Training supplement and crew procedures training: Part 1

Ebook Crew procedures training supplement: Part 1 present content responsibility & authority of the pilot in command; crew procedures overview; crew resource management; fuel management; preflight actions; departure procedures; standard operating procedures...

Crew Procedures

Training Supplement

Copyright © 2020 Airline Transport Professionals.

The content of this manual is furnished for informational use only, and is subject to change without notice Airline Transport Professionals assumes no responsibility or liability for any errors or inaccuracies that may appear in this manual This manual does not replace the Pilot Operating Handbook.

No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or by any means electronic, mechanical or otherwise, without the prior written permission of Airline Transport Professionals.

IMPORTANT NOTICE

This supplement does not cover every situation, and it does not cover basic

knowledge, procedures, and techniques that have been covered during the

instructional portion of your program The information in this supplement is

highly condensed and serves as a good quick reference, but it must not be

used as a substitute for the FAA-approved Pilot's Operating Handbook or

publications required for safe operation of the airplane.

Thank you for giving ATP an opportunity to serve you.

To view recent changes to this supplement, visit:

atpflightschool.com/changes/supp-crew

Revised 2020-06-09

§91.3 Responsibility & Authority

of the Pilot in Command 1

Crew Procedures Overview 2

Standardization & Crewmember Roles 2

Left Seat – Pilot Flying (PF) – PIC 2

Right Seat – Pilot Monitoring (PM) 3

Alternating Crew Duties 4

ATP Flight Operations Hours & Availability 4

Flight Safety & Support Team 4

Required Items for Overnights 6

Crew Resource Management 7

Crew Communication .7

Situational Awareness .8

Aeronautical Decision Making (ADM) 9

Careless or Reckless Behavior 9

Weather 11

Weather Minimums 11

Hazardous Weather 12

Obtaining Weather Updates Enroute .14

Fuel Management 16

Minimum Fuel 16

Fuel Policies & Management .16

Fuel Selectors .16

Maximum Flight Duration .17

Scheduling Procedures 19

Assignment & Availability 19

Flight Scheduling 19

Change Happens – Be Flexible 19

Currency 20

Schedule Notifications via SMS 20

Viewing Your Schedule 20

Preflight Actions 21

Weight & Balance – Performance 21

Runway Minimums 21

Intersection Takeoffs 22

Minimum Aircraft Oil Levels 22

IFR Route Planning 22

Use of ATP Airport Pages 23

Current Navigational Charts 24

iPad Charge 25

Departure Procedures 26

Show Time – 1 Hour Minimum Prior to Departure 26

Flight Operations Notification 26

Delays, Changes, or Amendments 27

Use of Flight Tracker Log 27

Avoiding Delays 27

Checklist Procedures 28

Checklist Methods 28

“As Required” 31

Emergency Checklists .31

Checklist Interruptions .32

Omission of Checklists .32

Standard Operating Procedures 33

Sterile Cockpit Procedures 33

Pre-Takeoff Brief 33

Altitude Awareness 37

Heading & Course Awareness 38

Deviation Callouts 38

VFR Sectional Requirement 39

Descent Planning 39

Instrument Approach Recommended 40

Stabilized Approaches 40

Go-Around Philosophy 41

Canceling IFR 41

Restrictions / Limitations 67

Night Flying 67

Full Stop Landings 67

Maneuvers & Practice Approaches Prohibited 67

Use of Tobacco Products 67

Alcohol or Drugs 67

Use of

Portable Electronic Devices (PEDs) 68

Approved Aircraft Occupants 68

IFR Flight Plan 68

LAHSO Clearances 68

Dress Code 68

Abnormal Procedures 69

Use of Alternate Airports / Diversion 69

Pilot Deviations 70

Intercept Procedures 70

Emergency Procedures 71

Engine Failures in Single-Engine Aircraft 71

Vacuum Failures 72

Arrival Procedures 74

Securing Aircraft 74

Contact ATP Flight Operations Upon Landing 74

Maintenance Procedures 75

Aircraft Status 75

Getting Aircraft Status 75

Maintenance Items Discovered During Preflight 76

Maintenance Items Discovered In Flight 77

Approved Maintenance Providers 77

Logging Crew Cross-Country Flights 78

Logging of Crew Cross-Country & Safety Pilot Time 78

Example Logbook Entries 79

Reimbursement of Travel Expenses 80

Lodging 80

Ground Transportation 80

Original Vendor Receipts Required 80

Non-Reimbursed Student Expenses 80

Reimbursement Methods 81

Preparing for Commercial & CFI 82

Preparation for Commercial & CFI Academy 82

Scheduling CFI Course Date and Location 82

Policies & Procedures Adherence 84

§91.3 Responsibility & Authority • 1

SECTION 1

§91.3 Responsibility &

Authority of the Pilot in Command

While the following standard operating procedures expose Airline Career Pilot Program students to airline-style crew procedures and standardization, there are some very important differences that pilots must understand between airline operations and ATP crew cross-country flights

ATP crew cross-countries are Part 91 flight operations According to FAR

§91.3, the PIC (occupying the left seat of the aircraft and who is listed on the flight plan as PIC), “is directly responsible for, and is the final authority as to,

the operation of that aircraft”

While ATP Flight Operations may be able to provide information and

support in some instances, they have no legal joint responsibility, authority,

or operational control over any flight whatsoever ATP Flight Operations' primary function is to facilitate scheduling and aircraft availability for an efficient crew cross-country experience

