SolNoFA890009R0004USAFSAM FS Flight Practicum Six Sortie V1 0.doc

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USAFSAM Syllabus X-XXX-X

Flying Training

Flight Surgeon Flight Practicum June 2009

United States Air Force School of Aerospace Medicine Contents

Chapter

Page

1 — Course Description

2 — Course Administration

Section A — Syllabus Management

1. Syllabus Interpretation

2. Syllabus Waiver

3. Syllabus Deviation

4. Incomplete Training

Section B — Training Management

1. USAFSAM/DO Responsibilities………

2. Training Requirements and Restrictions………

3. Medical Procedures……………

4. Manifestation of Apprehension

5. Cockpit / Crew Resource Management (CRM)

6. Flying Safety………

7. Emergency Procedures (EP) Training

8. Student Standardization Program

9. Briefing Requirements…………………

10. Maneuver Demonstrations…………………

11. Unsatisfactory Performance…………………

Section C — Grading Procedures MIF. ………

1. Maneuver Grading

2. Absolute Rating Scale………………

3. Relative Grading Scale………………………

4. Maneuver Item File (MIF)……………………

6. Incomplete Sorties……………………………

Section D — Grading Procedures AFIF...…

1. Proficiency Code Key…………

2. Aeromedical Fundamentals Item File (AFIF)…

Section E — Course Training Standards (CTS)

1. Purpose

2. Duties and Responsibilities

3. General Proficiency Standards

4. Employment

5. Aircraft Flight Tasks

6. Aeromedical Fundamentals Tasks

3 — Academic Training

4 — Flying Training

Section A — Ground Training…

Section B — Aeromedical Fundamentals Training

Section C — Aircraft

Section D — Proficiency Standards

1. Aircraft Maneuver Item File Proficiency Standards

2. Aeromedical Fundamentals Item File Proficiency Standards

5 — General Instructions

Section A — Bibliography

Section B — Glossary

Chapter 1 Course Description

1. Title — USAFSAM Flight Surgeon Flight Practicum

2. Number — X-XXX-X

3. Objective — Enhance, motivate, and prepare flight surgeons to make sound aeromedical recommendations regarding aircrew member’s fitness to fly, to evaluate physiological threats in the flying environment, and to research and identify design performance enhancements. This training includes:

a. Flying training to teach the principles and techniques used in basic flying operations.

b. Ground training to supplement and reinforce flying training.

4. Location — Within 30 miles of the USAFSAM Schoolhouse

a. Brooks City-base, TX through 2010

b. Wright-Patterson AFB, OH beginning 2011

5. Duration — 10 training days integrated into the USAFSAM AMP course.

a. Academics - 5 training days

b. Flightline - 4 half-days, 1full training day

6. Entry Prerequisites — Attending the USAFSAM Aerospace Medicine Primary (AMP) Course and a USAF Flying Class II, IAW AFI 48-123, Medical Examinations and Standards, a current AF IMT 1042 and altitude chamber.

7. Status Upon Graduation —Graduates of this course are qualified to complete the USAFSAM AMP course. Graduation from the AMP course leads to award of USAF Flight Surgeon Wings.

8. Flying Training — The times specified are actual mission times and do not include time for briefing or debriefing. All flying hours are dual with a CFI.

Dual Flying 6 sorties

9.0 hours

9. Course Summary

a. Ground Training

39.0 hours

b. Aircraft

9.0 hours Total Course

48.0 hours Chapter 2 Course Administration Section A — Syllabus Management

1. Syllabus Interpretation — This syllabus is directive and must be followed as written. If no clear syllabus guidance exists, resolve the situation using the appropriate chain of command. If the logical course of action appears to conflict with other directives, contact the OPR, USAFSAM/DO.

2. Syllabus Waiver — An approved syllabus waiver is required for any planned exception to the syllabus caused by special or unusual circumstances. Permanent or blanket waivers are not authorized, but should be suggested as syllabus changes. Submit waiver requests electronically or in writing, on AFMC Form 73, AFMC Flight Operations Waiver Request, to the following approval authorities:

a. Syllabus waivers: USAFSAM/DO

b. Syllabus entry prerequisite waivers: USAFSAM/DO Do not accomplish or omit any training requested in a waiver until notification of approval. Maintain a permanent record of all approved waivers in the students’ training folders.

3. Syllabus Deviation — A syllabus deviation is any unplanned variation from syllabus requirements such as prerequisite flow, turn times, or MIF requirements. Document all syllabus deviations in the student’s gradebook. All syllabus-directed training must be accomplished unless a waiver request is approved. If unforeseen circumstances result in an omission of required training, the DO determines if the omitted training can be accomplished later in the syllabus flow without adversely affecting the quality of student training. Document DO-directed corrective actions, and the accomplishment of the omitted training in the student’s gradebook.

4. Incomplete Training — Refer individuals unable to complete this course for any reason to USAFSAM/DO.

Section B — Training Management

1. USAFSAM Director of Operations (USAFSAM/DO) Responsibilities

a. Monitor student training. Coordinate with the contractor-appointed civilian flight commander who is responsible for the day-to-day and overall training of each student under their supervision.

b. Assist students and flight instructors with the training review process and provide for discipline, physical and mental well-being, and general welfare of students. They must be aware of each student’s progress in all areas, including the potential effect of external factors (personal problems, etc.). Flight commanders accomplish the following:

(1) Perform Student Counseling

(a) Counsel students when they are determined to be marginal performers or are placed on Commander’s Awareness Program (CAP.) Conduct follow-up counseling as often thereafter as necessary.

