faa far part 141 ops manual - r22r44.com

1 © 2014 Specialized Helicopters STUDENT OPS MANUAL 141-OPS | Revision # 0

©2014

Specialized Helicopters, llc - 150 Aviation Way • Suite 101 • Watsonville, CA. 95076 Phone 831.763.2244 • Fax 831.761.2244

Specialized Helicopters, llc Air Agency Certificate # --------

Student Operations Manual

FAA Approved FAR PART 141

FAA FAR Part 141 OPS MANUAL


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Table of Contents

A. RECORD OF REVISIONS ........................................................................................................................................... 5

B. LIST OF EFFECTIVE PAGES ........................................................................................................................................ 6

C. OPS-GENERAL INFORMATION ................................................................................................................................. 7

COMPANY .................................................................................................................................................................... 7 COURSE TITLES............................................................................................................................................................. 7 GENERAL ..................................................................................................................................................................... 7 TCO UPDATE RESOURCES.............................................................................................................................................. 8 GROUND INSTRUCTIONAL FACILITIES............................................................................................................................ 9 AIRPORT ...................................................................................................................................................................... 12 AIRPORT FACILITIES .................................................................................................................................................... 12 AIRCRAFT................................................................................................................................................................... 12 AIRCRAFT MAX PERFORMANCE CALCULATIONS ...................................................................................................................... 13 MINIMUM CHIEF FLIGHT INSTRUCTOR REQUIREMENTS ............................................................................................................ 14 MINIMUM ASSISTANT CHIEF FLIGHT INSTRUCTOR REQUIREMENTS .............................................................................................. 14 MINIMUM FLIGHT INSTRUCTOR REQUIREMENTS .................................................................................................................... 14

Named Chief Flight Instructor – Helicopter (All Helicopter Courses)................................................................ 14 Named Chief Flight Instructor – Airplane (All Airplane Courses) ..................................................................... 14 Named Assistant Chief Flight Instructor Helicopter (All Helicopter Courses).................................................... 14 Flight Instructors .......................................................................................................................................... 14

D. STUDENT SAFETY PROCEDURES AND PRACTICES .................................................................................................. 16

GENERAL...................................................................................................................................................................... 16 SMOKING / ALCOHOL ...................................................................................................................................................... 16 PREFLIGHT PREPARATIONS ................................................................................................................................................ 17

GENERAL ...................................................................................................................................................... 17 Currency Requirements ................................................................................................................................ 17 Flight Planning ............................................................................................................................................. 17

AIRCRAFT OPERATIONS .................................................................................................................................................... 18 General ........................................................................................................................................................ 18 Minimum experience to act as PIC and PIC Solo (Helicopter R22) ................................................................... 18 SOLO FLIGHT ................................................................................................................................................ 19 EMERGENCY PROCEDURES ........................................................................................................................... 20 ENGINE START-UP ......................................................................................................................................... 20 ENGINE SHUT-DOWN ................................................................................................................................... 20 POST-FLIGHT / SECURING ............................................................................................................................. 20

E. OPERATIONS SPECIFIC TO THIS COMPANY ............................................................................................................ 21

DESIGNATED TRAINING / PRACTICE AREAS ............................................................................................................................ 21 Practice area A (“The Academy”) .................................................................................................................. 21 Practice area B (“East Hills”) ......................................................................................................................... 21

AIRPORTS USED FOR FLIGHT TRAINING ....................................................................................................................... 22

F. MANEUVERS MANUAL ......................................................................................................................................... 22

G. SAFETY NOTICES ................................................................................................................................................... 22

H. ADVISORY CIRCULAR AC 90-48C ........................................................................................................................... 23

I. AC 90-48C ............................................................................................................................................................. 29

J. WAKE TURBULENCE AVOIDANCE .......................................................................................................................... 30


K. TRAINING COURSE SYLLABUS ............................................................................................................................... 32

ADDITIONAL REQUIRED COURSE MATERIALS ................................................................................................ 32

L. TCO UPDATES TO PRIVATE PILOT – AIRPLANE (FAR §141 APPENDIX B) .................................................................. 33

M. TCO UPDATES TO PRIVATE PILOT – HELICOPTER (FAR §141 APPENDIX B) .............................................................. 34

N. TCO UPDATES TO INSTRUMENT PILOT – AIRPLANE (FAR §141 APPENDIX C).......................................................... 35

O. TCO UPDATES TO INSTRUMENT PILOT – HELICOPTER (FAR §141 APPENDIX C) ...................................................... 36

P. TCO UPDATES TO ADD-ON INSTRUMENT PILOT-AIRPLANE (FAR §141 APPENDIX C) ...............................................37

Q. TCO UPDATES TO ADD-ON INSTRUMENT PILOT – HELICOPTER (FAR §141 APPENDIX C) ........................................ 38

R. TCO UPDATES TO COMMERCIAL PILOT – AIRPLANE (FAR §141 APPENDIX D) ........................................................ 39

S. TCO UPDATES TO COMMERCIAL PILOT – HELICOPTER (FAR §141 APPENDIX D) ..................................................... 40

T. STUDENT ACKNOWLEDGMENT SIGNATURE SECTION ............................................................................................ 41

U. TRAINING PROGRAM ENROLLMENT CERTIFICATE ................................................................................................. 42

V. TRAINING PROGRAM GRADUATION CERTIFICATE ................................................................................................. 43


A. RECORD OF REVISIONS

Rev. # Page # Revision

Date

Insertion

Date

By Comments

0 All 6/15/2014 6/15/2014 Christopher

Gularte Original


B. LIST OF EFFECTIVE PAGES

Page Status Date Page Status Date

All (1-43) Original 11/15/2014


C. OPS-GENERAL INFORMATION

COMPANY

Specialized Helicopters, inc. located at the Watsonville Airport, Watsonville California, holds Air Agency Certificate No. _____________, and is owned and operated as: Specialized Helicopters 150 Aviation Way, Suite 101 Watsonville, Ca. 95076