ATP Flight Operations personnel cannot assist with PIC decision-making They cannot determine the airworthiness status of an aircraft They cannot direct or influence a PIC’s decision to initiate, continue, cancel, or terminate any flight According to FAR §91.3, no one but the PIC is responsible for the operation of any flight

According to FAR §91.3, the PIC is responsible for all operational decisions pertaining to a flight This includes:

• The go / no-go decision based on preflight planning

• Airworthiness determination

• Any decisions to divert, cancel, or terminate a flight

• All other safety or operational decision-making

Under FAR §91.3, the PIC is solely responsible for the safety and outcome of the flight

2 • Crew Procedures Overview

SECTION 2

Crew Procedures Overview

Crew cross-country flights allow pilots in the Airline Career Pilot Program

to build valuable nationwide cross-country experience at multiple airports

in a highly-structured, airline-style crew operating environment with flight monitoring provided by ATP Flight Operations

Cross-country flights during this stage of training are operated with a two-pilot crew, where each pilot fulfills very specific roles

Standardization & Crewmember Roles

Operating as a crew requires careful coordination and standardization This enhances safety and efficiency by logically distributing cockpit workload and clearly identifying crewmember roles and responsibilities through the use of standard operating procedures (SOPs)

Adhering to standard operating procedures promotes confidence and precision within the flight crew, and discourages unsafe practices and carelessness It also enables a good working relationship between pilots and supports good judgment and professionalism

Left Seat – Pilot Flying (PF) – PIC

During crew cross-country flights, all flying will be conducted from the left seat

The left seat pilot is referred to as the Pilot Flying (PF), and will be listed on the IFR flight plan as the pilot in command (PIC)

Responsibility & Authority of the PIC

As the PIC, the left seat pilot is directly responsible for, and is the final authority

as to, the operation of the aircraft (FAR §91.3(a)) The pilot flying will log PIC time

as the sole manipulator of the flight controls (FAR §61.51(e)(1)(i))

Crew Procedures Overview • 3

Use of View Limiting Device (VLD)

The PF will wear a view limiting device (VLD) from 1,000’ AGL after takeoff until 1,000’ AGL before landing, except:

• During an emergency

• When ATC issues a traffic advisory Both pilots must identify the traffic and ensure it poses no collision hazard before the PF resumes use of the VLD

• When safety or workload dictates the VLD shall be removed

See & Avoid

FAR §91.113(b) requires all pilots to “see and avoid” other aircraft, whether operating under visual or instrument flight rules ATC provides separation services between IFR traffic in controlled airspace, but they are not responsible for separating IFR and VFR traffic outside of Class B and C airspace, so always watch for traffic and do not assume ATC is providing separation services The PF shall immediately remove the view limiting device whenever ATC issues

a traffic advisory or alert, so that both pilots can work together to see and avoid the conflicting traffic

Right Seat – Pilot Monitoring (PM)

During crew cross-countries, the right seat pilot is referred to as the Pilot Monitoring (PM) The PM is responsible for:

• Radio communications

• Programming the GPS and setting navigation frequencies

• Monitoring the flight path and ensuring compliance with clearances

• Announcing any flight path deviations using standard callouts

• Performing safety pilot duties required by FAR §91.109(c), including scanning for and avoiding traffic, terrain, and obstacles

• Acting as PIC while the PF is using the view limiting device

The PM is a required crewmember under 14 CFR 91.109(c)(1) while the PF is under the hood The PM acts as, and logs, PIC while the PF is using the view limiting device under 14 CFR 61.51(e)(1)(iii)

While the PM is responsible for setting the GPS and NAVs, the PF must verify all GPS, route, and frequency entries before they are executed Both pilots must understand and agree on all changes

Both pilots will perform their responsibilities using standard operating

procedures and callouts outlined in the Standard Operating Procedures section

of this supplement

4 • Crew Procedures Overview

Right Seat Flying Prohibited

Flying from the right seat is prohibited during crew cross-countries

Piloting an aircraft from the right seat requires changes to muscle memory and sight picture that must be developed through training with an instructor Instruments appear different when viewed from an angle, making instrument flight more challenging, and since the instruments are designed to be viewed from the left seat, some cannot be viewed by the right seat pilot For example, the turn coordinator may not be visible from the right seat, preventing

detection of an attitude indicator failure Additionally, the sight picture during landing is different, which can lead to unstable approaches and unsafe landings Without the appropriate instruction and experience, flying from the right seat leads to unnecessary risk Cross-country crews are expected to adhere to this policy, and failure to comply may result in termination of crew cross-countries or the Airline Career Pilot Program

Alternating Crew Duties

Crews will alternate PF and PM responsibilities, so that each pilot builds

experience in both roles ATP Flight Operations may assign PF and PM roles for

a flight segment to meet time objectives Both pilots must agree with the crew assignment at the time of departure and confirm each pilot is fit to fulfill their respective PF and PM roles

ATP Flight Operations Hours & Availability

Cross-country crews will coordinate all crew cross-country activity through ATP Flight Operations

Operating hours of the ATP Flight Operations office are seven (7) days a week from 8:00 AM until at least 7:00 PM (Eastern Time) Flight Operations personnel will remain available until the last crew of the day checks in

