Cirrus SR 20 Training Guide - Classic Air Aviation

Training GuideSection 1demonstrating both automation and manual flyingcompetence. Conducted on a planned VFR or IFR crosscountry scenario, the PT will generate acceptable solutions,while effectively using all resources that are available.Lesson 8:This lesson is the final flight that will take into accountpreviously learned material. Conducted on a planned crosscountry scenario, the PT will demonstrate knowledge andskill levels that meet or exceed defined desired outcomes.NOTE:Optional biennial flight review and/or instrument proficiencycheck training can only be conducted after satisfactorilycompleting the transition training courseLesson 9:This lesson is an optional biennial flight review in which anadditional half day of training will be necessary to cover therequired ground material.Lesson 10: This lesson is an optional instrument proficiency check inwhich an additional day of training will be needed to coverthe required ground and flight lesson. 2005 All Rights ReservedUND Aerospace Foundation, Grand Forks, ND 58202Cirrus Design, Duluth, MN 558111-6

Training Guide1.8Section 1Additional Services and FeesIn addition to regular transition training, UND Aerospace Foundationoffers the following additional services and training to Cirrus customers.Please contact us at (218)-788-3217 to schedule all your training needsor view our website for more information athttp://www.aero.und.edu/cirrus. Delivery of your aircraft to your home airport and training athomeFlight home accompanimentBiennial Flight Review (BFR)o Extra ½ day requiredInstrument Proficiency Check (IPC)o Extra full day requiredRecurrent TrainingOne day structured courseAccelerated Instrument CourseCustom TrainingTraining to fit your needs and requirementsNOTE: It is highly recommended that you come to Duluth to takedelivery of your aircraft and complete the transition program. If youdecide to take advantage of our additional services, you are responsiblefor fees associated with training outside of the factory which may includebut are not limited to lodging, meals, airfare, transportation, aircraft fuel,charts, and unforeseen delays due to weather and/or mechanical issues.Please call or visit us online for a current listing of our fee schedule athttp://www.aero.und.edu/cirrus and follow the links for”Service/Scheduling” and “Fee/Billing.” 2005 All Rights ReservedUND Aerospace Foundation, Grand Forks, ND 58202Cirrus Design, Duluth, MN 558111-7

Training GuideSection 1Intentionally Left Blank 2005 All Rights ReservedUND Aerospace Foundation, Grand Forks, ND 58202Cirrus Design, Duluth, MN 558111-8

Training GuideSection 2Section 2Operational Guidelines forPersonal and Weather Risk AssessmentTable of Contents2.1Introduction and Overview . 22.1.1Scope. 22.1.2References. 32.2Initial Operating Experience (IOE). 42.2.1Initial Operating Experience Guidance. 42.2.230 Day Guidance. 42.2.360 Day Guidance. 42.2.4Annual Recurrent Training. 52.3Establishing Personal Minimums . 6Risk Factors for Personal Weather Minimums Chart .11IOE Weather Minimums. Error! Bookmark not defined.After IOE Weather Minimums . Error! Bookmark not defined.2.4Risk Assessment .142.4.1PAVE (Pilot-Aircraft-enVironment-External pressures) .142.4.2Preflight Risk Assessment .142.5Best Practices Weather Flight Planning .152.5.1Sources of Information for Flight Planning.152.5.2Weather Information and Flight Readiness Review .152.5.3Preparing Your Mental Weather Map.162.5.4Primary Flight Plan .172.5.5Alternate Flight Plan .17 2005 All Rights ReservedUND Aerospace Foundation, Grand Forks, ND 58202Cirrus Design, Duluth, MN 558112-1

Training Guide2.1Section 2Introduction and OverviewAs a general aviation (GA) pilot, you are the head of your flightdepartment, and as such, have multiple roles. In general, you areresponsible for selecting the proper airplane for the mission, ensuringadequate pilot training, establishing personal weather minimums, andensuring all maintenance is in compliance. You are the dispatcherresponsible for gathering weather and other flight information, planningthe flight, ensuring adequate fuel for the mission, and perhaps actuallyfueling the airplane. You are the pilot in command responsible for thesafety of the flight using all available resources to make correct timelydecisions regarding weather and possible system malfunctions andfailures. In commercial air carrier operations and corporate flightdepartments, these responsibilities are assigned to different persons. Aircarriers are required to have standardized procedures to aid theresponsible persons in accomplishing their role, and corporate flightdepartments typically do the same. Adopting similar safety proceduresfor non-corporate GA operations would lead to similar safety results.The Personal and Weather Risk Assessment Guide will assist you indeveloping your own standardized procedures for accomplishing thedispatch and pilot in command responsibilities of your flight departmentand will help you make sound preflight and in-flight weather decisions.2.1.1 ScopeSection 5 is split up in to four areas that build upon similar principles.These principles can be applied to your everyday flying. A briefexplanation of each of the areas is described in the following paragraphs: Section 2.2 Initial Operating Experience (IOE) provides guidance topilots during the first 100 hours of operation. Guidance is provided toimprove safety while you continue to explore your capabilities andthose of your aircraft. Section 2.3 Establishing Personal Minimums provides guidance onestablishing personal weather minimums for both before and afterthe IOE period. Included are forms for compiling your pilotcertifications, training, and experience, which assists you indeveloping appropriate personal weather minimums. Along with apersonal assessment sheet, suggested weather minimums areprovided to assist you in developing your own personal minimums.Cirrus recommends attaching the completed personal minimumsform to your logbook for quick reference. 2005 All Rights ReservedUND Aerospace Foundation, Grand Forks, ND 58202Cirrus Design, Duluth, MN 558112-2