(b) Counsel students as necessary on appropriate management issues, including personal problems and disciplinary matters. Refer students to appropriate support agencies (Chaplain, Legal Office, etc.) for further assistance, if necessary.

(2) Oversee the contractor’s maintenance of student training folders, which includes:

(a) Instructor assignment.

(b) Documentation of any substandard performance (lessons graded Fair or Unsatisfactory).

(c) Placement on or removal from CAP.

(d) Record of formal counseling.

(e) Authorization of all additional training (AT) sorties.

(f) Record of performance on any progress check or AT sortie.

(g) Document any syllabus deviations or training waivers.

Note — Maintain sensitive personal information in a secure location.

(3) Ensure proper management of Military training, including student processing.

(4) Assist in syllabus-directed functions.

2. Training Requirements and Restrictions

a. Academic Training — Students must attain a minimum of 85% on the academic exam to proceed to the flightline. Document any substandard performance in the student’s gradebook and notify the flight commander. The academic instructor determines additional training requirements and retest schedule. A second failure requires the student to be counseled by the AMP director at USAFSAM to continue in the program.

b. Minimum Scheduled Student Turn-Times Aircraft to Aircraft: 3+15

Aircraft/Sim to Sim: 3+00

Aircraft/Sim to Classroom: 2+45

(1) Students normally are not scheduled for more than two syllabus events per day (aircraft/simulator). Scheduled turn-times apply to local sorties. Turn-times between out-and-back or cross-country sorties may be reduced for operational needs as long as the quality of student training is not compromised.

(2) Aircraft to aircraft actual turn times are not less than 3+00. If a crew air aborts immediately after takeoff, the same crew may get another aircraft and fly the same briefed sortie. Aircraft/Sim to Sim/Classroom actual turn time is not less than 2+30.

c. Training Practices — The student’s civilian flight commander and assigned instructor ensure overall maneuver continuity and currency throughout each unit. No more than three different instructors fly with a student.

d. Average Hours/Events — Students complete the course objectives with an average of 7.5 flying hours. Some students may require additional time due to break-in-training sorties, review sorties, unsatisfactory sorties at the end of a unit progress / elimination checks. Above average students (or students with prior flying experience) may require less flying time per unit or fewer sorties to prepare for the review or the final check. Individual sorties may be shortened if unit objectives are met, and the student may be proficiency advanced if performance dictates. As a minimum, students accomplish at least one sortie (meeting MIF requirements) in each training unit. The decision to proficiency advance a student at any point in training rests with the detachment/squadron (det/sqd) commander (or designated representative,) in consultation with the contractor’s chief pilot, and must be documented in the student’s training folder.

e. Maneuver Continuity — As a guide, each optioned MIF item should be accomplished every third sortie. Give priority to “+” items followed by optioned but not “+”items. The det/sqd commander or director of operations (DO) help the contractor to develop policies, practices, and review procedures to ensure students have proper maneuver currency and recency of experience and specifically evaluate these areas before the final check ride. This does not apply to maneuvers specifically cited in unit training objectives to be accomplished once.

f. Maximum Daily Student Flying Activities — Students do not normally exceed one sortie per day except to complete an incomplete sortie. The contractor’s chief pilot or det/sqd commander (or designated representative) may approve a student to exceed one sortie per day prior based on the student’s prior flying experience and ability. Document any deviations in the student’s training folder.

g. Minimum Total Hours — No student may complete this program with less than 6.0 hours.

3. Medical Procedures

(1) Airsickness — Flight commanders ensure the squadron commander is aware of any students with airsickness problems. Refer students who experience airsickness to the flight surgeon for examination, counseling, and appropriate treatment. Accomplish this visit after each episode and before the next flight.

Simulator sorties and academics may be accomplished.

(a) Record all episodes of airsickness on an AF IMT 4293 in the student’s gradebook. If airsickness (active or passive) is severe enough to interfere with performing mission objectives, terminate the mission.

(b) If airsickness is of a continuing nature or such severity as to interfere with completing course objectives, contact USAFSAM/DO for guidance.

(2) G-Induced Loss of Consciousness (G-LOC) — Aircraft — Emphasize G-awareness throughout training. Correct deficiencies immediately and document in the student’s gradebook appropriately. Flight surgeons conduct medical evaluations on all G-LOCs and evaluate all G-LOCs for clearance to fly. If the cause appears to be an improper AGSM, flight surgeons should consider directing additional training at the physiology training unit (PTU) or a physiological assessment at a centrifuge. If an improper AGSM does not appear to be the cause, flight surgeons do not return the individual to fly until the condition contributing to the G-LOC is remedied. If a student has a G-LOC during a sortie, discontinue the mission and return to base.

4. Manifestation of Apprehension (MOA) — Although some slight anxiety or nervousness is common among students learning to fly, real fear of flying can interfere with judgment, decision making, and physical ability to control the aircraft. MOA may include passive or active airsickness, insomnia, loss of appetite, anxiety and tension related to the flying environment. When a student exhibits or admits to MOA symptoms that impair performance, document the situation in the student’s training folder and refer the student to the flight surgeon for evaluation.

5. Cockpit/Crew Resource Management (CRM) — Integrate CRM skills into flight briefings and debriefings

IAW AFI 11-290, Cockpit/Crew Resource Management Training Program and the AFMC Supplement.