ATP Flight Operations: (904) 595-7980

After hours, contact on-call personnel for emergencies or items requiring immediate attention Non-urgent written correspondence can be directed to

Questions about crew procedures training or other training related questions can be directed to training@allatps.com

Flight Safety & Support Team

ATP supports a culture that reinforces safety All instructors, and students, are personally responsible for operating safely, in compliance with regulations and company procedures We must always be on the lookout for hazards and risks

Crew Procedures Overview • 5

that could impact safety You are responsible for stopping the operation when your knowledge, experience, and practical judgement identify a safety concern Remember, the PIC has final operational authority for each flight

The Flight Safety & Support Desk is for ATP instructors and students to use for inquiring about training, aircraft operational procedures, and for reporting conditions or events that may impact safety Contact the Flight Safety & Support Desk to ensure your questions and concerns can be addressed The Flight Safety

& Support Team will provide information and feedback

The Flight Safety & Support Team may be contacted via email at

safety@allatps.com or by phone at: 904-595-7994.

You should report concerns or issues related to, but not limited to the following:

• Questions on Aircraft Operations or Standardized Procedures

• Aircraft Damage

• Airport/Ground Operations Event / Ramp Safety

• ATC / Communication

• Declared Emergency

• Non-Standard ATP Procedures Required by Flight Examiners

• Near Miss Requiring Evasive Action

• Runway Incursion / Excursion

• Non-Standard GPS Configuration and Setup for Phase of Flight

• Maintenance Event Resulting in An Operational or Safety Issue

(This Does Not Replace the Requirement to Report Maintenance Discrepancies in the Aircraft Maintenance Reporting System.)

The Flight Safety & Support Team will consider all input received and follow-up with you for additional detail if necessary

6 • Crew Procedures Overview

Thank you for your participation and contribution to this component of our Safety Management System Your commitment to this component will not only ensure a safer operation today, but also a safer operation for future students and instructors

Required Items for Overnights

For cross-country flights, students are required to bring all necessary items (i.e toiletries, clothes, iPad chargers, etc.) to remain overnight for a minimum

of three nights away from their primary training center; however, weather and maintenance delays may extend trips beyond three nights

Crew Resource Management • 7

SECTION 3

Crew Resource Management

Crew Resource Management (CRM) is an integral part of all flight operations at ATP or any airline, and is a significant contributor to a high level of flight safety All pilots are expected to use these skills with their fellow pilot in the cockpit,

as well as with support personnel (such as Air Traffic Control and ATP Flight Operations) with whom they interact with in the course of flight operations

To ensure the effective use of crew resources, the PF (as PIC) should:

• Encourage participation of the PM

• Set a professional tone for the flight

Each pilot must:

• Offer input and feedback in a calm, professional, and productive way

• Provide proper support

• Ask questions to encourage open and interactive communication

Briefings

Briefings assure the other pilot of your intentions to conduct safe flight

operations per SOPs

8 • Crew Resource Management

Assertion

Each pilot must clearly and quickly communicate any significant operational development to the other pilot This communication shall be respectful and specific to the nature of the problem, but with appropriate persistence until there is a clear resolution

Conflict Management

Each pilot is responsible for objectively evaluating problems and pointing out concerns Pointing out these concerns, without emotion, from an objective point of view will assist in resolving any conflict Feedback should always be offered objectively and accepted non-defensively If your crew cross-country partner expresses a concern, it is not a criticism of you or your skills as a pilot It

is simply an observation that something can be done to make the flight safer

Debriefings

Debriefings will be conducted after every flight during which a significant operational deviation, event, or conflict has occurred Deviations from standard operating procedures should be thoroughly reviewed and discussed

Utilize the following debriefing format:

1 What happened during the flight?

2 What did you think about what happened?

3 What should we do differently next time?

4 Recap what went well/what could be improved

Situational Awareness

A high state of situational awareness and vigilance is critical to safe operations, especially when operating in high-density traffic environments Maintaining situational awareness requires pre-task briefings and effective communication Two pilots working together can have much better situational awareness than a solo pilot, but only if they communicate effectively

Pilots must monitor ATC frequencies for potential traffic conflicts with their aircraft, especially when operating on an active runway and on final approach

to landing

Both pilots must stay alert for warning signs that situational awareness is inadequate Any warning signs should be communicated immediately so that corrective action may be taken These warning signs could include:

• Task saturation - feeling like you have too much to do and too little time to do it

• Multiple clearances or clearance amendments

Crew Resource Management • 9

• Doubts about clearances (e.g unsure or doubt about assigned altitude)

• Realizing you are not sure exactly where you are

• Accidentally skipping a step in a sequence or flow

Aeronautical Decision Making (ADM)

Pilots can make the best decisions when they practice good communication, situational awareness, and standardization While the final authority for all decisions rests with the PF (as PIC), the PM should be actively involved in the decision making process when time permits

To practice good ADM, pilots must consider many factors, including the consequences of weather, collision avoidance, ATC compliance, and following procedures If at any time either pilot feels uncertain or uncomfortable while conducting flight operations, they should bring it to the other pilot’s attention Develop an appropriate course of action, and always remember to adhere to safety first

The PF must:

• Ensure the aircraft is under positive control at all times

• Solicit ideas, opinions, and recommendations prior to announcing decisions

• Clearly state the decision and thoroughly brief the plan of action

• Ensure that the decision and action plan are acknowledged and understood by both pilots

Every pilot should be able to answer the following questions:

• What’s happening?

