Cirrus Perspective Flight Operations Manual - Instructor Edition

Cirrus Perspective Flight Operations Manual - Instructor Edition List of Effective Pages List of Effective Pages (Cont.) Page Status Page Status Page Status Feb 2013 Intentionally Left Blank P/N 23020-003_INT TOC-1 Cirrus Perspective Flight Operations Manual - Instructor Edition Table of Contents Table of Contents Section 1 Introduction .................................................................................... 1-1 Instructor Welcome ......................................................................... 1-1 Training Resources ......................................................................... 1-4 Conducting Training Events .......................................................... 1-10 Cirrus Partnership Benefits ........................................................... 1-18 General ......................................................................................... 1-19 Reference Materials ...................................................................... 1-19 Terms and Abbreviations .............................................................. 1-21 Contact Information....................................................................... 1-23 Section 2 General Operating Procedures ..................................................... 2-1 General ........................................................................................... 2-1 Pilot Qualification and Training .......................................................2-2 Personal Minimums and Risk Assessment ..................................... 2-5 Pilot Duty and Rest Period ..............................................................2-9 Aircraft Maintenance and Airworthiness ....................................... 2-10 Flight Planning .............................................................................. 2-11 Flight Considerations .................................................................... 2-17 Flight Safety .................................................................................. 2-19 International Border Operations .................................................... 2-21 Incident and Accident Procedures (U.S. Only) ............................. 2-23 Aircraft Incident and Accident Report ........................................... 2-24 Section 3 Standard Operating Procedures ................................................... 3-1 General ........................................................................................... 3-1 Single Pilot Resource Management................................................ 3-2 Checklist Philosophy ....................................................................... 3-5 Pre-Flight Inspection ....................................................................... 3-8 Before Engine Start....................................................................... 3-22 Engine Start .................................................................................. 3-25 Before Taxi.................................................................................... 3-29 Taxi-Out ........................................................................................ 3-32 Before Takeoff .............................................................................. 3-35 Takeoff Briefing ............................................................................. 3-40 Feb 2013 TOC-2 P/N 23020-003_INT Cirrus Perspective Flight Operations Manual - Instructor Edition Table of Contents Table of Contents Normal Takeoff..............................................................................3-41 Short-Field Takeoff........................................................................3-46 Soft-Field Takeoff ..........................................................................3-49 Crosswind Takeoff Technique.......................................................3-50 Enroute Climb ...............................................................................3-52 Cruise ............................................................................................3-57 Icing Conditions (FIKI)...................................................................3-59 Descent .........................................................................................3-63 Before Landing and Traffic Pattern ...............................................3-67 Stabilized Approach Definition ......................................................3-72 Instrument Approach Procedures .................................................3-74 Precision Approach Procedure .....................................................3-78 Nonprecision Approach Procedure ...............................................3-83 Go-Around.....................................................................................3-88 Approach and Landing Speeds .....................................................3-92 Normal Landing .............................................................................3-93 Short-Field Landing .......................................................................3-96 Soft-Field Landing .........................................................................3-98 Crosswind Landing......................................................................3-100 Reduced Flap Landings (0% and 50%) ......................................3-102 Icing Landing Procedure .............................................................3-104 After Landing ...............................................................................3-106 Arrival and Engine Shutdown ......................................................3-108 Section 4 Emergency & Abnormal Procedures ............................................4-1 General ...........................................................................................4-1 Instructor Responsibilities ...............................................................4-1 System Malfunctions .......................................................................4-2 Guidance on Pulling Circuit Breakers .............................................4-3 Checklist Usage for Abnormal Procedures .....................................4-4 Checklist Usage for Emergency Procedures ..................................4-4 CAPS Deployment ..........................................................................4-5 Emergency Descent ......................................................................4-13 Engine Malfunctions Overview ......................................................4-16 Engine Failure In Flight .................................................................4-17 Emergency Landing Without Engine Power..................................4-22 Feb 2013 P/N 23020-003_INT TOC-3 Cirrus Perspective Flight Operations Manual - Instructor Edition Table of Contents Table of Contents Unexplained Loss of Manifold Pressure ....................................... 4-25 Engine Roughness or Partial Power Loss .................................... 4-28 Loss of Oil Pressure...................................................................... 4-31 Engine Fire In Flight ...................................................................... 4-33 Electrical Malfunctions Overview .................................................. 4-37 Alternator 1 and 2 Failures............................................................4-39 Electrical Fire (Cabin Fire In Flight)...............................................4-42 Wing Fire In Flight .........................................................................4-45 Integrated Avionics Malfunctions Overview ..................................4-46 PFD Display Failure and Reversionary Mode ............................... 4-48 Air Data Computer Failure ............................................................4-50 AHRS Failure ................................................................................ 4-52 GIA Failure .................................................................................... 4-55 Loss of GPS Integrity .................................................................... 4-57 Runaway Autopilot ........................................................................4-59 Other Emergency Procedures Overview ...................................... 4-61 Unusual Attitudes .......................................................................... 4-61 TAWS Escape Maneuver.............................................................. 4-64 Inadvertent Flight into IMC ............................................................4-66 Inadvertent Icing Encounter .......................................................... 4-68 Diversion ....................................................................................... 4-71 System Malfunctions Overview .....................................................4-74 Flap Malfunction............................................................................ 4-75 Oxygen System Malfunction ......................................................... 4-77 Power Lever Linkage Failure ........................................................ 4-79 Loss of Brake Pressure................................................................. 4-82 Open Door .................................................................................... 4-84 Runaway Trim ...............................................................................4-86 Section 5 Maneuvers.......................................................................................5-1 General ........................................................................................... 5-1 Steep Turns (Private and Commercial)........................................... 5-3 Steep Spirals (Commercial) ............................................................ 5-5 Chandelle (Commercial) ................................................................. 5-8 Lazy Eights (Commercial) ............................................................. 5-12 Maneuvering during Slow Flight.................................................... 