COURSE TITLES

Each course of training under FAR part 141 will have a course name that corresponds to the FAR part 141 appendix appropriate to the training course the student is enrolled in. Our Current lists of approved courses are:

1. Private Pilot – Airplane (FAR §141 Appendix B) 2. Private Pilot – Helicopter (FAR §141 Appendix B) 3. Instrument Pilot – Airplane (FAR §141 Appendix C) 4. Instrument Pilot – Helicopter (FAR §141 Appendix C) 5. Add-on Instrument Pilot-Airplane (FAR §141 Appendix C) 6. Add-on Instrument pilot – Helicopter (FAR §141 Appendix C) 7. Commercial Pilot – airplane (FAR §141 Appendix D) 8. Commercial Pilot – Helicopter (FAR §141 Appendix D)

GENERAL

This Manual is one of the 3 listed below that are used to meet all of the curriculum requirements for the FAR part 141 course of training the student has selected to be enrolled into.

1. Student Operations Manual (SOM), [this manual] 2. Course Syllabus 3. Aircraft Maneuvers Guide –[specific to each category of aircraft]

The student materials provided in each course will include these 3 documents for each course of training that you enroll in. The SOM will be exactly the same for any course we offer but the course syllabus and maneuvers guide will change depending on the course of enrollment. The SOM is used for both Helicopter and Airplane students. As both aircraft categories are used in our daily operations and operated from the same ramp space, it is advisable to have general knowledge of both areas for safety purposes. The company SOM will be your general guide to the day to day operations that will help you learn

while keeping safety as a primary concern. It will assist you with knowing how the facility works and the rules and regulations that apply throughout the learning and flying process.


The SOM will also have any updates, in the appropriate section of this manual, for any updates or changes that would be required in our syllabus or maneuvers guides. The course Syllabus is a separate document specific to the course of training. This syllabus is a

guide to the training content, lessons and structure of your selected course of training. Any updates or changes that might be required prior to a full version change will be in the SOM under the appropriate section of this manual for each course or on the appropriate website listed in the update section of this manual below. The maneuvers guide is a general reference on how to fly each maneuver. This might include a manual on how to fly basic turns to how to maneuver the aircraft under instrument conditions. This manual is included in the course materials and books for each course.

TCO UPDATE RESOURCES

Specialized Helicopters makes every effort to deliver the most current information available when distributing each TCO. From time to time the FAA, text book publishers and other sources change or update information. Often these changes are not reflected prior to a major revision or change to text books or materials. In order to manage updates correctly this school has established several functions to assist with keeping our student materials and TCO’s as current as possible. Depending on the course you are enrolled in, you can use the following web address or sections in this manual to ensure you have the most up to date information thought your course of training. Prior to issuing a student the course materials, our Chief Flight Instructor will check and insert any updates into the appropriate section as required. This can also be done thought the training course if changes occur. - All ASA (Aviation Supplies & Academics, Inc.) provided materials- Goto www.asa2fly.com and find there “updates” section. Click on the appropriate materials and print the update pages offered. - In house Materials – Goto the last sections of this manual and find any attached pages or materials in the section for your course.

http://www.asa2fly.com/


GROUND INSTRUCTIONAL FACILITIES

Ground instructional facilities are located in Specialized Helicopters facility, located at Watsonville Airport, Watsonville, California. Training space consists of 1 training room, 13 feet by 14 feet, 3 private offices and a classroom sized 16 feet by 16 feet. An additional weather briefing room is equipped with 1 computer that allows the students to obtain weather and DUAT information and includes internet access. Each training space has a table and chairs for student and instructor. The classroom has accommodations for up to 10 students and each training office can accommodate up to 2 students if needed but are designed for 1 student at a time. The rooms are designed and located so that students will not be distracted by instruction conducted in the other rooms or by flight and maintenance operations at the airport. Specialized Helicopters has many instructional training aids to assist in the learning process. These include; DVD/VCR player, large selection of aviation training Videos, 3 Computers for students use, loaded with internet and weather software, Model helicopters, many actual parts from helicopters for demonstration of parts and systems to students, 10’x4’ Dry erase board, Overhead projector and more.


The following diagram depicts the Facilities Floor Plan:


Flight Training Student Entrance Main Office

Training Office Training Office

Classroom Weather /Pre-flight stations

Training Area/ upstairs Pilot Briefing area


Airport

Watsonville Airport is the main operations base for training in this course. It has a hard-surfaced runway which meets the requirements of FAR § 141.38 for day and night flight operations. Maintenance services are available 24 hours. Fuel service is available 24 hours.

AIRPORT FACILITIES

Classrooms, weather briefing, training and office areas are equipped with windows, air-conditioning, heating and includes 2 restrooms for Men and Women including a shower. Each room is well ventilated and conforms to the city of Watsonville building, sanitation and health codes. The facility includes a pilot briefing area; the briefing area is equipped with Internet service, computer, a printer and a standard line telephone for obtaining weather briefings from the Flight Service Station (FSS). The facilities are used exclusively by students, airtaxi pilots, aircraft salesmen, itinerant pilots, and regular customers. The briefing areas have a full set of aeronautical charts, including the current AIM. Wall maps with a mileage indicator depict the entire training area. The local practice areas are shown and described on a detailed chart posted on the wall.

AIRCRAFT

Robinson Helicopters, Cessna or Mooney will be used for all flight training courses. These aircraft will meet the requirements of FAR § 141.39. Radio equipment will consist of at least one 360 channel transceiver and a 4096 code transponder with Mode C capability. Each helicopter and airplane is equipped for day and night VFR flying as specified in FAR 91.205.

