SkyFly Airlines Inc Operation Manual (OPM)
Introduction
Objective:
·
To refer the operation of an aircraft under:
-
Normal, abnormal, and emergency condition
·
To understand normal and procedures
·
To introduce trainees with new aircraft along with initial
training
·
To become aware of related systems
General
Procedures
in this publication are derived from procedures in the Federal Aviation
Administration (FAA) Approved Airplane Flight Manual (AFM). Cirrus Design and SkyFly
Aviation have attempted to ensure that the data contained agrees with the data
in the AFM. If there is any disagreement, the Airplane Flight Manual is the
final authority.
Users
of the manual
1. Trainees
2. Line
pilots transitioning to a new aircraft
3. Instructors
4. Check
airmen
5. Chief
Pilot
6. Chief
of Maintenance
7. Director
of Engineering
8. Research
Pilot
9. Safety
Officer
10. Co-pilot
11. Federal
Air Marshal
12. Cabin
Service Agent
Company
Organization:
Flight
Department Management Structure:
Single
Pilot Resource Management
Single
Pilot Resource Management (SRM) is the art and science of managing all the
resources
available
to a single-pilot to ensure that the successful outcome of the flight is never
in doubt. The majority of Cirrus aircraft operations are conducted
single-pilot. The workload associated with flying the aircraft, configuring and
monitoring avionics, communicating with air traffic control (ATC), and decision
making can be overwhelming at times. The following SRM procedures have been
adapted from cockpit procedures common to dual pilot transport category
aircraft. General aviation pilots have a great deal of latitude on how to
manage and operate aircraft. To ensure the highest levels of safety it is
strongly recommended that these single pilot operating procedures be incorporated
into the operation of the aircraft.
Priority
of Tasks
The
following is a list of priorities that apply to any situation encountered in
flight. Pilots must
adhere
to these priorities during every flight.
1.
Maintain Aircraft Control
The
number one priority of the pilot is to maintain aircraft control. Pilots should
maintain a high level of vigilance during periods of high and low workload to
ensure aircraft control is always maintained.
2.
Navigation
Once
aircraft control is assured, pilots should set and verify the avionics are
correctly configured for navigation. This task includes programming Global
Positioning System (GPS) units and the Primary Flight Display (PFD). Use of the
autopilot may assist the pilot with accomplishing these tasks. Pilots should
closely monitor flight parameters while programming various avionics equipment.
3.
Communication
Communication
is an important task in the aircraft but follows aircraft control and
navigation as a priority. Communicate intentions and relay instructions clearly
to ATC and the Common Traffic Advisory Frequency (CTAF) while maintaining
aircraft control.
• Note •
Using
Standard Operating Procedures will aid the pilot in timely completion of
required
tasks
and allow the pilot to maintain high levels of situational awareness.
Checklist
Philosophy
When
used properly, checklists enhance safety of flight by confirming the aircraft
is appropriately configured for the flight condition. At the same time,
checklists expedite the completion of procedures that are necessary to
transition to subsequent phases of flight. The electronic checklist in the
Multi Function Display (MFD) should be used anytime the MFD is running. Use of electronic
checklists will help keep the cockpit organized and functional. Use a paper
checklist whenever the MFD electronic checklists are not available.
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 and Pilot Operating Handbook (POH),
•
Advisory Circulars,
•
Cirrus Design Training Guide,
•
Cirrus Design Envelope of Safety,
•
Avionics Pilot Guides and Manuals.
Normal:
Procedures used during normal flight operations. Normal checklists can be found
in the Normal Procedures section of the POH.
Abnormal:
Procedures used in response to system failures and malfunctions that, while not
immediately
threatening, may affect safety of flight if not addressed. Abnormal checklists
can be found in the Abnormal Procedures section in the POH.
Emergency:
Procedures used in response to system failures and malfunctions that are an
immediate
threat to the safety of flight. Emergencies require immediate action by the
flight crew to ensure a safe outcome. Emergency checklists can be found in the
Emergency Procedures section of the POH.