5-16 Feb 2013 TOC-4 P/N 23020-003_INT Cirrus Perspective Flight Operations Manual - Instructor Edition Table of Contents Table of Contents Power-Off Stalls ............................................................................5-18 Power-On Stalls ............................................................................5-21 Autopilot Stall Recognition ............................................................5-24 Ground Reference Maneuvers ......................................................5-27 Rectangular Course (Private)........................................................5-28 S-Turns (Private)...........................................................................5-30 Turns Around a Point (Private)......................................................5-33 Eight On Pylons (Commercial) ......................................................5-35 Section 6 Performance....................................................................................6-1 General ...........................................................................................6-1 Section 7 Limitations ......................................................................................7-1 General ...........................................................................................7-1 Feb 2013 Cirrus Perspective Flight Operations Manual - Instructor Edition Section 1 Introduction P/N 23020-003_INT 1-1 Section 1 Introduction Instructor Welcome Welcome to the Cirrus Training Partner network. Whether you are a Cirrus Training Center Chief Pilot, Cirrus Training Center Instructor, or Cirrus Standardized Instructor Pilot, your contribution to improve general aviation safety can be significant. The importance of using standardized flight and teaching methods while holding pilots to high standards cannot be overstated. It is the responsibility of every Cirrus Training Partner to integrate the best teaching practices and flight procedures referenced in the Flight Operations Manual (FOM), Instructor Edition and the Airplane Flight Manual. The Cirrus Training Partner network is composed of experienced professionals and flight training organizations whose instructors have successfully completed the Cirrus Standardized Instructor Pilot (CSIP) course. Membership in this exclusive group requires dedication to continuing education, professional conduct, and a desire to provide maximum customer value through excellence in flight education. A Cirrus Training Partner must go beyond the role of a traditional flight instructor to become a mentor to pilots and positively affect behaviors of those trained. Cirrus Training Partners Code of Conduct • Lead through example by consistently operating and teaching standard procedures, • Never compromise safety of flight, • Provide maximum value to the customer in all flight instruction through extensive preparation and planning, adapting teaching techniques to customer learning styles, and maintaining expert levels of knowledge and skill, • Provide excellent customer service by customizing training events to specific customer needs, • Listen and respond thoughtfully. Provide the customer with feedback in a manner that can be assimilated easily, Feb 2013 1-2 P/N 23020-003_INT Flight Operations Manual - Instructor Edition Cirrus Perspective Introduction Section 1 • Never complete a course or sign off a customer until proficiency for all course objectives has been demonstrated to the level described in the completion standards, • Be a mentor to your customers by developing and maintaining a professional relationship. Document Use The FOM, Instructor Edition is a resource available to all Cirrus Training Partners for planning instructional activities in Cirrus aircraft. This document is based upon the FOM, Pilot Edition, but is expanded to include useful information for flight instructors. Guidance for scenario setups and execution along with techniques for overcoming common student errors are described within. Instructors are strongly encouraged to become familiar with the contents of this document and reference this document frequently when conducting training in Cirrus aircraft. In addition to maneuver setup and execution guidance, the following sections are included and should be used as described below: Completion Standards The Completion Standards section describes the completion standards required to complete a maneuver or procedure while conducting training. Use this section when assessing whether the pilot has acquired the necessary knowledge or skill for a particular task or knowledge area. The completion standards described in this document are expanded beyond what is described in the Cirrus Syllabus Suite. The procedures and maneuvers described in this document are based upon the Private Pilot, Commercial Pilot, and Instrument Rating Practical Test Standards, but include additional information that is specific to Cirrus aircraft. Instructor Notes The Instructor Notes section contains valuable teaching techniques and emphasis areas to be included when conducting all training in Cirrus aircraft. Valuable and specific guidance on scenario setup and execution is provided. Maneuver and procedure limitations are provided to ensure acceptable safety margins are maintained when practicing higher risk training maneuvers and procedures. It is the instructor’s responsibility to ensure the safety of flight is never in jeopardy. Feb 2013 Cirrus Perspective Flight Operations Manual - Instructor Edition Section 1 Introduction P/N 23020-003_INT 1-3 Common Errors The Common Errors section provides a description of typical errors made by pilots learning to fly in Cirrus aircraft. Use this information to anticipate pilot actions, lack of actions, or mistakes commonly made during training. The Instructor Notes section compliments this information by providing useful instructor techniques for preventing or correcting common pilot errors. Maneuver Limitations Practicing emergency procedures or repetitive maneuvering during flight training can be conducted safely when the flight instructor exercises good judgement and carefully plans and executes instructional events. Follow the guidance found in the Maneuver Limitations section when performing various maneuvers and procedures described within during flight training. Feb 2013 1-4 P/N 23020-003_INT Flight Operations Manual - Instructor Edition Cirrus Perspective Introduction Section 1 Training Resources Each instructional activity requires a specific and well thought-out plan of action to maximize customer value. Use the guidance provided in this section when developing plans of action considering the Cirrus pilot’s specific needs, available Cirrus training resources, and desired results of the training event. Cirrus Training Portal The advanced avionics, airframe, systems, and powerplant in Cirrus aircraft can vary from model to model. Cirrus offers a host of information to ensure the necessary resources are available for conducting flight training in all aircraft configurations. It is the instructor’s responsibility to use the appropriate and most recent material while conducting flight instruction. Every current Cirrus Training Partner receives access to the Cirrus Training Portal. On the Cirrus Training Portal, instructors can access pre-training workbooks, training presentations, aircraft publications, avionics publications, instructional resources, and reference material for Cirrus aircraft, including the Cirrus Icing Awareness Course. An access code will be provided before completion of the standardization training. Visit http://.training.cirrusaircraft.com to access your account. Unlimited access is available until partner membership status is terminated or expired. Cirrus Pilot Training Kits By creating an account with Cirrus Connection, Cirrus Training Partners receive a substantial discount on merchandise and training materials, including training kits. Go to www.cirrusconnection.com to create an account and order training materials. Cirrus pilot training kits are specific to avionics and airframe. Ensure the proper kit is ordered for each Cirrus pilot conducting training. The following resources are available in training kits or stand alone through Cirrus Connection. See the description below each item to identify the applicability to Cirrus pilot training. Cirrus Aircraft Training Software (CATS) II - for Avidyne CATS II is available in DVD format for PC. CATS II is an animated POH for both the SR20 and SR22 with Avidyne avionics. The interactive training software graphically depicts the aircraft cockpit and aircraft Feb 2013 Cirrus Perspective Flight Operations Manual - Instructor Edition Section 1 Introduction P/N 23020-003_INT 1-5 systems. It also contains an interactive checklist trainer and quizzes to test systems and component knowledge. Cirrus Aircraft Training Software III - for Perspective CATS III is available via the web at www.cirrusperspective.com. Similar to CATS II, CATS III contains systems animations, quizzes, and cockpit features for aircraft equipped with the Cirrus Perspective avionics system. Cirrus Perspective Online Training Course The Cirrus Perspective Online Training Course is available at www.cirrusperspective.com. This interactive course guides users through the basic features and functions of the Cirrus Perspective avionics system including PFD setup and controls, MFD page navigation and control, basic flight planning, and communication control. Cirrus Perspective Simulator The interactive, free play simulation of the Cirrus Perspective avionics system is a great learning and teaching resource that allows users to practice avionics-related procedures on a PC as they would in the aircraft. Aerosim Avionics System Trainer The Aerosim Avionics System Trainer is available for download in DVD format. In addition to interactive courseware that guides users through the proper use of the Avidyne PFD and MFD, Garmin GNS 430s, audio panel, and S-Tec autopilot. The course also includes a simulation of the entire Avidyne avionics suite in a free play mode allowing users to learn the intricacies of the avionics system. The freeplay mode allows repositioning to airports included in the database along with basic flight controls through the autopilot. Jeppesen Online Transition Training The Jeppesen Online Transition Training course is deployed online and is specific to Cirrus aircraft equipped with Avidyne avionics. The guided courseware instructs users in the basic knowledge areas necessary for flight training and is a great pre-training resource. The Jeppesen course includes a quizzing and tracking tool allowing the instructor to monitor the Cirrus pilot’s progress and completion status. A flight syllabus and supporting material is provided in PDF format available for download. Contact Jeppesen at 1-800-732-2800 for more information. Feb 2013 1-6 P/N 23020-003_INT Flight Operations Manual - Instructor Edition Cirrus Perspective Introduction Section 1 Cirrus Icing Awareness Course The Cirrus Icing Awareness Course is hosted through the Cirrus Training Portal. An access code can be purchased at Cirrus Connection. This online course will prepare you for the challenges of flying into known icing conditions (FIKI). The course provides an overview of the TKS anti-ice system, proper operating procedures, and three scenarios that follow flights into various types of icing conditions. This training course will satisfy the following POH Limitation for the Known Icing System: “The pilot-in-command must successfully complete the Cirrus Icing Awareness Course or a Cirrus Design approved equivalent training course, within the preceding 24 months prior to Flight Into Forecast or Known Icing Conditions.” Cirrus Syllabus Suite Five Cirrus pilot training syllabi are provided to all Cirrus Training Partners. It is the responsibility of each instructor to select the appropriate syllabus considering each Cirrus pilot’s unique background. See the following section in this document for guidance on selecting the appropriate syllabus for individual Cirrus pilots. Flight Operations Manuals, Pilot Edition The pilot edition of the Perspective and Avidyne Flight Operations Manual are similar to this document but have information limited to specific aircraft operation, maneuvers, and procedures for Cirrus pilots. All Cirrus pilots should be encouraged to become familiar with and abide by the procedures and recommendations provided. Cirrus Syllabus Suite Cirrus provides five transition training syllabi and one recurrent training syllabus to guide Cirrus pilots and instructors while transitioning into Cirrus aircraft. Individual syllabi are designed for specific Cirrus pilot types, considering past and recent flight experience. A description of each syllabus and its appropriate use is included below. Reference the actual syllabus for more