Tail Number Model Year

N63BK R44 Raven II 2008

N4218K R44 Raven II 2009

N479SH R22 Beta II 2006

N788SH R22 Beta II 2004

N10557 C-150L 1973

N9155X Mooney MSE 1994

N665RT C-172R 1998

N839AL Archer III 2000

N422SF Bell 206B 1973


Aircraft Max Performance Calculations

All of the aircraft used at this facility have superior performance from the Watsonville Airport. Its near

sea level location, ocean breeze and year round comfortable temperatures, allow for top engine

performance throughout the year.

As aircraft climb in altitude the engine will produce less power due to the “thinner air”. This will result

in a reduction in performance and a requirement for longer take-off or landing distances. Students

should realize that weight also has a limiting factor and contributes to a reduction in aircraft

performance.

The chart below shows the typical flight environment on a typical day at the Watsonville airport.

Average Temperature Altimeter Setting Elevation Density Altitude

59 degrees 29.92 inches Hg 160 feet 828 feet

This chart shows the performance characteristics of each make and model of aircraft we operate to

demonstrate the max capabilities of the aircraft based on the standard day information above.

Aircraft Max Payload

(with 2 hours of

fuel)

Take-off distance

Max Gross

Weight (MGW)

Take-off

distance to

clear a 50’

obstacle

(MGW)

Landing Distance

Max Gross

Weight (MGW)

R22 II 374 Lbs. 0 0 0

R44 II 750 Lbs. 0 0 0

Cessna 172R 640 Lbs. 945’ 1685’ 550’

Piper Archer III 740 Lbs. 1030’ 1450’ 910

Mooney M20J 826 Lbs. 1600 2000 1100

Bell 206B II 850 Lbs. 0 0 0

DO NOT USE THIS CHART TO DETERMINE SAFETY OF FLIGHT, PLEASE CALCULATE THE

REQUIRED PERFORMANCE FOR EACH FLIGHT USING THE COMPANY DISPATCH

RECORDS.


Minimum Chief Flight Instructor Requirements

Holds Current: Commercial Pilot Certificate, Flight Instructor Certificate; inclusive of appropriate category privileges, Second Class Medical Certificate. Has held the above described Flight Instructor Certificate with all aforementioned privileges for at least 24 months and has at least 500 hours of instruction given and at least 1,000 of PIC time logged.

Minimum Assistant Chief Flight Instructor Requirements

Holds Current: Commercial Pilot Certificate, Flight Instructor Certificate; inclusive of appropriate category privileges, Second Class Medical Certificate. Has held the above described Flight Instructor Certificate with all aforementioned privileges for at least 12 months and has at least 250 hours of instruction given and at least 500 of PIC time logged.

Minimum Flight Instructor Requirements

Holds Current: Commercial Pilot Certificate, Flight Instructor Certificate; inclusive of appropriate category privileges, Second Class Medical Certificate. Has logged at least 200 hours total time in the appropriate category of aircraft that instruction will be given in.

Named Chief Flight Instructor – Helicopter (All Helicopter Courses)

Christopher C. Gularte, exceeds the above listed requirements.

Named Chief Flight Instructor – Airplane (All Airplane Courses)

Jonathon E. Thornton, exceeds the above listed requirements.

Named Assistant Chief Flight Instructor Helicopter (All Helicopter Courses)

Nicholas E. Siegel, exceeds the above listed requirements.

Flight Instructors

All flight instructors meet and/or exceed the above listed requirements and will be assigned by the chief flight instructor after initial training and testing for each course that Part 141 instruction will be given.


STUDENT SAFETY PROCEDURES AND

PRACTICES


D. STUDENT SAFETY PROCEDURES AND PRACTICES

General

The information in this section is designed to give the student a general knowledge of the

safety procedures used by Specialized Helicopters. In the event you do not understand any part of this section you are required to talk with your flight instructor to insure knowledge of each area in this section.

The student’s flight instructor and Specialized Helicopters staff will cover, on a continuing basis,

the information provided in this section.

It is the students responsibility to maintain a “safety first” attitude toward flight training by adhering to this safety procedures and practices section. Specialized Helicopters reserves the option to remove the student for any violation to this section at its’ sole discretion.

Smoking / Alcohol

□ Smoking is not allowed in the vicinity of the aircraft or fuel trucks. IE: At least fifty (50) feet. Students will observe strict fire precautions while in the vicinity of the aircraft or hangar. Students will acquaint themselves with the location and operation of the fire extinguisher. In the event of an engine fire, students will follow the emergency procedure, which is detailed in the aircraft’s operating handbook.

□ Alcohol consumption is not allowed at the facility.

□ Students will not be allowed to fly or take any instruction if within the preceding 8 hours they have consumed alcohol.

□ Only authorized company instructors may instruct in company aircraft.

□ Commercial use of company aircraft, such as giving or receiving instruction by a non-company instructor, or conducting photography, or survey by you or your passenger, is expressly forbidden.


Preflight Preparations

GENERAL

□ At all times, the student must comply with all FAA regulations, federal and state laws, municipal laws, all limitations made by the flight instructor, and all requirements and limitations placed on the student. Prior to each flight the student will check to make sure the flight can be completed without violations to these areas. □ Each pilot will check the squawk status of the aircraft prior to each flight. Any discrepancies must be noted and reported to your CFI immediately.

□ The student will be present when any refueling of the aircraft is being performed. This gives you a chance to make sure the proper amount; type and refueling procedures are followed. Prior to commencing of flight, student shall ascertain that both fuel caps are properly secured. Any engine oil that is needed can be added by the student after verifying proper grade with a CFI.

□ It will be the student’s responsibility to make sure weight and balance computations are within limits and the take-off weight is recorded. Also the performance and capabilities of the aircraft will be observed using the POH.

Currency Requirements

□ All currency requirements according to the FAA regulations apply. Additionally, in order to fly solo, the student is required to take a company Safety Checkout every 30 days unless the pilot has flown dual with a company instructor within that 30 day period and has been found competent to fly the aircraft.