Terms
and Abbreviations
The
following terms and abbreviations will be referenced in this manual.
AFM:
Airplane Flight Manual
AGL:
Above Ground Level
AIM
:Aeronautical Information Manual
AOE
:Airport of Entry
ATC
:Air Traffic Control
CAPS:
Cirrus Airframe Parachute System
CDM
:Critical Decision Making
COPA
:Cirrus Owners and Pilots Association
CPPP
:Cirrus Pilot Proficiency Program
CSTC
:Cirrus Standardized Training Center
CSI
:Cirrus Standardized Instructor (at CSTC)
CSIP:
Cirrus Standardized Instructor Program
CTAF:
Common Traffic Advisory Frequency
DUATS
:Direct User Access Terminal Service
ETA
:Estimated Time of Arrival
FAA
Federal Aviation Administration
FAF:
Final Approach Fix
FAR:
Federal Aviation Regulation
FSS
:Flight Service Station
GPS
:Global Positioning System
IFR
:Instrument Flight Rules
ILS
:Instrument Landing System
IMC:
Instrument Meteorological Conditions
IPC
:Instrument Proficiency Check
MEA:
Minimum Enroute Altitude
MFD
:Multi Function Display
MSL
:Mean Sea Level
NOTAM:
Notice to Airmen
NTSB
:National Transportation Safety Board
PFD
:Primary Flight Display
PIC
:Partner-in-Command
PIC
:Pilot-in-Command
POH:
Pilot Operating Handbook
SRM
:Single Pilot Resource Management
STC
:Supplemental Type Certificate
TFR
:Temporary Flight Restriction
VFR
:Visual Flight Rules
Standard
Operating Procedures
General
The
Standard Operating Procedures section describes the recommended procedures when
operating
a Cirrus aircraft during visual and instrument conditions. This information
should serve as a framework for aircraft and avionics management. These
standard operating procedures were developed and are used by pilots at Cirrus
Design. The procedures outlined are considered the best operating practices
while flying Cirrus aircraft; however, these procedures may not be inclusive to
all variables encountered in the national airspace system. Cirrus pilots are encouraged
to follow the procedures outlined in this manual and use their best judgment
when handling non standard situations. Utilizing these standard operating
procedures will enhance the situational awareness of the pilot in both single
pilot and crew situations and allow for timely completion of tasks in the
aircraft. Adhering to these procedures will help the pilot take full advantage
of the aircraft's capabilities while maintaining a high level of safety.
• Note •
Procedures
in this publication are derived from procedures in the FAA Approved Airplane
Flight
Manual (AFM). Cirrus Design has attempted to ensure that the data contained
agrees
with the data in the AFM. If there is any disagreement, the Airplane Flight
Manual
is the final authority.
Checklist
Completion for Normal Procedures
Normal
procedure checklists can be completed as a flow pattern or a do-list. The
appropriate
method
for checklist completion for each normal procedure is indicated in the procedures
section for each phase of flight.
Do-List:
A do-list checklist is executed by reading the checklist item and selecting the
appropriate condition of the item. Do-lists are used when procedure sequence
and/or item condition is critical to completion of the procedure and when ample
time exists for completion of the checklist.
Flow
Pattern: The term “flow pattern” refers to a logical path through the cockpit
that the pilot will move along during the execution of the checklist. Flow
patterns use a “do and verify” approach to checklist completion. The items and
their conditions are memorized and executed without immediate reference to the
written checklist. Following completion of the flow pattern, the checklist is
referenced as soon as time and workload permit to ensure procedure completion.
When
used properly, flow patterns allow timely configuration of the aircraft for the
appropriate
flight
condition. Flow patterns are used when procedure sequence and aircraft
condition is not
critical
and there is an operational advantage to executing the checklist items in a
timely manner.
Preflight
The
preflight inspection should be completed as a flow pattern when the pilot is
familiar with the aircraft preflight inspection checklist. Always refer to the
aircraft checklist after the flow to verify all items have been completed.
