SR 22 Training Guide

point of reference for all customers looking for answers to training questions. To start using your HTMLeZ privileges, go to http://www.aero.und.edu/cirrus and click on HTMLeZ. Click on “Cirrus Pilot Owners” and then follow the instructions on the welcome page, which will allow you to register and request access. NOTE: It takes 1-2 working days for your request for access to be approved. Training Guide Section 1 © 2005 All Rights Reserved 1-3 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 1.5 Transition Training Kits To ensure successful transition of pilots into the Cirrus aircraft, each pilot will need a Cirrus aircraft transition training kit prior to the start of the transition course. This kit includes the following: 1. Training Guide (this binder) 2. Cirrus Aircraft Training Software (CATS) 3. Customer Resource CD 4. Garmin GNS 430 pilots guide and software We have provided all pilots guides and training materials required for the transition training as a part of the Customer Resource CD and training guide. There are other computer based products that are available to you for additional cost:  Garmin GNS 530/430 Advanced Training Series o http://www.vflite.com  Electronic Flight Solutions, Inc. o http://www.electronicflight.com 1.6 Schedule of Training Please note that the average pilot will spend at least three days to complete the transition training program, and each additional pilot that is being trained will take additional time to train. In Section 1.7 you will find a brief description of the transition training course. The advanced avionics in the Cirrus SR20 are one of the greatest challenges for transitioning owners. If you have little or no experience with the Garmin GNS 430 you should consider scheduling additional training. Weather and maintenance can play a key role in the training schedule. Please build some flexibility into your personal schedule for any such delays. In the event that unforeseen delays such as weather or maintenance do occur, you will still be billed for any time you spend with your instructor. Please call UNDAF (see Section 1.3) to discuss your training options and plans. The amount of training needed is dependent on the experience level of the pilot. Many factors, including weather, maintenance, insurance requirements and customer proficiency may extend the training schedule. You can reduce the training time by coming prepared. Additional training resources are available on HTMLeZ. Training Guide Section 1 © 2005 All Rights Reserved 1-4 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 1.7 Transition Training Course The Cirrus Transition Training Course is accepted by the FAA/Industry Training Standards. The course is comprised of eight lessons and an optional biennial flight review and/or instrument proficiency check lesson after the transition training has been completed. Note: Pilot shall hold at least a private pilot certificate to participate in the transition training. The amount of time it takes to complete the course for each person is dependent on several factors:  Experience level of the pilot;  Overall knowledge of the aircraft and avionics; and,  Insurance requirements. The course is a basic VFR course. Minimal instrument procedures are covered within these eight lessons. If more emphasis on instrument operations is requested, more time will need to be scheduled. Below is a brief outline of the transition training course. You can find the actual course in Appendix D of this manual. Lesson 1: This lesson is an introduction to Scenario Based Training (SBT) and Cirrus Transition Training. This ground lesson is to ensure that the Pilot in Training (PT) has an understanding of the POH and the contents within, at a level in which the scenario-based training can be conducted efficiently, effectively and safely. This lesson will include analysis of decision making processes, Aeronautical Decision Making (ADM) concepts and risk factors in relation to an accident scenario. This lesson will include an overview of the FAA Industry Training Standards (FITS) and the concepts of a FITS accepted course. The pilot in training (PT) and instructor will be introduced to the advanced cockpit of a Cirrus aircraft and practice normal checklist use, avionics symbology and functionality, and CAPS training. Lesson 2: This lesson provides an introduction to normal operations and automation using an aircraft or flight training device. Conducted on a planned cross country scenario, this lesson will include normal operations of critical equipment for flight Training Guide Section 1 © 2005 All Rights Reserved 1-5 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 in VFR and IFR flight. The PT will generate acceptable solutions and alternatives to normal procedures and ADM while performing automation management during a cross country scenario. The PT will implement normal procedures, including checklists, en route procedures and arrival procedures. The PT will make extensive use of the autopilot to gain proficiency in operating various avionics in the aircraft. Lesson 3: This lesson is an introduction to operational characteristics and normal operations. This lesson is conducted on a planned cross country scenario to provide practice of normal procedures in a technically advanced aircraft and enhanced aeronautical decision making, information management, risk management and single-pilot resource management skills. Lesson 4: This lesson is a ground lesson on Aeronautical Decision Making (ADM) through use of scenarios. This lesson includes numerous risk management tools and techniques to reduce the overall risks associated with flying. This lesson includes the use of PowerPointTM presentation material and other media to introduce and explore scenarios, based upon the certification and ratings of the PT. Lesson 5: This lesson provides an introduction to abnormal and emergency operations and automation competence using an aircraft or flight training device. Conducted on a planned VFR or IFR cross country scenario, the PT will generate acceptable solutions, while properly utilizing the automation and avionics available. The PT will demonstrate extensive use of the automation to develop his/her skills relating to workload management and single pilot resource management (SRM) skills. Lesson 6: This lesson provides additional instruction regarding abnormal and emergency operations, with emphasis on the ability of the PT to safely fly the aircraft without the use of the autopilot. Conducted on a planned VFR or IFR cross country scenario, the PT will generate acceptable solutions, while using those resources, other than automation, to generate a safe outcome. Lesson 7: This lesson is to demonstrate ADM and SRM skills during normal, abnormal, and emergency operations, while Training Guide Section 1 © 2005 All Rights Reserved 1-6 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 demonstrating both automation and manual flying competence. Conducted on a planned VFR or IFR cross country scenario, the PT will generate acceptable solutions, while effectively using all resources that are available. Lesson 8: This lesson is the final flight that will take into account previously learned material. Conducted on a planned cross country scenario, the PT will demonstrate knowledge and skill levels that meet or exceed defined desired outcomes. NOTE: Optional biennial flight review and/or instrument proficiency check training can only be conducted after satisfactorily completing the transition training course Lesson 9: This lesson is an optional biennial flight review in which an additional half day of training will be necessary to cover the required ground material. Lesson 10: This lesson is an optional instrument proficiency check in which an additional day of training will be needed to cover the required ground and flight lesson. Training Guide Section 1 © 2005 All Rights Reserved 1-7 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 1.8 Additional Services and Fees In addition to regular transition training, UND Aerospace Foundation offers the following additional services and training to Cirrus customers. Please contact us at (218)-788-3217 to schedule all your training needs or view our website for more information at http://www.aero.und.edu/cirrus.  Delivery of your aircraft to your home airport and training at home  Flight home accompaniment  Biennial Flight Review (BFR) o Extra ½ day required  Instrument Proficiency Check (IPC) o Extra full day required  Recurrent Training One day structured course  Accelerated Instrument Course  Custom Training  Training to fit your needs and requirements NOTE: It is highly recommended that you come to Duluth to take delivery of your aircraft and complete the transition program. If you decide to take advantage of our additional services, you are responsible for fees associated with training outside of the factory which may include but are not limited to lodging, meals, airfare, transportation, aircraft fuel, charts, and unforeseen delays due to weather and/or mechanical issues. Please call or visit us online for a current listing of our fee schedule at http://www.aero.und.edu/cirrus and follow the links for ”Service/Scheduling” and “Fee/Billing.” Training Guide Section 1 © 2005 All Rights Reserved 1-8 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 Intentionally Left Blank Training Guide Section 2 © 2005 All Rights Reserved 2-1 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 Section 2 Operational Guidelines for Personal and Weather Risk Assessment Table of Contents 2.1 Introduction and Overview ........................................................ 2 2.1.1 Scope................................................................................... 2 2.1.2 References........................................................................... 3 2.2 Initial Operating Experience (IOE)............................................. 4 2.2.1 Initial Operating Experience Guidance.................................. 4 2.2.2 30 Day Guidance.................................................................. 4 2.2.3 60 Day Guidance.................................................................. 4 2.2.4 Annual Recurrent Training.................................................... 5 2.3 Establishing Personal Minimums .............................................. 6 Risk Factors for Personal Weather Minimums Chart .........................11 IOE Weather Minimums....................... Error! Bookmark not defined. After IOE Weather Minimums .............. Error! Bookmark not defined. 