• What am I going to do?

• How will I do it?

• Who does what?

Any doubts, confusion, or changes must be immediately addressed and resolved among the crew Ask for clarification or assistance from ATC if

necessary

Careless or Reckless Behavior

Without an instructor on board, some may be tempted to take risks or conduct flights differently than they would with an instructor present

Failure to follow procedures or careless or reckless behavior presents a

significant safety hazard and leads to a breakdown of in-flight discipline It may

10 • Crew Resource Management

result in certificate action by the FAA or lead to termination from the Airline Career Pilot Program

Report any safety concerns or reckless behavior to ATP Flight Operations immediately

(takeoff & landing – including gusts) 10 knots

Weather conditions must be at or above these minimums for the departure airport The destination airport conditions must be forecast to be at or above these minimums from one hour prior to one hour after the estimated time of arrival If weather or fuel considerations are close to ATP limitations, ATP Flight Operations may require an alternate, even if one is not required by FAR §91.169.Cross-country crews are responsible for monitoring weather conditions and for complying with all limitations If weather changes or is outside of limitations, contact ATP Flight Operations

Enroute Weather

In addition to the departure and destination airport minimums, the route selected must allow for potential diversion airports with current and forecasted weather above 1,000' ceilings and 3 miles visibility

12 • Weather

Deteriorating Weather Enroute

Weather may deteriorate while enroute Crews should obtain weather updates enroute with Flight Service to ensure that weather ahead has not changed

If hazardous weather is detected ahead, a route change or diversion may be necessary

High Terrain

High terrain may be obscured by clouds or low visibility conditions, and fewer alternate/diversion airports may be available in high terrain areas Crews must use extreme caution while operating in mountainous terrain in instrument conditions Monitor progress using VFR charts and always be aware of MEAs, MORAs, and OROCAs

Hazardous Weather

Thunderstorms

Avoiding thunderstorms starts with preflight planning, which must include a review of radar observations and convective SIGMETs Once enroute, a good visual scan is your best tool for thunderstorm avoidance ATC can relay ground-based radar information to pilots, but their responsibility is traffic separation, not weather avoidance Choosing a route that avoids thunderstorms is your responsibility Do not hesitate to request deviations to avoid weather, and do not accept an ATC clearance that would result in flying into hazardous weather

If a safe flight path cannot be found, divert to a suitable alternate airport and wait for the weather to pass

Continuing into a thunderstorm will expose your aircraft to extreme hazards to flight: hail, turbulence, icing, lightning, etc., which can cause loss of control or structural failure

Icing

Clean Aircraft Concept

ATP adheres to the clean aircraft concept, which prohibits takeoff when any

frost, snow or ice is adhering to any part of the aircraft including the airframe, propellers, windshield, powerplants, pitot-static system, wings, tail, or control

surfaces If the aircraft is not completely free of contamination, do not fly

Contact ATP Flight Operations for instructions

Weather • 13

Known Icing Conditions

ATP aircraft are not certified for flight into known icing conditions Icing

conditions are most likely to occur at temperatures between +2° C and -10° C when visible moisture is present Turn the pitot heat ON any time the outside temperature is 10° C or less and visible moisture is present

Crews must avoid icing by checking freezing levels along the route of flight and by planning an altitude that ensures a minimal risk of an icing encounter Check for icing PIREPs to determine areas of known icing that must be avoided

If available, check the altitudes of cloud bases and tops, to determine whether you can safely climb or descend out of visible moisture

Select pitot heat ON any time the temperature is 10° C or less and visible moisture is present If any trace of ice is observed apply windshield heat and escape the icing conditions immediately.

Escaping Icing

Encountering icing conditions in an aircraft not certified for flight into icing conditions is an emergency situation and should be treated accordingly Should

an inadvertent icing encounter occur, immediately:

1 Select pitot heat and windshield heat – ON

2 Climb, descend or change course to escape icing conditions and/or find warmer temperatures

3 Declare an Emergency

Even a small buildup of icing can affect the performance and controllability

of an aircraft, and icing conditions can change rapidly What begins as a

slow accretion of ice can quickly change to a rapid, extremely dangerous accumulation

14 • Weather

Severe Turbulence

Severe turbulence causes large, abrupt changes in altitude and/or attitude It usually causes large variations in indicated airspeed and the aircraft may be momentarily out of control

or mountainous terrain during periods of high winds

Surviving a Severe Turbulence Encounter

Despite even the best planning efforts, not all turbulence can be avoided

If moderate or greater turbulence is encountered, slow the aircraft to

maneuvering speed, VA During severe or greater turbulence, focus on

maintaining a wings-level flight attitude, not necessarily on maintaining altitude, as attempts to do so can result in unnecessary stress on the airframe Maintain a wings-level pitch attitude and advise ATC you are unable to maintain altitude due to turbulence

Obtaining Weather Updates Enroute

Contacting Flight Service

To contact Flight Service, you can transmit a request on the general Flight Service Station frequency of 122.2 However, you will often get help more quickly by contacting a specific FSS To do so, locate on your enroute chart the VOR or remote communications outlet (RCO) closest to your current location that indicates Flight Service Station frequencies The frequency above the VOR

or RCO information box may be utilized to communicate with the Flight Service Station