Grade sheets include the following CRM items IAW AFI 11-290, AFMC Sup 1:

a. Mission Planning / Briefing / Debriefing

b. Flight Integrity / Wingman Consideration (graded on formation sorties)

c. Communication

d. Risk Management / Decision Making

e. Situational Awareness

f. Task Management

6. Flying Safety — Emphasize aircraft mishap prevention training by recognizing, controlling, and correcting deficiencies in the student’s judgment and skill. Stress flying safety throughout the course. Present safety briefings once per week (minimum) to promote group discussions of the briefing topics and improve student attitudes associated with aircraft mishap prevention.

7. Emergency Procedures (EP) Training

a. Conduct EP training on all dual aircraft sorties to build the student’s confidence in the aircraft. Conduct EP training during the mission briefing or debriefing for all flights, emphasizing proper application of procedures and realistic use of available publications. Attempt to correct procedural deficiencies by providing additional instruction and study assignments based on individual student needs.

b. Thoroughly brief simulated aircraft emergencies prior to flight.

c. Administer EP/aircraft operations limits exams weekly (minimum.) Civilian flight commanders may modify this requirement as necessary to meet training needs.

8. Student Standardization Program — Discuss standardization topics once per week (minimum) for each flying period as part of the mass briefing. Emphasize situational emergency procedures. Include overhead questioning and group discussion of topics appropriate to the student’s stage of training.

9. Briefing Requirements — Briefings set the tone of the mission. Thoroughly brief all mission aspects, clearly establishing mission objectives. Accomplish a post-mission briefing to measure the success of meeting the mission objectives.

10. Maneuver Demonstrations — Instructors demonstrate maneuvers prior to the student practicing them. Only maneuvers optioned by the MIF may be demonstrated or practiced.

11. Unsatisfactory Performance

a. Commander’s Awareness Program (CAP) — Refer to AETCI 36-2205 for guidance.

b. Unsatisfactory Sortie Restrictions — Following a sortie graded U overall, students progress to subsequent lessons in the same unit or repeat the last lesson of the unit.

c. Unsatisfactory Ground Evaluations — Students who demonstrate an unsatisfactory level of knowledge during standardization, emergency procedures briefings, or written exams may not perform syllabus required sorties until demonstrating satisfactory performance in the applicable areas. As a minimum, this restriction includes one flying period devoted to directed study and reevaluation unless an intervening nonflying day occurs. The nonflying day may be used for directed study provided the students are notified. The det/sqd commander (or designated representative) may waive the one period grounding requirement. Document grounding and reduction of grounding period, if applicable, in the student’s training folder.

d. Unsatisfactory Academic Examination — The minimum passing score on the academic test is 85 percent. Students who fail the academic examination receive extra instruction, emphasizing the student’s weak area(s). Administer a written remake not earlier than one training day after the failed examination to allow the student the opportunity for additional self-study. Students who fail an academic examination may not continue further training until the failed examination is passed. Students who fail an academic examination a second time are entered in the commander’s review process.

e. Progress Check (PC)

(1) Progress Check Triggers

• Three consecutive unsatisfactory events

• Failed review or final check

• Flight commander-directed for failure to progress or meet syllabus standards

(2) When assigning an overall grade, the PC pilot should consider the student’s ability to complete the course within syllabus constraints as well as overall proficiency and situational awareness. The overall grade is NG or U. Document a PC include in the student’s training folder.

f. Elimination Check (EC)

(1) Elimination Check Triggers

• Previous progress or elimination check And one of the following:

• Three consecutive unsatisfactory events

• Failed review or final check

• Flight commander-directed for failure to progress or meet syllabus standards

(2) When assigning an overall grade, the EC pilot should consider the student’s ability to complete the course within syllabus constraints as well as overall proficiency and situational awareness. The overall grade is NG or U. Document an EC and include in the student’s training folder. A student who fails an EC is entered in the commander’s review process.

g. Review, Final Check, Progress Check, and Elimination Check Procedures

(1) Designated individuals designated complete a checkout program and are certified by the det/sqd commander. Only highly qualified QAEs and CFIs may be certified as PC pilots.

(2) The objective of the Review is to have the student fly with a highly qualified instructor other than the primary instructor. The Review instructor ascertains the student’s progress and readiness to complete the program.

(3) The objective of the final check is to ascertain a student’s ability to adapt to military flying and function as a flight surgeon.

h. Passing a PC/EC — Passing a PC/EC fulfills the requirements of the sortie that caused it to be flown and maybe used to complete a unit if appropriate. If the next sortie is the review or final check, and all sortie objectives are satisfied on the PC/EC, the PC/EC substitutes for the review or final check.

Section C — Grading Procedures for MIF

1. Maneuver Grading — There are two methods of grading student performance: an absolute grading scale for rating individual maneuver items and a relative grading scale for assessing overall sortie performance.

2. Absolute Rating Scale — Instructors judge the student’s performance of maneuvers against the course training standards (CTSs) in this syllabus. Grade maneuvers on the student’s characteristic performance. This grade does not consider the student’s type and amount of training.

demonstrated by an instructor pilot on a dual sortie, but not practiced by the student.

satisfactorily. Deviations occur which are recognized and corrected in a timely manner.

efficiently and skillfully. Minor deviations occur which do not detract from the overall performance.