Flight Planning

□ Any non-rated student pilot is required to file an FAA flight plan for every flight of more than 50 NM distance from Watsonville Airport. For rated pilots the requirement is 100nm or more.

□ The student must obtain a complete weather briefing, including local area NOTAMs, for each flight. Company aircraft are not authorized to be flown outside the Continental US.

□ A fuel reserve of 20 minutes for helicopters day or night VFR and airplanes require 30 minutes

Day VFR or 45 minutes at night or under IFR. The student will order fuel accordingly.

□ Before starting the engine of a company aircraft the student will inspect the aircraft, its equipment and accessories. The student agrees not to accept the aircraft until satisfied as to its airworthiness and proper function.

□ No maintenance of any kind is authorized without prior approval from company maintenance

personnel. □ Each student shall check the squawk status of the aircraft prior to each flight. All discrepancies

before and after the flight shall be recorded in the appropriate manner on the squawk sheet.


□ The student must be checked out through a dispatch or a company Instructor prior to keys being issued. This is required for all flights (dual or solo).

Aircraft Operations

General

□ In the event of a precautionary landing, notify the company as soon as possible. The pilot in command is responsible for the aircraft until released by someone from the company. □ All pilots shall fly at an altitude consistent with FAR 91.119 – Minimum Safe Altitudes

□ Before the student takes the controls for the first time after the initial introduction training, he/she will adhere to the following positive exchange of the flight controls. When the instructor gives the command “I have the controls” the student will immediately relinquish the controls to the CFI, and reply, “you have the controls”. The instructor will then confirm by again stating, “I have the controls.” This will be practiced on a regular basis until the student’s reaction is appropriate. □ Over water flights are not permitted unless the aircraft is within power off glide distance of a suitable landing site on shore and free of persons or property. The only exception is during Dual instruction with life vests donned and during IFR training.

□ All ground operations are to be conducted in the safest manner possible. Pilots are responsible for their rotor down wash/prop wash. □ Passenger loading or unloading while the aircraft is running is prohibited. “Running” means “while the prop or rotor blades are turning.” You may not exit the aircraft for any non emergency reason while the prop or rotors are turning.

Minimum experience to act as PIC and PIC Solo (Helicopter R22)

The pilot of an R22 helicopter must have the following minimum experience and adhere to the following conditions to act as PIC:

A. Prior to any solo flight in the R22, all student and non-helicopter rated pilots must receive at least 20 hours of dual instruction in Robinson helicopters, of which at least 10 hours are in the R22

B. No pilot shall carry passengers in the R22.


SOLO FLIGHT

□ All training is to be conducted in accordance with Federal Aviation regulations. No student pilot may be authorized to start a solo practice flight from an airport until the flight has been approved by an authorized flight instructor whom has issued all appropriate endorsements for the flight and is present at that airport.

□ No emergency procedures of any kind may be practiced unless an instructor from the company is on board the aircraft.

□ No student will carry a passenger while on a solo training flight. Any student found to have done so will be reported to the Federal Aviation Administration and terminated from the program.

□ When taxiing to and from the Specialized ramp area the student will use standard taxiway procedures and be aware of the prop or rotor wash and its effects on other aircraft. Students will give way to taxiing aircraft and inbound helicopters. Helicopters will hover at a five (5) foot skid height or as instructed by their instructor.

□ Solo training flights will be conducted in VFR weather conditions only. Solo students may not fly if the wind velocity is greater than fifteen (15) knots or in gust spreads of over ten (10) knots unless superseded by a logbook endorsement. No solo flight will be dispatched unless the ceiling is at least one thousand (1,000) feet AGL and visibility is at least three (3) miles.

□ Pilots will not fly at an altitude of less than five hundred (500) AGL while on cross-country training flights, except for the purpose of take-off or landing.

□ Solo students are not permitted to make off airport landings except for precautionary landings, unless endorsed in their logbook by their CFI to do so.

□ An official VFR flight plan must be filed for all solo cross-country flights. □ Students will exercise the utmost caution when operating in the vicinity of other aircraft, either on the ground or in flight. When in flight, students will follow the collision avoidance procedures as outlined in FAR 91.111, 91.113, and will practice the proper scanning technique as described in the Aeronautical Information manual paragraph 8-1-6 and 8-1-8.

□ If any damage is claimed by others and is caused by the student due to any violation of company, FAA, State of California rules, regulations, laws or the student exercises poor judgment in regards to the Airman’s information manual (AIM), the student may be liable for damages personally.

□ You are required to know the published manufacturer ’s and company limitations of the aircraft and to operate within them.

□ For Helicopters - You must occupy the right seat and remove all flight controls for the left seat unless accompanied by a company instructor.


EMERGENCY PROCEDURES

□ Should a student have to make a precautionary landing for any reason, he/she will notify the company immediately at (831) 763-2244 and wait for further instructions. □ You must call for authorization and instructions before repairs are made away from the Watsonville Airport.

□ All students are required to have a complete knowledge of all emergency procedures prior to solo. Refer to the aircraft POH (Pilots Operating Handbook) or AFM (Aircraft Flight Manual) for a series of Emergency procedures specific to the make and model of the aircraft you will be flying.

ENGINE START-UP

□ All pilots will clear the immediate area of the aircraft prior to starting.

□ Students will not start the aircraft without the instructor’s permission.

□ Damage to the aircraft can be caused by improper control, throttle or inadvertent pilot action. Students must pay particular attention to this during start-up. Students will only start the engine after a complete cockpit check has been performed.

□ Helicopters only- ensure the throttle is completely closed prior to engine start.

ENGINE SHUT-DOWN

□ Students will remain in the aircraft with seat belt fastened while the rotor blades or prop are moving. After engine and props or rotors have stopped, it is the responsibility of the student to tie down the aircraft after shut down (helicopter – apply rotor brake). Students will not leave the aircraft unattended with the keys left in it under any circumstances.