guidance on how to use each syllabus. • Note • Cirrus transition, differences, and recurrent syllabi should only be used with current and active pilots. Pilots lacking recent flight experience may need additional training beyond the Feb 2013 Cirrus Perspective Flight Operations Manual - Instructor Edition Section 1 Introduction P/N 23020-003_INT 1-7 scope of the transition syllabus. The instructor should add the additional objectives as necessary. The Transition Training syllabi are not specific to airframe, powerplant, or avionics, but are written in a fashion that allows them to provide ample guidance for all training objectives regardless of aircraft type. Transition Training Syllabus The Transition Training Syllabus is intended for Cirrus pilots who have little to no Cirrus experience or formal Cirrus training. It focuses on basic aircraft control, use of avionics, use of autopilot, and key emergency/abnormal situations in VFR conditions. Training effectiveness is enhanced through the appropriate use of scenario based training techniques. On average the course takes approximately three days and ten flight hours to complete. Completing the objectives of the Transition Training Syllabus typically satisfies most insurance requirements or aircraft checkout procedures for pilots new to Cirrus aircraft. Instrument tasks may be added to the syllabus as desired by the instructor considering the Cirrus pilot’s performance and aptitude. Adding additional tasks or maneuvers will lengthen the completion time of the course. It is highly recommended that instrument rated pilots who complete the basic Transition Training Syllabus obtain 15 to 30 hours of PIC time, and then complete more advanced instrument training to an IPC level as defined in the FAA Instrument PTS. Advanced Transition Training Syllabus The Advanced Transition Training Syllabus is designed for instrument rated pilots transitioning into Cirrus aircraft with little to no Cirrus experience or formal Cirrus training. The Advanced Transition Training Syllabus can be substituted for the Transition Training Syllabus for pilots who wish to gain instrument competency and complete an IPC as a part of their initial training in Cirrus aircraft. The Advanced Syllabus adds approximately two days and six hours beyond the basic Transition Training Syllabus. Pilots desiring to complete this course must be proficient and current instrument rated pilots. Pilots with minimal IFR experience or those who lack recent IFR experience should complete the Transition Training Syllabus, gain Cirrus PIC experience, then complete instrument training and an IPC. Feb 2013 1-8 P/N 23020-003_INT Flight Operations Manual - Instructor Edition Cirrus Perspective Introduction Section 1 Avionics Differences Training Syllabus The Avionics Differences Training Syllabus is a condensed training course specifically designed for proficient Cirrus pilots who are learning to fly a Cirrus aircraft with a new avionics platform. This syllabus applies to Cirrus pilots upgrading from traditional to electronic instruments, Avidyne to Perspective or Perspective to Avidyne. Pilots must have extensive and recent Cirrus experience and/or previously completed Cirrus Transition Training. This one-day course focuses on the different skills required to operate the avionics system in a VFR environment. Instrument tasks may be added at the discretion of the instructor considering the Cirrus pilot’s performance and aptitude. Airframe and Powerplant Differences Training Syllabus The Airframe and Powerplant Differences Training Syllabus is a one- day condensed training course designed for pilots with prior Cirrus aircraft experience and/or formal training. It is to be used for pilots transitioning from an SR20 to an SR22, an SR22 to an SR20, a normally-aspirated to a turbo engine, or a turbo to a normally- aspirated engine. Instrument tasks may be added to the Difference Syllabus as desired by the instructor considering the Cirrus pilot’s performance and aptitude. • Note • Cirrus pilots should complete the Transition Training Syllabus when transitioning into a Cirrus aircraft with a new powerplant and/or airframe with a different avionics suite. Recurrent Training Syllabus Regular scheduled recurrent training is an important step in maximizing the safe-utility of the aircraft. It provides pilots with an opportunity to perform procedures and maneuvers that help develop and refresh airmanship and judgement skills. Recurrent training also provides a good opportunity to regain instrument, landing, and flight review currencies. Emphasis is placed on basic stick and rudder skills, aircraft control, systems failures, and instrument currency if applicable. Additional Syllabus - “Access to Flight” “Access to Flight” is a combined Private Pilot and Instrument Rating training syllabus and associated textbook designed entirely around the Cirrus SR20 and SR22. Teaching methods are strongly focused on Scenario Based Training (SBT) and developing Single-Pilot Resource Management skills in order to take full advantage of all the resources Feb 2013 Cirrus Perspective Flight Operations Manual - Instructor Edition Section 1 Introduction P/N 23020-003_INT 1-9 available to the Cirrus pilot. “Access to Flight” is available in student and instructor versions. New pilots looking for the most efficient and advanced method to obtain a Private Pilot certificate with an Instrument Rating should use the “Access to Flight” syllabus and text. A Private Pilot and Instrument kit is available through Cirrus Connection and contains the necessary materials and resources to prepare the Cirrus pilot for the Private Pilot and Instrument Rating practical tests. Feb 2013 1-10 P/N 23020-003_INT Flight Operations Manual - Instructor Edition Cirrus Perspective Introduction Section 1 Conducting Training Events Conducting ground and flight training events requires preparation time on behalf of both the instructor and Cirrus pilot. All Cirrus courses are composed of three phases: pre-training or self-study, instructor-led, and recurrent training. It is the instructor’s responsibility to lead the Cirrus pilot through all phases of training using the guidance provided in this section. Cirrus courses also integrate FAA Industry Training Standards (FITS) training methodology, including: scenario based training, single pilot resource management, and learner centered grading. Instructors new to these concepts should set aside more preparation time in order to conduct a seamless and effective training event. Aircraft Variations It is important to note that the instructor standardization course focuses on the specific model used during actual flight training. It is the responsibility of each instructor, as a professional and as a Cirrus partner, to become familiar with each variation of Cirrus aircraft prior to conducting flight instruction in that variation. The differences between the Avidyne Entegra avionics suite and Cirrus Perspective suite are substantial. Cirrus advertises instructors at www.cirrusaircraft.com as being either Avidyne, Perspective, or dual qualified. Instructors must receive flight training in both avionics systems or self learn via an avionics differences course, purchased through Cirrus Connection, to obtain the respective qualifications. Visit www.cirrusconnection.com to purchase a Perspective or Avidyne Instructor Training Kit. Pre-Training Cirrus Training Partner governing documents require that all pilots completing a Cirrus course receive a training kit and complete the necessary pre-training objectives detailed in the pre-training checklist. Training kits should be ordered 15 to 30 days before conducting flight training in order to provide the Cirrus pilot ample time to complete all necessary pre-flight training activities. Additional time will be required for ground briefings and avionics training if the Cirrus pilot fails to complete all pre-training objectives. Pre-training is composed of two primary objectives. Guidance for accomplishing these objectives is included in customer training kits. Feb 2013 Cirrus Perspective Flight Operations Manual - Instructor Edition Section 1 Introduction P/N 23020-003_INT 1-11 • First, develop knowledge of aircraft limitations, aircraft systems, and normal and emergency operating procedures, • Second, develop knowledge of avionics components, component integration, and limitations and develop basic skills required to navigate MFD pages and conduct basic VFR flight planning and communication tasks. Before beginning flight training, it is important for the instructor to assess the level of knowledge and basic avionics skills retained by the Cirrus pilot. Accomplish this by reviewing completed training materials and oral quizzing and discussion. The most efficient method of developing avionics-related skills is through practice and repetition in a non-flight environment. The actual avionics in the aircraft with a power cart, avionics procedure trainer, or simulator are all effective tools for developing muscle memory and other skills required for avionics operation. The Cirrus pilot must be able to accomplish basic VFR communication and navigation avionics tasks prior to the first flight. New or advanced avionics tasks should be introduced on the ground with the avionics in the aircraft or avionics procedure trainer throughout the course as appropriate. Ground instruction for Cirrus courses may take up to a half or full day depending on the scope of training and student preparation. Integrating Simulation into Training When properly used, simulators and flight training devices can greatly enhance training effectiveness, safety, and efficiency. Cirrus Aircraft encourages the use of simulation during Cirrus courses. Fidelity of simulators and flight training devices vary in avionics, performance characteristics, and handling characteristics in relation to the actual aircraft. CAPS training is greatly enhanced by the use of simulators or flight training devices. Provide sufficient time and repetition to develop the necessary skills to deploy the parachute properly. Then, place the Cirrus pilot in situations that require decisions to deploy, such as: engine failure situations, icing, and/or situations that lead to loss of control. A level one or higher flight training device (FTD) can be used to complete lessons and tasks within Cirrus courses, provided the device matches the avionics configuration and model of the aircraft in which the flight training is being conducted with a level of fidelity that transfers knowledge and skills into the actual aircraft. Credit for takeoff Feb 2013 1-12 P/N 23020-003_INT Flight Operations Manual - Instructor Edition Cirrus Perspective Introduction Section 1 and landing practice may only be given when performed in the actual aircraft. Integrating FITS Methodology into Training The mission profiles typically flown by Cirrus pilots require sound aeronautical decision making skills, single pilot resource management skills, and aircraft and avionics management skills. Development of these critical skills is greatly enhanced by properly integrating FITS concepts into day-to-day instruction. Additional guidance on integrating FITS concepts into Cirrus courses is provided in the Cirrus Syllabus Suite. When applicable, the following techniques should be integrated into flight and ground training strategies in Cirrus courses: • Correlate all maneuvers, procedures, and knowledge topics to real-life