Weather • 15

Some Flight Service Stations allow pilots to transmit and receive messages on the same frequency The frequency is placed above the VOR information box, and the name of the FSS is placed below the box (in the example above, the St Louis FSS transmits and receives on 122.3)

For RCOs, the name of the FSS and the frequency are placed inside the

information box and pilots can transmit and receive on the frequency listed

If a frequency is followed by an "R", you must transmit on the frequency that precedes the R (in this example, 122.1), and receive on the VOR frequency listed, 115.7 in this case Tune the correct VOR frequency on the NAV radio, select the NAV button on the audio panel, and adjust the volume and squelch to receive FSS transmissions

When contacting an FSS in this manner, state the name of the Flight Service Station and the name of the VOR that you are receiving (e.g “St Louis Radio, N257AT listening Farmington VOR.”) This allows the FSS to transmit on one particular VOR, rather than blocking several frequencies

If you receive no response, wait 30 seconds before transmitting again FSS staff work several frequencies, so it may take a while for them to get back

A Flight Service Station can also provide additional services, such as filing flight plans, obtaining IFR clearances, and providing NOTAMs and TFRs

PIREPs

Pilot reports, also known as PIREPs, allow pilots to provide (and receive) date weather information including general weather info, sky cover, cloud bases and tops, winds, turbulence, and icing Check PIREPs while obtaining a preflight weather briefing with a briefer or by using the ForeFlight PIREPs feature

up-to-If time allows, consider filing a PIREP inflight to assist your fellow pilots You can

do so by contacting an FSS To make filing a PIREP easier, ForeFlight’s Scratchpad feature contains a PIREP template that lists all possible PIREP components, although you do not need to provide every possible piece of information to submit a valid PIREP For example, to submit a turbulence PIREP, provide the location, time, altitude, type of aircraft, and turbulence observation (using the intensity levels discussed above)

Fuel Policies & Management

Fuel must be topped-off before every cross-country flight segment off” means that fuel is visible with the fuel cap removed and the pilot’s hand can touch the surface of the fuel If this cannot be done, then the pilots must have the aircraft refueled before departing

“Topped-Refueling procedures for ATP locations and commonly-visited airports can be found in the ATP Airport Pages, viewable in the Library or in your ForeFlight Documents Library If you have questions about these procedures, or if you have diverted to an airport not listed in the ATP Airport Pages, contact ATP Flight Operations

Both the PF and PM must visibly and physically check the fuel level, and one pilot must sump the tanks to ensure the fuel is not contaminated Do not rely on fuel gauges alone

Fuel Selectors

Many accidents and forced landings have occurred because pilots failed

to manage their fuel properly, resulting in an engine “failure” due to fuel starvation In fact, fuel starvation is a leading cause of engine “failures” in general aviation aircraft In many cases, aircraft with plenty of fuel on board crashed or experienced forced landings because the fuel selector was

positioned in a way that prevented fuel from reaching the engine

During crew cross-countries, both pilots are responsible for monitoring fuel

levels and maintaining balanced fuel loads

Fuel Management • 17

Cessna 172 Fuel Selector

In the Cessna 172, the fuel selector valve shall, unless operational necessity dictates otherwise, remain in the BOTH position during all phases of flight

Piper Archer Fuel Selector

The Piper Archer’s fuel selector does not have a BOTH position, so pilots must monitor fuel burn as a flight progresses to maintain a balanced fuel load Throughout operation, checklists will call for “Fuel Selector Proper Tank”

“Proper Tank” usually means the fullest tank, indicating pilots should alternate tanks at regular intervals During long cross-country flights, set a timer and switch to the fullest tank every 30 minutes to maintain a balanced fuel load

Piper Seminole Fuel Selector

Fuel selectors in the Piper Seminole should remain in the ON position, unless operational necessity dictates otherwise

Changing Fuel Selector Position

Do not change the fuel selector position in any aircraft during critical phases of flight, including takeoff and landing operations below pattern altitude, unless specifically called for by an emergency checklist

Do not switch fuel tanks or change the fuel selector position once the run-up

has been completed An engine may run on the fuel in the lines for several minutes after the fuel supply has been interrupted, so switching tanks just before takeoff can cause an engine failure during takeoff

Maximum Flight Duration

The maximum duration of flight is based on the airplane’s fuel tank capacity Multi-Engine Aircraft and Single-Engine

Aircraft with 48 Gallons or more 3:30 duration Single-Engine Aircraft with less than 48 Gallons 2:30 duration

Flight duration is measured with the "OFF/ON" Hobbs meter

NOTE: ATP's Cessna 172s have different fuel capacities Some

early-model (K-P) Cessna 172s have as little as 38 gallons

of usable fuel These aircraft have been upgraded with 180-horsepower engines, giving them fuel burn rates similar to that of newer 172s, but without the larger tanks found on R and

S models These aircraft have a significantly reduced endurance (with VFR reserve) of approximately 3 hours in the training environment, even with full tanks Always verify fuel capacities and burn rates by referencing the POH and supplements specific

to the aircraft being flown.