3. Relative Grading Scale

a. The instructor uses the relative grading criteria to assess overall sortie performance with grades of Excellent (E), Good (G), Fair (F) or Unsatisfactory (U). Students are expected to progress as they advance in training. Students may receive grades of F or U on individual maneuvers new to them, but still receive a grade of E for overall sortie performance. A student’s continued lack of progress should be reflected in an overall sortie performance grade of F or U, even if only a U is required for the maneuver proficiencies. The instructor grades the student with an overall grade of U if any maneuver is graded U when an F or G level of proficiency is required.

b. Regression Rules

(1) Regression is defined as the student failing to maintain a proficiency level previously required by the syllabus and achieved by the student. Regression from G to F is acceptable within the constraints below. Any maneuver grade of U once For G is required for that maneuver is not acceptable, and the overall grade is U.

(2) Regression may occur from G to F (where G was previously required) on a maximum of 3 maneuvers. If regression occurs on more than 3 maneuvers, the overall grade is U. If regression occurs on any specific maneuver on 2 consecutive sorties, the overall grade is U. Regression is not allowed on end-of-unit sorties.

4. Maneuver Item File (MIF) — Maneuvers must be accomplished in the specified unit. Students do not fly maneuvers without a number. An IP may accomplish a non-numbered maneuver if required (proficiency, unexpected weather, etc.) Students must meet MIF standards by the end of the unit. Do not accomplish maneuvers that do not show a number next to them on the MIF.

5. Incomplete Sorties — The contractor’s chief pilot or designated representative determine when a sortie is incomplete and grade it NG. If a maneuver is graded U when an F or G level of proficiency is required, the sortie is complete and the overall grade is U. Document all incomplete lessons or maneuvers deferred to the next lesson in the student training folder.

Section D — Grading Procedures for AFIF

1. Proficiency Code Key – AFIF are graded using the standard USAFSAM proficiency code key.

Proficiency Code Key

-Explanations- *A task knowledge scale value may be used alone or with a task performance scale value to define a level of knowledge for a specific task. (Examples b and 1b)

**A subject knowledge scale value is used alone to define a level of knowledge for a subject not directly related to any specific task, or for a subject common to several tasks.

2. Aeromedical Fundamentals Item File (AFIF) -- Aeromedical Fundamentals must be accomplished in the specified unit. Students are not tested on an Aeromedical Fundamental without a number. Students must meet AFIF standards by the end of the unit.

Section E — Course Training Standards (CTS)

1. Purpose — These standards outline the tasks and proficiency required of graduates of this syllabus. This program prepares students to become flight surgeons and complete the AMP course with a high probability of completing the training.

2. Duties and Responsibilities — The student accomplishes the following:

a. Plan the mission.

b. Ensure the aircraft is preflighted, inspected, loaded, and equipped to perform the assigned mission.

c. Operate the aircraft to perform the mission using sound judgment and situational awareness.

3. General Proficiency Standards

a. Accomplish training standards in conjunction with clearing visually outside the aircraft.

b. Aircraft control must be smooth and positive. Flight control and throttle inputs that are characteristically imprecise and erratic can warrant an unsatisfactory grade even if numerical standards are met. Slight deviations in establishing or maintaining the proper or desired aircraft attitude or position may occur during the maneuver being performed.

c. Momentary deviations beyond flight value tolerances are acceptable if corrections are timely and flight safety is not compromised. The effects of weather (turbulence, for example) are considered when determining grades.

d. Procedural knowledge and application must be in accordance with applicable directives and allow the mission to be accomplished efficiently. If individual tasks require pre-mission planning, the standards from Mission Planning / Briefing / Debriefing apply.

e. Standards equate directly to the grade scale of Good unless otherwise stated. For example, tasks trained to the grading level of Fair reflect the statement “safe level of proficiency” in the appropriate standard. Special performance tasks requiring introduction or ground training are specified under the job task Performance description. Maneuvers containing Practice in the standard do not require proficiency for graduation.

f. Where no specific standard is stated, these general standards and those of Basic Control apply.

4. Employment

a. Conduct training in day VMC except where the syllabus dictates night VMC.

b. The MIF and AFIF regulate student progression to meet required standards prior to course completion. Evaluate performance using the Course Training Standards.

5. Tasks — The following table specifies the standards of performance required of each course graduate.

Aircraft Flight Tasks

1. Mission Planning / Briefing / Debriefing

a. Perform appropriate mission planning to include computing takeoff and landing data: plan mission profile and alternate course of action where appropriate.

a. Appropriate forms and aeronautical charts.

b. Access (in person, internet, or telephone link) to FAA or military weather briefing facility.

c. FAR, AIM, NOTAMs, local instructions, syllabus, flight manual, and checklist.

a. Plan mission in a timely manner to meet maneuver requirements, correctly complete all applicable forms, and comply with all directives.

2. Ground Operations

a. Perform preflight inspection of aircraft including maintenance documentation and perform Starting

Engine, Before Taxiing, and Taxiing checklists.

b. Taxi to takeoff position and, after landing, to parking area. Complete appropriate checklists.

c. Check engine condition and aircraft configuration prior to takeoff. Complete

Before Takeoff checklist.

d. Perform the Engine Shutdown checklist

e. Perform postflight duties

a. Checklist and inflight guide.

b. Aircraft ready for inspection.

c. Fire extinguisher available.

d. Aircraft engine limitations memorized.

e. Appropriate aircraft forms

a. Designated taxi route.

b. Checklist and inflight guide.

a. Checklist and inflight guide.

a. Checklist and inflight guide.

a. Checklist, inflight guide, and aircraft forms.

a. Correctly complete all checks in accordance with flight manual.

b. Determine aircraft status and accept or reject the aircraft.

a. Follow prescribed taxi routes while maintaining safe speeds

b. Visually clear for traffic and avoid obstacles during taxi

c. Maintain proper control deflection for wind conditions

d. Correctly complete all checks in accordance with the flight manual

a. Make a proper decision to accept or reject airplane after engine checks.

b. Properly configure the airplane for takeoff.

c. Correctly complete all checks in accordance with the flight manual.

a. Correctly complete all checks in accordance with the flight manual.

a. Correctly complete all checks in accordance with the flight manual.