2.4 Risk Assessment .....................................................................14 2.4.1 PAVE (Pilot-Aircraft-enVironment-External pressures) .........14 2.4.2 Preflight Risk Assessment ...................................................14 2.5 Best Practices Weather Flight Planning ...................................15 2.5.1 Sources of Information for Flight Planning............................15 2.5.2 Weather Information and Flight Readiness Review ..............15 2.5.3 Preparing Your Mental Weather Map...................................16 2.5.4 Primary Flight Plan ..............................................................17 2.5.5 Alternate Flight Plan ............................................................17 Training Guide Section 2 © 2005 All Rights Reserved 2-2 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 2.1 Introduction and Overview As a general aviation (GA) pilot, you are the head of your flight department, and as such, have multiple roles. In general, you are responsible for selecting the proper airplane for the mission, ensuring adequate pilot training, establishing personal weather minimums, and ensuring all maintenance is in compliance. You are the dispatcher responsible for gathering weather and other flight information, planning the flight, ensuring adequate fuel for the mission, and perhaps actually fueling the airplane. You are the pilot in command responsible for the safety of the flight using all available resources to make correct timely decisions regarding weather and possible system malfunctions and failures. In commercial air carrier operations and corporate flight departments, these responsibilities are assigned to different persons. Air carriers are required to have standardized procedures to aid the responsible persons in accomplishing their role, and corporate flight departments typically do the same. Adopting similar safety procedures for non-corporate GA operations would lead to similar safety results. The Personal and Weather Risk Assessment Guide will assist you in developing your own standardized procedures for accomplishing the dispatch and pilot in command responsibilities of your flight department and will help you make sound preflight and in-flight weather decisions. 2.1.1 Scope Section 5 is split up in to four areas that build upon similar principles. These principles can be applied to your everyday flying. A brief explanation of each of the areas is described in the following paragraphs:  Section 2.2 Initial Operating Experience (IOE) provides guidance to pilots during the first 100 hours of operation. Guidance is provided to improve safety while you continue to explore your capabilities and those of your aircraft.  Section 2.3 Establishing Personal Minimums provides guidance on establishing personal weather minimums for both before and after the IOE period. Included are forms for compiling your pilot certifications, training, and experience, which assists you in developing appropriate personal weather minimums. Along with a personal assessment sheet, suggested weather minimums are provided to assist you in developing your own personal minimums. Cirrus recommends attaching the completed personal minimums form to your logbook for quick reference. Training Guide Section 2 © 2005 All Rights Reserved 2-3 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811  Section 2.4 Preflight Risk Assessment provides guidance on assessing the risk of a particular flight and planning a safe flight given the weather conditions, and should be referenced before each flight. This section contains two established risk assessment tools which require the assessment of the pilot, the aircraft and the environment for the mission. The first tool, PAVE (Pilot-Aircraft- enVironment-External pressures), allows you to identify the risks associated with the flight. The second tool, (flight risk assessment form), allows you to quantify or measure the relevant risk elements. These tools are presented to improve your decision making skills. It is up to you to apply these tools to your preflight planning.  Section 2.5 Best Practices Weather Flight Planning contains the Best Practices Weather Planning guide. This guide explains how to obtain a weather briefing and develop a plan to complete the flight safely given the weather conditions. This guide stresses the need to have a back up plan, “Plan B,” before embarking on any flight. 2.1.2 References The appendix contains reprints of the appropriate documents described in this section as listed below. Additional copies of these documents are available online under the HTMLeZ section at: http://www.aero.und.edu/cirrus.  Appendix A: Personal Weather Minimums  Appendix B: Personal Minimums Checklist (PAVE)  Appendix C: Preflight Risk Assessment Form Training Guide Section 2 © 2005 All Rights Reserved 2-4 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 2.2 Initial Operating Experience (IOE) This section provides guidelines during the first 100 hours of operation to help improve the overall safety in Cirrus aircraft. Transitioning into a new aircraft creates unique challenges that need to be considered for safe operation of your aircraft. Guidance is provided for creating personal weather minimums during the IOE period in Section 2.3. The term IOE is derived from the airline industry and refers to pilots that have completed their initial training but are still in the process of learning a new aircraft and avionics. The IOE starts after you have completed the transition training and should be used for guidance during your daily flight operations. The IOE program is derived from the operating procedures Cirrus Design uses for its company pilots. NOTE: It is highly recommended you follow the IOE program which is covered in Section 4 of this guide. 2.2.1 Initial Operating Experience Guidance In order to keep you in a safety mindset and help you make sound decisions during your preflight and daily flight operations, the IOE program is broken down into 30 and 60 day intervals. 2.2.2 30 Day Guidance On the 30 th day of the IOE program, Cirrus recommends that you complete the Practical Risk Management Course developed by John and Martha King. The course can be purchased online at: http://kingschools.com/. 2.2.3 60 Day Guidance On the 60 th day or upon completion of the IOE (100 hours in aircraft type), whichever comes first, Cirrus recommends that you fly with a Cirrus Standardized Instructor or UNDAF Factory Instructor. Cirrus recommends that the flight include normal and abnormal flight scenarios with an emphasis on aeronautical decision making, risk management and automation competency. The flight will allow you to refresh and review what was covered during initial training. Guidance will be provided in the development of personal weather minimums. Training Guide Section 2 © 2005 All Rights Reserved 2-5 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 2.2.4 Annual Recurrent Training Your training and proficiency have a direct impact on your aviation safety. Recurrent training is a major factor in promoting flight safety. Cirrus recommends that all pilots voluntarily undergo the equivalent of a flight review annually rather than every two years. Additionally, Cirrus recommends instrument rated pilots complete an instrument proficiency check (IPC) every six months. Because of the technological advancements and safety features available in the Cirrus aircraft, it is important to avoid overdependence upon or overconfidence in the capabilities of your aircraft. Both your capabilities and those of your aircraft, together with the various other factors affecting flight safety, must be taken into account before each flight. Training Guide Section 2 © 2005 All Rights Reserved 2-6 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 2.3 Establishing Personal Minimums Each pilot should establish personal weather minimums, which may be, and often are, above FAA legal minimums for a VFR or IFR flight. Airlines and corporate flight departments have personal minimums above FAA weather minimums where pilot experience is limited, and have operations minimums that apply when the aircraft has less than full operation of all systems necessary for dealing with weather. Personal weather minimums are based on an assessment of pilot certification, training, and experience. When you obtain a new certificate or rating, or when your current experience level changes, you should review and, if appropriate, revise your personal minimums. The forms that follow this section are design to assist you to assess your certification, training and experience level so that you can develop your personal minimums. Your completed personal weather minimums should be cut, folded, and placed in your flight bag for ready reference. Assessment of personal minimums should include, but are not limited to:  Pilot Certification (e.g., commercial, instrument rating).  Training (e.g. flight review - wings or annual training, IPC, time since initial training, variation in equipment, and familiarity with that equipment)  Experience (e.g., total years flying, total flight time, time in type, number of landings in the last year, night time and night landings, experience with high density airports, experience with mountain flying, IFR hours last year, approaches - actual or simulated – within the last year). On page 2-11 you will find the table “Risk Factors for Personal Weather Minimums.” Simply fill in your score (1-5) based on your experience in the right column and total up you score. Your score will be used to determine into which category you place. A higher score puts you into a higher risk category and a lower score into a lower risk category. This table should be completed and risk category determined prior to developing your personal minimums. Your personal weather minimums should be a reflection of your experience and background. It is important look at each individual factor to determine your most appropriate score. Identifying factors in which Training Guide Section 2 © 2005 All Rights Reserved 2-7 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 you scored high is an important step in finding ways to reduce the overall risk of your operation. Your score will put you into one of three categories: A, B, or C. Based upon the factors to be considered in the chart, a category A pilot has the most amount of experience, a category B pilot has an average amount of experience, and a category C pilot has the least amount of experience. It is important to bear in mind that there are other factors in addition to flight experience that will determine your personal weather minimums. Example of a Category A pilot:  Professional pilot (ATP/Commercial/CFI)  Flies frequently (at least 30 hours per month)  Flight experience o Over 1000TT o Over 100 hours in Cirrus o Extensive instrument experience (at least 10 hours per month) Example of a Category B pilot:  Commercial or Private with Instrument Rating  Flies somewhat frequently (at least 20 hours per month)  Flight experience o Under 1000TT o Under 100 hours in Cirrus o Average instrument experience (at least 3 hours per months) Example of a Category C pilot:  Private with or without Instrument Rating or Student Pilot  Flies sporadically (less then 10 hours per month)  Flight experience o Under 500TT o Under 100 hours in Cirrus o Minimum or no actual instrument experience (under 3 hours per month) On page 2-12 and 2-13 you will find two suggested weather minimums charts. A chart is provide for your IOE period (first 100 hours in Cirrus) and after IOE (over 100 hours in Cirrus). Utilize these suggested minimums to aid you in development of your own personal minimums. A blank column labeled “Personal Weather Minimums” is provided next to the suggested weather minimums so that you may fill in your personal Training Guide Section 2 © 2005 All Rights Reserved 2-8 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 ratings. At any time your personal weather minimums are more restrictive than the suggested minimums, use your personal minimums. Suggested weather minimums are provided based upon the category into which you fall. Remember, these are suggested weather minimums provided to help guide you in the development of your personal weather minimums. Your unique experience and background are significant determining factors when creating your personal weather minimums. For example, Cirrus recommends flying to and from hard surface runways only, for all three categories. Flying to and from grass strip runways is considered a high risk activity, and should only be undertaken by pilots with appropriate training and experience. When determining your own personal minimums, a little common sense will go a long way. A brief explanation of each factor used to determine your category is outlined below. Cirrus recommends that you do not limit this decision just to the factors outlined in the chart. It is vital to reflect on ALL your flight experiences when determining your personal weather minimums.  