POST-FLIGHT / SECURING

□ After securing the aircraft, a post flight walk-around of the aircraft will be performed to check for oil leaks, loose or lost fuel caps, tire damage or other problems not noted prior to departure. Any findings will be reported to your CFI or squawked appropriately.


E. OPERATIONS SPECIFIC TO THIS COMPANY

Designated Training / Practice Areas

This company utilizes practice areas defined by the depiction in the included SF sectional chart picture below. Any students entering or exiting the practice areas will self announce on the appropriate CTAF frequency while conducting operations in the training area. The announcement will consist at a minimum of; Tail number, name of practice area, your present position and altitude plus any information that should be included for safe flight in those areas. All students will maintain vigilance and a “safety first” attitude while working in the practice area. Any company aircraft in the area shall respond with an announcement of identification and position and update that position as often as necessary to maintain separation of aircraft of at least 500’ in all directions at all times.

Practice area A (“The Academy”)

Top = 1,500 MSL / avoid over water operations and be vigilant of aircraft in the vicinity.

Practice area B (“East Hills”)

Top = 3,500 MSL / remain 1/2 mile from homes, cattle and vehicles


AIRPORTS USED FOR FLIGHT TRAINING

Non-Cross country:

KSNS, KCVH, KOAR, E16, KMRY, KWVI, 1C9

Day Dual Cross Country:

KHWD, KSQL, KRHV, KHAF, KLSN, KLVK, KPRB, KKIC

Day Solo Cross Country:

KHWD, KKIC, KPRB, KSQL, KLSN, KRHV, KSNS, KHAF

Dual Night Cross Country:

KSNS, KHWD, KSQL, KMRY, KKIC, KPRB, E16, KHAF

F. MANEUVERS MANUAL

Each aircraft will have its own maneuvers manual in order to assist the student with understanding how

to fly each specific maneuver assigned to this training program.

This manual will be included in the required materials for each specific course of training.

G. SAFETY NOTICES

Each make and model of aircraft will have safety notices that might affect the safety of flight. Your

flight instructor will show you how to find these and how the update systems works on these items.


H. ADVISORY CIRCULAR AC 90-48C

The below Advisory Circular is to provide the student with FAA information in regards to collision

avoidance.

Pilots' Role in Collision Avoidance

U.S. Department of Transportation

Federal Aviation Administration

3/18/83

Initiated by: AFO-820

1. PURPOSE.

This advisory circular is issued for the purpose of alerting all pilots to the potential hazards of midair collision and

near midair collision, a to emphasize those basic problem areas related to the human causal factors where

improvements in pilot education, operating practices, procedures, and improved scanning techniques are

needed to reduce midair conflicts.

2. CANCELLATION.

AC 90-48B, Pilots' Role in Collision Avoidance, dated 9/5/80 is canceled.

3. BACKGROUND.

a. From 1978 through October 1982 a total of 152 midair collisions (MAC) occurred in the United States resulting

in 377 fatalities. Throughout this approximate 5 year time period the yearly statistics remained fairly constant,

with a recorded high of 38 accidents in 1978 and a low of 25 in both 1980 and 1981. During this same time

period there were 2,241 reported near midair collisions (NMAC). Statistics indicate that the majority of these

midair collisions and near midair collisions occurred in good weather and during the hours of daylight.

b. The FAA has introduced several significant programs designed to reduce the potential for midair and near

midair collisions. This advisory circular is but one of those programs and is directed towards all pilots operating

in the National Airspace System, with emphasis on the need for recognition of the human factors associated with

midair conflicts.

4. ACTION.

The following areas warrant special attention and continuing action on the part of all pilots to avoid the possibility

of becoming involved in a midair conflict.

a. "See and Avoid" Concept.

(1) The flight rules prescribed in Part 91 of the Federal Aviation Regulations (FAR) set forth the concept of "See

and Avoid." This concept requires that vigilance shall be maintained at all times, by each person operating an

aircraft, regardless of whether the operation is conducted under Instrument Flight Rules (IFR) or Visual Flight

Rules (VFR).

(2) Pilots should also keep in mind their responsibility for continuously maintaining a vigilant lookout regardless

of the type of aircraft being flown. Remember that most MAC accidents and reported NMAC incidents occurred

during good VFR weather conditions and during the hours of daylight.


b. Visual Scanning.

(1) Pilots should remain constantly alert to all traffic movement within their field of vision as well as periodically

scanning the entire visual field outside of their aircraft to ensure detection of conflicting traffic. Remember that

the performance capabilities of many aircraft, in both speed and rates of climb / descent, result in high closure

rates limiting the time available for detection, decision, and evasive action. (See the "Distance/Speed/Time"

chart in Appendix 1.)

(2) The probability of spotting a potential collision threat increases with the time spent looking outside, but certain

techniques may be used to increase the effectiveness of the scan time. The human eyes tend to focus

somewhere, even in a featureless sky. In order to be most effective, the pilot should shift glances and refocus at

intervals. Most pilots do this in the process of scanning the instrument panel, but it is also important to focus

outside to set up the visual system for effective target acquisition.

(3) Pilots should also realize that their eyes may require several seconds to refocus when switching views

between items in the cockpit and distant objects. Proper scanning requires the constant sharing of attention with

other piloting tasks, thus it is easily degraded by such psycho-physiological conditions such as fatigue, boredom,

illness, anxiety, or preoccupation.

(4) Effective scanning is accomplished with a series of short, regularly spaced eye movements that bring

successive areas of the sky into the central visual field. Each movement should not exceed 10 degrees, and

each area should be observed for at least 1 second to enable detection. Although horizontal back and forth eye

movements seem preferred by most pilots, each pilot should develop a scanning pattern that is most comfortable

and then adhere to it to assure optimum scanning.