situations, • Ensure Cirrus pilots understand the relevance of each task completed during the course, • Encourage Cirrus pilots to make pilot in command decisions throughout the pre-flight, flight, and post-flight, • Allow Cirrus pilots to see the consequences of poor decisions when possible, but never compromise the safety of flight, • Complete each leg of a multiple leg training mission as an individual flight, as most non-training flights are conducted, • Facilitate learning situations that require higher-order decision- making skills, • Use creative questioning that causes the Cirrus pilot to come to conclusions by him or herself, instead of simply providing answers to problems, • Engage the Cirrus pilot during post-flight discussions causing him or her to reflect back on decisions made during the flight, • Make the Cirrus pilot responsible for necessary flight planning and any weather go/no-go decision making during Cirrus courses, • Help the Cirrus pilot become aware of his or her strengths and weaknesses through engaging post-flight discussion, instead of a one-sided, instructor-led critique. More information on the FITS is available online at www.faasafety.gov. Feb 2013 Cirrus Perspective Flight Operations Manual - Instructor Edition Section 1 Introduction P/N 23020-003_INT 1-13 Assessing Performance Assessing pilot or student performance is one of the most important responsibilities of a flight instructor. Transition training is developmental by nature and the prior experiences of the Cirrus pilot in training must be considered. A formal evaluation flight may not exist in the course being used. In fact, transitional-type training events rarely require an FAA check ride or flight instructor endorsement. Flight instructors must balance levels of teaching and assessment continuously. Use the following evaluation techniques when assessing performance in relation to course completion standards. • Be knowledgeable of all course and task completion objectives and standards. Cirrus completion standards consist of knowledge and skill objectives that can be easily observed by the flight instructor, • Stay as hands-off as possible and closely observe actions, lack of actions, division of attention, task saturation, aircraft control issues, frustration, or programming errors. Instructor intervention almost always demonstrates inadequate performance on the behalf of the Cirrus pilot. Remedial training and/or additional attempts may be required for a specific task, • Always measure performance in relation to course completion standards, • Ensure performance is adequate and consistent. Do not assume that demonstration of a task one time represents that the Cirrus pilot has acquired the necessary knowledge or skill, • Adapt teaching styles appropriately as the Cirrus pilot progresses through the course. Teaching should be more instructional in nature at the beginning. Once basic skills are developed, the instructor should focus on facilitating experiences that further develop skills and provide learning experiences. Techniques for Resolving Training Issues While it is uncommon, active flight instructors will eventually deal with a customer whose flight proficiency and/or risk management skills are extremely deficient and raise significant concern. Pilots with inadequate skills, judgement issues, and hazardous attitudes are at a higher risk for accidents. It is the instructor’s responsibility, as a professional, to identify these issues and make every attempt to Feb 2013 1-14 P/N 23020-003_INT Flight Operations Manual - Instructor Edition Cirrus Perspective Introduction Section 1 change the risky behaviors. Correcting these poor examples of behavior can have a significant impact on improving general aviation safety records. Dealing with risky behaviors can be uncomfortable for the instructor, especially for instructors with less experience. It is oftentimes not easy for pilots to receive such messages or discuss poor performance or dangerous activities. Nonetheless, flight instructor intervention may be the only thing that prevents the pilot from having an accident. If the instructor is uncomfortable with such an intervention, he or she should seek advice and/or assistance from a more experienced instructor or respected pilot. This section provides guidance for identifying and correcting these rare training cases. In all situations, it is important for the flight instructor to be aware and evaluate the quality of instruction that is provided to the customer. The root causes of these issues may be due to poor instructor techniques, not pilot aptitude or attitude. Skill-Based Issues Skill-based issues are usually easier to identify than risk-management issues. They are also typically easier to overcome through additional training and evaluation using the techniques described herein. Taking excessive time on a task to develop a skill is an indication of an aptitude issue. A red flag should be raised any time a pilot spends twice as much or more time on task than is typically required by average pilots to develop a particular skill. It is often incorrectly assumed that rated pilots attempting Cirrus courses are safe, competent, and capable of performing to the standards detailed in the Private Pilot PTS. Unfortunately, this is not always the case and additional time may be required to hone or redevelop fundamental skills. The additional training required to redevelop fundamental skills will add time to Cirrus courses, and should be communicated early in the training when additional time will be required for course completion to prevent additional frustrations on the part of the Cirrus pilot. Inform the pilot of training issues soon after they recognized and before more training is conducted. Develop a strategy for correcting the behavior and communicate the plan with the pilot. Some strategies may include more time on task on fundamental maneuvers, but they may be as extreme as handing the pilot off to a more experienced or different instructor. Feb 2013 Cirrus Perspective Flight Operations Manual - Instructor Edition Section 1 Introduction P/N 23020-003_INT 1-15 Here are some suggestions when dealing with skill-related issues: • Have the Cirrus pilot master fundamental skills before attempting more advanced maneuvers or procedures. For example, landing issues are generally due to aircraft control issues. Master slow flight in various configurations while changing headings, altitudes, and airspeeds before continuing on with landing practice, • Develop clear and concise personal weather minimums with the pilot, similar to what is done with student pilot solo flights, when performance is marginally within standards. For example, a pilot may be able to land the aircraft safely with little or no wind but struggles and does not demonstrate mastery while landing with a crosswind. Get the pilot to agree to not fly in wind conditions that exceed XX value. Then, develop a training plan for expanding weather minimums and capabilities, • Hand the pilot off to another trusted or more experienced instructor. Sometimes a new perspective is all it takes for skill sets to ‘click’. This also provides an opportunity for a second opinion and help with developing a training strategy, • Do not complete the intended course until the pilot’s performance is within standards and the pilot is clearly aware of his or her personal capabilities, • For extreme cases, seek guidance and assistance from the local FSDO. Risk-Management Issues Risk-management issues can be more difficult to identify and correct than skill-based issues. For this reason, instructors must have specific strategies for assessing a pilot’s capacity to manage risk and be capable of providing experiences that positively change poor pilot behavior. Here is a list, not inclusive, of specific behaviors that can be observed in pilots that have risk-management issues. • Fails to conduct normal pre-flight activities such as weather assessment, fuel planning, or becoming familiar with local procedures, DPs, NOTAMs, etc, • Can be easily convinced or influenced to fly into unsafe weather situations such as icing, low clouds, high winds, etc, Feb 2013 1-16 P/N 23020-003_INT Flight Operations Manual - Instructor Edition Cirrus Perspective Introduction Section 1 • Does not make alternate plans when departure, enroute, or destination weather is marginal and/or deteriorating, • Intentionally does not follow best operating practices or recommended procedures, • Intentionally operates the aircraft outside of weight and balance limitations, • Hastily makes decisions or takes action without considering pertinent and vital information, • Knowingly accepts unusually high levels of risks. For example, buzzing friends and family or ‘scud running’ are high-risk maneuvers that have an unacceptable probability of catastrophe. Pilots who frequently engage in these activities put themselves and their passengers in grave danger. Strategies Incorporating FITS training methodology into training courses will help instructors assess and develop risk management skills. When gaps of risk management skills are identified use the following strategies for dealing with the situation: • Encourage the pilot to complete risk management courses available through the AOPA Air Safety Foundation. Visit www.aopa.org for more information. This strategy may have variable results but can be effective for some situations, • Pilots are often able to identify risks and implement appropriate mitigation strategies for scenarios presented and discussed on the ground. Dissecting relevant accidents found in the NTSB accident database can be a useful exercise for a couple reasons. First, the pilot will be more open to discussing errors made by other pilots. Second, consequences of poor decisions are observable while dissecting accidents, particularly relevant fatal accidents that can be correlated to specific pilot behaviors. The exercise objective is to have the delinquent pilot become aware of his or her negative behavior and make appropriate changes, • Pilots that intentionally conduct high risk activities are often difficult to approach. A pointed discussion may be necessary to prevent disaster. For this conversation to be effective, incorporate these tactics. First, it may be necessary to find a pilot or instructor that is respected by the delinquent pilot to lead the discussion. Second, convey to the pilot that many people are Feb 2013 Cirrus Perspective Flight Operations Manual - Instructor Edition Section 1 Introduction P/N 23020-003_INT 1-17 aware of and concerned about his or her risky behavior. Third, display general concern for the well-being of the pilot and his or her family. Be prepared for the relationship with the delinquent pilot to be severed, • For extreme cases, seek guidance and assistance from the local FSDO. Conclusion of Training Cirrus training is only complete after the Cirrus pilot demonstrates knowledge and proficiency of all course objectives, and when the applicable course minimums are met. Certificates of completion should be presented to the Cirrus pilot after a Cirrus course is completed. Electronic copies of the completion certificate can be found at the Cirrus Training Portal. Certificates of completion are commonly used by insurance companies as verification that training has been completed. All pilots are strongly encouraged to engage in regular recurrent training. At the conclusion of training, assist the Cirrus pilot