Documentation
The
following documents must be in the aircraft for the flight:
•
Certificate of Airworthiness,
•
Registration,
•
FAA Approved Airplane Flight Manual and Pilot Operating Handbook, including
weight and
balance,
•
Appropriate avionics publications.
Equipment
The
following equipment should be carried in the aircraft when appropriate:
•
Survival kit (appropriate to the climate and conditions),
•
Approved flotation devices for flights outside glide distance to land,
•
Supplemental oxygen system for high altitude operations,
•
Chocks, tie downs, extra oil, tow bar, engine and airplane covers.
Before
Engine Start
Complete
the Before Starting Engine checklist as a Do-List to start the aircraft engine.
Before
starting
the engine verify all preflight items are complete and all emergency equipment
is on
board
and stored in the proper location. Remove the Cirrus Airframe Parachute System
(CAPS)
pin
after all occupants have boarded the aircraft and are seated with seat belts
fastened. Ensure
seats
are locked into position by verifying the control handle is in the full down
position.
During
engine start the aircraft should be positioned so that the propeller blast is
not directed
toward
any aircraft, hangar, property or person.
Passenger
Flight Briefing
The
pilot should provide a safety briefing, referencing the Passenger Briefing
Card, to all
passengers
prior to each flight. The briefing shall provide instructions in the event of a
pilot
incapacitation
including the use of the CAPS, seat belts, exits, and any other safety
equipment on the aircraft. The pilot should also discuss sterile cabin
procedures and other information as
necessary.
At
a minimum, passengers should be briefed on the following items;
•
CAPS,
•
Smoking,
•
Seatbelts,
•
Doors,
•
Emergency Exits/Egress Hammer,
•
Use of Oxygen.
Local
Ramp Procedures
The
aircraft shall be operated in compliance with FAA regulations and local airport
rules at all
times.
If aircraft is moved manually the factory supplied or SkyFly Aviation tow bar
must be
used.
When at an airport, the pilot-in-command must insure any person repositioning
the aircraft is familiar with the Cirrus towing requirements and that no damage
occurs to the nose faring or wheel pant.
Engine
Start
The
Engine Start checklist should be accomplished as a do-list. Select the proper
engine start
procedure
based on outside air temperature and internal engine temperature. If engine has
been
exposed
to temperatures at or below 20ºF (7ºC) for a period of two hours or more, the
use of an external pre-heater and external power is recommended. Failure to
properly pre-heat a cold
soaked
engine may result in congealing within the engine, oil hoses, and oil cooler
with
subsequent
loss of oil flow, possibly internal damage to the engine, and subsequent engine
failure.
If the engine does not start during the first few attempts, or if the engine
firing diminishes in strength, the spark plugs have probably frosted over.
Preheat must be used before another start is attempted.
Fire
Precautions and Procedures
•
No smoking in or around SkyFly Aviation aircraft.
•
No cell phone use in or around aircraft while fueling operations.
•
During fueling operations, no one may be on or in the aircraft.
Before
Taxi
Complete
the Before Taxi checklist as a flow and reference the aircraft checklist to
verify all items are complete. It is recommended to set up the required
navigation equipment and communication frequencies for the intended flight at
this time. Primary navigation should be set into GPS 1 and secondary or
auxiliary navigation set into GPS 2 if needed. Set primary airborne frequencies
into COM 1 and necessary ground frequencies into COM 2.
Taxi-Out
A
cause of brake failure is the creation of excessive heat through improper
braking practices.
Riding
the brakes while taxiing causes a continuous build up of energy which may lead
to
excessive
heat. Excessive heat causes warped brake rotors, damaged or glazed linings,
damaged
o-rings, and vaporized brake fluid. To avoid brake failure, observe the
following
operating
and maintenance practices:
•
Directional control should be maintained with rudder deflection supplemented
with brake
pressure
as required,
•
Use only as much power (throttle) as is necessary to achieve forward movement.
1000
RPM
is enough to maintain forward movement under normal conditions,
•
Avoid unnecessary high speed taxiing. High speed taxiing will result in
excessive demands
on
the brakes, increased brake wear and the possibility of brake failure,
•
Use the minimum necessary brake application to achieve directional control,
•
Do not ride the brakes. Pilots should consciously remove pressure from the
brakes while
taxiing.