3. Takeoff and Climb

a. Perform a takeoff to include:

(1) Complete Before Takeoff checklist

(2) Check aircraft performance

(3) Maintain directional control and proper wind-drift correction throughout takeoff and climb

(4) Rotate and takeoff at recommended speeds.

(5) Accelerate to designated climb speed

a. Runway with a centerline stripe and current wind information.

a. Maintain runway alignment

±10 feet during takeoff roll.

b. Establish and maintain proper takeoff attitude and become airborne at appropriate airspeed for existing conditions.

c. Hold correct pitch attitude to attain and maintain climb speed +10 to

–5 KIAS.

4. Departure

a. Turn aircraft to clear traffic pattern at prescribed altitude.

b. Turn to proceed to navigation points at the prescribed altitude and airspeed or IAW instructions from ATC.

c. Fly the aircraft to the area.

e. Level off at assigned altitude.

a. Published pattern procedures or

ATC directions.

a. Published departure instructions or

ATC directions.

a. Ground references on the departure route.

a. Prescribed or ATC-directed altitude.

a. Initiate turn out of traffic and fly initial heading or groundtrack consistent with procedural directives.

a. Follow local departure procedures.

a. Use map, inflight guide, ground references, and VOR/GPS to navigate to the area with limited assistance from the instructor pilot.

a. ±100 feet of desired altitude.

5. Basic Aircraft Control / Trim use/ Inflight Planning / Clearing / Cross-Check

a. Maintain basic aircraft control.

b. Use trim to relieve control pressures and improve aircraft control

c. Visually clear outside the aircraft.

See and avoid inflight hazards.

a. At all times.

a. Aircraft with changing pitch and airspeed

a. Day, VMC.

a. ±100 feet of desired altitude.

b. ±10 KIAS of desired airspeed.

c. ±10 degrees of desired heading.

d. Maintain coordinated flight, no more than ½ ball off-center

e. Maintain smooth and positive control consistent with flight conditions

a. Trim the aircraft to establish a stable pitch attitude. (Aircraft pitch does not change appreciably if controls are released.)

a. Recognize actual or potential conflicts and adjust aircraft performance to safely avoid those conflicts.

(1) Effectively utilize accepted visual clearing techniques to avoid conflicts.

(2) Effectively employ radio to aid in clearing tasks.

6. Local Area Procedures

a. Maintain area orientation and remain within assigned area limits.

a. Working area commensurate with type of mission, within specified boundaries defined by VOR radials and

DME, and or ground references, and upper and lower altitude boundaries.

a. Remain within area boundaries using ground references and VOR/GPS.

b. Use assigned airspace in an efficient manner with minimum delay between maneuvers.

7. Straight-and-Level Flight

a. Maintain altitude, airspeed, and heading or ground track.

b. ±10 KIAS of desired airspeed.

c. ±10 degrees of desired heading.

d. Maintain coordinated flight, no more than ½ ball off-center

e. Maintain smooth and positive control consistent with flight conditions

8. Climbs and Descents

a. Maintain climb and descent schedules.

b. Maintain heading or bank angle and coordinated flight.

c. Maintain required power.

d. Level off at assigned altitude.

a. Appropriate climb and descent schedules.

a. Prescribed heading and course.

a. Desired altitude and climb or descent schedule.

a. Desired altitude.

a. Maintain airspeed ±10 KIAS of desired airspeed.

a. ±10 degrees of desired heading or bank angle.

b. No more than ½ ball off-center.

a. Use appropriate power for climbs and descents.

a. ±100 feet of desired altitude.

b. ±10 degrees of desired heading.

c. Maintain coordinated flight, no more than ½ ball off-center

d. Maintain smooth and positive control consistent with flight conditions.

9. Turns

a. Roll into and maintain designated bank angle.

b. Maintain altitude.

c. Return to wings-level after a designated turn.

d. Maintain coordinated flight.

a. Aircraft in level flight

b. Designated bank angle.

a. Designated altitude.

a. Designated rollout heading.

a. Functional turn and slip indicator.

a. ±10 degrees of desired bank angle.

a. ±100 feet of desired altitude.

a. Obtain rollout heading ±10º.

a. No more than ½ ball off-center.

10. Slow Flight Maneuvering

a. Control altitude, airspeed, bank angle, and yaw

a. Minimum altitude: 1,500 feet AGL

b. Proper configuration

a. +10 KIAS, –0 KIAS airspeed

b. ±100 feet of desired altitude.

c. ±10 degrees of desired heading.

d. Maintain coordinated flight, no more than ½ ball off-center

e. Maintain smooth and positive control consistent with flight conditions

f. +0/–10 degrees of desired bank angle (not to exceed 30º)

11. Steep Turns

a. Maintain altitude and airspeed. Roll into a 60º bank angle.

b. Roll out on entry heading after turning 360º.

a. Aircraft in level flight at a designated airspeed and altitude.

a. Designated roll-in and roll-out reference.

a. ±100 feet of desired altitude.

b. ±10 KIAS of desired airspeed.

c. Maintain bank angle ±10º.

d. Maintain coordinated flight, no more than ½ ball off-center

e. Maintain smooth and positive control consistent with flight conditions

a. Roll out on designated heading within ±20º.