in developing a plan for the next recurrent training event. It is recommended to schedule a date and time for the next training event as well as discussing the objectives and benefits of recurrent training. Pilots should have a clear understanding of their capabilities and personal minimums at the conclusion of training. Discuss the actual conditions experienced during training, including: cloud bases, time spent in actual IMC, wind conditions, turbulence, icing conditions, etc. Personal minimums are based upon many factors, but pilots should always reflect on prior and recent flight experiences. Encourage and help pilots to clearly define and record their personal weather minimums. Resources to aid in defining personal weather minimums are available within this document and at www.faasafety.gov. Feb 2013 1-18 P/N 23020-003_INT Flight Operations Manual - Instructor Edition Cirrus Perspective Introduction Section 1 Cirrus Partnership Benefits Cirrus values the significant impact that Cirrus Training Partners have on the safety of Cirrus pilots worldwide. Cirrus is proud to support its training partners with the program benefits listed below. It is the responsibility of the Training Partner to maximize the value of the benefits. • Obtain exclusive access to the latest Cirrus training materials and product information via the Cirrus Training Portal, • Utilize a host of Cirrus-specific computer based courses and instructional tools, • Enjoy discounts on purchases from the Cirrus Connection pilot shop, • Use Cirrus corporate marketing support and tools, • Take advantage of the special Cirrus Training Partner Referral Program available only to our training partners, • Enjoy promotion as a Cirrus Standardized Instructor Pilot or Cirrus Training Center through the Cirrus website, • Receive an invitation to annual symposiums and periodic training communication from Cirrus developed for the Cirrus Training Network, • Exclusive access to the Cirrus Accepted Syllabus program. Marketing Resources In an effort to help your business succeed, Cirrus also offers unique marketing resources and tools only available to Cirrus partners. Please visit the Cirrus Training Portal to access the Cirrus Partner Marketing Resources and Cirrus Online Partner Store documents for more information. Cirrus Accepted Syllabus The Cirrus Accepted Syllabus program established in 2010 allows Cirrus Training Partners to submit a training syllabus to Cirrus Aircraft for review and acceptance. Accepted syllabi will receive a dedicated logo for recognition. This program is of great benefit to Cirrus Training Partners because it allows an increased number of syllabi to be used by all Cirrus Training Partners. Feb 2013 Cirrus Perspective Flight Operations Manual - Instructor Edition Section 1 Introduction P/N 23020-003_INT 1-19 In an effort to increase the resources and tools available to all Cirrus Partners, Cirrus Aircraft requests that Training Partners allow their Cirrus Accepted syllabi to be posted on the Cirrus Training Portal. Access to the Cirrus Accepted syllabi is only granted to Cirrus Training Partners. This feature is optional, at the discretion of the Cirrus Training Partner. To be considered for acceptance each syllabus must have the following attributes: • Clearly defines course objectives and completion standards, • Appropriately uses FITS instructional techniques, • Provides sufficient guidance for the instructor and Cirrus pilot to complete the course as intended, • Includes only Cirrus-approved maneuvers and procedures, • Serves a need specific to pilots flying Cirrus aircraft, • Follows the guidance provided in the Flight Operations Manual, Instructor Edition, • Provides that all course, lesson, and task objectives are organized in a logical manner to promote learning efficiency, • The main course objectives in the syllabus are substantially different than current syllabi offered by Cirrus Aircraft, • Syllabus is specific to Cirrus aircraft or generic to aircraft make or model. Syllabi that reference aircraft makes or models other than Cirrus aircraft will not be accepted. Information about submitting a syllabus for approval can be found at the Cirrus Training Portal. General Reference Materials The following references supplement the content of this publication: • Federal Aviation Regulations (FARs) or governing regulations, as applicable, • Aeronautical Information Manual (AIM), • FAA Approved Airplane Flight Manual (AFM) and Pilot’s Operating Handbook (POH), Feb 2013 1-20 P/N 23020-003_INT Flight Operations Manual - Instructor Edition Cirrus Perspective Introduction Section 1 • FAA Handbook of Aeronautical Knowledge and Airplane Flying Handbook, • Advisory Circulars, • Cirrus Aircraft Envelope of Safety, • Cirrus Syllabus Suite, • Avionics Pilot Guides and Manuals, • Aircraft Maintenance Manual, Feb 2013 Cirrus Perspective Flight Operations Manual - Instructor Edition Section 1 Introduction P/N 23020-003_INT 1-21 Terms and Abbreviations The following terms and abbreviations will be referenced in this manual. AP Autopilot ATC Air Traffic Control CAS Crew Alert System DA Decision Altitude ETA Estimated Time of Arrival ETE Estimated Time Enroute FAA Federal Aviation Administration FAF Final Approach Fix FIKI Flight Into Known Ice FITS FAA Industry Training Standards FMS Flight Management System GPH Gallons Per Hour GNS Global Navigation System GS Glide-slope Hg Mercury IAF Initial Approach Fix IAP Instrument Approach Procedure LNAV Lateral Navigation LPV Localizer Performance with Vertical Guidance MAP Missed Approach Point MDA Minimum Descent Altitude MFD Multi Function Display MP Manifold Pressure NAS National Airspace System NH No Hazard Anti-Ice System PFD Primary Flight Display Feb 2013 1-22 P/N 23020-003_INT Flight Operations Manual - Instructor Edition Cirrus Perspective Introduction Section 1 PIC Pilot in Command RPM Revolutions Per Minute SRM Single Pilot Resource Management VNAV Vertical Navigation VTF Vectors to Final WAAS Wide Area Augmentation System SR20 Cirrus SR20 equipped with Cirrus Perspective avionics SR22 Cirrus SR22 with normally-aspirated engine equipped with Cirrus Perspective avionics. SR22 may also represent SR22, SR22TN, SR22T, and SR22 G5 aircraft when SR22TN or SR22T is not distinctively noted. SR22TN Cirrus SR22 with Tornado Alley Turbonormalized engine equipped with Cirrus Perspective avionics. SR22T Cirrus SR22T with TCM Turbocharged engine equipped with Cirrus Perspective avionics. SR22T may also represent SR22T G5 aircraft when SR22T G5 is not distinctively noted. SR22 G5 Cirrus SR22 G5 equipped with Cirrus Perspective avionics and a maximum certified takeoff weight of 3600 pounds. SR22 G5 may also represent SR22T G5 when SR22TG5 is not destinctively noted. SR22T G5 Cirrus SR22T G5 equipped with Cirrus Perspective avionics with a maximum certified takeoff weight of 3600 pounds. Feb 2013 Cirrus Perspective Flight Operations Manual - Instructor Edition Section 1 Introduction P/N 23020-003_INT 1-23 Contact Information Flight Training Department .............................................. 800.921.2737 training@cirrusaircraft.com Sales Department ........................................................... 888.750.9927 info@cirrusaircraft.com Air Safety and Maintenance Hot line ............................... 800.921.2737 218.788.3400 CSIP or Training Center Inquiries csip@cirrusaircraft.com Feb 2013 1-24 P/N 23020-003_INT Flight Operations Manual - Instructor Edition Cirrus Perspective Introduction Section 1 Feb 2013 Intentionally Left Blank Cirrus Perspective Flight Operations Manual - Instructor Edition Section 2 General Operating Procedures P/N 23020-003_INT 2-1 Section 2 General Operating Procedures General This section should be used as a supplement for the planning and execution of all flights in Cirrus aircraft. Although an excellent resource, this information will not guarantee a safe flight. Minimizing flight risk requires sound judgment and sensible operating practices. Safety of flight ultimately depends upon the decisions made by you, the pilot. Safe flights should be conducted in accordance with regulations, ATC clearances, personal capabilities, and the aircraft operating limitations described in the FAA Approved Airplane Flight Manual and Pilot’s Operating Handbook (POH). For operations outside the United States, refer to the appropriate regulations for that country. This publication should be in the pilot's possession during all flight operations. Instructor notes Most flight regulations are in place to protect pilots from unsafe situations. Although flight regulations provide a framework for safe operation, pilots must go beyond minimum training and currency requirements to develop the necessary proficiency to operate safely. Developing good judgement and habits formed from proven operating procedures are important to keep pilots out of trouble. The decisions made by a pilot before a flight are as critical as many in- flight decisions.The guidance in this section is procedural in nature and will assist Cirrus pilots in developing good habits and sound decision making skills. Strongly encourage Cirrus pilots to reference the contents in this section while planning and executing flights. Discuss this section during normal pre-flight briefings with emphasis on weather planning, personal minimums, pilot currency, etc. The information in Section 2 is very valuable, however the Instructor Notes in Section 2 are limited because the information hereinafter is basic with little need for further explanation. Feb 2013 2-2 P/N 23020-003_INT Flight Operations Manual - Instructor Edition Cirrus Perspective General Operating Procedures Section 2 Pilot Qualification and Training The pilot in command of any Cirrus aircraft is responsible for its safe operation. It is recommended that all pilots operate in accordance with the policies and procedures prescribed within this publication. In no case does this document relieve the pilot in command from the responsibility of making safe decisions regarding the operation of the aircraft. Initial Training Cirrus pilots should satisfactorily complete the Cirrus Transition Training Course, Advanced Transition Training Course, Avionics Differences, Airframe and Power Plant Differences, or the Cirrus Standardized Instructor Pilot (CSIP) course prior to acting as pilot in command of a Cirrus aircraft. • Note • Instrument rated pilots should complete an instrument proficiency check (IPC) prior to flying in IMC. • Additional Qualification and Differences Training Cirrus pilots should complete differences training when changing airframes, power plants, avionics, or other features that require an additional qualification. Differences training can be accomplished with a Cirrus Factory Instructor, Cirrus Training Center (CTC), or Cirrus Standardized Instructor Pilot (CSIP). Differences training emphasizes changes to equipment or capability and is designed for proficient pilots who have previously completed initial transition training. Differences courses fall into two categories: Airframe and Power plant • SR22/SR20 Differences, • Turbo Differences, • Online Icing Awareness Training. Avionics • Avidyne Entegra Differences, • Cirrus Perspective Differences. Feb 2013 Cirrus Perspective Flight Operations Manual - Instructor Edition Section 2 General Operating Procedures P/N 23020-003_INT 2-3 Recurrent Training Cirrus pilots should complete recurrent training at a Cirrus Training Center (CTC) or