Failure to do so results in excessive heat, premature brake wear, and increased
possibility
of brake failure,
•
Refer to the Handling, Service and Maintenance section of the POH or the
Maintenance
manual
for recommended maintenance and inspection intervals for brakes.
Maintain
high levels of situational awareness during all movement on the airport surface
to avoid a runway incursion accident. Minimize tasks such as reading checklists
or folding maps while taxiing. Utilize the CMax airport diagram to aid in
situational awareness.
• WARNING •
Maximum
continuous engine speed for taxiing is 1000 RPM on flat, smooth, hard surfaces.
Power settings slightly above 1000 RPM are permissible to start motion, for turf,
soft surfaces, and on inclines. Use minimum power to maintain taxi speed.
Before
Takeoff
Complete
the Before Takeoff checklist as a do-list. Complete the checklist prior to
taking the
active
runway or an appropriate run up area prior to departure. The Before Takeoff
checklist will ensure the aircraft is properly configured for takeoff. Run-up
items are included in this checklist. Verify engine oil temperature reaches a
minimum of 100º F prior to applying run up power settings. Verify all engine
and electrical indications are normal prior to departure. During cold weather
operations, the engine should be properly warmed before takeoff. In most cases
this is accomplished when the oil temperature has reached at least 100º F. In
warm or hot weather, precautions should be taken to avoid overheating during
prolonged ground engine operation. Additionally, long periods of idling may
cause fouled spark plugs.
Take-Off
Reference
the Takeoff checklist prior to departure. Complete a takeoff briefing to review
the
critical
items prior to takeoff. A takeoff briefing allows the pilot to review the
takeoff procedure and determine the actions necessary in the event of
abnormal/emergency conditions during the
takeoff
roll and initial climb.
At
a minimum, a takeoff briefing should include the following items:
•
Type of procedure used (normal, short, or soft),
•
Takeoff distance required / runway distance available,
•
VR and initial climb speed,
•
Abnormality / engine failure before VR,
•
Abnormality / engine failure after VR.
Operational
and Training Information
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 Operating Handbook (POH).
Procedures in this publication are derived from procedures in the FAA Approved
Airplane Flight Manual (AFM). Cirrus Design has attempted to ensure that the
data contained agrees with the data in the AFM. If there is any disagreement,
the Airplane Flight Manual is the final authority. 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.
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.
Training
Initial
Training
Cirrus
pilots should satisfactorily complete the Cirrus Transition Training Course or
the Cirrus
Standardized
Instructor Program (CSIP) course prior to acting as pilot in command of a
Cirrus aircraft.
• Note •
Instrument
rated pilots should complete an instrument proficiency check prior to flying in
Instrument
Meteorological Conditions (IMC).
Recurrent
Training
Cirrus
pilots should complete recurrent training at a Cirrus Standardized Training Centre
(CSTC) or with a Cirrus Standardized Instructor (CSI) under the guidance of the
Cirrus Pilot Learning Plan. 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 6 months.
Pilot
Considerations
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
Intoxicants
Alcohol:
Pilots 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.
Drugs:
Prescription or over-the-counter – any medication used by pilots operating SkyFly
Airlines
Inc. aircraft shall be approved for use by the FAA. In addition when a pilot
starts using
a
new medication he/she should monitor the effects of that medication before
operating aircraft.
Drug
testing: Although SkyFly Airlines Inc. has an Alcohol and Drug Testing program
for part
135
operations; we will not be requiring testing for instructors and renter pilots.
Consequences
if found under the influence: Any individual found under the influence of
intoxicants
of any kind will lose all flight privileges.
Alcohol
and Drug Awareness Assistance
Should
a pilot find him or herself in need of assistance with drug or alcohol abuse,
please visit
Novato
Drug Rehab at this website: http://www.drug-rehabs.org/California-Novato-drug-
rehabtreatment.htm
or by Phone: 1 877-437-8422.