Age: According to the automotive industry, people under 25 years old generally accept a higher level of risk, which actually puts them at more risk for an accident. Additionally, as a person ages, sensory acuity and reaction times decline. This factor also increases accident risks for persons over 50 years old.  Primary Use of Aircraft: Strict deadlines increase the amount of pressure felt to complete a flight. This increased pressure may lead to the acceptance of higher risk than normal, thus increasing probability of an accident.  Certificates: The required training and experience gained from each new certificate or rating decreases overall risk.  Pilot Error Accidents: Past history of an accident or incident resulting from pilot error is also an indication of higher risk.  Hours in Cirrus, Last 12 Months: Time in type is an important factor when developing your personal minimums; the more recent the experience, the lower the overall risk.  Hours in Cirrus, Last 90 Days: Recency of experience is an important factor when developing your personal minimums; the more recent the experience, the lower the overall risk. Training Guide Section 2 © 2005 All Rights Reserved 2-9 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811  Total Time: Pilots with more flight experience have a greater base of knowledge from which to draw, for a given situation. However, total time must be weighed carefully against recency of experience.  Simulated or Actual Instrument Time in Cirrus: Instrument proficiency is a use-it-or-lose-it skill. Flying into uncertain or unexpected weather without proper instrument training and experience increases risk.  Active Participation in Pilot’s World : Think of your pilot license as a license to learn. One way to lower your overall risk is to commit to a continuous education program.  Night Hours, Last 90 Days: Add the score for this factor to the “Revised Total” on the chart if you are embarking on a night flight. More recent experience with night flight will reduce the overall risk of the flight.  Mountain Flying Hours in the Last 5 Years: Add the score for this factor to the “Revised Total” on the chart if you are embarking on a flight into mountainous terrain. More recent experience with mountain flight will reduce the overall risk of the flight. The risk categories and suggested weather minimums provided here are only a guide, and do not account for all possible risks or situations. Risk categories are based upon the analysis of experienced UNDAF and Cirrus instructors and take a broad range of pilots and situations into consideration. Three of the risk categories are specifically about the experience that you have gained in the last 90 days. Each 90-day interval, Cirrus recommends that you take time to update your overall score, which may also change your category. Whenever your category changes, Cirrus recommends that you review and possibly revise your personal weather minimums. Remember evaluate your personal minimums when you experience changes. Don’t change your minimums based on the flight at hand. A flight should be postponed, cancelled, or discontinued at any time the actual weather is below your personal weather minimums. A discontinued flight means a diversion. If the weather turns for the worst in flight, always have a “Plan B” and be ready to execute it. Using all Training Guide Section 2 © 2005 All Rights Reserved 2-10 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 available weather information is critical in making a well-informed, safe go/no-go or diversion decision. Resources for obtaining weather and flight planning information are provided in Section 2.5. Appendix A contains additional copies of Risk Factor charts and Personal Weather Minimum charts for future use and/or revisions to personal minimums. Training Guide Section 2 © 2005 All Rights Reserved 2-11 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 Risk Factors for Personal Weather Minimums Chart Score each row in the right hand column and total at the bottom. Your score will classify you into a category that will help you develop your personal minimums. Score 1 2 3 4 5 Your Rating Age 25-50 N/A 50-70 < 25 > 70 Primary Use of Aircraft N/A N/A Combo of Business and Pleasure Business w/out Schedule Demands Business with Schedule Demands Certificates CFI or ATP Commercial with Instrument PVT with Instrument PVT Pilot Student Pilot Pilot Error N/A N/A N/A Incident Accident Hours in Cirrus in Last 12 Months ≥ 200 199 – 151 150 - 100 99 – 51 < 50 Hours in Cirrus in Last 90 Days ≥ 30 29 - 21 20 -16 15 - 10 < 10 Total Time ≥ 2000 1999-1001 1000 - 751 750 - 501 <500 Simulated or Actual Instrument Hours in Cirrus in Last 90 days ≥15 14 – 12 11 – 8 8 – 4 < 3 Active Participation in Pilot’s World Yes No Total Complete the following if the flight will be conducted at night and/or mountainous terrain. Night Hours in Last 90 Days ≥ 15 14 -11 10 - 7 6 - 4 < 3 Mountain Flying Hours in Last 12 Months ≥ 30 29 - 20 19 -11 10 - 6 < 5 Revised Total Use the revised total if the flight is conducted at night and/or in mountainous terrain. These additional factors will increase the overall risk of the flight and should be considered when developing your personal minimums. Category C (Higher Risk) Higher risk than normal. Develop higher than normal weather minimums to reduce risk. If available, consult with a Cirrus standardized instructor or more experienced pilot for guidance on developing realistic weather minimums. ≥ 30 Category B (Medium Risk) Somewhat riskier than usual. Develop conservative weather minimums and operating procedures to insure all standards are being met. 19- 29 Category A (Low Risk) No unusual hazards. Develop normal personal minimums and operating procedures. < 18 Training Guide Section 2 © 2005 All Rights Reserved 2-12 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 IOE Weather Minimums Suggested weather minimums are provided based upon your category. Use these suggestions while determining your personal weather minimums during your IOE period. A blank column on the right is provided to fill in your personal minimums. Suggested IOE Minimums (Note: Revert to IOE Minimums if you have not flown within the previous 60 days). IOE Duration 100 hours 100 hours 100 hours Categories Category C Category B Category A IOE Personal WX Minimums (Use suggested weather minimums as a guide). *Visibility – Day VFR 10 miles 8 miles 5 miles *Visibility – Night VFR 10 miles 10 miles 10 miles *Ceiling – Day VFR 5,000 feet 4,000 feet 3,000 feet *Ceiling – Night VFR 6,000 feet 5,000 feet 5,000 feet Maximum Surface Wind (Including Gusts) 15kts 20kts 25kts Maximum Gust Factor 5kts 10kts 15kts Maximum Cross Wind Landing 5kts 10kts 15kts Minimum Runway Length/Width (Use the higher of the two). 3500ft or 2.5 times computed Takeoff or Landing Distance / 75’ Wide 3500ft or 2.5 times computed Takeoff or Landing Distance / 75’ Wide 3500ft or 2.5 times computed Takeoff or Landing Distance / 75’ Wide Runway Surface Hard Surfaced Hard Surfaced Hard Surfaced Braking Action Good Good Good Fuel Reserves 60 Min 60 Min 60 Min Thunderstorms Circumnavigating 50 Miles 40 Miles 30 Miles Fly with CSIP Instructor After Initial Transition Training 60 days 60 days 60 days Instrument Rated Pilots Only **Day IFR Approach Ceiling & Visibility 2000ft agl 3 miles 1000ft agl 3 miles 1000 agl 3 miles **Night IFR Approach Ceiling & Visibility Not Advised 1500ft agl 4 miles 1000ft agl 3 miles Note: If your personal weather minimums are higher than the suggested weather minimums, use your personal weather minimums. *An instrument rated pilot should refer to the IFR weather minimums and fly IFR if the weather is below personal VFR minimums. **If the approach minimum is higher than the suggested minimum, use the approach minimum. *** File IFR anytime the weather is below 3000’ / 5sm Training Guide Section 2 © 2005 All Rights Reserved 2-13 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 After IOE Weather Minimums Suggested weather minimums are provided based upon your category. Use these suggestions while determining your personal weather minimums after your IOE period. A blank column on the right is provided to fill in your personal minimums. Suggested Pilot Minimums After IOE (Note: Revert to IOE Minimums if you have not flown within the previous 60 days). Recommended Minimums Risk Category Category C Category B Category A After IOE Personal WX Minimums (Use suggested wx minimums as a guide). *Visibility – Day VFR 6 miles 5 miles 5 miles *Visibility – Night VFR 10 miles 10 miles 10 miles *Ceiling – Day VFR 3500 feet 3,000 feet 3000 feet *Ceiling – Night VFR 5,000 feet 5,000 feet 5,000 feet Maximum Surface Wind (Including Gust Factor) 20kts 25kts 35kts Maximum Gust Factor 5kts 10kts 10kts Maximum Cross Wind Landing 10kts 15kts Max Demonstrated (See POH) Minimum Runway Length/Width (Use the longer of the two). 