with a Cirrus Standardized Instructor Pilot (CSIP) under the guidance found in the Cirrus Syllabus Suite. Recurrent training emphasizes aeronautical decision making, risk management, and airmanship, which leads to increased proficiency. The recurrent training program provides an opportunity to meet the requirements of a biennial flight review or instrument proficiency check. • Note • Instrument rated pilots should complete an instrument proficiency check every six months. Pilot Qualification and Training for Flight Into Known Icing Conditions The PIC must successfully complete the Cirrus Icing Awareness Course or a Cirrus Aircraft approved equivalent training course within 24 months prior to flight into forecast or known icing conditions. The Cirrus Icing Awareness Course can be purchased at www.cirrusconnection.com. Cirrus Accepted Syllabi Training syllabi designated with the “Cirrus Accepted” logo have been reviewed and accepted by the Cirrus Flight Standards department for use in Cirrus Training. Training Resources Cirrus Training Portal Cirrus pilots can find a wealth of information regarding aircraft and avionics operation, abnormal and emergency procedures, training resources, online courses, and other software at http:// training.cirrusaircraft.com. Cirrus Owners and Pilots Association Cirrus Owners and Pilots Association (COPA) is an organization that welcomes the membership of Cirrus owners, pilots, and enthusiasts with an interest in aviation and Cirrus aircraft issues and events. Three main training and safety related events provided by COPA are the Feb 2013 2-4 P/N 23020-003_INT Flight Operations Manual - Instructor Edition Cirrus Perspective General Operating Procedures Section 2 Cirrus Pilot Proficiency Program (CPPP), the Critical Decision Making (CDM) seminar, and the Partner In Command (PIC) seminar. • The CPPP is designed to expose Cirrus pilots to situations they may encounter while operating their aircraft. Topics such as weather, accident review, advanced avionics, emergency procedures, and engine management are discussed and applied during a CPPP. • The CDM seminar is a facilitated interactive hangar-flying session where the group looks at general aviation and Cirrus accident statistics, reviews case studies of Cirrus accidents, and participates in the reenactment of an actual accident. • The PIC seminar has been designed to give frequent Cirrus passengers more knowledge regarding safety system operations in the unlikely event that the pilot in command should become incapacitated. Procedures include using basic radio communication and CAPS activation. The PIC seminar is provided by both Cirrus Aircraft and COPA. CPPP, CDM, and PIC schedules and information can be found on the COPA web site at www.cirruspilots.org. Medical Certificates In order to exercise the privileges of a private pilot certificate the pilot must hold a third class medical certificate, which is valid for 24 months from the date of issue (60 months if the person is under 40.) In order to exercise the privileges of a commercial pilot certificate a pilot must hold and maintain a second-class medical certificate, which is valid for 12 calendar months from the date of issue. Feb 2013 Cirrus Perspective Flight Operations Manual - Instructor Edition Section 2 General Operating Procedures P/N 23020-003_INT 2-5 Personal Minimums and Risk Assessment Cirrus pilots will regularly assess their recent flight experience, training, and pilot certification to develop personal minimums for wind, ceiling and visibility, and instrument approach minimums. Use Figures 2.1 and 2.2 on the following pages to aid in this process. Guidelines for Personal Weather Minimums Use the guidance matrix, Firgure 2.1, to establish your risk category. Pilots should re-evaluate their risk category on a quarterly basis or any time a major milestone occurs. Apply this category to the recommended personal minimums found in the Envelope of Safety, Figure 2.2. Envelope of Safety The Envelope of Safety, Figure 2.2, describes recommended personal minimums for wind, ceiling, and visibility based on the pilot’s risk category, time of day, and pilot rating. These minimums are followed by company pilots at Cirrus Aircraft. Takeoff and Landing Wind Proficiency A Cirrus pilot should not attempt to takeoff or land when the wind speed and crosswind component exceed the individual's capabilities. • Note • Cirrus pilots should use caution when attempting to takeoff or land in wind conditions with which they are not experienced. When taking off or landing on ice-covered runways (braking action reported POOR), the crosswind component should not exceed 50% of the aircraft's demonstrated crosswind component. Use extreme caution during takeoff and landing when the wind exceeds 25 knots or the gust factor exceeds 10 knots. Land into the wind whenever possible during normal operations. When the airport layout or the type of operation requires landing with a tailwind - for example, an ILS approach - up to a 10 knot tailwind component is allowed per the Performance Section of the Pilot’s Operating Handbook. Feb 2013 2-6 P/N 23020-003_INT Flight Operations Manual - Instructor Edition Cirrus Perspective General Operating Procedures Section 2 Figure 2-1 Guidance for Establishing Personal Weather Minimums 1 2 3 4 5 Your Rating Certificate Held ATP or CFI Commercial w/instrument Private w/instrument Private Pilot Pilot Mishap Last 24 months Incident Accident Hours logged last 12 months 200 150-200 100-150 50-150 <50 Hours in Cirrus last 90 days 50 35-50 25-35 10-25 <10 Total Time 2000 1000-2000 750-1000 500-750 <500 Cirrus Landings last 30 days 10 6 -9 3-5 1-2 0 Total ႕13 14-22 ႖ဆဇ 1 2 3 4 5 Your Rang >35 25--35 10-25 <5 Yes No Total ႕7 8-18 ႖စဓ Guidance for Establishing Personal Weather Minimums General Flight Guidelines Instrument Flight Guidelines > > > Recieved avionics specific IFR training from CSIP/CTC Category Not Applicable for pilots in first 100 hours of aircraft operation. > 5-10 >3 Instrument Approaches with use of Autopilot last 90 days Hand-flown Instrument Approaches last 90 days Simulated/Actual instrument hours in Cirrus in last 90 days >4 >2 1-3 <1 1-4 1 0 0 Pilot Category Pilot Category Years Actively Flying (Maintained FAA req. currency) >10 6-10 2-5 Last Recurrent Training Event <6 months 6mo-12mo 12mo-24mo Age: Add 2 pts for 65 years or older Time to Achieve Private Pilot: Add 2 pts for 100+ hours Time to Complete Transition Training: Add 2 pts for 30+ hours Crew: Subtract 1 pt for flying with licensed pilot Training: Add 2 pts for not completing Cirrus Transition Training Crew: Subtract 1 pt for flying with licensed pilot Training: Subtract 2 pts for completing avionics specific IPC from CSIP/CTC in last 12 months. Years Actively Flying IFR (Maintained FAA req. currency) Hours flown IFR last 90 days >5 <1 <2 1-5 Solo Student Pilot Feb 2013 Cirrus Perspective Flight Operations Manual - Instructor Edition Section 2 General Operating Procedures P/N 23020-003_INT 2-7 Figure 2-2 Envelope of Safety IFR Minimums Press “ENT” or ri ghtmost softkey to acknowled ge ENVE LOPE OF SAFET Y: KNOW YOUR LIMITS Current Pilot Capability Category VFR Minimums Wind Limit Wind: 20 kts X-wind: 10 kts Max Gust: 10 kts 3000’ CEILINGS 10 SM VISIBILITY 5000’ CEILINGS 10 SM VISIBILITY Day Day Night 3000’ CEILINGS 5 SM VISIBILITY Wind: 35 kts X-wind: 20 kts Max Gust: 15 kts 5000’ CEILINGS 10 SM VISIBILITY Day Night Wind: 15 kts X-wind: 5 kts Max Gust: 5 kts 5000’ CEILINGS 10 SM VISIBILITY 5000’ CEILINGS 10 SM VISIBILITY Night Current Pilot Capability Category 1500’ / 3 SM Current Reported Weather +500’ / +1 SM Above Published Approach Minimums Published Approach Minimums General Flight Minimums Instrument Flight Minimums ICING CONDITIONS Flight Into Icing Conditions Is Hazardous Refer to Airplane Flight Manual Limitations Visit www.cirrusaircraft.com/knowyourlimits to precisely determine your Pilot Capability Category Flying within the Envelope of Safety will not guarantee a safe flight. Pilots must comply with FARs, exercise sound judgement, and maintain a high level of flying proficiency in order to minimize the risks associated with flight. NIGHT OPERATIONS Decrease wind limits by 5 kts Increase vigilence when conducting Instrument Approach Procedures Day Cirrus Aircraft company pilots comply with and endorse this Envelope of Safety. s Envelope of Safe ty. sese thi p comp dndoror pmp y pany p ee thth ndnd w ots c rcraf Cirrus Infrequent Flyer Average Pilot Elite Aviator General •12-24 mo. since last training •<50 hrs last 12 mo •10 hrs last 90 days Instrument •<5 IFR hrs last 90 days •<1hr IMC/ last 90 days •No approaches last 90 days General •6-12 mo. since last training •100-150 hrs last 12 mo •25-35 hrs last 90 days Instrument •10-25 IFR hrs last 90 days •1-3 hrs IMC/ last 90 days •1-4 AP approaches last 90 days •1 Non-AP approach last 90 days General •<6 mo. since last training •>200 hrs last 12 mo •>50 hrs last 90 days Instrument •>35 IFR hrs last 90 days •>3 hrs IMC/ last 90 days •>4 AP approaches last 90 days •>2 Non-AP approach last 90 days Current & Proficient Feb 2013 2-8 P/N 23020-003_INT Flight Operations Manual - Instructor Edition Cirrus Perspective General Operating Procedures Section 2 Currency Requirements VFR Cirrus pilots should maintain VFR currency by completing each of the following items in a Cirrus aircraft: • The Cirrus Transition Training course, • 3 takeoffs and 3 landings to a full stop within the previous 60 days, • 10 hours as the PIC within the previous 60 days, • The training events outlined in the Cirrus Syllabus Suite. Cirrus pilots should fly with a Training Center Instructor (TCI) or with a CSIP to meet the flight currency requirement if currency lapses. Completion of training events outlined in the Cirrus Syllabus Suite will also restore flight currency. IFR Cirrus pilots should maintain IFR currency by completing each of the following items in a Cirrus aircraft: • VFR currency requirements, • An IPC with CTC instructor or a CSIP within the previous 6 months, • 3 instrument approaches in actual or simulated instrument conditions within the previous 60 days. • For low-IMC currency, demonstrate the ability to execute an instrument approach to minimums within the previous 60 days. • Note • Initial low-IMC currency should be obtained with a TCI or a CSIP. Feb 2013 Cirrus Perspective Flight Operations Manual - Instructor Edition Section 2 General Operating Procedures P/N 23020-003_INT 2-9 Pilot Duty and Rest Period Duty Time and Rest Pilots should avoid a duty period greater than 14 hours, including a maximum of 8 hours of flight instruction. A pilot should have a 10 hour rest period prior to flying the following day. Pilots should consider non- flight related working-periods as duty time. Physiological Considerations Intoxicants A pilot should not consume alcohol or other intoxicants within 12 hours prior to flying and should always consider the lasting effects of alcohol the following day. Blood Donations A pilot should not operate an aircraft within 72 hours after a blood donation or transfusion due to temporary lowering of oxygen carrying capacity of blood following a blood donation or transfusion. Scuba Diving A pilot or passenger who intends to fly after scuba diving should allow the body sufficient time to rid itself of excess nitrogen absorbed during the dive. The recommended wait times are as follows: • Wait 12 hours - if flight will be below 8,000 feet pressure