(5) Peripheral vision can be most useful in spotting collision threats from other aircraft. Each time a scan is

stopped and the eyes are refocused, the peripheral vision takes on more importance because it is through this

element that movement is detected. Apparent movement is almost always the first perception of a collision threat

and probably the most important, because it is the discovery of a threat that triggers the events leading to proper

evasive action. It is essential to remember, however, that if another aircraft appears to have no relative motion, it

is likely to be on a collision course with you. If the other aircraft shows no lateral or vertical motion, but is

increasing in size, take immediate evasive action.

(6) Visual search at night depends almost entirely an peripheral vision. In order to perceive a very dim lighted

object in a certain direction, the pilot should not look directly at the object, but scan the area adjacent to it. Short

stops, of a few seconds, in each scan will help to detect the light and its movement.

(7) Lack of brightness and color contrast in daytime and conflicting ground lights at night increase the difficulty of

detecting other aircraft.

(8) Pilots are reminded of the requirement to move one's head in order to search around the physical

obstructions, such as door and window posts. The doorpost can cover a considerable amount of sky, but a small

head movement may uncover an area which might be concealing a threat.

c. Clearing Procedures.

(1) Pilots should:

(i) Prior to taxiing onto a runway or landing area for takeoff, scan the approach areas for possible landing traffic

by maneuvering the aircraft to provide a clear view of such areas. It is important that this be accomplished even

though a taxi or takeoff clearance has been received.

http://www.avweb.com/newspics/ac90-48c.gif

http://www.avweb.com/newspics/ac90-48c.gif


(ii) During climbs and descents in flight conditions which permit visual detection of other traffic, execute gentle

banks left and right at a frequency which permits continuous visual scanning of the airspace about them.

(iii) Execute appropriate clearing procedures before all turns, abnormal maneuvers, or acrobatics.

d. Airspace, Flight Rules, and Operational Environment.

(1) Pilots should be aware of the type of airspace in which they intend to operate in order to comply with the flight

rules applicable to that airspace. Aeronautical information concerning the National Airspace System is

disseminated by three methods: aeronautical charts (primary); the Airman's Information Manual (AIM); and the

Notices to Airmen (NOTAM) system. The general operating and flight rules governing the operation of aircraft

within the United States are contained in Part 91 of the FAR.

(2) Pilots should:

(i) Use currently effective aeronautical charts for the route or area in which they intend to operate.

(ii) Note and understand the aeronautical legend and chart symbols related to airspace information depicted on

aeronautical charts.

(iii) Develop a working knowledge of the various airspace segments, including the vertical and horizontal

boundaries.

(iv) Develop a working knowledge of the specific flight rules (FAR 91) governing operation of aircraft within the

various airspace segments.

(v) Use the AIM. The Basic Flight Information and ATC Procedures describe the airspace segments and the

basic pilot responsibilities for operating in such airspace.

(vi) Contact the nearest FAA Flight Service Station for any pertinent NOTAMs pertaining to their area of

operation.

(3) Pilots should also be familiar with, and exercise caution, in those operational environments where they may

expect to find a high volume of traffic or special types of aircraft operation. These areas include Terminal Radar

Service Areas (TRSAs), airport traffic patterns, particularly at airports without a control tower; airport traffic areas

(below 3,000 feet above the surface within five statute miles of an airport with an operating control tower);

terminal control areas; control zones, including any extensions; Federal airways; vicinity of VORs; restricted

areas; warning areas; alert areas; Military Operating Areas (MOA); intensive student jet training areas; military

low level high speed training routes; instrument approach areas; and areas of high density jet arrival / departure

routings, especially in the vicinity of major terminals and military bases.

e. Use of Communications Equipment and Air Traffic Advisory Services.

(1) One of the major factors contributing to the likelihood of NMAC incidents in terminal areas that have an

operating air traffic control (ATC) system has been the mix of known arriving and departing aircraft with unknown

traffic. The known aircraft are generally in radio contact with the controlling facility (local, approach, or departure

control) and the other aircraft are neither in two-way radio contact nor identified by ATC at the time of the NMAC.

This precludes ATC from issuing traffic advisory information to either aircraft.

(2) Although pilots should adhere to the necessary communications requirements when operating VFR, they are

also urged to take advantage of the air traffic advisory services available to VFR aircraft.

(3) Pilots should:

(i) Use the AIM.


(A) The basic AIM contains a section dealing with services available to pilots, including information on VFR

advisory services, radar traffic information services for VFR pilots, and recommended traffic advisory practices at

nontower airports.

(B) The airport / facility directory contains a list of all major airports showing the services available to pilots and

the applicable communication frequencies.

(ii) Develop a working knowledge of those facilities providing traffic advisory services and the area in which they

give these services.

(iii) Initiate radio contact with the appropriate terminal radar or nonradar facility when operating within the

perimeters of the advertised service areas or within 15 miles of the facility when no service area is specified.

(iv) When it is not practical to initiate radio contact for traffic information, at least monitor the appropriate facility

communication frequency, particularly when operating in or through arrival / departure routes and instrument

approach areas.

(v) Remember that controller observation of aircraft in the terminal area is often limited by distance, depth

perception, aircraft conspicuity, and other normal visual acuity problems. Limitations of radar (when available),

traffic volume, controller workload, unknown traffic, etc., may prevent the controller from providing timely traffic

advisory information. Traffic advisories are secondary to the controllers' primary duties (which are separating

aircraft under their control and issuing safety advisories when aware of safety conflicts). Therefore, the pilot is

responsible for seeing and avoiding other traffic. Traffic advisories should be requested and used when available

to assist the pilot to see and avoid other traffic by assisting, but not substituting in any way, the pilot's own visual

scanning. It is important to remember that advisories which air traffic control may provide are not intended to

lessen in any manner the pilot's obligation to properly scan to see and avoid traffic.

f. Airport Traffic Patterns.

(1) A significant number of midair collisions, as well as near midair collisions, have occurred within the traffic

pattern environment.

(2) Pilots should:

(i) When operating at tower controlled airports, maintain two-way radio contact with the tower while within the

airport traffic area. Make every effort to see and properly avoid any aircraft pointed out by the tower, or any other

aircraft which may be in the area and unknown to the tower.

