarts of oil to the engine, as the remainder cannot be used later.

Each aircraft has a case of aircraft oil in the baggage compartment and a plastic funnel that can screw onto the oil bottle. After each use, place supplies in the plastic tub provided to prevent oil from soiling the cabin. If the aircraft is out of oil or if the funnel is missing, notify ATP Flight Operations so the aircraft can be restocked.

IFR Route PlanningDestination airports for cross-country flights must be coordinated in advance by contacting ATP Flight Operations. Flights will be conducted on an IFR flight plan filed by the PIC using the correct n-number.

The crew will plan a route of flight from their departure airport to the destination. The flight must be planned for the most direct route consistent with safety, weather, terrain, and ATC considerations.

Crews must consider the following when planning a route:

1. Terrain: Will the flight take the crew over potentially hazardous terrain? Is the aircraft capable of clearing the terrain given the conditions and density altitude? If an emergency landing becomes necessary, are there suitable landing sites (especially in mountainous or swampy terrain)?


2. Fuel: How much fuel will be required for the flight? Is it enough to make the destination within the maximum flight duration listed in the Fuel Management section? Is an alternate airport in range?

3. Weather: Is the weather above minimums at both the departure and destination airports? Is an alternate required? Is there any enroute weather that would present a hazard to the flight? If convective weather is expected near the route of flight, is there a reasonable plan for avoiding precipitation cells? If icing is a possibility, is there a reasonable plan to avoid and/or escape it?

4. Flight Over Water: Does the flight plan take the crew over water? If so, is it close enough to land that a power-off glide can be made to a solid surface?

5. MEAs/MOCAs/OROCAs: What are the MEAs/MOCAs/OROCAs for the route of flight? Are they achievable in the aircraft to be flown under current density altitude conditions? Is terrain clearance assured for each route segment with emergency landing sites along the route? For multi-engine aircraft, can the necessary altitude be maintained following an engine failure? Can the aircraft remain low enough not to require supplemental oxygen?

ATP Flight Operations will review filed routes based on the factors listed above and may suggest amendments or decline a proposed route of flight in the interest of safety or operational concerns. Amendments will be coordinated with the PIC, who will be responsible for amending the filed route with ATC.

Use of ATP Airport PagesATP Airport Pages provide information specific to ATP operations at each ATP location and commonly visited cross-country airports. Information provided includes:

• ATP location or approved FBO on the field• Fueling information• Departure and arrival information• Common taxi routes (what to expect)• Allowed and disallowed runways

While on cross-country flights, crews are expected to have the ATP Airport Pages available through ForeFlight > Documents > ATP Flight School on the iPad. Airport pages can also be found by logging into Student Extranet > Library > ATP Airport Information.

Crews are responsible for downloading the ATP Airport Pages through ForeFlight prior to departure, and are expected to use this information when

24 • Preflight Actions

planning and conducting flights. Contact ATP Flight Operations with any questions related to Airport Page data or if any data is inaccurate.

Current Navigational ChartsPrior to departure, both pilots must have downloaded and saved for offline use all appropriate aeronautical charts using ForeFlight. This includes IFR Low En-Route Charts, VFR Sectional Charts, and Terminal Procedures Publications for the entire planned route of flight, including alternates and possible diversion airports.

The following is the recommended procedure for downloading the appropriate charts in ForeFlight:

• Select the More tab at the bottom of the screen, then select Downloads from the list at left.

• Under Download Settings, select United States. • Select (minimum)

• Taxi Diagrams and A/FD • Terminal Procedures • VFR Charts• IFR Low Charts• High Resolution Terrain

• Select all states that your route of flight will pass through or near. • Select the Downloads arrow at the top to return to the "Downloads"

page, then tap the green Download button to begin saving your charts/plates.

Chart updates become available a few days prior to the expiration of the current chart set. Updating early is encouraged, as download speeds can be slow depending on location. ForeFlight will use only current data, even if new data is downloaded early. Advise ATP Flight Operations if you have difficulty downloading current charts.