3000ft or 2.5 times computed Takeoff or Landing Distance / 75’ Wide 3000 ft or2.5 times computed Takeoff or Landing Distance / 75’ Wide 3000ft or 2.5 times computed Takeoff or Landing Distance / 50’ Wide Runway Surface Hard Surfaced Hard Surfaced Hard Surfaced Braking Action Good Good Fair Fuel Reserves 60 min 60 min 60 min Thunderstorms Circumnavigating 50 miles 40 miles 30 miles Fly with CSIP Instructor after initial transition training 12 months 12 months 12 months Instrument Rated Pilots Only **Day IFR Approach Ceiling & Visibility 1000ft agl / 3 miles 800ft agl / 2 miles 500 agl / 1 mile **Night IFR Approach Ceiling & Visibility 1500ft agl / 3 miles 1000ft agl / 3 miles 600 agl / 2 miles Note: If your personal weather minimums are higher than the suggested weather minimums, use your personal weather minimums. *An instrument rated pilot should refer to the IFR weather minimums and fly IFR if the weather is below personal VFR minimums. **If the approach minimum is higher than the suggested minimum, use the approach minimum. *** File IFR anytime the weather is below 3000’ / 5sm **** Instrument rated (proficient with demonstrated ability to CAT 1 minimums within 60 days) Operate at or above published minimums. Training Guide Section 2 © 2005 All Rights Reserved 2-14 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 2.4 Risk Assessment 2.4.1 PAVE (Pilot-Aircraft-enVironment-External pressures) The PAVE (Pilot-Aircraft-enVironment-External pressures) Checklist (Appendix B) works like any checklist that you would use in your aircraft; however, you should expand the use of the PAVE to your flight planning as well, and make special consideration of each line item before your final decision to fly. The PAVE checklist provides a step-by-step approach to assessing your knowledge; but still leaves the final go/no-go decision to you, the PIC. Appendix B contains the FAA’s PAVE risk assessment form, which contains instructions for use. This form contains a larger number of risk factors. Additional information about risk management and PAVE can be accessed from the FAA’s website at: http://www.faa.gov. 2.4.2 Preflight Risk Assessment The “Preflight Risk Assessment” form (Appendix C) assigns a number to various risk factors regarding the pilot, aircraft, and environment. Each element is scored for the flight and the grand total is determined. Advisories on the appropriate course of action depending on the grand total and whether the flight is VFR or IFR are provided. These actions are:  Go for lowest grand total  Consider alternate actions  Consult experienced CFI or mentor  Do not go for the highest grand total This form should be completed prior to each flight as a tool for determining the level of risk. The risk categories provided on this form are only a guide, and do not account for all possible risks or situations. It is your responsibility as pilot in command to determine if the level of risk is acceptable for the flight. Training Guide Section 2 © 2005 All Rights Reserved 2-15 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 2.5 Best Practices Weather Flight Planning 2.5.1 Sources of Information for Flight Planning There are many sources of weather information and flight planning available. Cirrus recommends the following resources:  Free Weather Information  Telephone: FSS, 1-800-WX-BRIEF  DUATS (weather and flight planning) o http://www.duats.com/  National Weather Service (NWS) o http://www.nws.noaa.gov/  Aviation Digital Data Service (ADDS) o http://adds.aviationweather.gov/  Airline Dispatchers Federation o http://www.dispatcher.org/qb.php  Private weather services (fees required)  Weather Tap o http://weathertap.com  WSI o http://www.wsi.com/solutions/aviation/  Aircraft Owners and Pilots Association (AOPA) o http://www.aopa.org/  Free Flight Planning Services  Enflight weather and flight planning o http://enflight.com/ (weather and flight planning)  FltPlan.com Free IFR Flight Planning for Corporate, Charter, and Business Pilots o http://fltplan.com/  AirNav.com o http://airnav.com/  Air Routing International Time/Distance Calculator o http://www.airrouting.com/content/tdcalc.html  Television: weather channel, local and national news 2.5.2 Weather Information and Flight Readiness Review Review the weather information and your readiness for the flight. Taking adequate time to review all weather information is a critical part of each Training Guide Section 2 © 2005 All Rights Reserved 2-16 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 flight. Adequate quantity and quality of weather information allows for sufficient planning to avoid inadvertent encounters with:  IMC conditions  Icing conditions  Embedded thunderstorms; or  Other significant weather hazards Also take into account the following factors:  Weather source (e.g., DUATS, FSS, NWS)  The duration of your flight  The distance between weather reporting points  The proximity of the weather conditions to your personal minimums  Your degree of confidence that you understand the weather situation  The stability of weather along the route The consequences of inadequate weather planning could be severe! 2.5.3 Preparing Your Mental Weather Map You should develop a “weather picture” for the entirety of your intended route of flight.  Using the weather information you obtained, visualize a picture, both in plan view (from above) and in cross section view (from the side, including terrain) of all the relevant weather along your flight/route. Do not forget to take the passage of time into consideration. Include the following:  Terrain (topography that includes natural and man-made obstructions)  Cloud bases and tops  Icing levels  Winds aloft  Areas of IMC  Thunderstorm movement and development  Visualize your flight by drawing a “weather picture” of your flight using this procedure: Step 1: Draw a straight line between your two points. Step 2: Draw an ellipse on either side of that line. Use the resulting “border” as an estimate of the area where you will need information about weather that may affect your route of flight. Step 3: Note the weather patterns within the elliptical area. Training Guide Section 2 © 2005 All Rights Reserved 2-17 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 Step 4: Apply the information to your weather decisions. Construct a route to avoid hazardous weather (given both your own capabilities and that of the aircraft). 2.5.4 Primary Flight Plan Develop a primary flight plan (Plan A) to conduct your flight safely, using your weather picture and your personal minimums, by considering:  Your aircraft and its capabilities  The environment (including weather, and terrain)  External factors, such as security restrictions (e.g., Temporary Flight Restrictions (TFR’s) and Air Defense Identification Zones (ADIZ’s) The plan is defined by:  The route  The altitudes en route and time of departure 2.5.5 Alternate Flight Plan Develop an alternate flight plan (Plan B) to be executed when unexpected weather is encountered en route. Determine under what conditions you will abandon Plan A and execute Plan B. Recognize when deteriorating weather conditions exceed your personal minimums and activate Plan B. Plan B is defined by:  The new route  Changes in altitude  The new destination Training Guide Section 2 © 2005 All Rights Reserved 2-18 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 Intentionally Left Blank Training Guide Section 3 © 2005 All Rights Reserved 3-1 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 Section 3 Developing and Maintaining Proficiency: A personal development plan Table of Contents 3.1 Introduction and Pilot Responsibilities....................................... 2 3.2 What is Proficiency ................................................................... 2 3.3 Measuring Proficiency .............................................................. 3 3.4 Maintaining Proficiency............................................................. 4 3.4.1 Knowledge ........................................................................... 4 3.4.2 Ability to Reason .................................................................. 5 3.4.3 Psychomotor Skills ............................................................... 6 3.4.4 Psychological Makeup.......................................................... 7 3.5 Proficiency after Transition Training.......................................... 8 3.5.1 30 and 60 Days After............................................................ 9 3.5.2 Annual Recurrent Training.................................................... 9 Training Guide Section 3 © 2005 All Rights Reserved 3-2 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 3.1 Introduction and Pilot Responsibilities Is flying safer than driving? It is common understanding that you are more likely to get into a car accident driving to the airport than get into an airplane accident. This maybe true if you were driving to the terminal for a commercial flight. History has proven that general aviation for many reasons has higher risks and therefore, more accidents than commercial operations. Do not despair. You have control over the outcome of every flight you embark on. You have the ability to make your flight operations as safe as commercial operations. Unfortunately, it is all too common that pilots end up in bad situations that result in incidents and accidents. The 2005 AOPA Nall Report states that 75.5% of major general aviation accidents and 78.6% of fatal general aviation accidents in the year 2004 were pilot related. A pilot related accident is caused by an improper action or inaction of the pilot. You have the ability to reduce the GA accident rate by over 75% by recognizing and reacting properly to the various risks that are present before and during every flight. This, in turn, will prevent you from having an accident. The question, “Is flying safer then driving?” is not the right question to ask. The real question, “Is flying with ME safer then driving?” The purpose of this section is to help you develop and maintain proficiency needed to safely pilot your CIRRUS while maximizing the potential of the aircraft. You owe it to yourself, family and friends to ensure every flight has a successful outcome. 3.2 What is Proficiency Flying is a skill. It is a learned behavior that encompasses much more than “stick and rudder” skills or the ability to quickly enter a flight plan into the GPS. Flight proficiency is a combination of your level of knowledge, ability to reason, psychomotor skills and psychological makeup. All of these factors contribute to your ability to make decisions and manage the aircraft. As pilots, our proficiency is subject to evaluation by other pilots at various stages of our flight experience. Private pilot check rides and bi-annual flight reviews are just two examples of evaluations that all pilots are Training Guide Section 3 © 2005 All Rights Reserved 3-3 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 subject to. These flights are an important part of being a pilot. It is our chance to obtain feedback about or strengths and short comings. These mandatory flights may not be the proper measurement of your flight proficiency. Regulations dictate that our proficiency must be measured every two years by a flight instructor. Some insurance companies require a check annually. Is it possible that your proficiency may increase or decrease between this time period? Who’s responsible for measuring your proficiency between annual or bi- annual flight checks? You are. A personal evaluation of your knowledge level, ability to reason, psychomotor skills and psychological makeup should be an integral part of every flight. Recognition of your proficiency level is the first step to becoming a safer pilot. 3.3 Measuring Proficiency When was the last time your passenger said, “nice landing Captain Kangaroo”? After a few chuckles, did you reflect and identify the factors that lead up to the aircraft bouncing down the runway? A self evaluation is an important step in the learning process. Learning from our experiences is how we recognize our short comings so we can increase our proficiency. You are on the right track if the statement, “I am my worst critic” applies to you. A self evaluation may be painful, but it is a required step in measuring your personal proficiency level. Follow these tips for conducting effective self evaluations:  Take time for a self evaluation after every flight.  A thorough self evaluation is best conducted shortly after a flight when your memory is fresh. The car ride home is a good time to reflect on the day’s flight.  