12. Power-Off and Power-On Stalls

a. Perform power-off and power-on stalls in full-flap and no-flap configurations.

b. Control bank and yaw during entry.

c. Recover from stalls.

a. Minimum altitude 1,500 feet AGL

b. Proper configuration

a. Specified entry parameters.

a. Stall warning indication

b. Minimum altitude 1,500 feet AGL

a. Recognize and announce first indications of the impending stall.

b. Initiate recovery IAW flight manual procedures, upon encountering significant aerodynamic buffeting or after control effectiveness is lost.

a. Maintain heading ±10º in straight flight. Maintain ±10º of entry bank angle

(20º max.)

b. Maintain coordinated flight, no more than ½ ball off-center

a. Recover to level flight with minimum loss of altitude and without entering a secondary stall. (Recovery confirmed by altimeter and VSI.)

b. Maintain coordinated flight, no more than ½ ball off-center

c. Maintain smooth and positive control consistent with flight conditions.

13. Ground Reference Maneuvers

a. Perform S-turns, rectangular courses, and turns around a point.

a. Minimum altitude 500 feet AGL

b. Prescribed airspeed

a. Exhibit knowledge of the elements related to S-turns, rectangular courses, and turns around a point.

b. Determine wind direction/speed.

c. Enter maneuver between 600 to

1,000 feet AGL, on the appropriate heading to begin the maneuver.

d. Apply drift corrections.

e. Maintain altitude ±100 feet.

f. Maintain airspeed ±10 KIAS.

g. Exit the maneuver as prescribed.

14. Basic Instrument Maneuvers

a. Perform straight and level flight by reference to instruments.

a. Aircraft outside of the traffic pattern.

b. Vision restriction device.

a. Maintain straight and level flight solely by reference to instruments.

b. Maintain altitude ±200 feet,

c. Maintain heading ±10º.

d. Maintain airspeed ±10 KIAS.

15. Traffic Patterns

a. Perform arrival.

b. Perform traffic pattern.

a. Published arrival procedures or

ATC directions.

b. Inflight guide and local area map.

a. Published pattern altitude, airspeeds, groundtrack, and final approach.

a. Use map, inflight guide, and ground references to navigate to the traffic pattern entry point.

a. Establish and maintain appropriate groundtrack.

b. Maintain proper spacing from other aircraft (no closer than 3,000 ft horizontally.)

c. Maintain airspeed ±10 KIAS.

d. Maintain altitude ±100 feet.

e. Configure the aircraft as appropriate for pattern.

16. Approaches and Landings

a. Perform approaches and landings

(transition from glidepath to runway).

b. Slow aircraft from touchdown speed to taxi speed and depart the runway.

a. Aircraft established on proper visual glidepath.

b. Aircraft properly configured.

c. Various wind conditions.

a. Aircraft on the runway centerline.

b. Aircraft properly configured

a. Select suitable touchdown point.

b. Establish recommended approach and landing configuration.

c. Maintain stabilized approach and recommended approach speed +10, –0

KIAS.

d. Maintain crosswind correction and directional control throughout approach and landing.

e. Make smooth, timely, and correct control applications during the roundout and touchdown. Touchdown smoothly within the first 1,000 feet of the runway

(1,500 feet, no-flap), with no side drift, and with airplane’s longitudinal axis aligned with and over the runway centerline ±15 feet.

a. Make smooth, timely, and correct flight control and brake inputs

b. Maintain crosswind correction and directional control throughout rollout and exit from runway.

17. Go-Around

a. Perform a go-around from approach or landing.

a. Aircraft configured for approach or landing.

b. Aircraft in the approach or landing phase.

a. Make a timely decision to discontinue the approach or landing.

b. Apply takeoff power and establish the proper climb attitude.

c. Retract flaps IAW the flight manual.

d. Maintain takeoff power to a safe maneuvering altitude, then set power to maintain appropriate pattern speeds.

e. Maintain directional control and proper wind-drift correction throughout the climb.

18. Clearing / Collision Avoidance Precautions

a. Perform cockpit and mission tasks while visually and aurally (with radios and on-board equipment) avoiding other aircraft and ground obstacle conflicts.

a. Aircraft in flight or on the ground.

b. Operable radio

c. If installed, traffic warning equipment.

a. Recognize actual or potential conflicts and adjust aircraft movement to safely avoid conflicts. Effectively use accepted visual clearing techniques to avoid conflicts. Effectively employ the radio and on-board equipment to aid in clearing.

19. Checklist Use

times in the mission.

b. Use challenge and response format on dual flights

20. Recovery from Unusual Attitudes

b. As the student looks at the floor of the aircraft the CFI places the aircraft in a nose high or low unusual attitude

c. Once established in the unusual attitude the CFI instructs the student to recover and transfers aircraft control to the student

d. Minimum entry altitude 3000’ AGL

e. VMC, day or night

a. Student correctly determines nose position by checking trend of the airspeed indicator and altimeter

b. Student correctly determines direction of turn using the turn coordinator

c. If nose low student:

(1) reduces power

(2) levels the wings, centers the ball

(3) Applies elevator pressure to correct the pitch attitude to level flight

d. If nose high student:

(1) Applies power

(2) Applies forward elevator pressure to lower the nose

(3) Corrects the bank, centers the ball

e. Student does not stall or exceed aircraft limitations

21. G-Awareness Demonstration/Exercise

a. AGSM Demonstration flown prior to students first exposure to G >2.