18 • Fuel Management

Determining Tank Size and Modifications

As a planning resource, consult the ATP Aircraft Quick Reference (available

in the Training Library and ForeFlight Documents Library) for aircraft tank size, approximate fuel consumption, and modification information These are unofficial numbers for training purposes only, so always verify using the aircraft POH and placards for approved information

Keeping Track of Fuel Burn & Time Enroute

It is the crew’s responsibility to plan for and keep track of fuel consumption and flight duration as the flight progresses If an in-flight delay will extend a flight’s duration over the authorized limits, the crew must divert to a suitable alternate airport

NOTE: Always use conservative fuel estimates when planning a

flight

Scheduling Procedures • 19

SECTION 6

Scheduling Procedures

Assignment & Availability

In order to be scheduled for crew cross-country flights, students enrolled in the Airline Career Pilot Program must be aware of the availability requirements for Fast Track students, and must know how to check their schedules

Fast Track Availability

Fast Track students are expected to be available for flights every day If a student is unfit to fly (due to illness or fatigue), they must notify ATP Flight Operations at the earliest possible opportunity, so that alternate arrangements can be made

Flight Scheduling

ATP Flight Operations will make every effort in assigning trips to complete the cross-country requirement in the allotted time Flight schedules, destinations, enroute airports, etc., will be based on the following factors:

• Resource availability

• Training requirements

• Weather

• Notices to Airmen (NOTAMs)

• Airport facilities and services available (including fees, costs, and hours

of operation)

Change Happens – Be Flexible

The aviation industry operates in a dynamic environment that is constantly subject to changes Pilots and operators have to work around hazardous weather, aircraft maintenance problems, airport or airspace closures, crew delays, and any number of other unforeseen circumstances

Weather, airspace, or maintenance problems occurring in one part of the country can radiate throughout the system causing delays, cancellations, or changes far from the original problem Bottom line: expect changes to happen

Be prepared for changes.

Currency

To be eligible for crew cross-country flights, students must have logged

flight time within the preceding 10 days If more than 10 days elapse without

a flight, the student will need to conduct a local refresher flight with an

instructor before resuming crew operations ATP Flight Operations will assist in coordinating this flight prior to scheduling out-of-currency students for crew cross-country flights

Schedule Notifications via SMS

ATP Flight Operations creates the schedule for the following day based on the factors described above Once the schedule is complete, a text message is sent instructing students to check their schedules by logging into their Student Extranet accounts or by viewing their iCalendar feed

Students who receive a text message but do not have flights listed for the following day should remain available and able to fly Flight Operations

personnel will contact previously unscheduled students if they are able to be scheduled that day If students have not been contacted by 10:00 AM local time, then they should utilize the remainder of the day for studying, taking required FAA written exams (CAX/FIA/FII/FOI), and completing the Commercial / CFI Self-Study Course located in their Student Extranet

Students who are scheduled for flights on the following day should follow the procedures in Section 8 ("Departure Procedures") of this supplement

Available students who do not receive a text message must contact ATP Flight Operations by 9:00 AM local time to obtain additional information or a possible trip assignment

Viewing Your Schedule

You can subscribe to your ATP training schedule on an iPad, iPhone, Android device, or any other software or device that supports calendar subscriptions

in iCalendar format Sign in to your Student Extranet account and follow the instructions located on the right side of the Schedule or Program Outline page

Weight & Balance – Performance

Cross-country crews are responsible for manually computing weight and balance, and performance prior to each flight using POH/AFM data applied to current conditions

Computer programs and mobile apps that calculate aircraft weight and balance or performance are not authorized

Refer to the Calculating Weight and Balance Manually policies and procedures bulletin on Student Extranet.

Runway Minimums

The minimum runway length for takeoff and landing is:

• 4,000’ for Multi-Engine aircraft

• 3,000’ for Single-Engine aircraft

75’ is the minimum runway width for all aircraft

Takeoffs and landings may be conducted on runways shorter than the above listed minimums only under the following conditions:

• The airport is pre-approved (reference the ATP Airport Pages)

• Prior approval is received from ATP Flight Operations

• In the event of an emergency

22 • Preflight Actions

Intersection Takeoffs

Intersection takeoffs are approved if minimum runway requirements listed above are met Look for runway distance remaining signs; if they are not present, confirm with ATC how much runway is available from a given

intersection

"Tower, verify runway length is at least 4,000’/ 3,000’ from intersection Alpha"

Minimum Aircraft Oil Levels

As part of the preflight inspection, both pilots must confirm that the aircraft has

the appropriate level of engine oil

Minimum for Takeoff Maximum for Takeoff

ATP policy is to add a full quart of oil to the engine whenever it is possible to do

so without exceeding the maximum capacity Only use full, unopened quarts

of oil, as opened bottles may have become contaminated Do not add partial quarts of oil to the engine, as the remainder cannot be used later

Each aircraft has a case of aircraft oil in the baggage compartment and a plastic funnel that can screw onto the oil bottle After each use, place supplies in the plastic tub provided to prevent oil from soiling the cabin If the aircraft is out of oil or if the funnel is missing, notify ATP Flight Operations so the aircraft can be restocked

IFR Route Planning

Destination airports for cross-country flights must be coordinated in advance by contacting ATP Flight Operations Flights will be conducted on an IFR flight plan filed by the PIC using the correct n-number

The crew will plan a route of flight from their departure airport to the

destination The flight must be planned for the most direct route consistent with safety, weather, terrain, and ATC considerations

Crews must consider the following when planning a route:

1 Terrain: Will the flight take the crew over potentially hazardous terrain?

Is the aircraft capable of clearing the terrain given the conditions and density altitude? If an emergency landing becomes necessary, are there suitable landing sites (especially in mountainous or swampy terrain)?