Pilots should also use the ForeFlight “Pack” feature to ensure current charts and data are available for a planned route. Once a route is entered in the “Maps” page, tap the suitcase icon just below the Clear button. ForeFlight will check for any relevant charts, plates, or other information (including weather and NOTAMs) that you have not saved. Tapping the Pack button will save that information to your iPad.


iPad ChargePrior to arrival to the airport, both pilots must have their iPads charged sufficiently to complete the planned trip. iPads should be charged overnight prior to a trip, as ATP aircraft are not equipped with charging receptacles. Some useful tips for iPad users:

• To maximize battery life, go to the Settings menu and disable any transmissions (Wi-Fi, cellular data, Bluetooth, etc.) you are not currently using.

• During cruise flight, use only one iPad at a time to save battery (the PM’s iPad, since he/she will be handling navigation duties). However, during critical phases of flight (ground operations, departures, arrivals, and approaches), both pilots must have the appropriate plate in view on their iPad.

• Keep the iPad out of direct sunlight, to prevent overheating and maximize battery life.

• When active, ForeFlight prevents the iPad from automatically entering sleep mode. To maximize battery life, press the sleep/wake button before setting aside the iPad.

• Visit www.atpflightschool.com/faqs/ipad/ipad-tips-and-tricks.html for more information.

http://www.atpflightschool.com/faqs/ipad/ipad-tips-and-tricks.html

26 • Departure Procedures

SECTION 8

Departure Procedures

Show Time – 1 Hour Minimum Prior to DepartureStudents that are scheduled must comply with “show time” and other procedures outlined in this section.

The start time on the Student Extranet and iCalendar schedule reflects the scheduled departure time. Crews with scheduled flights must arrive at the departure airport a minimum of one hour prior to the scheduled departure time (longer if necessary) to allow time to complete a thorough preflight, obtain fuel, file a flight plan, coordinate with Flight Operations, etc.

Flight Operations NotificationWhen preflight activities are complete, students are required to call ATP Flight Operations at (904) 595-7980 prior to the scheduled departure time to advise of departure status. If unable to contact ATP Flight Operations after multiple attempts, call Mike Krieger at (904) 233-6363.

Notify Flight Operations only when:

• You are calling from the departure airport• Your IFR flight plan is filed• Your preflight inspection is complete• Both pilots have checked and visually verified fuel and oil levels• Both iPads are charged with all navigation data downloaded and

available for offline use

Crews may not depart until all of these conditions have been met. The PF (the PIC listed on the IFR flight plan) is responsible for notifying ATP Flight Operations that the flight is ready to depart, and is the ultimate and final authority under the provisions FAR §91.3(a).

Departure Procedures • 27

Delays, Changes, or AmendmentsCrews are expected to depart without delay once the PIC has contacted Flight Operations. The PIC must immediately advise ATP Flight Operations of any delays more than 30 minutes or changes in the status of the flight or aircraft.

If the reported or actual weather deteriorates below the minimums established for crew cross-country flights prior to takeoff, or weather becomes unsafe at the departure airport, the PIC shall immediately terminate the flight and notify ATP Flight Operations.

Use of Flight Tracker LogUse the Flight Tracker A/C Log form to annotate Hobbs times prior to the beginning of each flight. Record the times from both the In/Out and the Off/On Hobbs. Crews must report these times to ATP Flight Operations when calling at the end of the flight. They are also necessary to properly calculate the flight times logged by the PF and PM.

Avoiding DelaysCross-country crews are expected to avoid lengthy delays between flights. Advise Flight Operations if more time is needed than required to refuel, take a short break, and properly plan the next flight.

28 • Checklist Procedures

SECTION 9

Checklist Procedures

During crew cross-country operations, the PM assists by sharing the workload, monitoring (backing-up) flight procedures, and assisting with checklists. This allows the PF to devote more attention to flying the aircraft, which creates more time to think ahead of the airplane and enables better situational awareness for the crew.

Checklist MethodsThere are two checklist methods used during crew cross-countries: the do-list and the challenge-response checklist. The primary difference between the two:

• The do-list is initiated before any actions or configuration changes are made. Actions are completed one-step-at-a-time as the checklist is read.

• The challenge-response checklist is initiated after actions or configuration changes are completed by memory. The checklist confirms that the proper actions were taken.