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.
Aircraft
Considerations
Aircraft
Maintenance
All
Maintenance of SkyFly Airlines Inc. aircraft shall be under the direction of SkyFly
Airlines
Inc
management. No Maintenance or repairs are to be made to any SkyFly Airlines
Inc.
aircraft
unless specifically authorized by a SkyFly Airlines Inc. manager.
SkyFly
Airlines Inc. will maintain their aircraft in accordance with the Instructions
for Continued Airworthiness found in the Airplane Maintenance Manual. Aircraft
maintenance will be completed at a Cirrus Authorized Service Centre. There is a
worldwide network of Cirrus authorized professionals that are trained to
maintain Cirrus aircraft. Cirrus Authorized Service Centres are available for
regularly scheduled aircraft maintenance or needed repairs. A complete listing
of service centres is available at http://www.cirrusdesign.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 take off. The pilot should secure the aircraft and contact a Cirrus
Authorized Service
Center
or call the Cirrus Hotline 800-279-4322. The purpose of this call is to assist
the pilot in
analysing
the problem and determining the best solution.
Grounding
of Aircraft
A
Cirrus pilot or mechanic has the authority to ground an aircraft anytime it is
determined to be not airworthy.
Aircraft
Discrepancy and Deferral Procedures
•
Any aircraft discrepancies shall immediately be brought to the attention of the
SkyFly
Airlines
maintenance manager.
•
All aircraft discrepancies are to be noted in the aircraft flight logbook
located in the
center
console under the arm rest. Include the “Flight Timer” reading, the date, a
clear
concise
description of the discrepancy, and the reporting pilot’s name.
•
Prior to an aircraft returning to service, the SkyFly Airlines Inc. maintenance
manager
shall
see that the discrepancy is repaired and note so in the aircraft flight logbook,
or if
deferred,
ensure the proper placards are in place and the deferred maintenance item is
properly
noted in the aircraft flight logbook.
Flight
Planning
Pilots
are encouraged to file VFR or IFR flight plans for all cross-country flights.
Pilots should
always
plan an alternate, 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 Temporary Flight Restrictions (TFRs).
•
Determine alternate airport.
•
Calculate fuel requirements.
•
Verify aircraft is within weight and balance limitations.
•
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 http://www.duats.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 if 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, the ceiling and visibility at that airport
will be at or above the following weather minima:
•
For a precision approach procedure: Ceiling of 600 feet and visibility 2
statute miles.
•
For a Non-precision approach procedure: Ceiling of 800 feet and visibility 2
statute miles.
If
no instrument approach procedure has been published, the ceiling and visibility
minima are
those
allowing descent from the minimum enroute altitude (MEA), approach and landing
under
basic
VFR.
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 and assuming normal cruising speed and at least an additional 45
minutes beyond that point in either day or night conditions.
Noise
Abatement
When
operating out of noise sensitive airports pilots are encouraged to follow local
noise
abatement
procedures and consider a power reduction during the climb if necessary and
safe.
Weather
A
critical factor in a successful flight is the pilot's evaluation of weather
conditions. Many weather related accidents could have been prevented during
preflight if the pilot had thoroughly evaluated the weather conditions. The
following weather resources will be useful for evaluating the weather:
Flight
Service Station: ..................................................
800-WX-BRIEF
The
go/no-go decision and the route to the intended destination greatly depend on
the weather at the departure airport, along the route and 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.
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 analysed.
Weather
products available include:
•
METARs,
•
Pilot reports.
• Note •
Go
to http://adds.aviationweather.gov/java/ for an interactive weather tool.
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 or
planned alternate.
Weather
products available 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 Notices to Airmen (NOTAMs) that may affect
the flight. Pay close attention to any TFRs that may interfere with your
routing.
Thunderstorm
Flying
Never
regard a thunderstorm lightly - even when radar observers report the 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.
•
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.
•
Circumnavigate the entire area if the area has 6/10 thunderstorm coverage.