Preflight Actions • 23

2 Fuel: How much fuel will be required for the flight? Is it enough to make

the destination within the maximum flight duration listed in the Fuel Management section? Is an alternate airport in range?

3 Weather: Is the weather above minimums at both the departure and

destination airports? Is an alternate required? Is there any enroute weather that would present a hazard to the flight? If convective

weather is expected near the route of flight, is there a reasonable plan for avoiding precipitation cells? If icing is a possibility, is there a reasonable plan to avoid and/or escape it?

4 Flight Over Water: Does the flight plan take the crew over water? If so,

is it close enough to land that a power-off glide can be made to a solid surface?

5 MEAs/MOCAs/OROCAs: What are the MEAs/MOCAs/OROCAs for the

route of flight? Are they achievable in the aircraft to be flown under current density altitude conditions? Is terrain clearance assured for each route segment with emergency landing sites along the route? For multi-engine aircraft, can the necessary altitude be maintained following an engine failure? Can the aircraft remain low enough not to require supplemental oxygen?

ATP Flight Operations will review filed routes based on the factors listed above and may suggest amendments or decline a proposed route of flight in the interest of safety or operational concerns Amendments will be coordinated with the PIC, who will be responsible for amending the filed route with ATC

Use of ATP Airport Pages

ATP Airport Pages provide information specific to ATP operations at each ATP location and commonly visited cross-country airports Information provided includes:

• ATP location or approved FBO on the field

• Fueling information

• Departure and arrival information

• Common taxi routes (what to expect)

• Allowed and disallowed runways

While on cross-country flights, crews are expected to have the ATP Airport

Pages available through ForeFlight > Documents > ATP Flight School on the iPad Airport pages can also be found by logging into Student Extranet >

Library > ATP Airport Information

Crews are responsible for downloading the ATP Airport Pages through

ForeFlight prior to departure, and are expected to use this information when

24 • Preflight Actions

planning and conducting flights Contact ATP Flight Operations with any questions related to Airport Page data or if any data is inaccurate

Current Navigational Charts

Prior to departure, both pilots must have downloaded and saved for offline use

all appropriate aeronautical charts using ForeFlight This includes IFR Low Route Charts, VFR Sectional Charts, and Terminal Procedures Publications for the entire planned route of flight, including alternates and possible diversion airports

En-The following is the recommended procedure for downloading the appropriate charts in ForeFlight:

• Select the More tab at the bottom of the screen, then select

Downloads from the list at left

• Under Download Settings, select United States

• Select (minimum)

• Taxi Diagrams and A/FD

• Terminal Procedures

• VFR Charts

• IFR Low Charts

• High Resolution Terrain

• Select all states that your route of flight will pass through or near

• Select the Downloads arrow at the top to return to the "Downloads" page, then tap the green Download button to begin saving your

charts/plates

Chart updates become available a few days prior to the expiration of the current chart set Updating early is encouraged, as download speeds can be slow depending on location ForeFlight will use only current data, even if new data is downloaded early Advise ATP Flight Operations if you have difficulty downloading current charts

Pilots should also use the ForeFlight “Pack” feature to ensure current charts and data are available for a planned route Once a route is entered in the “Maps”

page, tap the suitcase icon just below the Clear button ForeFlight will check

for any relevant charts, plates, or other information (including weather and

NOTAMs) that you have not saved Tapping the Pack button will save that

information to your iPad

Preflight Actions • 25

iPad Charge

Prior to arrival to the airport, both pilots must have their iPads charged

sufficiently to complete the planned trip iPads should be charged overnight prior to a trip, as ATP aircraft are not equipped with charging receptacles Some useful tips for iPad users:

• To maximize battery life, go to the Settings menu and disable any

transmissions (Wi-Fi, cellular data, Bluetooth, etc.) you are not currently using

• During cruise flight, use only one iPad at a time to save battery (the PM’s iPad, since he/she will be handling navigation duties) However, during critical phases of flight (ground operations, departures, arrivals, and approaches), both pilots must have the appropriate plate in view on their iPad

• Keep the iPad out of direct sunlight, to prevent overheating and maximize battery life

• When active, ForeFlight prevents the iPad from automatically entering sleep mode To maximize battery life, press the sleep/wake button before setting aside the iPad

• Visit www.atpflightschool.com/faqs/ipad/ipad-tips-and-tricks.html for more information

26 • Departure Procedures

SECTION 8

Departure Procedures

Show Time – 1 Hour Minimum Prior to Departure

Students that are scheduled must comply with “show time” and other

procedures outlined in this section

The start time on the Student Extranet and iCalendar schedule reflects the scheduled departure time Crews with scheduled flights must arrive at the departure airport a minimum of one hour prior to the scheduled departure time (longer if necessary) to allow time to complete a thorough preflight, obtain fuel, file a flight plan, coordinate with Flight Operations, etc

Flight Operations Notification

When preflight activities are complete, students are required to call ATP Flight

Operations at (904) 595-7980 prior to the scheduled departure time to advise

of departure status If unable to contact ATP Flight Operations after multiple attempts, call Mike Krieger at (904) 233-6363

Notify Flight Operations only when:

