A Good Pilot is Always Learning

commercial_airplane_acs_2017

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A-18 decisions. For example, the evaluator may develop a scenario that incorporates weather decisions and performance planning. In assessing the applicant's performance, the evaluator should take note of the applicant's use of CRM and, if appropriate, SRM. CRM/SRM is the set of competencies that includes situational awareness, communication skills, teamwork, task allocation, and decision making within a comprehensive framework of standard operating procedures (SOP). SRM specifically refers to the management of all resources onboard the aircraft as well as outside resources available to the single pilot. Deficiencies in CRM/SRM almost always contribute to the unsatisfactory performance of a Task. While evaluation of CRM/SRM may appear to be somewhat subjective, the evaluator should use the risk management elements of the given Task(s) to determine whether the applicant's performance of the Task(s) demonstrates both understanding and application of the associated risk management elements. Multiengine Considerations On multiengine practical tests, where the failure of the most critical engine after liftoff is required, the evaluator must consider local atmospheric conditions, terrain, and type of aircraft used. The evaluator must not simulate failure of an engine until attaining at least V SSE /V XSE /V YSE and an altitude not lower than 400 feet AGL. The applicant must supply an airplane that does not prohibit the demonstration of feathering the propeller in flight unless the conditions below for a type rating are met. For multiengine practical tests conducted in the airplane, the evaluator will set zero thrust after the applicant has simulated feathering the propeller following a simulated engine failure. The applicant must demonstrate feathering one propeller in flight unless the manufacturer prohibits this action. Practical tests conducted in a flight simulation training device (FSTD) can only be accomplished as part of an approved curriculum or training program. Any limitations or powerplant failure will be noted in that program. In a multiengine airplane or FSTD equipped with propellers (including turboprop), the applicant must demonstrate feathering one propeller and engine shutdown unless: • the practical test is for a type rating, and • the airplane used for the practical test was not certificated with inflight unfeathering capability. In this situation, the applicant may perform a simulated powerplant failure. In all other cases, the applicant must demonstrate the ability to safely feather and unfeather the propeller while airborne. For safety reasons, when the practical test is conducted in an airplane, the applicant must perform Tasks that require feathering or shutdown only under conditions and at a position and altitude where it is possible to make a safe landing on an established airport if there is difficulty in unfeathering the propeller or restarting the engine. The evaluator must select an entry altitude that will allow the single-engine demonstration Tasks to be completed no lower than 3,000 feet AGL or the manufacturer's recommended altitude, whichever is higher). If it is not possible to unfeather the propeller or restart the engine while airborne, the applicant and the evaluator should treat the situation as an emergency. At altitudes lower than 3,000 feet AGL, engine failure should be simulated by reducing throttle to idle and then establishing zero thrust. Practical tests conducted in an FSTD can only be accomplished as part of an approved curriculum or training program. Any limitations on powerplant failure will be noted in that program. Engine failure (simulated) during takeoff should be accomplished prior to reaching 50 percent of the calculated V MC. Single-Engine Considerations For safety reasons, the evaluator will not request a simulated powerplant failure in a single-engine airplane unless it is possible to safely complete a landing. High Performance Aircraft Considerations In some high performance airplanes, the power setting may have to be reduced below the ACS guidelines power setting to prevent excessively high pitch attitudes greater than 30° nose up.

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