Ask yourself if anything unexpected occurred during the flight? How could I foresee these unexpected events? Did I act appropriately to the unexpected?  Taking notes on longer flights will help you identify areas of weakness. You should not let this interfere with your duty as pilot in command.  Be honest, it is very important to have realistic expectations of your capabilities.  Take action on known deficient areas. Periodic flights with a Cirrus Standardized Instructor (CSI) will fine tune those deficient areas. Training Guide Section 3 © 2005 All Rights Reserved 3-4 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 An effective self evaluation after each flight will help draw a clear picture of your proficiency level and personal capabilities. A safe flight must be conducted within FAA regulations, aircraft limitation and personal capabilities. Another way to help measure proficiency is a reflection on your personal experiences as a pilot. Section 2 of this manual has a matrix that will help you evaluate your proficiency level. Following the matrix will put you into a category. There are suggested weather minimums that appropriately match the category that you fall into. Keep in mind the suggested weather minimums are just suggestions. It is your responsibility to determine what conditions you are capable of handling. Finally, when in doubt get a second opinion. There are many highly trained, professional CIRRUS Standardized Instructors and CIRRUS Standardized Training Centers. Write down specific questions and areas that you would like to work on before contacting your instructor. This will allow you to communicate the areas of emphasis needed for your training and will allow your instructor to plan instructional activity around your specific needs. Visit www.cirrusdesign.com/csip to see a list of instructors and training centers closest to you. 3.4 Maintaining Proficiency Flying puts our knowledge, ability to reason, psychomotor skills and psychological makeup to the test each time we fly. Proficiency is needed in each one of these areas. If you do not regularly exercise these areas your proficiency will degrade. If you lack proficiency in one of these areas the other areas will suffer 3.4.1 Knowledge Remember the fifty pounds of books you received when you showed up for the first day of private pilot training? You studied long and hard to gain the knowledge required to obtain your private pilot certificate. Congratulations on your accomplishments, but just because you passed a check ride does not mean you can stop learning. A safe, proficient pilot is always learning. Every now and then, you need a little tune up and some preventative maintenance, just like your airplane. Developing a monthly routine (oil change) will allow you to review previously learned material, you never know, you may learn something new. You will be amazed what happens Training Guide Section 3 © 2005 All Rights Reserved 3-5 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 if you invest an hour or two a month. Here are some resources to help you along the way:  Pilot’s World is a free online resource provided by CIRRUS Design to help you keep abreast of aviation topics that concern CIRRUS pilots. Topics ranging from; an in depth look at the CIRRUS CAPS system to Advanced IFR Operations are presented monthly. Previous months are archived for your convenience. You will find the online resource engaging, fun and easy to use. CIRRUS encourages everyone to join and spread the word. Follow these steps to login. o Go to http://cirrusdesign.com/pilotsworld o Create an account, it’s free o Start learning  CIRRUS Aircraft Training Software (CATS) is interactive software that explores the inner workings of the CIRRUS aircraft. If you have asked; how does the propeller work? or what happen when if I pull the CAPS handle? this is the software for you. Explore and learn your CIRRUS aircraft like never before! Practice checklist procedures, calculate performance and explore aircraft systems all at the click of a mouse. Tests are provided throughout the program to test your knowledge. Go to: http://www.undaerospace.com/cats to order a copy of CATS.  HTMLeZ is an online resource center for training materials, publications and other information specific to CIRRUS aircraft provided by the UND Aerospace Foundation. The most up-to-date information will be provided at this site. There is also a forum available for you to ask and answer questions from other CIRRUS pilots and instructors. See Section 1.2 of this manual for information on how to access HTMLeZ.  The AOPA Air Safety Foundation has a wealth of aviation courses and quizzes which can be found online at: http://www.aopa.org.  CIRRUS Owners and Pilots Association (COPA) is a not-for-profit membership organization established to educate, promote the safety of and support the owners and pilots of CIRRUS aircraft, which can be found online at: http://www.cirruspilots.org. 3.4.2 Ability to Reason This is commonly referred to as Aeronautical Decision Making (ADM). It is the process that pilots use to determine the best course of action given a set of circumstances. Your ability to make good decisions is greatly affected by your level of knowledge and pyschological makeup. You have to be informed to make good decisions and your decisions must not Training Guide Section 3 © 2005 All Rights Reserved 3-6 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 be clouded by external pressures. Follow these tips to maintain and build your ADM proficiency.  Be aware, an error chain that can lead to an accident is easily started when risk factors go unnoticed. Preflight planning is a common time bad decisions are made. Proper preflight planning that assesses the risks associated with a particular flight is essential. By adopting proper preflight planning practices you can examine all factors that can affect the flight. See section 2 “Operational Guidelines for Personal and Weather Risk Assessment”.  If you identify a risks that you are unsure how to handle, be conservative. Utilize risk management tools found in Section 2 of this manual and/or consult with an instructor.  Follow a routine, developing good habits are conducive to good decision making. Always conduct thorough preflight planning and obtain all information pertinent to the flight.  Maintain good situational awareness and ask yourself “what if” questions throughout the flight to reduce surprises.  Never let the purpose of the flight affect the decisions made before or during the flight. This is easier said then done. You are responsible for the safe outcome of the flight. You owe it to yourself and you passengers.  Know your aircraft and its limits.  Know your capabilities. Do not put yourself into situations you are not capable of handling. 3.4.3 Psychomotor Skills Remember the beginning of your pilot training and your first few landings. Throttle in your right hand, the yoke in the left hand, your feet pushing on the rudders and your vision rapidly shifting from the airspeed indicator to the runway. Meanwhile, your instructor yelling, “go around, go around!” Good times. You were learning to coordinate the controls of the aircraft based on perceptions, mostly visual. After some time, and a lot of practice you developed a skill that allowed you to command the aircraft instead of the letting the aircraft command you. Psychomotor skills are “stick and rudder” skills, also, they are skills required to push the buttons and turn knobs in the aircraft. Maintaining your “stick and rudder” skill and your ability to push and turn the knobs in your aircraft takes practice. Your flying proficiency will Training Guide Section 3 © 2005 All Rights Reserved 3-7 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 degrade over time if the skills are not used. Is it possible to fly your CIRRUS everyday and still degrade your psychomotor skills? Yes, this is simply done by letting the autopilot have all the fun. The autopilot system in the CIRRUS is capable flying a majority of the flight. It is a great tool to help you mange workload and fatigue during a flight and should be used to increase situational awareness and passenger comfort. But, if you let the autopilot do all the work each and every flight your “stick and rudder” skills will suffer and soon you will not be able to fly the aircraft proficiently. Here is your challenge, take advantage of every time possible (within safety) to maintain and build your psychomotor skills. If you are not comfortable doing this by yourself, get an instructor. It is important to maintain your flight proficiency within the standards of your certificate. If you can not fly within those standards, get with an instructor and regain your proficiency. 3.4.4 Psychological Makeup When was the last time you heard yourself say, “I have to get there”? Every pilot is guilty of saying this from time to time whether we mean it or not. Every pilot is faced with pressure to fly. The pressure can be overwhelming or insignificant. There is a make or break business deal on the line or it is the last day of an all too short ski vacation in the mountains, it is snowing two feet an hour and work can wait. A safe and educated decision before and during any flight cannot be made if the motivation for the flight is not considered. As a general aviation pilot, there is no circumstance where you truly need to get there. How will the business meeting go if you choose to launch into weather you or the aircraft is not capable of handling? When in doubt, be conservative. If risks can not be reduced to an acceptable level for the flight, do not go. A second opinion from someone who knows you and your capabilities can be helpful, but the final decision is up to you. Psychological makeup also determines the way each individual handles stress. Some levels of stress can actually increase performance. Most of the time stress degrades performance by limiting your perceptions. Risk factors that lead to an error chain can easily go unnoticed when perceptions are narrowed. Everyone knows what an error chain can lead to. Training Guide Section 3 © 2005 All Rights Reserved 3-8 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 Stress affects your psychological makeup. A lot of the time stress during flight is caused by something that is unexpected, such as a change to an instrument approach clearance. This type of stress can be reduced by simply having a high level of knowledge, ability to reason and proficient psychomotor skills. Being proficient will reduce the stress associated with flying and will increase you confidence as a pilot. It is amazing how all this is tied together. Sometimes stress or anxiety is caused by an emergency or abnormality. A column of smoke rising from the CB panel that does not smell like BBQ is a stressor. Training and rehearsal is the best way to deal with these types of stressful situations. Utilizing an instructor will allow you to rehears these situations in a safe environment. You can also mentally rehearse various system malfunctions and emergencies during periods of low work load. Ask yourself some of the following questions: o What if my engine quit right here? o What if my alternator 1 quit