In either case, the checklist is carried out in the following manner:

• The PM reads each checklist item and response out loud to the PF. • The PF configures (do-list) or verifies (challenge-response) and

responds to the PM with the appropriate checklist response.• Both pilots verify each action is completed correctly and the PM

will call out any errors, omissions, or inaccuracies (e.g., an incorrect response).

Do-ListThe primary method of accomplishing checklists as a crew during crew cross-countries is a do-list type checklist. With a do-list, the checklist is used to direct the pilots in configuring the aircraft using a step-by-step approach. The process of conducting a do-list is as follows:

• The PF calls for the checklist by name (e.g., “Engine Start Checklist”).

Checklist Procedures • 29

• The PM reads each checklist item and the appropriate response one-at-a-time (e.g., “Mixture....Rich”). This prompts the PF of the appropriate action and response.

• The PF accomplishes the action or sets the item to the correct position, then announces the status of the item using the correct response (“Rich”).

• Once an item is complete, the next item is completed in the same manner, and so on.

• When all items are complete, the PM announces “ENGINE START CHECKLIST COMPLETE”.

Example Engine Start Checklist C172 K-P ModelPilot Flying (PF) Pilot Monitoring (PM)

Action Call for the Engine Start Checklist when ready to start engine.

Call “Engine Start Checklist”

Action Initiate the Engine Start Checklist and monitor PF actions.

Call “Engine Start Checklist. Primer...3 Strokes & Lock”

Action Prime the engine using 3 strokes and lock the primer in place.

Call “3 Strokes & Lock”

Call “Mixture…Rich”

Action Position the mixture control to the full rich position.

Call "Rich"

Call “Throttle…Cycle 1 Stroke & 1/4 inch Open”

Action Cycle the throttle 1 full stroke and position to 1/4 inch open.

Call “Cycle 1 Stroke And 1/4 inch Open"

Complete all checklist items in same manner…

...when all items complete:

Call “Engine Start Checklist Complete”

Challenge-ResponseWith challenge-response checklists, the checklist “backs up” or verifies recently accomplished configuration changes rather than directing step-by-step actions.


The pilot configures the aircraft by completing a memorized procedure or by using a logical “flow” prior to calling for the checklist. The checklist is then used to make sure the pilot did not miss anything when completing the procedure or flow.

This checklist method is often used when time is of the essence or when a pilot must dedicate 100% focus to flying the aircraft. Examples would be the After Takeoff, Go-Around, or emergency checklists that have memory items. In these cases, the pilot flies the plane first, then completes the checklist at a less critical time.

During crew cross-country operations, think of challenge-response checklists as “challenge-response-responses” because the PM reads the challenge and correct response to prompt the PF of the desired action or response. The process of conducting a challenge-response checklist during crew cross-countries is as follows:

• The PF calls for the checklist by name (e.g., “After Takeoff Checklist”). • The PM reads each checklist item and the appropriate response one-

at-a-time (e.g., “Flaps...Up”). This reminds / prompts the PF of the appropriate action and correct response.

• The PF verifies the action is complete (or accomplishes it if it was previously missed), then announces the status of the item using the correct response ("Up").

• Once the item is confirmed by both pilots, the next item is completed in the same manner, and so on.

• When all items are complete, the PM announces “After Takeoff Checklist Complete.”

Checklist Procedures • 31

Example Challenge-Response After Takeoff Checklist in the PA-44

Pilot Flying (PF) Pilot Monitoring (PM)

Action Complete a “normal takeoff” following the procedure in the Piper Seminole Training Supplement. Passing 1,000’ AGL, set 24” MP, 2500 RPM.

Call “After Takeoff Checklist”

Action Initiate the After Takeoff Checklist, monitor PF actions and verify all checklist items.

Call “After takeoff checklist. Power....(24” MP/2500 RPM) Set"

Action Verify correct MP and RPM settings.

Call “(24” MP/2500 RPM) Set”

Call “Flaps Up / Gear Up....Check”

Action Verify the flaps and gear are in the up position.

Call “Check”

Call “Cowl Flaps....As Required”

Action Check CHT and oil temps and verify correct cowl flap position.

Call “Open"

Call “After Takeoff Checklist Complete”

“As Required”The correct response to an “As Required” checklist item is the actual position or condition based on the circumstances (e.g., “Open”, “Closed”, “On”, “Off” etc.). Never respond with "As Required."