Training GuideSection 2 Section 2.4 Preflight Risk Assessment provides guidance onassessing the risk of a particular flight and planning a safe flightgiven the weather conditions, and should be referenced before eachflight. This section contains two established risk assessment toolswhich require the assessment of the pilot, the aircraft and theenvironment for the mission. The first tool, PAVE (Pilot-AircraftenVironment-External pressures), allows you to identify the risksassociated with the flight. The second tool, (flight risk assessmentform), allows you to quantify or measure the relevant risk elements.These tools are presented to improve your decision making skills. Itis up to you to apply these tools to your preflight planning. Section 2.5 Best Practices Weather Flight Planning contains theBest Practices Weather Planning guide. This guide explains how toobtain a weather briefing and develop a plan to complete the flightsafely given the weather conditions. This guide stresses the need tohave a back up plan, “Plan B,” before embarking on any flight.2.1.2 ReferencesThe appendix contains reprints of the appropriate documents describedin this section as listed below. Additional copies of these documents areavailable online under the HTMLeZ section at:http://www.aero.und.edu/cirrus. Appendix A:Appendix B:Appendix C:Personal Weather MinimumsPersonal Minimums Checklist (PAVE)Preflight Risk Assessment Form 2005 All Rights ReservedUND Aerospace Foundation, Grand Forks, ND 58202Cirrus Design, Duluth, MN 558112-3

Training Guide2.2Section 2Initial Operating Experience (IOE)This section provides guidelines during the first 100 hours of operation tohelp improve the overall safety in Cirrus aircraft. Transitioning into a newaircraft creates unique challenges that need to be considered for safeoperation of your aircraft. Guidance is provided for creating personalweather minimums during the IOE period in Section 2.3.The term IOE is derived from the airline industry and refers to pilots thathave completed their initial training but are still in the process of learninga new aircraft and avionics. The IOE starts after you have completed thetransition training and should be used for guidance during your dailyflight operations. The IOE program is derived from the operatingprocedures Cirrus Design uses for its company pilots.NOTE: It is highly recommended you follow the IOE program which iscovered in Section 4 of this guide.2.2.1 Initial Operating Experience GuidanceIn order to keep you in a safety mindset and help you make sounddecisions during your preflight and daily flight operations, the IOEprogram is broken down into 30 and 60 day intervals.2.2.2 30 Day GuidancethOn the 30 day of the IOE program, Cirrus recommends that youcomplete the Practical Risk Management Course developed by John andMartha King. The course can be purchased online at:http://kingschools.com/.2.2.3 60 Day GuidancethOn the 60 day or upon completion of the IOE (100 hours in aircrafttype), whichever comes first, Cirrus recommends that you fly with aCirrus Standardized Instructor or UNDAF Factory Instructor. Cirrusrecommends that the flight include normal and abnormal flight scenarioswith an emphasis on aeronautical decision making, risk managementand automation competency. The flight will allow you to refresh andreview what was covered during initial training. Guidance will be providedin the development of personal weather minimums. 2005 All Rights ReservedUND Aerospace Foundation, Grand Forks, ND 58202Cirrus Design, Duluth, MN 558112-4

Training GuideSection 22.2.4 Annual Recurrent TrainingYour training and proficiency have a direct impact on your aviationsafety. Recurrent training is a major factor in promoting flight safety.Cirrus recommends that all pilots voluntarily undergo the equivalent of aflight review annually rather than every two years. Additionally, Cirrusrecommends instrument rated pilots complete an instrument proficiencycheck (IPC) every six months.Because of the technological advancements and safety featuresavailable in the Cirrus aircraft, it is important to avoid overdependenceupon or overconfidence in the capabilities of your aircraft. Both yourcapabilities and those of your aircraft, together with the various otherfactors affecting flight safety, must be taken into account before eachflight. 2005 All Rights ReservedUND Aerospace Foundation, Grand Forks, ND 58202Cirrus Design, Duluth, MN 558112-5