working? o What if the aircraft started to accumulate ice? Stress will be greatly reduced in the unlikely event abnormal/emergency situations arise if you have rehearsed them in the past. 3.5 Proficiency after Transition Training The objective of the transition training course is to allow you to safely fly a CIRRUS aircraft in VFR weather conditions within the aircrafts limitations, FAA regulations and your personal capabilities. The proficiency developed after completing transition training is the baseline level. You will have to make the determination if you proficiency regresses or drops below the base line level. If this happens, a flight with a CSI would be needed to regain your proficiency. VFR Rated Pilots FAA regulations allow pilots to fly under visual flight rules in very low ceiling and visibility conditions. The risk of an accident is too high when VFR and IFR rated pilots attempt to fly visually in marginal VFR or instrument conditions. The 2005 AOPA Nall report states that 90.4% of weather related accidents in 2004 were caused by VFR into instrument conditions. You need to understand that this amount risks is too high, no matter how capable the aircraft may be. To reduce your risk of a weather related accident either; do NOT fly in marginal VMC or instrument conditions or get an instrument rating and maintain the proficiency needed to fly in instrument conditions. If you do not have an instrument Training Guide Section 3 © 2005 All Rights Reserved 3-9 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 rating, doing so will not only increase your proficiency but allow you to get more utility from your aircraft. IFR Rated Pilots The transition training is designed to develop a VFR level of proficiency. Extra training is required to develop proficiency to fly under instrument conditions. The transition training course is flexible enough to allow for some instrument training, but usually requires additional time to be proficient under instrument conditions. The extra time and money is an excellent investment. You should complete an instrument proficiency check, after or during your transition training to be proficient under instrument conditions. Seek recurrent training anytime your proficiency drops below the levels outlined in the Instrument Practical Test Standards (PTS). 3.5.1 30 and 60 Days After The first few months and 100 hours in type after completing transition training is a critical time in the development of your proficiency level. It is possible to experience rapid increases in proficiency by following the recommendations in this section. It is also possible to experience rapid decreases in proficiency after training, usually due to periods of inactivity or lack of effort to exercise and expand what was learned during transition training. It is highly recommended to fly with a CSIP instructor at the 30 and 60 day anniversary of completing transition training. You will receive two benefits from these recurrent training events. First, it confirms that you have retained the information and skills required to safely operate the aircraft. Second, the recurrent event will allow you to increase your proficiency because you will have more experience in the aircraft to build upon. These checks are also a good time for IFR rated pilots to receive an Instrument Proficiency Check (IPC). As a part of the 30 and 60 day check, reexamine your personal weather minimums which you set at the completion of transition training. Having instructor input while completing your weather minimums will help you make realistic minimums. Remember, the pilot in command has the final authority. 3.5.2 Annual Recurrent Training Airline travel is considered one of the safest forms of travel in the world. One reason airline travel is safer then general aviation is because of the Training Guide Section 3 © 2005 All Rights Reserved 3-10 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 proficiency level of the pilots. Airline pilots have to meet minimum experience levels, receive extensive training and pass rigorous recurrent evaluations. An airline pilot’s motivation to maintain a high level of proficiency stems from their desire to be employed. Your motivation to maintain a high level of proficiency should stem from not wanting to put you or your passenger’s life in jeopardy. Airline pilots go through an extensive evaluation of their proficiency level every six months. These are professional pilots with thousands of hours of experience that fly everyday in all types of weather conditions. Why would a general aviation pilot think they can go up to two years without a recurrent/evaluation event and still maintain a safe level of proficiency? One of the best ways to maintain and build your proficiency level is to go through regular recurrent training and evaluations. Some insurance companies require some type of recurrent training annually. Take it upon yourself to go through recurrent training every six months, or after long periods of inactivity. Below are some resources available for recurrent training.  UND Aerospace Foundation. Go to www.cirrus.aero.und.edu for information on how to schedule recurrent training with UND Aerospace Foundation.  CIRRUS Standardized Instructor (CSIP) or CIRRUS Standardized Training Centers (CSTC). Go to www.cirrusdesign.com to find a CSIP or CSTC closest to you.  CIRRUS Owners and Pilots Association (COPA). COPA organizes CIRRUS Pilots Proficiency Programs (CPPP) events during the year in many locations throughout the country. Go to www.cirruspilots.org for more information. Training Guide Section 4 © 2005 All Rights Reserved 4-1 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 Section 4 Standard Operating Procedures Table of Contents 4.1 Introduction .............................................................................. 3 4.2 Checklists................................................................................. 3 4.2.1 Classification of Checklists ................................................... 3 4.2.2 Checklist Completion for Normal Procedures........................ 4 4.2.3 Checklist Completion for Abnormal Procedures .................... 5 4.2.4 Checklist Completion for Emergency Procedures.................. 5 4.3 Single Pilot Operations ............................................................. 5 4.3.1 Cockpit Organization ............................................................ 5 4.3.2 Aeronautical Charts.............................................................. 5 4.3.3 Radio Tuning and Communication........................................ 6 4.3.4 Autopilot............................................................................... 6 4.3.5 Stabilized Approach Criteria ................................................. 7 4.3.6 In-Flight Briefings ................................................................. 8 4.6 SR20 Flight Profiles and Avionics Standardization .................... 9 4.6.1 Introduction............................................................................... 9 4.6.2 Before Starting Engine ........................................................10 4.6.3 Engine Start............................................................................10 4.6.4 Before Taxi .............................................................................11 4.6.5 Taxiing ................................................................................13 4.6.6 Before Takeoff.....................................................................16 4.6.7 Takeoff................................................................................18 4.6.8 Climb...................................................................................20 4.6.9 Cruise .................................................................................23 4.6.10 Descent ..........................................................................26 4.6.11 Before Landing...............................................................28 4.6.12 After Landing...................................................................32 4.6.13 Shutdown........................................................................33 4.6.14 Instrument Approach Procedures ...................................33 4.7 SR20 Maneuver Profiles..........................................................86 4.7.1 Steep Turns ........................................................................86 4.7.2 Maneuvering During Slow Flight ..........................................86 4.7.3 Power Off Stalls ..................................................................86 4.7.4 Power On Stalls ..................................................................87 4 7.5 Autopilot Stall Recognition (Power Off) ................................87 4.7.6 Autopilot Stall Recognition (Power On) ................................88 Training Guide Section 4 © 2005 All Rights Reserved 4-2 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 Intentionally Left Blank Training Guide Section 4 © 2005 All Rights Reserved 4-3 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 4.1 Introduction This section describes the Standard Operating Procedures (SOP’s) recommended when operating the CIRRUS aircraft. These procedures serve as a framework for aircraft management and pilot decision making. The standard operating procedures were created and are used by pilots at CIRRUS Design. The procedures are considered the best operating procedures for the CIRRUS SR20 aircraft; however CIRRUS recognizes there are other procedures and ways to complete a particular task in the aircraft. This section outlines proper checklist procedures, aircraft configuration, avionics setup and execution for the various phases of flight, including instrument approach procedures. Utilizing these standard operating procedures will enhance the situational awareness of the pilot, in both single pilot and crew situations. Adhering to these procedures allows the pilot to take full advantage of all of the aircraft’s capabilities while maintaining a high level of safety. Note: These operating procedures are advisory only and do not supersede the procedures or limitations outlined in the POH or the operating handbook for each piece of equipment. 4.2 Checklists Standard Operating Procedures (SOP’s) are heavily dependent on the effective use of checklists. When used properly, checklists serve several functions. Checklists enhance safety of flight by confirming the aircraft is appropriately configured for the flight condition. At the same time, checklists expedite the completion of procedures that are necessary to transition to subsequent phases of flight. The electronic checklist in the MFD should be used anytime the MFD is running. Using the electronic checklist will help keep the cockpit organized and functional. Use a paper checklist whenever the MFD electronic checklist is not available. 4.2.1 Classification of Checklists All checklist procedures can be assigned one of three classifications: Normal Procedures: Procedures used during normal flight operations. Training Guide Section 4 © 2005 All Rights Reserved 4-4 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 Abnormal Procedures: Procedures used in response to system failures and malfunctions that, while not immediately threatening, may affect safety of flight if not addressed. Emergency Procedures: Procedures used in response to system failures and malfunctions that are an immediate threat to the safety of flight. Emergencies require immediate action by the flight crew to ensure a safe outcome. 