(ii) When entering a known traffic pattern at a non-tower airport, keep a sharp lookout for other aircraft in the

pattern. Enter the pattern in level flight and allow plenty of spacing to avoid overtaking or cutting any aircraft out

of the pattern.

(iii) When approaching an unfamiliar airport fly over or circle the airport at least 500 feet above traffic pattern

altitude (usually at 2,000 feet or more above the surface) to observe the airport layout, any local traffic in the

area, and the wind and traffic direction indicators. Never descend into the traffic pattern from directly above the

airport.

(iv) Be particularly alert before turning to the base leg, final approach course, and during the final approach to

landing. At non-tower airports, avoid entering the traffic pattern on the base leg or from a straight-in approach to

the landing runway.

(v) Compensate for blind spots due to aircraft design and flight attitude by moving your head or maneuvering the

aircraft.


g. Flying In Formation.

(1) Several midair collisions have occurred which involved aircraft on the same mission, with each pilot aware of

the other's presence.

(2) Pilots who are required, by the nature of their operations, to fly in pairs or in formation are cautioned to:

(i) Recognize the high statistical probability of their involvement in midair collisions.

(ii) Make sure that adequate preflight preparations are made and the procedures to be followed are understood

by all pilots intending to participate in the mission.

(iii) Always keep the other aircraft in sight despite possible distraction and preoccupation with other mission

requirements.

(iv) Avoid attempting formation flight without having obtained instruction and attained the skill necessary for

conducting such operations.

h. Flight Instructors, Pilot Examiners, and Persons Acting As Safety Pilots.

(1) The importance of flight instructors training pilot applicants to devote maximum attention to collision

avoidance while conducting flight operations in today's increasing air traffic environment cannot be

overemphasized.

(2) Flight instructors should set an example by carefully observing all regulations and recognized safety

practices, since students consciously and unconsciously imitate the flying habits of their instructors.

(3) Flight instructors and persons acting as safety pilots should:

(i) Guard against preoccupation during flight instruction to the exclusion of maintaining a constant vigilance for

other traffic.

(ii) Be particularly alert during the conduct of simulated instrument flight where there is a tendency to "look

inside."

(iii) Place special training emphasis on those basic problem areas of concern mentioned in this advisory circular

where improvements in pilot education, operating practices, procedures, and techniques are needed to reduce

midair conflKTS.

(iv) Notify the control tower operator, at airports where a tower is manned, regarding student first solo flights.

(v) Explain the availability of and encourage the use of expanded radar services for arriving and departing

aircraft at terminal airports where this service is available, as well as, the use of radar traffic advisory services for

transiting terminal areas or flying between enroute points.

(vi) Understand and explain the limitations of radar that may frequently limit or prevent the issuance of radar

advisories by air traffic controllers (refer to AIM).

(4) Pilot examiners should:

(i) During any flight test, direct attention to the applicant's vigilance of other air traffic and an adequate clearance

of the area before performing any flight maneuver.

(ii) Direct attention to the applicant's knowledge of the airspace, available FAA air traffic services and facilities,

essential rules, good operating practices, procedures, and techniques that are necessary to achieve high

standards of air safety.


i. Scan Training. The Aircraft Owners and Pilots Association (AOPA) Air Safety Foundation has developed an

excellent educational program designed to inform pilots on effective visual scan techniques. All pilots are

encouraged to attend FAA / industry sponsored safety meetings which feature this program. The program, called

"Take Two and See," is available on loan through the AOPA Air Safety Foundation, 7315 Wisconsin Avenue,

Bethesda, Maryland 20814. For further information on the availability of this or any other Accident Prevention

Program dealing with collision avoidance, interested persons may contact the Accident Prevention Specialist at

any FAA General Aviation District Office or Flight Standards District Office.

/s/ KENNETH S. HUNT

Director of Flight Operations


I. AC 90-48C


J. WAKE TURBULENCE AVOIDANCE Wake Turbulence Avoidance - The Problem All Pilots are taught to be aware of wake turbulence. However, recent incidents indicate that pilots need to keep in mind how severe wake turbulence can be. In any event, wake turbulence is still out there and it can put a pilot and the aircraft at risk. This page was prepared as a reminder to pilots, to make them aware of wake turbulence and how to best avoid it. Remember, the best defense against wake turbulence is to know and avoid areas where it occurs. What is Wake Turbulence? All Aircraft produce wake turbulence. Wake vortices are formed any time an airfoil is producing lift. Lift is generated by the creation of a pressure differential over the wing surfaces. The lowest pressure occurs over the upper surface and the highest pressure under the wing. This pressure differential triggers the rollup of the airflow aft of the wing resulting in swirling air masses trailing downstream of the wingtips. Viewed from behind the generating aircraft, the left vortex rotates clockwise and the right vortex rotates counterclockwise. The intensity or strength of the vortex is primarily a function of aircraft weight and configuration (flap setting etc.). Heavy aircraft, flying slowly, in a clean configuration, produce the strongest vortices. For example, a large or heavy aircraft that must reduce its speed to 250 knots below 10,000 feet and is flying in a clean configuration while descending, produces very strong wake. Extra caution is needed when flying below and behind such aircraft. Induced Roll - The Greatest Hazard While instances where wake turbulence caused structural damage have been rare, the greatest hazard is induced roll and yaw. This is especially dangerous during takeoff and landing when there is little altitude for recovery. Short wing span aircraft are most susceptible to wake turbulence. The wake turbulence-induced roll rates can be extreme. Countering roll rates may be difficult or impossible even in a high performance aircraft with excellent roll control authority. Parallel or crossing Runways - Stay Heads Up for the Wake During takeoff and landing, the vortices sink toward the ground and move laterally away from the runway when the wind is calm. A 3 to 5 knot crosswind will tend to keep the upwind vortex in the runway area and may cause the downwind vortex to drift toward another runway . At altitude, vortices sink at a rate of 300 to 500 feet per minute and stabilize about 500 to 900 feet below the flight level of the generating aircraft. Helicopter Wake Helicopters also produce wake turbulence. Helicopter wakes may be of significantly greater strength than those from