b. G-Awareness Exercise flown if the AGSM demonstration is not done and before any maneuver that may result in increased Gs >2.

a. CFI flies a series of turns, each at a constant G level.

b. Between each turn there is a break for critique and rest.

c. The maneuver is flown at gradually increasing G levels, starting at two Gs and increasing to four Gs.

a. Airspeed sufficient to reach 4 Gs.

b. G onset slow and smooth to allow sufficient time for student to evaluate the effectiveness of their AGSM and determine their G tolerance.

c. Maintain 4 Gs for several seconds to allow full cardiovascular response.

a. Student firmly contracts muscles of legs, abdomen, and chest.

b. Strain is proportional to amount of G

c. Maintains proper breathing techniques throughout straining maneuver.

a. Student firmly contracts muscles of legs, abdomen, and chest.

b. Strain is proportional to amount of G

c. Maintains proper breathing techniques throughout straining maneuver.

22. Inflight Checks/Cockpit Communication

b. While controlling aircraft

a. Complete checklist items at point in mission as designated by aircraft POI and current directives.

23. Navigation Procedures VOR/GPS

a. Operate and interpret VOR/GPS navigation equipment.

a. Aircraft equipped for instrument flight.

b. In-range, VOR navigational facility(s) or GPS.

a. Properly tune, identify and monitor navigational aids.

b. Locate aircraft position using navigational equipment.

c. Navigate using navigational equipment.

24. Simulated Forced Landing

failure.

b. Runway or field suitable for a forced landing.

c. Minimum altitude 500 feet AGL, except over a runway.

a. Establish and maintain recommended best-glide attitude, configuration, and airspeed ±10 KIAS.

b. Select suitable emergency landing area within gliding distance.

c. Plan and follow a flight pattern to the selected landing area considering altitude, wind, terrain, and obstructions.

d. Follow the appropriate emergency checklist.

e. Maintain positive control of the airplane at all times.

25. Acrobatic Maneuvers

a. Loop: a 360 degree turn in the vertical plane.

b. Aileron Roll: a coordinated 360 degree roll done in either direction.

c. Vertical S (Split S): combines the first half on an aileron roll followed by the last half of a loop.

d. Chandelle: a precision 180 degree steep climbing turn with a maximum gain of altitude.

e. Barrel Roll: a coordinated roll in which the nose of the aircraft describes a circle around a point on the horizon.

f. Cloverleaf: composed of four identical maneuvers, each begun 90 degrees from the preceding one.

a. Minimum entry altitude is 3000’ AGL

b. Throttle max

c. Entry speed per POH

d. VMC, day only

a. Minimum entry altitude is 3000’ AGL

b. Throttle max

c. Entry speed per POH

d. VMC, day only

a. Minimum entry altitude is 3000’ AGL

b. Throttle max

c. Entry speed per POH

d. VMC, day only

a. Minimum entry altitude is 3000’ AGL

b. Throttle max

c. Entry speed per POH

d. VMC, day only

a. Minimum entry altitude is 3000’ AGL

b. Throttle max

c. Entry speed per POH

d. VMC, day only

a. Minimum entry altitude is 3000’ AGL

b. Throttle max

c. Entry speed per POH

d. VMC, day only

a. Proper stick backpressure (3-4Gs) to complete loop without stalling or exceeding aircraft G limits.

b. Use aileron and rudder to keep wings level throughout maneuver

c. Maintains a constant nose track ±10 degrees of entry heading

a. Raises nose to 10 to 20 degrees pitch attitude

b. Applies full aileron and coordinated rudder pressure.

c. Smooth coordinated return to wings level.

a. Raises nose to 10 to 20 degrees pitch attitude

b. As airspeed falls below maximum entry speed rolls the aircraft to the wings level, inverted attitude.

c. Applies backpressure to bring nose through horizon.

d. Holds maximum backpressure without stalling the aircraft.

e. Returns to level flight

a. Accelerates with the nose 15 degrees below the horizon

b. At entry speed begins a climbing turn

c. Keeps the nose rising at a constant rate

d. Maximum bank 50-60 degrees

e. Total pitch change 55 - 60 degrees

f. Completes 180 degree turn ±10 at just above stall speed.

a. Obtains entry speed

b. Begins coordinated turn in the opposite direction of the desired roll to a point 45 degrees off the reference point

c. Rolls out of the initial turn to level flight then rolls at a constant rate around the reference point.

d. Maintains coordinated flight and definite seat pressures.

a. Selects a reference point 90 degrees off the nose

b. Begins the maneuver with a straight pull-up.

c. As aircraft reaches 45 degrees of pitch, begins a coordinated roll toward the 90 degree reference point

d. As the aircraft is brought through the 90 degree point, keeps the wings level and pulls through the bottom of the maneuver.

e. This completes one quarter of the maneuver, student then selects a point 90 degrees from the nose and repeats.