4.2.2 Checklist Completion for Normal Procedures Normal procedure checklists can be appropriately completed by using one of the following two methods. The appropriate method of checklist completion for each normal procedure is indicated in this section. Do-List: A do-list is a checklist which is executed in a conventional manner of reading the checklist item and selecting the appropriate condition of the item. Do-lists are used when procedure sequence and/or item condition is critical to completion of the procedure. Flow Pattern: Flow patterns take a do and verify approach to checklist completion. The term “flow pattern” refers to the path through the cockpit the pilot moves along during the execution of the checklist. The items and their conditions are memorized and executed without reference to the written checklist. Following completion of the flow pattern, the checklist is immediately referenced to ensure procedure completion. UNDER NO CIRCUMSTANCE SHOULD A NORMAL PROCEDURE BE COMPLETED SOLELY FROM MEMORY! When used properly, flow patterns allow timely configuration of the aircraft for the appropriate flight condition. Flow patterns are used when procedure sequence and aircraft condition is not critical and there is an operational advantage to executing the checklist items and verifying with the written checklist when cockpit work load permits. Training Guide Section 4 © 2005 All Rights Reserved 4-5 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 4.2.3 Checklist Completion for Abnormal Procedures Checklists which do not contain memory items are abnormal procedures. Completion of abnormal procedures should be done using the do-list method. The checklist should be directly referred to and each item should be completed in the order prescribed. 4.2.4 Checklist Completion for Emergency Procedures Emergency checklists should be completed as a flow pattern from memory. Execution of these procedures is considered time critical and is done without reference to a checklist. The checklist should only be referenced during an emergency if time permits. 4.3 Single Pilot Operations Single Pilot Resource Management (SRM) – The art and science of managing all the resources (both on-board the aircraft and from outside sources) available to a single-pilot (prior and during flight) to ensure that the successful outcome of the flight is never in doubt. The majority of CIRRUS aircraft operations are conducted single pilot. The work load associated with configuring and monitoring avionics, communicating with air traffic control, and decision making can be overwhelming at times. The following SRM procedures have been adapted from cockpit procedures common to dual pilot transport category aircraft. As a Part 91 operator a great deal of latitude exists for how you manage and operate your aircraft. To ensure the highest levels of safety it is strongly recommended that these single pilot operating procedures be incorporated into how you operate your aircraft. 4.3.1 Cockpit Organization The task of cockpit organization is a task which is constantly recurring in all phases of flight, from the preflight to the postflight. The following are guidelines to create an organized and efficient cockpit. 4.3.2 Aeronautical Charts The appropriate flight data should be organized in a way that will allow immediate access to the chart pertaining to the current flight condition. Additional charts should be made available should the need arise to proceed via alternate routing or to an alternate destination. Training Guide Section 4 © 2005 All Rights Reserved 4-6 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 The CMax approach charts in the MFD will reduce work load and clutter in the cockpit. Verify the CMax database is current and available. Users of electronic flight data systems should ensure that the chart data is current for the flight to be conducted and that the appropriate charts can be called from the database. Users of such systems should ensure that power will be available to the device for the duration of the flight. Battery power should only be used in the event of an onboard system malfunction. 4.3.3 Radio Tuning and Communication To avoid confusion in flight with regard to radio frequencies the following frequency configuration is recommended: Nav/Comm 1: Comm Primary communication frequencies (Tower, Approach/Departure, Center, CTAF/UNICOM) Nav Select appropriate VLOC or GPS course-verify CDI indications Nav/Comm 2: Comm Secondary communication frequencies (Clearance Delivery, Ground, Flight Service, CTAF/UNICOM) Nav Select appropriate VLOC or GPS course-verify CDI indications 4.3.4 Autopilot The use of any automatic flight control system should not be substituted for pilot proficiency and currency. It is, however, a tool available to manage the work load associated with normal and abnormal flight operations. When using the autopilot it is important to monitor the aircraft for any abnormal conditions which may develop and to ensure that the limitations associated with the operation of the automatic flight control system are observed. Note: Both the lateral and vertical modes of navigation should be used together anytime the autopilot is in use. Using a lateral mode (HDG, NAV) with no vertical mode (ALT, VS) may create confusion in the cockpit and should be avoided. Training Guide Section 4 © 2005 All Rights Reserved 4-7 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 There are three levels of automation that may be used when flying a CIRRUS aircraft. Listed below are the three levels, a brief description, and recommended usage. Level Description Usage Pilot Controlled Autopilot Off Flight Director Off During periods of light work load. Use to help maintain and build flight proficiency. (Initial climb, cruise, initial descent) *Pilot Controlled / FD Guidance Autopilot Off Flight Director On During periods of work load that allow the proper mode selection on the autopilot and PFD. Use for increased situational awareness during all phases of flights (climb cruise, descent, instrument approach procedures) Autopilot Control (Pilot oversight) Autopilot On Flight Director On During periods of high work load (Completing checklists, briefing approaches, flight plan modifications, reducing fatigue on extended flights, disorientation, abnormal situations as appropriate) *The flight director is subject to the same limitations as the autopilot. 4.3.5 Stabilized Approach Criteria A stabilized approach is critical to a safe successful landing. If a stabilized approach is not attained by 200 ft. AGL a go-around must be executed. The criteria for a stabilized approach include:  Proper airspeed  Correct flight path  Correct landing configuration  Power setting appropriate for aircraft configuration  Sink rate is not abnormal  All checklists are complete Training Guide Section 4 © 2005 All Rights Reserved 4-8 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 4.3.6 In-Flight Briefings In-flight briefings are a conscious situational review of the operation which is about to be conducted and are also a planning tool for abnormalities and emergencies which may occur during high work load and time critical periods in the cockpit. A proper approach briefing is crucial for a successful outcome of that procedure. Follow the guide below for a recommended approach briefing.  Standard Terminal Arrival Procedure (STAR) if applicable  Approach procedure o Type of procedure o Transition to final course (IAF or vectors to final) o Approach frequencies o Inbound course o Target airspeed o Flap setting o Stepdown fixes o Final approach fix o Missed approach point o DH/MDA Altitude o Missed approach procedure Training Guide Section 4 © 2005 All Rights Reserved 4-9 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 4.6 SR20 Flight Profiles and Avionics Standardization 4.6.1 Introduction This section outlines the best operating procedures for proper checklist usage, aircraft configuration, avionics setup, execution, and considerations for normal operations in a CIRRUS SR20. These procedures serve as a framework for standards to enhance the situational awareness and reduce the work load of the pilot. The operating procedures outlined reflect a fully loaded CIRRUS SR20. Standardization does not replace pilot proficiency that comes from continual practice, quality instruction and recurrent training by a CSIP instructor. The standardization given does not address all the functions or capabilities of your avionics, only the common features. Consult the pilots guide for that piece of equipment or aircraft pilots operating handbook for specific functions or capabilities of the avionics. Note: These operating procedures are advisory only and do not supersede the procedures or limitations outlined in the POH or the operating handbook for each piece of equipment. In each area of operation you will see the following:  Checklist: Covers checklist items that must be accomplished throughout the flight segment / maneuver event  Aircraft Configuration: Covers the proper aircraft configurations for a specific flight segment / maneuver including airspeeds, power settings, and flap configurations. Power settings are given in percent power and manifold pressure. Percent power should be the primary source of power information when available and displayed on the PFD. Power settings may vary from recommended due to changing flight conditions. Percent power may change +/- 10% and manifold pressure may change +/-2 inches. The suggested power settings should be used as a starting point and power should be adjusted as necessary to attain the appropriate airspeed.  Avionics Setup and Execution: Covers the preferred set up for the individual avionics, and the proper step by step execution of the flight segment / maneuver.  Considerations: Covers important information regarding special emphasis areas helpful hints and common user errors to help prevent loss of situation awareness, automation surprise, or an unsuccessful outcome of the flight segment / maneuver. Training Guide Section 4 © 2005 All Rights Reserved 4-10 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 Reference Materials The manuals listed below will be referenced in the document. Please refer to these manuals for more information regarding procedures outlined in Section 3.6.  SR20 Pilot Operating Handbook (POH)  PFD manual  MFD manual  S-Tec 55X Autopilot manual  TAWS manual  SR20 Training Guide The avionics standardization manual for each in-flight procedure assumes the highest level of automation (autopilot controlled) is used. The level of automation for each phase and maneuver can be adjusted for personal preference. A combination of all three levels should be used during a single flight to maintain and build flight proficiency. 