Training Guide2.3Section 2Establishing Personal MinimumsEach pilot should establish personal weather minimums, which may be,and often are, above FAA legal minimums for a VFR or IFR flight.Airlines and corporate flight departments have personal minimums aboveFAA weather minimums where pilot experience is limited, and haveoperations minimums that apply when the aircraft has less than fulloperation of all systems necessary for dealing with weather. Personalweather minimums are based on an assessment of pilot certification,training, and experience. When you obtain a new certificate or rating, orwhen your current experience level changes, you should review and, ifappropriate, revise your personal minimums. The forms that follow thissection are design to assist you to assess your certification, training andexperience level so that you can develop your personal minimums. Yourcompleted personal weather minimums should be cut, folded, and placedin your flight bag for ready reference.Assessment of personal minimums should include, but are not limited to: Pilot Certification (e.g., commercial, instrument rating). Training (e.g. flight review - wings or annual training, IPC, timesince initial training, variation in equipment, and familiarity withthat equipment) Experience (e.g., total years flying, total flight time, time in type,number of landings in the last year, night time and nightlandings, experience with high density airports, experience withmountain flying, IFR hours last year, approaches - actual orsimulated – within the last year).On page 2-11 you will find the table “Risk Factors for Personal WeatherMinimums.” Simply fill in your score (1-5) based on your experience inthe right column and total up you score. Your score will be used todetermine into which category you place. A higher score puts you into ahigher risk category and a lower score into a lower risk category. Thistable should be completed and risk category determined prior todeveloping your personal minimums.Your personal weather minimums should be a reflection of yourexperience and background. It is important look at each individual factorto determine your most appropriate score. Identifying factors in which 2005 All Rights ReservedUND Aerospace Foundation, Grand Forks, ND 58202Cirrus Design, Duluth, MN 558112-6

Training GuideSection 2you scored high is an important step in finding ways to reduce the overallrisk of your operation.Your score will put you into one of three categories: A, B, or C. Basedupon the factors to be considered in the chart, a category A pilot has themost amount of experience, a category B pilot has an average amount ofexperience, and a category C pilot has the least amount of experience.It is important to bear in mind that there are other factors in addition toflight experience that will determine your personal weather minimums.Example of a Category A pilot: Professional pilot (ATP/Commercial/CFI) Flies frequently (at least 30 hours per month) Flight experienceo Over 1000TTo Over 100 hours in Cirruso Extensive instrument experience (at least 10 hours permonth)Example of a Category B pilot: Commercial or Private with Instrument Rating Flies somewhat frequently (at least 20 hours per month) Flight experienceo Under 1000TTo Under 100 hours in Cirruso Average instrument experience (at least 3 hours permonths)Example of a Category C pilot: Private with or without Instrument Rating or Student Pilot Flies sporadically (less then 10 hours per month) Flight experienceo Under 500TTo Under 100 hours in Cirruso Minimum or no actual instrument experience (under 3hours per month)On page 2-12 and 2-13 you will find two suggested weather minimumscharts. A chart is provide for your IOE period (first 100 hours in Cirrus)and after IOE (over 100 hours in Cirrus). Utilize these suggestedminimums to aid you in development of your own personal minimums. Ablank column labeled “Personal Weather Minimums” is provided next tothe suggested weather minimums so that you may fill in your personal 2005 All Rights ReservedUND Aerospace Foundation, Grand Forks, ND 58202Cirrus Design, Duluth, MN 558112-7

Training GuideSection 2ratings. At any time your personal weather minimums are morerestrictive than the suggested minimums, use your personal minimums.Suggested weather minimums are provided based upon the categoryinto which you fall. Remember, these are suggested weather minimumsprovided to help guide you in the development of your personal weatherminimums. Your unique experience and background are significantdetermining factors when creating your personal weather minimums. Forexample, Cirrus recommends flying to and from hard surface runwaysonly, for all three categories. Flying to and from grass strip runways isconsidered a high risk activity, and should only be undertaken by pilotswith appropriate training and experience. When determining your ownpersonal minimums, a little common sense will go a long way.A brief explanation of each factor used to determine your category isoutlined below. Cirrus recommends that you do not limit this decisionjust to the factors outlined in the chart. It is vital to reflect on ALL yourflight experiences when determining your personal weather minimums. Age: According to the automotive industry, people under 25 yearsold generally accept a higher level of risk, which actually puts themat more risk for an accident. Additionally, as a person ages, sensoryacuity and reaction times decline. This factor also increasesaccident risks for persons over 50 years old. Primary Use of Aircraft: Strict deadlines increase the amount ofpressure felt to complete a flight. This increased pressure may leadto the acceptance of higher risk than normal, thus increasingprobability of an accident. Certificates: The required training and experience gained fromeach new certificate or

Cirrus Design, Duluth, MN 55811 1.5 Transition Training Kits To ensure successful transition of pilots into the Cirrus aircraft, each pilot will need a Cirrus aircraft transition training kit prior to the start of the transition course. This kit includes the following: 1. Training Guide (this binder) 2. Cirrus Aircraft Training Software (CATS) 3.