Emergency Checklists ATP SOPs require that all emergency checklist items will be memorized and the checklist will be accomplished after the memory items are performed during non-critical phases of flight when time permits.

An example of a critical phase of flight is an engine failure after takeoff, during which memory items must be accomplished without delay, and time does not permit referring to the checklist or diverting attention away from aircraft control.


By contrast, an engine failure during cruise may provide time to refer to the checklist once the memory items have been completed. Performing the checklist after the memory items have been completed ensures nothing was missed and assists with troubleshooting.

The PM will always have both normal and emergency checklists available, appropriate to the phase of flight. A key “monitoring” function of the PM is to ensure memory items are accomplished correctly in addition to being prepared to assist with checklist completion.

The PF will maintain control of the aircraft, complete memory items during critical phases of flight, and use the PM as a resource by calling for the appropriate emergency checklist when time permits.

While checklist procedures provide a proven method for coping with various situations, they cannot deal with every situation and are not a substitute for sound judgement, common sense, or PIC decision-making.

NOTE: The PF retains full responsibility for the successful completion of each and every checklist.

Checklist Interruptions Checklist interruptions require the checklist to be restarted and accomplished from the beginning without interruption. A checklist interruption is any discontinuity that creates doubt in either pilot’s mind on what has been accomplished and where the list should be resumed. For example, a crew might be interrupted while performing a checklist by a required conversation with ATC. Either crewmember can call for restart of the checklist should there be any sense of doubt.

Never skip or defer an item with the intention of completing it at a later time. The checklist must be completed without interruption in its entirety.

Omission of Checklists While the PF is responsible for initiating checklists, the PM should prompt the PF to call for the checklist if it appears to have been overlooked.

Standard Operating Procedures • 33

SECTION 10

Standard Operating Procedures

Sterile Cockpit ProceduresSimilar to airline operations, ATP cross-country students must adhere to the sterile cockpit policy. During critical phases of flight, activities are limited to those required for the safe operation of the aircraft – nothing else.

During sterile cockpit, nonessential conversation or any other activity that could interfere with either pilot’s duties or the safe operation of the flight are prohibited.

Critical phases of flight include:

• All ground operations, including taxi, takeoff, and landing.• All flight operations, except for cruise flight following the completion

of the Cruise Checklist and prior to the completion of the In-Range/Descent Checklist.

• Within 1,000’ of assigned altitude during a climb or descent. This helps prevent altitude deviations by allowing pilots to carefully monitor the transition to the assigned altitude.

Pre-Takeoff BriefPrior to each takeoff, both pilots should agree on an action plan in the event of an emergency by completing a realistic pre-takeoff brief specific to the prevailing conditions and takeoff runway.

The brief should review a plan to deal with an engine failure or other emergency during takeoff that would necessitate an emergency landing. For single-engine operations, use the ForeFlight Aerial Map feature to identify potential emergency landing sites during preflight planning. Reviewing the plan between both pilots increases the chances of a successful outcome dramatically by clarifying responsibilities and by preparing each pilot to act quickly rather than hesitate.

Emergencies that occur shortly after takeoff leave very little time to come up with a plan “on the fly”. Reviewing the emergency procedures and action plan

34 • Standard Operating Procedures

just prior to takeoff allows pilots to respond quickly in a calm and professional manner.

Items to ReviewThe PF should conduct the pre-takeoff brief specific to the takeoff runway and prevailing conditions. The briefing should include:

• Departure runway• Engine failure procedures• For single-engine aircraft, select and review suitable forced landing

sites (use the aerial photography map layer in ForeFlight to examine the area surrounding the airport)

• PF and PM responsibilities• Weather considerations (winds, ceilings, etc.) that may affect

emergency planning

Standard Brief?Since each takeoff is unique – with different runways, potential landing sites, weather conditions, changing pilot-flying/pilot-monitoring roles, various airplanes and performance capabilities – there is no such thing as a standard briefing. Crews must be prepared to meet the demands of each takeoff, and must conduct briefings accordingly.

Briefings for each takeoff also provide the opportunity for both crewmembers to participate, learn from each other, and work better together as a crew.