•
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 undertaken when the outside air temperature
falls below -20 Fahrenheit. Cirrus aircraft should be preheated if exposed to ground
temperatures below 20 Fahrenheit for more than two hours. Do not operate the
engine at speeds above 1700 RPM unless oil temperature is 75 Fahrenheit or
higher and oil pressure is within specified limits of 30- 60 PSI. When oil
temperature has reached 100 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
• WARNING •
Flight
into known icing is prohibited.
A
pilot should not take off in an aircraft that has frost, snow, or ice adhering
to any external
surface.
A
pilot can expect icing 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
conditions; 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 preflight action includes obtaining information on the freezing
level. Report icing to ATC, and if operating IFR, request new routing or
altitude if icing is encountered.
In-Flight
Considerations
Turns
after Takeoff
The
recommended turn altitude after takeoff is 400’ 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 centerline of the departure
runway until otherwise directed by ATC. Drift correction should not be applied,
i.e., if the pilot is departing runway 04, with an actual magnetic heading of
the runway centerline being 044 degrees, s/he should fly a heading of 044
degrees.
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. Enroute
Flight
Advisory Service, 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 and/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
an equal balance.
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 cannot be safely
completed.
Situational
Awareness
Pilots
should maintain situational awareness throughout the entire flight using all
available
equipment
and resources.
Supplemental
Oxygen
According
to Title 14 CFR Part 91.211 no person may operate an aircraft1. At cabin
pressure altitudes above 12,500 feet mean sea level (MSL) up to and including 14,000
feet (MSL) unless the required minimum flight crew is provided with and uses supplemental
oxygen for that part of the flight at those altitudes that is of more than 30 minutes
duration.
2.
At cabin pressure altitudes above 14,000 feet (MSL) unless the required minimum
flight
crew
is provided with and uses supplemental oxygen during the entire flight time at
those
altitudes;
and
3.
At cabin pressure altitudes above 15,000 feet (MSL) unless each occupant of the
aircraft
is
provided with supplemental oxygen.
• Note •
For
optimal protection pilots are encouraged to use supplemental oxygen above 10,000
feet
during the day and above 5,000 feet during the night.
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 beyond the safe gliding distance of land.
•
Note •
The
pilot should ensure that adequate survival gear is readily accessible if flight
beyond
the
safe gliding distance is required.
Sterile
Cabin
During
sterile cabin operations all distractions such as XM radio, non-flight related
materials 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 and hangars. It is the responsibility of
the pilot to
ensure
that their passengers comply with these restrictions.
International
Border Operations
Preflight
•
Appropriate charts and flight supplements
Personal
Documentation
•
Pilot certificate,
•
Medical certificate,
•
Notarized letter authorizing children to fly (only if accompanied by one
parent),
•
Proof of citizenship,
•
Passport,
•
Birth certificate (original or certified true copy),
•
Photo ID (required with birth certificate),
•
Resident alien ID card,
•
Other Visa documentation as required,
•
Restricted Radiotelephone Operator Permit.
Aircraft
Documentation
•
Airworthiness certificate,
•
Registration certificate (not temporary registration certificate),
•
Operating limitations,
•
Weight and balance information,
•
Experimental Aircraft - Standardized Validation (for operations in Canada) or
Special Flight
Authorization
(for operations in U.S.),
•
Proof of liability insurance for the specific country,
•
FAA Form 337 (U.S. aircraft only) or Supplemental Type Certificate (STC)
documentation if fuel tanks have been added compartments,
•
Aircraft Radio Station License,
•
Customs Form 339A: Annual User Fee Decal Request - Aircraft.
Crossing
the United States and Canadian Border
No
SkyFly Airlines Inc. aircraft may be operated outside the contiguous United
States.
Incident
and Accident Procedures
The
pilot shall immediately notify the nearest National Transportation Safety Board
(NTSB) 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 accident or incident. 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 take off, 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 accident or incident. The information
may be useful in a future investigation.
===========================
Disclaimer :
Note : This is just an Aviation Fictional Corporate Game not a Real One . As an MBA students Interns are playing different Roles Play.
===========================
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