• You are calling from the departure airport

• Your IFR flight plan is filed

• Your preflight inspection is complete

• Both pilots have checked and visually verified fuel and oil levels

• Both iPads are charged with all navigation data downloaded and available for offline use

Crews may not depart until all of these conditions have been met The PF (the PIC listed on the IFR flight plan) is responsible for notifying ATP Flight Operations that the flight is ready to depart, and is the ultimate and final authority under the provisions FAR §91.3(a)

Departure Procedures • 27

Delays, Changes, or Amendments

Crews are expected to depart without delay once the PIC has contacted Flight Operations The PIC must immediately advise ATP Flight Operations of any delays more than 30 minutes or changes in the status of the flight or aircraft

If the reported or actual weather deteriorates below the minimums established for crew cross-country flights prior to takeoff, or weather becomes unsafe at the departure airport, the PIC shall immediately terminate the flight and notify ATP Flight Operations

Use of Flight Tracker Log

Use the Flight Tracker A/C Log form to annotate Hobbs times prior to the beginning of each flight Record the times from both the In/Out and the Off/On Hobbs Crews must report these times to ATP Flight Operations when calling

at the end of the flight They are also necessary to properly calculate the flight times logged by the PF and PM

Avoiding Delays

Cross-country crews are expected to avoid lengthy delays between flights Advise Flight Operations if more time is needed than required to refuel, take a short break, and properly plan the next flight

• The challenge-response checklist is initiated after actions or

configuration changes are completed by memory The checklist confirms that the proper actions were taken

In either case, the checklist is carried out in the following manner:

• The PM reads each checklist item and response out loud to the PF

• The PF configures (do-list) or verifies (challenge-response) and

responds to the PM with the appropriate checklist response

• Both pilots verify each action is completed correctly and the PM will call out any errors, omissions, or inaccuracies (e.g., an incorrect response)

Do-List

The primary method of accomplishing checklists as a crew during crew countries is a do-list type checklist With a do-list, the checklist is used to direct the pilots in configuring the aircraft using a step-by-step approach The process

cross-of conducting a do-list is as follows:

• The PF calls for the checklist by name (e.g., “Engine Start Checklist”)

Checklist Procedures • 29

• The PM reads each checklist item and the appropriate response

one-at-a-time (e.g., “Mixture Rich”) This prompts the PF of the appropriate

action and response

• The PF accomplishes the action or sets the item to the correct position, then announces the status of the item using the correct response

Example Engine Start Checklist C172 K-P Model

Action Call for the Engine Start

Checklist when ready to start

engine.

Call “Engine Start Checklist”

Action Initiate the Engine Start

Checklist and monitor PF actions.

Call “Engine Start Checklist

Primer 3 Strokes & Lock”

Action Prime the engine using 3

strokes and lock the primer in

place.

Call “3 Strokes & Lock”

Call “Mixture…Rich”

Action Position the mixture control to

the full rich position.

Call "Rich"

Call “Throttle…Cycle 1 Stroke & 1/4

inch Open”

Action Cycle the throttle 1 full stroke

and position to 1/4 inch open

Call “Cycle 1 Stroke And 1/4 inch

Open"

Complete all checklist items in same manner…

when all items complete:

Call “Engine Start Checklist

Complete”

Challenge-Response

With challenge-response checklists, the checklist “backs up” or verifies recently accomplished configuration changes rather than directing step-by-step actions

During crew cross-country operations, think of challenge-response checklists

as “challenge-response-responses” because the PM reads the challenge and correct response to prompt the PF of the desired action or response The process of conducting a challenge-response checklist during crew cross-countries is as follows:

• The PF calls for the checklist by name (e.g., “After Takeoff Checklist”)

• The PM reads each checklist item and the appropriate response

one-at-a-time (e.g., “Flaps Up”) This reminds / prompts the PF of the

appropriate action and correct response

• The PF verifies the action is complete (or accomplishes it if it was previously missed), then announces the status of the item using the

correct response ("Up")

• Once the item is confirmed by both pilots, the next item is completed

in the same manner, and so on

• When all items are complete, the PM announces “After Takeoff Checklist

Complete.”

Checklist Procedures • 31

Example Challenge-Response After Takeoff Checklist in the PA-44

Action Complete a “normal takeoff”

following the procedure in

the Piper Seminole Training

Supplement Passing 1,000’

AGL, set 24” MP, 2500 RPM

Call “After Takeoff Checklist”

Action Initiate the After Takeoff

Checklist, monitor PF actions and verify all checklist items

Call “After takeoff checklist Power

(24” MP/2500 RPM) Set"

Action Verify correct MP and RPM

settings.

Call “(24” MP/2500 RPM) Set”

Call “Flaps Up / Gear Up Check”

Action Verify the flaps and gear are in

the up position

Call “Check”

Call “Cowl Flaps As Required”

Action Check CHT and oil temps

and verify correct cowl flap

The correct response to an “As Required” checklist item is the actual position

or condition based on the circumstances (e.g., “Open”, “Closed”, “On”, “Off” etc.)

Never respond with "As Required."

Emergency Checklists

ATP SOPs require that all emergency checklist items will be memorized and the checklist will be accomplished after the memory items are performed during non-critical phases of flight when time permits

An example of a critical phase of flight is an engine failure after takeoff, during which memory items must be accomplished without delay, and time does not permit referring to the checklist or diverting attention away from aircraft control