Example Single-Engine Crew Pre-Takeoff Briefing (C172 K-P Model)

Context: A crew is preparing to depart Fort Lauderdale Executive Airport (KFXE) in a K-P model Cessna 172.

We’re departing runway 9, full length, approximately 6,000' available. We’re northbound so we’ll plan a left turn after departure.

If we have an engine failure or abnormality during the takeoff roll, I’ll abort and call “abort, abort”, then:

• Immediately close the throttle

• Stop straight ahead while avoiding obstacles

If there’s not enough runway to stop, I’ll secure the aircraft.

• Mixture – cutoff

• Fuel selector – rotate to off

• Battery master – off


• Ignition – off

• Avoid obstacles

If the engine fails immediately after takeoff, I’ll land straight ahead or within 30° of centerline to avoid obstacles. I won’t attempt a turn back.

• Airspeed, best glide – 65 knots

• Flaps: I’ll plan full flaps once landing is assured to touch down at minimum controllable airspeed (unless our situation requires different)

• Power: If any power is available, we’ll use it to help make the best landing site

If time permits, you declare an emergency, and I’ll fly:


• Fuel selector – rotate to off


• Battery master – off

• For any off-airport landing – we’ll unlatch the doors before touchdown

If we have an engine failure after takeoff and time and altitude permits, I’ll perform the Engine Failure memory items first to try to restore power.

• Airspeed, best glide – 65 knots, and fly toward our landing site

• Carb heat – on

• Mixture – rich

• Fuel selector valve – both

• Primer – in and locked

• Magnetos – check all

If the prop is not windmilling…

• Ignition switch – start

• Magnetos – check all

If that doesn’t work, we’ll secure and run the Emergency Landing No Engine Power Checklist if time permits.


• Fuel selector – off


• Flaps – final setting

• Master switch – off

• Doors – unlatch

• Brakes – apply heavily after landing


There is a clearing straight ahead off the end of the runway. Beyond that, NW 61st Street continues straight out with a couple of fields that may work if we have to land immediately after takeoff. Once we’re northbound, NW 9th Ave leads right to a golf course.

Please back me up on the emergency procedures so I don’t miss anything. If I do, call it out. Any questions?

Example Multi-Engine Crew Pre-Takeoff BriefingWe’re departing runway 9, full length, so approximately 6,000' available. We’re northbound so we’ll plan a left turn after departure.

If we have an engine failure or abnormality before rotation, I’ll abort and call “abort, abort”. I’ll:

• Close the throttles

• Brake as required

• Stop straight ahead

If there’s not enough runway to stop:

• Mixtures – cutoff

• Fuel selectors, magnetos and battery master – off

• Maintain directional control to avoid obstacles

If an engine fails after rotation with the gear down and sufficient runway remaining:

• Maintain directional control

• Throttles – closed

• Land – straight ahead

• Apply brakes – as required

If an engine fails after rotation with the gear up, we’ll continue.

• Maintain directional control, pitch attitude, and airspeed (blueline)

• Mixtures, props, throttles – full forward

• Flaps – up

• Gear – up

• Identify with “dead foot”, and verify by closing that throttle

• Correct prop – feather

• Correct mixture – cutoff

• Climb at 88 KIAS/Blueline

Please monitor and back me up on the emergency procedures so I don’t miss anything. If I do, call it out. Once the memory items are complete and we’re


climbing at blueline, we’ll declare an emergency and return to land. I’ll plan left traffic back to 9.

If we have time, we’ll complete the Engine Failure Secure Checklist with your help, but I’m going to focus on flying first. Any questions?

The Most Important MinuteThere simply isn’t time to develop a plan for an emergency as it's occurring, especially if it occurs right after takeoff.

A good pre-takeoff briefing takes 1-2 minutes to complete. Complete the briefing on ground, before takeoff, while free from distraction and stress. It can make the difference between a calm and professional response to an emergency or a moment of chaos and panic before a disaster.

About Crew BriefingsA well-briefed crew working together can often deal with an emergency and produce better results than a single pilot. During crew cross-countries, while the workload may be shared (for example, the PM coordinates with ATC and assists with emergency checklists as time permits, allowing the PF to focus on aircraft control), the PF remains the PIC and is responsible for the outcome of the flight under FAR §91.3.