altitude and dive did not require a controlled ascent. • Wait 24 hours - if flight will be above 8,000 feet pressure altitude or dive required a controlled ascent. Supplemental Oxygen Pilots are encouraged to utilize supplemental oxygen when operating aircraft above 10,000 feet MSL during the day or above 5000 feet MSL during night time per AIM recommendations. Reference 14 CFR 91..211 for regulatory oxygen requirements. Feb 2013 2-10 P/N 23020-003_INT Flight Operations Manual - Instructor Edition Cirrus Perspective General Operating Procedures Section 2 Aircraft Maintenance and Airworthiness Cirrus aircraft owners and operators are to maintain their aircraft in accordance with the Instructions for Continued Airworthiness found in the Airplane Maintenance Manual. Aircraft maintenance should be completed at a Cirrus Authorized Service Center. There is a worldwide network of Cirrus authorized professionals who are trained to maintain Cirrus aircraft. Cirrus Authorized Service Centers are available for regularly scheduled aircraft maintenance or needed repairs. A complete listing of service centers is available at http://www.cirrusaircraft.com. If a Cirrus aircraft is damaged or encounters mechanical difficulty that is hazardous to flight or ground operations away from home base, the pilot should land as soon as practical and not attempt to takeoff. The pilot should secure the aircraft and contact a Cirrus Authorized Service Center or call the Cirrus Service Hot line 800.279.4322. The purpose of this call is to assist the pilot in analyzing the problem, determine the best solution, and develop a plan of action. Grounding of Aircraft A Cirrus pilot or mechanic has the authority to ground an aircraft anytime it is determined to not be airworthy. Inform other pilots who may fly the aircraft that the aircraft is unairworthy. Feb 2013 Cirrus Perspective Flight Operations Manual - Instructor Edition Section 2 General Operating Procedures P/N 23020-003_INT 2-11 Flight Planning Pilots are encouraged to file VFR or IFR flight plans for all cross- country flights. Pilots should always plan an alternative course of action, whether operating VFR or IFR. The pilot should complete the following flight planning responsibilities: • Determine the best route and altitude considering: winds aloft, freezing levels, cloud bases and tops, turbulence, terrain, airspace and TFRs, • Determine an alternate airport, • Calculate fuel requirements, • Verify aircraft is within weight and balance limitations, • Verify adequate climb performance for departure procedures, • Calculate takeoff and landing distances. Verify runway lengths for intended airports, • File flight plan. Weather Assessment Pilots should determine if the weather conditions exceed their qualifications and capabilities. A decision should be made to postpone the flight if the weather is not acceptable. Flight planning should continue if the weather is acceptable. • Note • To facilitate flight planning, the U.S. Government provides a free Direct User Access Terminal Service (DUATS) for all licensed pilots at www.duats.com or www.duat.com. IFR Alternate Airport Weather Requirements If from 1 hour before to 1 hour after the estimated time of arrival at the destination airport, the weather is forecast to be at least 2,000 foot ceilings and 3 mile visibilities, no alternate is required, though it is important to be familiar with the area in case a diversion is required. If forecasted weather conditions are less than 2,000 feet and 3 miles, an alternate must be filed. A pilot may only include an alternate airport in an IFR flight plan when appropriate weather reports or forecasts, or a combination of them, indicate that, at the estimated time of arrival at the alternate airport, Feb 2013 2-12 P/N 23020-003_INT Flight Operations Manual - Instructor Edition Cirrus Perspective General Operating Procedures Section 2 the ceiling and visibility at that airport will be at or above the following weather minima: • For a precision approach procedure: Ceiling 600 feet and visibility 2 statute miles. • For a Non-precision approach procedure: Ceiling 800 feet and visibility 2 statute miles. If an instrument approach procedure has not been published for the intended destination, the ceiling and visibility minima are those allowing descent from the MEA, approach and landing under basic VFR conditions and an alternate airport must be filed. Fuel Requirements No person may operate an aircraft in IFR conditions unless there is enough fuel (considering weather reports, forecasts, and weather conditions) to: • Complete the flight to the first airport of intended landing, • Fly from that airport to the alternate airport, • Fly after that for 45 minutes at normal cruising speed. No person may begin a flight in an aircraft under VFR conditions unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of intended landing (assuming normal cruising speed and fuel burn) and at least an additional 45 minutes beyond that point in either day or night conditions. Minimum Runway Length Cirrus pilots are encouraged to operate using a minimum runway length of 2,500 feet or twice the expected takeoff and/or landing distance, whichever is higher. Cirrus pilots should receive short-field takeoff and landing instruction prior to operating on runways that are shorter than 2,500 feet. Oxygen Equipment Prior to flight, pilots should thoroughly understand and brief passengers on how to use oxygen equipment and on signs of hypoxia. Pulse Oximeter Pilots are encouraged to use a pulse oximeter to monitor oxygen saturation of the blood. Pilots should adjust the flow rate of oxygen to Feb 2013 Cirrus Perspective Flight Operations Manual - Instructor Edition Section 2 General Operating Procedures P/N 23020-003_INT 2-13 maintain a minimum of 90% saturation. If saturation cannot be maintained above 90%, pilots should descend appropriately. Oxygen Cannula Oxygen cannulas may be used at any altitude below 18,000 feet. Users should ensure that breathing is through the nose and not the mouth. Eating or excessive talking may reduce oxygen saturation levels. Oxygen Mask Oxygen masks must be worn above 18,000 feet MSL. Masks should be properly fitted to each individual face prior to flight. Loose-fitting masks or facial hair may reduce the effectiveness of the mask and reduce oxygen saturation levels. Weather Planning A critical factor in a successful flight is the pilot's evaluation of weather conditions. Many weather related accidents are avoidable and could have been prevented during pre-flight if the pilot thoroughly evaluated the weather conditions. The following weather resources will be useful for evaluating the weather: Flight Service Station: .................................................. 800-WX-BRIEF Aviation Weather Center ............................... www.aviationweather.gov FlightPlan.com............................................................. www.fltplan.com ForeFlight ................................................................ www.foreflight.com National Weather Service....................................... www.nws.noaa.gov The go/no-go decisions and the route to the intended destination depend greatly on the weather at the departure airport, along the route, and at the destination. The pilot's ability to interpret and understand aviation weather is critical to the safety of flight. Follow the steps below when assessing the weather for every flight. Overview The first step to understanding the weather conditions along the intended route is to assess the big picture. The pilot should become familiar with pressure systems, frontal systems, precipitation, areas of marginal VFR and IFR conditions, and areas of icing and turbulence. Available weather products include: • Surface analysis chart, • Weather radar, Feb 2013 2-14 P/N 23020-003_INT Flight Operations Manual - Instructor Edition Cirrus Perspective General Operating Procedures Section 2 • Satellite imagery. Hazards to Flight The second step is to identify any potential hazards for the intended flight. The pilot should become familiar with areas of marginal VFR and IFR conditions, convective activity, and areas of icing and turbulence. Available weather products include: • Weather depiction chart, • AIRMETs, SIGMETs and Convective SIGMETs, • Weather radar, • Pilot reports, • Area forecast, • Current and forecasted icing potential. Current Observations The third step is to become familiar with the current observations along the intended flight. Current weather observations within 50 miles of the departure, intended route and destination airport should be analyzed. Available weather products include: • METARs, • Pilot reports. Forecasted Weather The fourth step is to understand what the weather is expected to do during your flight. Evaluate the weather +/- 2 hours from your estimated time of arrival at the destination and planned alternate. Available weather products include: • TAFs, • Area forecast, • Prognostic charts, • Winds and temperature aloft, • AIRMETs, SIGMETs and Convective SIGMETs. NOTAMS The fifth step is to become aware of any NOTAMs that may affect the flight. Pay close attention to any TFRs that may interfere with your route. Thunderstorm Flying Feb 2013 Cirrus Perspective Flight Operations Manual - Instructor Edition Section 2 General Operating Procedures P/N 23020-003_INT 2-15 Never regard a thunderstorm lightly, even when radar observations report that echoes are of light intensity. Avoiding thunderstorms is the best policy. The following are some Do’s and Don'ts of thunderstorm avoidance: • Don't land or takeoff in the face of an approaching thunderstorm. A sudden gust front or low level turbulence could cause loss of control. • Don't attempt to fly under a thunderstorm even if you can see through to the other side. Turbulence and wind shear under the storm could be disastrous. • Don't trust the visual appearance to be a reliable indicator of the turbulence inside a thunderstorm. • Do avoid by at least 20 miles any thunderstorm identified as severe or giving an intense radar echo. This is especially true under the anvil of a large cumulonimbus cloud. • Do circumnavigate the entire area if the area has 6/10 thunderstorm coverage. • Do remember that vivid and frequent lightning indicates the existence of a strong thunderstorm. Regard as extremely hazardous any thunderstorm with tops 35,000 feet or higher, whether the top is visually sighted or determined by radar. Temperature Minimums Flight training operations should not be conducted when the outside air temperature falls below -20 degrees Fahrenheit. Cirrus aircraft should be pre-heated if exposed to ground temperatures below 20 degrees Fahrenheit for more than two hours. Do not operate the engine at speeds above 1700 RPM unless oil temperature is 75 degrees Fahrenheit or higher and oil pressure is within specified limits of 30-60 PSI. When oil temperature has reached 100 degrees Fahrenheit and oil pressure does not exceed 60 PSI at 2500 RPM, the engine has been warmed sufficiently to accept full rated power. Operations in Icing Conditions • Caution • Flight into icing conditions is hazardous. Refer to the airplane flight manual for limitations. Feb 2013 2-16 P/N 23020-003_INT Flight Operations Manual - Instructor Edition Cirrus Perspective General Operating Procedures Section 2 A pilot is prohibited from taking off in an aircraft that has frost, snow, slush, or ice adhering to any external surface. Icing can