4.6.2 Before Starting Engine Checklist  Use the paper checklist to complete the Before Start checklist items as a do-list prior to engine start. Aircraft Configuration  The aircraft should be configured as specified in the Before Starting checklist. Avionics Setup and Execution  Avionics should be off for this flight segment. Considerations  Consider all items that should be included in a proper and legal passenger brief. o CAPS o Seatbelts o Emergency exits and Hammer o Fire extinguisher o No Smoking 4.6.3 Engine Start Checklist Training Guide Section 4 © 2005 All Rights Reserved 4-11 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811  Use the paper checklist to complete the Engine Start checklist items as a do-list after starting the engine. Aircraft Configuration  The aircraft should be configured as specified in the aircraft checklist.  The starting procedure will vary based on the current conditions. (normal, hot, flooded) See the Normal Procedures section of the POH for proper starting procedures. Avionics Setup and Execution  Avionics will be turned on after the engine has been started.  Use the electronic checklists once the MFD has been initialized. Considerations  Avionics should be off during the engine start.  See the Normal Procedures section POH for proper priming and engine start procedures.  Do not overprime the engine.  Limit cranking interval to 20 seconds with a 20 second cooling period. 4.6.4 Before Taxi Checklist  Use a flow pattern to complete the items in the Before taxi checklist before the aircraft is taxied. Reference the electronic checklist after completing the flow pattern to verify the checklist is complete. Aircraft Configuration  The aircraft should be configured as specified in the Before Taxi checklist. Avionics Setup and Execution MFD  Verify the MFD databases are current and push any side bezel key.  Enter the appropriate fuel into the fuel page.  Scroll the Checklist page and select the Before Taxi and After Taxi checklist. Garmin 1  Verify the Garmin database is current and press the ENT button. Training Guide Section 4 © 2005 All Rights Reserved 4-12 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811  Verify the Garmin self test is correct by comparing the criteria on the Garmin self test page to the navigation information displayed on the PFD HSI. Push the ENT button once more to initialize the Garmin.  Use the Nav Frequencies page (NAV 5) to select the appropriate Comm 1 frequencies (Approach and Tower).  Press the FLT button to enter the appropriate departure procedure, waypoints, navaids and airports for the intended flight into the flight plan and verify the information is transferred to the PFD HSI and MFD.  Select the Default Nav (NAV 1) page after the frequencies and navigation has been entered. Garmin 2  Follow the same initialization steps outline for Garmin 1.  Use the Nav Frequencies page (NAV 5) to select the appropriate Comm 2 frequencies (ATIS / AWOS, ground clearance delivery).  Verify the Flight Plan waypoints were cross-filled from Garmin 1.  Select the Traffic Avoidance page (NAV 3) after the navigation and communication has been entered. Comm 1  Enter the appropriate tower, departure or CTAF frequencies into Comm 1. Frequencies can be obtained from the Garmin 1 Frequencies page (NAV 5).  Verify and adjust the Comm 1 volume by selecting Comm 1 MIC on the audio panel and pushing in the Comm 1 squelch. Comm 2  Enter the appropriate ATIS / AWOS, Clearance Delivery and Ground frequencies into Comm 2. Frequencies can be obtained from the Garmin 2 Frequencies page (NAV 5).  Verify and adjust the Comm 2 volume by selecting Comm 2 MIC on the audio panel and pushing in the Comm 2 squelch. Audio Panel  Select Comm 1 or 2 for the desired frequencies by pressing the Comm 1 or Comm 2 MIC buttons. MFD  Select the CMax airport diagram page for situational awareness on the ground after the Before taxi checklist is complete. Training Guide Section 4 © 2005 All Rights Reserved 4-13 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 PFD  Verify the PFD is aligned with no flags. Note: A red ‘X’ will be present over the HSI until navigation is entered into Garmin 1.  Verify the active waypoint, Desired Track (DTK) and distance is correct. Autopilot / Flight Director  Verify autopilot is initialized noted by the A/P RDY annunciator on the PFD and the RDY annunciator on the autopilot.  An autopilot test should be conducted if planning to use the autopilot in flight. See the S-Tec 55X or appropriate manual for preflight autopilot test procedures. Transponder  Verify the Transponder is in Standby (STBY) and the assigned squawk code is entered. Considerations  Consider the hazards of flying with expired MFD and Garmin databases.  Be careful to enter the correct amount of fuel into the MFD fuel page. Most discrepancies in the MFD fuel planning can be traced back to the pilot not entering the correct amount of fuel during the MFD initialization.  Adjust the MFD map page range into 1 NM to increase situational awareness on the airport if the aircraft is not equipped with CMax. 4.6.5 Taxiing Checklist  Use a flow pattern to complete the items in the Taxiing checklist during the taxi. Reference the electronic checklist after completing the flow pattern to verify the checklist is complete. Stop the aircraft prior to referencing the electronic checklist. Aircraft configuration  The aircraft should be configured as specified in the Taxiing checklist. Training Guide Section 4 © 2005 All Rights Reserved 4-14 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 Avionics Setup and Execution MFD  Maintain situational awareness on the airport with the help of the CMax airport diagram. PFD  Cross reference the PFD airspeed to the standby airspeed indicator.  Cross reference the PFD altimeter to the standby altimeter.  Cross reference the PFD attitude indicator to the standby attitude indicator.  Cross reference the PFD heading to the magnetic compass.  Verify the turn coordinator is functioning. Comm 2  Monitor and comply with ground control clearances. Considerations NOTE: Because CIRRUS aircraft rely on differential braking for directional control while taxiing, proper braking practices are important. A cause of brake failure is the creation of excessive heat through improper braking practices. Riding the brakes while taxiing causes a continuous build up of energy which may lead to excessive heat. Excessive heat causes warped brake rotors, damaged or glazed linings, damaged o-rings, and vaporized brake fluid. To avoid brake failure, please observe the following operating and maintenance practices:  Use only as much power (throttle) as is necessary to achieve forward movement.  Avoid unnecessary high speed taxiing. High speed taxiing will result in excessive demands on the brakes, increased brake wear and the possibility of brake failure.  Use the minimum necessary brake application to achieve directional control.  Do not ride the brakes. Pilots should consciously remove pressure from the brakes while taxiing. Failure to do so results in excessive heat, premature brake wear, and increased possibility of brake failure.  Refer to the maintenance manual or Handling, Service and maintenance section of the POH for recommended maintenance and inspection intervals for brakes.  Refer to Normal Procedures section of the POH for preflight inspection of wheels and brakes. Training Guide Section 4 © 2005 All Rights Reserved 4-15 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 BRAKE FAILURE WILL RESULT IN LOSS OF DIRECTIONAL CONTROL AND POSSIBLE AIRCRAFT DAMAGE OR PERSONAL INJURY. Training Guide Section 4 © 2005 All Rights Reserved 4-16 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 4.6.6 Before Takeoff Checklist  The Before Takeoff checklist should be completed as a flow pattern at the end of the runway or appropriate run-up area on the airport. Reference the electronic checklist to verify the checklist is complete. Aircraft Configuration  Boost pump on  Mixture full rich  Flaps 50%  Landing light on  Pitot heat as required o (pitot heat should be used when flying in visible moisture) Avionics Setup and Execution Transponder  Verify assigned ATC squawk code Autopilot / Flight Director  Verify disconnected and ready Garmin 1  Default Nav (Nav 1)  Verify GPS or VLOC mode is selected for desired or assigned navigation. Garmin 2  Traffic Avoidance page (Nav 3)  Verify the GPS or VLOC is selected for desired or assigned navigation. Audio Panel  Select Comm 1 with the appropriate tower with the assigned departure frequency in standby. MFD  Select the Engine page to monitor the engine during the takeoff and initial climb. Training Guide Section 4 © 2005 All Rights Reserved 4-17 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811 PFD  Set the HDG bug to the runway heading or initial heading assigned by ATC.  ALT bug set to the initial altitude assigned by ATC or desired cruise altitude.  VS bug set to the desired climb rate.  Set the Baro Set to the local setting or known field elevation.  HSI set to 360º with or without the moving map overlay.  Select the desired mode of navigation either GPS 1 or VLOC 1.  Verify desired course is selected.  Bearing and Aux functions off. Considerations A takeoff briefing should be completed prior to every departure to ensure the highest level of safety is achieved by enhancing your situational awareness for this critical phase of flight. The takeoff briefing should include the following elements:  Runway length  Runway conditions  Takeoff distance  Initial heading  Initial altitude  Departure procedures o Instrument DP’s o Noise Abatement  Emergency procedures Sample Takeoff Briefing: “We’re holding short of runway ___ for takeoff. The available takeoff distance for this runway is _____ and we have a takeoff distance of _____. Initial heading and altitude as assigned by ATC. In the event of a loss of directional control, annunciator illumination, engine failure or system malfunction prior to VR I will abort the takeoff. If an engine failure occurs after VR we will land the airplane straight ahead, maneuvering around obstacles as necessary. Any other malfunction after VR we will plan to return to runway ___ for a visual / instrument approach.” The potential for an aborted takeoff should be considered before every takeoff, and the actions taken decided prior to beginning the takeoff roll.  Reference the Normal Procedures of the POH for cold and hot weather operations Training Guide Section 4 © 2005 All Rights Reserved 4-18 UND Aerospace Foundation, Grand Forks, ND 58202 Cirrus Design, Duluth, MN 55811  Alternator 2 comes online at approximately 1700rpm. Note: If Alternator 2 is not online at 1700rpm increase the RPM up to 2200 to verify it is functioning properly  Setting up all the PFD bugs prior to takeoff for the autopilot will greatly reduce the cockpit work load once airborne.  Doors should be verified closed prior to departure. It is easier to close the doors with the power at idle and little slipstream over the doors. 4.6.7 Takeoff Checklist  The Takeoff checklist should be reference prior to takeoff as a do- list. The Takeoff checklist can be used to assist the takeoff briefing. Aircraft Configuration  Aircraft should be configured as specified in the Before Takeoff checklist o Flaps 50% o Full Power o Boost pump on o Mixture full rich Avionics Setup and Execution  All avionics should be configured as described above in the Section 4.6.5  The recommended flap setting for t