Altitude AwarenessUpon receipt of a new altitude assignment, the PM will write down the assigned altitude and read it back to ATC using standard phraseology. The PF then confirms with the PM to ensure both pilots have the same understanding of the clearance.

Example

ATC: “N257AT climb and maintain eight thousand”PM to ATC: (writes clearance) “Climb to eight thousand, 257AT”PF to PM: “Eight thousand” (begins climb)

The PM must hear the PF’s confirmation and verify it is correct. If any discrepancy or confusion exists, the PM must immediately contact ATC for clarification.

While climbing or descending to a new altitude, both pilots must make standardized callouts to help maintain altitude and clearance awareness.


1,000’ Altitude CallBoth pilots must perform the 1,000’ call whenever they are within 1,000’ from the assigned altitude during a climb or descent. For example, when climbing to 6,000’, the callout is “Five for Six Thousand” passing 5,000’. When descending to 6,000’, the callout is “Seven for Six Thousand” passing 7,000’. This is preferable over “1,000 to go” or “1,000 feet” as both pilots confirm the assigned altitude verbally, minimizing the chances of an altitude deviation.

100’ Altitude CallBoth pilots must perform the 100’ call whenever they are within 100’ from the assigned altitude during a climb or descent. For example, when climbing to 6,000’, the callout is “100 to go” passing 5,900’. When descending to 6,000’, the callout is “100 to go” passing 6,100’. This reminds the PF to level the airplane by the assigned altitude.

Heading & Course AwarenessUpon receipt of a new heading or course assignment, the PM will write down the clearance and read it back to ATC using standard phraseology. The PF then confirms with the PM to ensure both pilots have the same understanding of the clearance.

Example

ATC: “N257AT proceed direct XYZ VOR”PM to ATC: (writes clearance) “Direct XYZ VOR, 257AT”PF to PM: “Direct XYZ”

The PM must hear the PF’s confirmation and verify it is correct. If any discrepancy or confusion exists, the PM must immediately contact ATC for clarification.

The PM is responsible for inputting the clearance in the GPS and navigation radios as appropriate. The PF must visually verify all GPS or NAV inputs before the PM executes the change (presses ENT or switches frequencies). This helps eliminate deviations by having both pilots confirm all route changes before proceeding on the new course.

The PF is responsible for setting the heading bug and course on the HSI unless he or she requests assistance from the PM.

Deviation CalloutsAny pilot who observes a non-standard procedure that has not been explained shall immediately call this deviation to the attention of the other pilot.


VFR Sectional RequirementCurrent IFR Low Enroute charts are required to be available and in view of the PM throughout the entire flight. The PM must also crosscheck the IFR route with the VFR Sectional available on ForeFlight, scanning for nearby airports, possible off-airport landing sites, and terrain along the route of flight.

In addition to programming the route into the aircraft GPS and navigation radios, crews should program the flight plan into ForeFlight and display it on the applicable chart(s) to enhance situational awareness. At all times throughout the flight, crews must be aware of the nearest suitable landing area, in order to quickly respond to an engine failure or other in-flight emergency.

Descent PlanningATP cross-country students should use the "3:1 Rule" for descent planning. A three-degree descent angle approximates an ILS glideslope and provides a comfortable descent rate in most aircraft. To fly this angle, it takes 3 nautical miles to descend 1,000' at a rate of descent of approximately 5 times the groundspeed (in knots).

3:1 Rule for Crossing RestrictionsExample clearance: “Cross XYZ VOR at five thousand feet” (aircraft currently at 9,000’)

1. Determine the altitude to lose (in thousands of feet) 9,000 – 5,000 = 4,000’ Altitude to lose = 4 (thousand)

2. Multiply altitude to lose by 3 (to get distance in NM to begin descent) 4 (Thousand) X 3 = 12 NM (drop the zeroes)

3. Add an extra 5 miles as a buffer to ensure you are leveled off before the crossing restriction 12 + 5 = 17 Begin descending 17 miles prior to the crossing restriction