25. Acrobatic Maneuvers (Continued)

g. Lazy Eight: a slow, lazy maneuver in which the nose of the aircraft describes a figure eight lying on its side at the horizon and includes a 180 degree change of direction.

h. Immelmann: a half loop followed by a half roll, all flown in the same vertical plane.

i. Cuban Eight: approximately the first five eighths of a loop followed by a half roll which is then repeated in the opposite direction.

a. Minimum entry altitude is 3000’ AGL

b. Throttle max

c. Entry speed per POH

d. VMC, day only

a. Minimum entry altitude is 3000’ AGL

b. Throttle max

c. Entry speed per POH

d. VMC, day only

a. Minimum entry altitude is 3000’ AGL

b. Throttle max

c. Entry speed per POH

d. VMC, day only

a. Places reference point directly off the wingtip and starts a gradual climbing turn in the direction of the reference point

b. Times the turn and pull-up so the nose reaches the highest pitch attitude when the aircraft has turned about 45 degrees.

c. Allows nose to fall back towards the horizon and increase bank angle to reach 90 degrees as the nose passes through the horizon.

d. Flies the aircraft into a descending turn so when the aircraft has turned 135 degrees the nose has reached its lowest attitude.

e. Arrives at the 180 degree point ±10 in level flight at entry airspeed

f. Repeats in the opposite direction with the maneuver completed and the aircraft headed in the original direction.

a. Makes a normal loop entry, wings level

b. As the aircraft reaches a point 20 degrees above the horizon inverted, unloads the aircraft and rolls to level flight

a. Begins a normal loop entry

b. At 45 degrees below the horizon executes a half roll

c. After completing the half roll pulls up into another loop entry

d. Second half is identical to the first except the roll is in the opposite direction.

e. Completes the maneuver with the aircraft in level flight at entry airspeed

26. Communication

a. Perform required verbal communications.

(1) Normal and emergency transmissions with ATC and other agencies

(2) Intercockpit communications.

procedures required radio calls.

b. Select appropriate frequencies.

c. Use recommended terminology.

d. Acknowledge radio calls and comply with instructions.

e. Understand and prioritize transmissions in a multiple communications environment.

27. IMC / IFR Procedures

a. Perform a nose-high/nose-low unusual attitude recovery using instruments

b. Perform climbing, descending, and level turns

c. Accelerate or decelerate aircraft

d. Perform rate climb/descent

e. Perform constant airspeed climb/descent

f. Perform a proper cross-check of aircraft instruments

a. Day (hood) or night (VMC)

b. CFI establishes the aircraft in following flight condition:

(1) Nose-low at least 20º: nose-high at least 10º

(2) Any bank angle

a. During mission profile

a. During mission profile

a. Given airspeed and desired vertical speed

a. Given valid climb or descent airspeed

a. Simulated or actual IMC

a. Nose-high: promptly recover to level flight and do not stall or exceed aircraft limitations

b. Nose-low: promptly recover to level flight with minimum loss of altitude and do not stall or exceed aircraft limitations

a. Control inputs are smooth and positive, roll rate is appropriate for phase of flight

b. Use of bank angle appropriate for the number of degrees to turn

c. Use appropriate lead point for rollout

a. Adjust pitch as necessary to maintain desired flight path

a. Maintain given rate of climb/descent ±150 feet per minute

b. Maintain specified heading ±5º

c. Maintain specified airspeed ±10 KIAS

a. Maintain specified heading ±5º

b. Maintain specified airspeed ±10 KIAS

a. Instrument cross-check is accurate, timely, and allows accomplishment of instrument tasks within the specified standards

28. Night Takeoff

a. Perform a takeoff to include:

(1) Complete Before Takeoff checklist

(2) Check aircraft performance

(3) Maintain directional control and proper wind-drift correction throughout takeoff and climb

(4) Rotate and takeoff at recommended speeds.

(5) Accelerate to designated climb speed

b. Establish and maintain proper takeoff attitude

c. Retract flaps prior to exceeding airspeed limitations

d. Maintain required pitch attitude

29. Night Landing

a. Perform approaches and landings

(transition from glidepath to runway).

b. Slow aircraft from touchdown speed to taxi speed and depart the runway.

a. Night VMC

b. Aircraft established on proper visual glidepath.

c. Aircraft properly configured (only normal landings performed at night)

d. Various wind conditions.

a. Aircraft on the runway centerline.

b. Aircraft properly configured

a. Select suitable touchdown point.

b. Establish recommended approach and landing configuration.

c. Maintain stabilized approach and recommended approach speed +10, –0

KIAS.

d. Maintain crosswind correction and directional control throughout approach and landing.

e. Make smooth, timely, and correct control applications during the roundout and touchdown. Touchdown smoothly within the first 1,000 feet of the runway with no side drift and with airplane’s longitudinal axis aligned with and over the runway centerline ±15 feet.

a. Make smooth, timely, and correct flight control and brake inputs

b. Maintain crosswind correction and directional control throughout rollout and exit from runway.

30. Low Level Flight

a. Perform pilotage and dead reckoning navigation

b. Identify pre-planned turn points, IPs, and targets

a. VMC, day only

b. Minimum altitude 1000 feet AGL

c. Preplanned route on appropriate aeronautical chart to include time, heading and minimum fuel at each checkpoint

d. Route length >50 NM with at least three checkpoints

a. VMC, day only

a. Maintain course ±3 NM

b. Reach each checkpoint and position aircraft within a ±1 NM radius

c. Arrive at target ±1 minute of preplanned or amended ETA computed at route entry

d. Can navigate without the use of navigation instruments or controller directions

a. Able to map read.

b. Identifies the majority of pre-planned points

c. Positively and correctly identifies the pre-planned target

31. Risk Management / Decision Making

a. Assess risks and make appropriate decisions

a. FARs, airplane flight manual

(AFM), and USAF instructions and directives.

a. Properly gather all available data before arriving at a final decision.

b. Select suitable course of action using logical and sound judgment based on available information.

c. Accurately identify contingencies and alternatives.

d.