be expected when flying in visible moisture, such as rain, snow, or clouds, and the temperature of the aircraft is below freezing. If icing is detected, a pilot should turn on all available anti-icing equipment and do one of two things to exit the icing condition: get out of the area of visible moisture, or go to an altitude where the temperature is above freezing. The warmer altitude may not always be a lower altitude. Proper pre-flight action includes obtaining information on the freezing levels. Report icing to ATC and request new routing or new altitude if icing is encountered. Cirrus aircraft that are certified for Flight Into Known Icing (FIKI) conditions must operate within criteria defined by FAR Part 25, Appendix C. These conditions do not include, nor were tests conducted in all icing conditions that may be encountered such as freezing rain, freezing drizzle, mixed conditions, or conditions defined as severe. Flight in these conditions must be avoided. Some icing conditions not defined in FAR Part 25 have the potential of producing hazardous ice accumulations, which exceed the capabilities of the airplane’s anti-ice system, and/or create unacceptable airplane performance including loss of control. Pilots who encounter icing conditions that are outside the FAR defined conditions should divert the flight promptly. Inadvertent operation in these conditions may be detected by unusually extensive ice accumulated on the airframe in areas not normally observed to collect ice. If the airplane encounters conditions that are determined to contain freezing rain or freezing drizzle, immediately exit the freezing rain or freezing drizzle conditions by changing altitude, turning back, or even continuing on the same course if clear air is known to be immediately ahead. Feb 2013 Cirrus Perspective Flight Operations Manual - Instructor Edition Section 2 General Operating Procedures P/N 23020-003_INT 2-17 Flight Considerations Turns after Takeoff The recommended turn altitude after takeoff is a minimum of 400 feet AGL, unless obstacle departure procedures or ATC instructions dictate otherwise. When cleared to fly runway heading, pilots should maintain the heading that corresponds with the extended center line of the departure runway until otherwise directed by ATC. Drift correction should not be applied: i.e., Runway 04, with an actual magnetic heading of the runway center line being 044 degrees, fly 044 degrees. Noise Abatement When operating out of noise sensitive airports pilots are encouraged to follow local noise abatement procedures and consider an RPM reduction from 2700 RPM to 2500 RPM during the climb if necessary and safe. A power reduction in an SR22T has little effect on outside noise levels and is not necessary for noise abatement. Weather Status Pilots should monitor the weather along the route and destination airport for deteriorating conditions using onboard weather resources and ground based weather resources. En route Flight Advisory Service (EFAS), Flight Watch, is generally available on 122.0 anywhere in the contiguous United States. A diversion may be necessary if the weather deteriorates beyond the pilot's qualifications or capabilities. Aircraft Systems Status Pilots should monitor the flight, engine and system parameters throughout the flight. Verify adequate fuel remains to reach the intended destination and switch fuel tanks as required to maintain within maximum fuel imbalance requirements. Pilot Status Pilots should monitor fatigue and stress levels during the flight. A diversion may be necessary if the pilot has any reason to believe the flight can not be completed safely. Manage cockpit workload according the procedures described in Section 3 of this manual. Pilots flying above 10,000 MSL should monitor oxygen saturation levels with a Feb 2013 2-18 P/N 23020-003_INT Flight Operations Manual - Instructor Edition Cirrus Perspective General Operating Procedures Section 2 pulse oxymeter frequently. Adjust oxygen flow rates or altitude to maintain oxygen saturation levels above 90% Post Flight Inspection Pilots are encouraged to conduct an abbreviated inspection after each flight in order to identify maintenance issues that may have occurred during flight. A post flight inspection may allow the pilot to identify and resolve any AOG maintenance issues and reduce aircraft downtime. Pilots should pay attention to the following items during a post flight inspection: 1. Main landing gear ............................................................... Inspect Inspect the brake temperature sticker and general tire condition. Verify there are no brake fluid leaks. 2. Leading edge surfaces........................................................ Inspect Inspect for signs of impact or damage from a possible bird strike. 3. Upper and lower fuselage ................................................... Inspect Inspect for signs of excessive oil leak, and condition of external antennas. Feb 2013 Cirrus Perspective Flight Operations Manual - Instructor Edition Section 2 General Operating Procedures P/N 23020-003_INT 2-19 Flight Safety In addition to the operating limitations specific to each aircraft type, the following actions are not recommended: • Parachuting activities, • Hand propped engine starts, • Flight below 500' AGL except for takeoff and landing, • Flight over water beyond the safe gliding distance of land is not recommended. • Note • Pilots should ensure that adequate survival gear is readily accessible if flight over water beyond the safe gliding distance to land is required. Sterile Cabin During sterile cabin operations all distractions such as music, non- flight related activities, and unnecessary communication with passengers should be minimized. A sterile cabin should be observed during departure, arrival, and abnormal/emergency operations. Smoking Smoking is prohibited inside or near aircraft, hangars, and ramp areas. It is the responsibility of the pilot to ensure that passengers comply with these restrictions. Collision Avoidance The pilot shall maintain vigilance for other aircraft and use all resources available to avoid any situation which could result in a collision. Pilots are encouraged to file an IFR flight plan or request traffic advisories or flight following when operating in a radar environment. Passenger Flight Briefing The pilot shall provide a safety briefing, referencing the Passenger Briefing Card, to all passengers prior to each flight. The briefing shall provide instructions for the following: • CAPS procedures in the event of a pilot incapacitation, • Seat belts, Feb 2013 2-20 P/N 23020-003_INT Flight Operations Manual - Instructor Edition Cirrus Perspective General Operating Procedures Section 2 • Exits, • Safety equipment on the aircraft, • Sterile cabin procedures. Feb 2013 Cirrus Perspective Flight Operations Manual - Instructor Edition Section 2 General Operating Procedures P/N 23020-003_INT 2-21 International Border Operations Pre-Flight • Appropriate charts and flight supplements Personal Documentation • Pilot certificate with “English Proficient” endorsement, • Medical certificate, • FCC Restricted Radiotelephone Operator Permit, • Proof of citizenship, • Passport, • Resident alien ID Card (if required), • Other Visa documentation as required, • Notarized letter authorizing children to fly (if accompanied by only one parent). Aircraft Documentation • Airworthiness certificate, • Registration certificate (not temporary registration certificate), • Operating limitations (approved aircraft flight manual), • Weight and balance information, • FCC Aircraft Radio Station License, • Proof of liability insurance for the specific country, • U.S. Customs Annual User Fee Decal (Form 339A), • FAA Form 337 (U.S. aircraft only) or STC documentation if fuel tanks have been added in baggage or passenger compartments, • Experimental Aircraft - Standardized Validation (for operations in Canada) or Special Flight Authorization (for operations in U.S.). Crossing the United States and Canadian Border Departure • Provide passenger manifest to U.S. Customs using Electronic Advance Passenger Information System (eAPIS) at least 1 hour prior to departing from or arriving in the United States, Feb 2013 2-22 P/N 23020-003_INT Flight Operations Manual - Instructor Edition Cirrus Perspective General Operating Procedures Section 2 • https://eapis.cbp.dhs.gov, • Give advance notification to Customs, • U.S. to Canada - contact CANPASS no less than 2 hours before and no more than 48 hours before arrival at 888- CAN-PASS (226-7277), • Canada to U.S. - telephone Customs office at airport of entry no less than 1 hour and no more then 23 hours before arrival; enter ADCUS in Remarks block of flight plan form, • File and activate a VFR or IFR flight plan, • Advise Customs if any change in ETA at airport of entry via ATC/ FSS while in flight, and get the badge number and name of the Customs official that ATC/FSS is communicating with. Arrival • Make first landing at an airport of entry (AOE), • Taxi to the Customs area on ramp, • In the U.S. - Arrive at the destination at or within 15 minutes of your planned ETA. Wait in the aircraft for the Customs official to motion you out of aircraft, • In Canada - if not met, find a telephone and call 888-CAN- PASS, follow directions from Customs official, obtain arrival report number, • If inspected, present documentation as required, fill out any declaration forms and pay appropriate duties and taxes, • Close your flight plan. Feb 2013 Cirrus Perspective Flight Operations Manual - Instructor Edition Section 2 General Operating Procedures P/N 23020-003_INT 2-23 Incident and Accident Procedures (U.S. Only) Pilots shall immediately notify the nearest National Transportation Safety Board field office if an aircraft incident or accident occurs as defined in NTSB Part 830. The proper law enforcement agency and/or search and rescue shall be notified if necessary. The pilot should complete the Aircraft Accident and Incident Report, found in this section, after any incident or accident. The pilot should not discuss the circumstances with anyone not involved with the investigation. Emergency Landing If a Cirrus aircraft makes an emergency landing at a site not designated as an airport, the pilot should not attempt to takeoff, but should immediately contact the proper authorities. Aircraft Incident and Accident Notification An Aircraft Incident and Accident Report should be completed by the pilot any time a Cirrus aircraft sustains any damage or is involved in an incident or accident. The information may be useful in a future investigation. The report form is found in this manual. NTSB Field Offices Eastern Region Atlanta, GA ......................................................................404-562-1666 Miami, FL.........................................................................305-597-4610 Ashburn, VA ....................................................................571-223-3930 Central Region Chicago, IL ......................................................................630-377-8177 Denver, CO......................................................................303-373-3500 Arlington, TX....................................................................817-652-7800 Western Region Seattle, WA......................................................................206-870-2200 Gardena, CA ...................................................................310-380-5660 Alaska Reg