4. Calculate the rate of descent based on groundspeed. Use the formula “add a zero, divide by 2”.

1. Groundspeed 2. Add a Zero 3. Divide by 2

90 KIAS 900 450 fpm

100 KIAS 1,000 500 fpm

120 KIAS 1,200 600 fpm

• "Altitude to Lose × 3" = Distance• “Add a Zero, Divide by 2” = Rate of Descent

The "3:1 Rule" is also useful when planning a descent to an airport. Suppose you are cruising at 8,000’ on a flight to an airport with a field elevation of about


1,000’, a descent of 7,000’. Using the "3:1 Rule," your descent should begin at 21 miles from the field. Descend at 5 times your groundspeed (“add a zero, divide by 2”). When descending to an airport, do not add a 5 mile buffer, as you do not want to be at field elevation 5 miles prior to the field.

Descent planning using the "3:1 Rule" positions the airplane nicely for stabilized approaches using an approximate 3 degree glidepath.

NOTE: The "3:1 Rule" works well for pressurized aircraft and unpressurized aircraft with ground speeds less than 120 knots. Above these speeds, however, the "3:1 Rule" will result in descent rates greater than 600 feet per minute, which can be uncomfortable in an unpressurized aircraft.

For ground speeds above 120 knots in an unpressurized aircraft, multiple your altitude to lose by 5 to get the distance prior to the destination or crossing restriction to begin the descent. This will result in a shallower descent angle and comfortable rate of descent.

Instrument Approach RecommendedDuring 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 in limited-visibility conditions or over unfamiliar terrain.

If ATC is unable to accommodate this request, back up your visual approach with an instrument approach (for example, by using the localizer and glideslope as a reference while on a straight-in visual approach to a runway with an ILS).

Stabilized ApproachesSafe landings begin with stable approaches. As such, a stable approach is a requirement for every landing during crew cross-country operations.

The following elements are requirements for a stable approach:

• Constant angle glidepath: proper descent angle and rate of descent must be established and maintained. All available glideslope aids (ILS, VASI, PAPI, etc.) must be used.

• Aircraft in final landing configuration (gear down and final flaps set).


• Airspeed must be stable and within the range of target speed plus 10 KIAS.

• The aircraft must be able to touch down in the first 1,000' of the landing runway. If this is not assured, a go-around must be executed.

The procedures and parameters listed above are not merely targets, they are mandatory conditions and limits. Any deviation occurring at or beyond the beginning of the stabilized approach corridor requires a mandatory go-around. The stabilized approach corridor begins at the following heights:

ILS Approaches ........................................................................................ 1,000’ AGLNon-Precision and Circling Approaches ...............................Beginning Descent from the MDAVisual Approaches ...................................................................................... 500’ AGL

Go-Around PhilosophyATP’s go-around philosophy during crew cross-country operations is the same as in earlier stages of the program. The decision to execute a go-around is both prudent and encouraged anytime the outcome of an approach or landing becomes uncertain. ATP considers the use of a go-around under such conditions as an indication of good judgment and cockpit discipline on the part of the pilot.

The following situations should always result in a go-around or missed approach (this is not an exhaustive list):

• Full-scale deflection of the CDI needle or glideslope• Failure to maintain a stabilized approach below the required altitude

(1,000’ AGL for ILS approaches, MDA for non-precision approaches, or 500’ AGL for visual approaches)

• In retractable-gear airplanes, any sounding of the gear horn below 1,000’ AGL

Either pilot may call for a go-around or missed approach. If the PM calls for a go-around, the PF must immediately execute a go-around. Pilots must not allow discussion of the go-around decision to distract them from flying the aircraft. This discussion should be postponed until after the flight.

Canceling IFRIFR flight plans are automatically canceled upon landing at a controlled field with the control tower operating. When operating to or from an airport without an operating control tower, obtain and cancel all IFR clearances on the ground, rather than in flight. This enhances safety and maximizes the services provided by ATC.

42 • Standard Operating Procedures42 • Standard Operating Procedures

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Pre-Departure OperationsBefore Start

Call “Before Start Checklist.” (DL)

Call “[Item]...[Response].”

Action Perform checklist item.

Call “[Response].”

Call “Before Start Checklist complete.”

Starting Engines

Call “First Engine Start Checklist.” (DL)




Call “Engine Start Checklist complete.”