Stay On or Above Leader's Glide Path Incident data shows that the greatest potential for a wake vortex incident occurs when a light aircraft is turning


from base to final behind a heavy aircraft flying a straight-in approach. Use extreme caution to intercept final above or well behind the heavier

Warning Signs Any un-commanded aircraft movements (i.e., wing rocking) may be caused by wake. This is why maintaining situational awareness is so critical. Ordinary turbulence is not unusual, particularly in the approach phase. A pilot who suspects wake turbulence is affecting his or her aircraft should get away from the wake, execute a missed approach or go-around and be prepared for a stronger wake encounter. The onset of wake can be insidious and even surprisingly gentle. There have been serious accidents where pilots have attempted to salvage a landing after encountering moderate wake only to encounter severe wake vortices. Pilots should not depend on any aerodynamic warning, but if the onset of wake is occurring, immediate evasive action is a MUST! How to Avoid Wake Turbulence

1. Takeoff If you think wake turbulence from the preceding aircraft may be a factor, wait at least 2 or 3 minutes before taking off. (See AIM para. 7-58 b & c). Before taking the runway, tell the tower that you want to wait. Plan your takeoff to liftoff before the rotation point of the preceding aircraft.

2. Climb If you can, climb above the preceding aircraft's flight path. If you can't out climb it, deviate slightly upwind, and climb parallel to the preceding aircraft's course. Avoid headings that cause you to cross behind and below the preceding aircraft.

3. Crossing If you must cross behind the preceding aircraft, try to cross above its flight path or (terrain permitting) at least 1,000 feet below.

4. Following Stay either on or above the preceding aircraft's flight path, upwind, or at least 1,000 feet below.

5. Approach Maintain a position on or above the preceding aircraft's flight path with adequate lateral separation.

6. Landing Ensure that your touchdown point is beyond the preceding aircraft's touchdown point, or land well before a departing aircraft's rotation point.

7. Crossing Approaches When landing behind another aircraft on crossing approaches, cross above the other aircraft's flight path.

8. Crosswinds Remember crosswinds may affect the position of the vortices. Adjust takeoff and landing points accordingly.

9. Helicopters Helicopter wake vortices may be of significantly greater strength than fixed wing aircraft of the same weight. Avoid flying beneath the flight paths of helicopters


K. TRAINING COURSE SYLLABUS

ADDITIONAL REQUIRED COURSE MATERIALS

The following pages or course books will act as your guide to completing this specific course of instruction. It will include both Ground and Flight instruction outlines, training times and many other important items to help guide you through the process.

Your instructor will explain the process and materials in this outline and give you a clear understanding of the many parts required for training under this type of syllabus.

You will use the course syllabus along with the TCO update section appropriate to your

course to ensure completion of the FAR part 141 required training times along with assisting you in your day to day education.

In some areas of the courses syllabus you might find overlapping materials, information or references to other books or materials, don’t be alarmed, this is normal and a regular part of the aviation training system to ensure complete learning.

Ensure you have the correct Manual, Syllabus and maneuvers guide for each course you are enrolled in.

Ensure they are the current edition or version.

Check the following update pages for the appropriate course you are enrolled in to be sure you have current information.


L. TCO UPDATES TO PRIVATE PILOT – AIRPLANE (FAR §141 APPENDIX B)


M. TCO UPDATES TO PRIVATE PILOT – HELICOPTER (FAR §141 APPENDIX B)


N. TCO UPDATES TO INSTRUMENT PILOT – AIRPLANE (FAR §141 APPENDIX C)


O. TCO UPDATES TO INSTRUMENT PILOT – HELICOPTER (FAR §141 APPENDIX C)


P. TCO UPDATES TO ADD-ON INSTRUMENT PILOT-AIRPLANE (FAR §141 APPENDIX C)


Q. TCO UPDATES TO ADD-ON INSTRUMENT PILOT – HELICOPTER (FAR §141 APPENDIX C)


R. TCO UPDATES TO COMMERCIAL PILOT – AIRPLANE (FAR §141 APPENDIX D)


S. TCO UPDATES TO COMMERCIAL PILOT – HELICOPTER (FAR §141 APPENDIX D)


T. STUDENT ACKNOWLEDGMENT SIGNATURE SECTION

I have read and understand the policies, procedures and instructions in the company “Student

Operations Manual” and agree to comply with all of the safety procedures and other information at all

times while I am a student/renter of this company. I additionally understand that I will be held

responsible and liable for my actions if I violate any of the policies, procedures, instructions or

recommendations including all federal laws, state laws and the like while training.

I agree to spend the time necessary to familiarize myself with this document and ask questions when in

doubt to any policy, rule, regulation, law or safety element prior to acting as “pilot in command” so that

I do not accidentally cause a violation while acting as “pilot in command” on the ground or in the air.

Student Name (print): _____________________________________________________________

Student Signature: ________________________________________________________________

Chief flight Instructor:_____________________________________________________________

Date:_________________________________


U. TRAINING PROGRAM ENROLLMENT CERTIFICATE

Enrollment Certificate

T his is to certify that

Student Name

is enrolled in the Federal Aviation Administration approved Private Pilot Certification Course, conducted by

School and Certificate Number

Chief Instructor Date of Enrollment


V. TRAINING PROGRAM GRADUATION CERTIFICATE

Graduation Certificate

T his is to certify that

Pilot Name | Certificate number

has satisfactorily completed each required stage of the FAA

approved_____________________ course of training including the tests

for those stages, and has received ____ hours of cross-country training.

School and Certificate Number

Chief Instructor Date of Graduation

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