Call “Second Engine Start Checklist.” (DL)




Call “Engine Start Checklist complete.”

After Start

Call “After Start Checklist.” (DL)




Call “After Start Checklist complete.”

NOTE: DL = Do-List: PM reads item and response. PF executes action and states response.

CR = Challenge-Response: PF executes flow. PM reads items and response. PF confirms item status and states response.

Standard Operating Procedures • 43Standard Operating Procedures • 43

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Pre-Departure Operations (Continued)Prior to Taxi

Call “Call for IFR clearance.”

Action Monitor and write down IFR clearance.

Crosscheck against flight plan.

Verify GPS flight plan and departure procedure properly loaded.

Action Obtain and write down IFR clearance.

Load GPS flight plan and departure procedure.

Set GPS CDI button as required for departure.

Call “Call for taxi clearance.”

Action Monitor taxi clearance.

Refer to airport diagram while reviewing taxi clearance with PM.

Obtain and write down taxi clearance.

Review clearance with PF.

Call “Taxi Checklist.” (DL)

Action Verify taxi area clear.

Call “Clear right.”


Call “Clear left.”

Action Begin taxiing.




Call “Taxi Checklist complete.”

Run Up

Call “Run Up Checklist.” (DL)




Call “Run Up Checklist complete.”


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TakeoffIn Run Up Area

Call “Before Takeoff Checklist.” (DL)




Call “Down to final items.”


Call “Clear right.”


Call “Clear left.”

Action Begin taxiing to runway hold short line.

When Number One for Takeoff

Call “Final items.” (DL)




Call “Before Takeoff Checklist complete.”

At Indication of Airspeed

Call “Airspeed alive.”

At 75 KIAS

Call “Rotate.”

At Positive Rate of Climb

Call “Positive rate.”

When No Runway Remains for Safe Landing

Call “Gear up.”

Action Select gear up.


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Departure & EnrouteClimbing Through 1,000' AGL

Call “After Takeoff Checklist.” (CR)

Action Perform After Takeoff Checklist flow.

Call “[Challenge]...[Response].”

Action Verify checklist item.

Call “[Response.]”

Call “After Takeoff Checklist complete.”

Call “You‘re safety pilot.”

Call “Check.”

Action Begin using view limiting device.

CDI Indication

Action Back up call. Call “Course alive.”

Receiving an Altitude Assignment

Action Write down altitude assignment.

Call “Confirm [x] thousand.”

Call “[x] thousand.”

1,000' Prior to Reaching Assigned Altitude

Action Back up call. Call “[x] thousand for [x] thousand.”

Call “[x] thousand for [x] thousand.”

100' Prior to Reaching Assigned Altitude

Action Back up call. Call “100 to go.”

Call “100 to go.”

Reaching Cruise Altitude

Call “Cruise Checklist.” (CR)

Action Perform Cruise Checklist flow.



Call “[Response.]”

Call “Cruise Checklist complete.”


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Enroute Deviations±100' Deviation from Assigned Altitude

Call “Altitude.”

Call “Correcting.”

Course ±1 Dot

Call “[Right/Left] of course.”

Call “Correcting.”


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Descent & ArrivalPrior to Descending

Call “In-Range/Descent Checklist.” (DL)




Call “In-Range/Descent Checklist complete.”

Approximately 15 NM from Airport

Call “Approach Checklist.” (CR)

Action Perform Approach Checklist flow.




Call “Approach Checklist complete.”


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ILS ApproachCDI Indication

Action Back up call. Call “Course alive.”

Glideslope Indication

Action Back up call. Call “Glideslope alive.”

½ Dot Below Glideslope Intercept

Call “Gear Down Before Landing Checklist.” (CR)

Action Perform Gear Down Before Landing Checklist flow.




Call “Gear Down Before Landing Checklist complete.”

At 1,000' AGL

Call “One thousand AGL.”

Call “Blueline. GUMP.”

Call “Check.”

Action Remove view limiting device.

When Runway in Sight

Call “Runway in sight.”

Action Confirm runway in sight.

Call “Runway in sight.”

At 400' AGL

Call “Gear Down–Stabilized.” Action Back u

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