FAR Appendix E to Part 121—Flight Training Requirements

Pt. 121, App. E

Appendix E to Part 121—Flight Training Requirements

The maneuvers and procedures required by § 121.424 of this part for pilot initial, transition, and upgrade flight training are set forth in the certificate holder's approved low-altitude windshear flight training program, § 121.423 extended envelope training, and in this appendix. All required maneuvers and procedures must be performed inflight except that windshear and extended envelope training maneuvers and procedures must be performed in an airplane simulator in which the maneuvers and procedures are specifically authorized to be accomplished. Certain other maneuvers and procedures may be performed in an airplane simulator with a visual system (visual simulator), an airplane simulator without a visual system (nonvisual simulator), a training device, or a static airplane as indicated by the appropriate symbol in the respective column opposite the maneuver or procedure.

Whenever a maneuver or procedure is authorized to be performed in a nonvisual simulator, it may be performed in a visual simulator; when authorized in a training device, it may be performed in a visual or nonvisual simulator, and in some cases, a static airplane. Whenever the requirement may be performed in either a training device or a static airplane, the appropriate symbols are entered in the respective columns.

For the purpose of this appendix, the following symbols mean—

P = Pilot in Command (PIC).

S = Second in Command (SIC).

B = PIC and SIC.

F = Flight Engineer.

PJ = PIC transition Jet to Jet.

PP = PIC transition Prop. to Prop.

SJ = SIC transition Jet to Jet.

SP = SIC transition Prop. to Prop.

AT = All transition categories (PJ, PP, SJ, SP).

PS = SIC upgrading to PIC (same airplane).

SF = Flight Engineer upgrading to SIC (same airplane).

BU = Both SIC and Flight Engineer upgrading (same airplane).

Flight Training Requirements

Maneuvers/Procedures	Initial training					Transition training					Upgrade training
	A/P		Simulator			A/P		Simulator			A/P		Simulator
	Inflight	Static	Visual simulator	Nonvisual simulator	Training device	Inflight	Static	Visual simulator	Nonvisual simulator	Training device	Inflight	Static	Visual simulator	Nonvisual simulator	Training device
As appropriate to the airplane and the operation involved, flight training for pilots must include the following maneuvers and procedures.
I. Preflight:
(a) Visual inspection of the exterior and interior of the airplane, the location of each item to be inspected, and the purpose for inspecting it. If a flight engineer is a required crewmember for the particular type of airplane, the visual inspection may be replaced by using an approved pictorial means that realistically portrays the location and detain of preflight inspection items.		B					AT					BU
(b) Use of the prestart check list, appropriate control system checks, starting procedures, radio and electronic equipment checks, and the selection of proper navigation and communications radio facilities and frequencies prior to flight				B					AT					BU
(c) (1) Before March 12, 2019, taxiing, sailing, and docking procedures in compliance with instructions issued by the appropriate Traffic Control Authority or by the person conducting the training	B					AT					BU
(2) Taxiing. Beginning March 12, 2019, this maneuver includes the following:
(i) Taxiing, sailing, and docking procedures in compliance with instructions issued by the appropriate Traffic Control Authority or by the person conducting the training	B					AT					BU
(ii) Use of airport diagram (surface movement chart)
(iii) Obtaining appropriate clearance before crossing or entering active runways
(iv) Observation of all surface movement guidance control markings and lighting
(d) (1) Before March 12, 2019, pre-takeoff checks that include power-plant checks				B					AT					BU
(2) Beginning March 12, 2019, pre-takeoff procedures that include power-plant checks, receipt of takeoff clearance and confirmation of aircraft location, and FMS entry (if appropriate) for departure runway prior to crossing hold short line for takeoff			B					AT					BU
II. Takeoffs:
(a) Normal takeoffs which, for the purpose of this maneuver, begin when the airplane is taxied into position on the runway to be used	B					AT					BU
(b) Takeoffs with instrument conditions simulated at or before reaching an altitude of 100′ above the airport elevation			B					AT					BU
(c) (1) Crosswind takeoffs	B					AT					BU
(2) Beginning March 12, 2019, crosswind takeoffs including crosswind takeoffs with gusts if practicable under the existing meteorological, airport, and traffic conditions	B					AT					BU
(d) Takeoffs with a simulated failure of the most critical powerplant—			B					AT					BU
(1) At a point after V₁ and before V₂ that in the judgment of the person conducting the training is appropriate to the airplane type under the prevailing conditions; or
(2) At a point as close as possible after V₁ when V₁ and V₂ or V₁ and V_R are identical; or
(3) At the appropriate speed for nontransport category airplanes
For transition training in an airplane group with engines mounted in similar positions, or from wing-mounted engines to aft fuselage-mounted engines, the maneuver may be performed in a nonvisual simulator
(e) Rejected takeoffs accomplished during a normal takeoff run after reaching a reasonable speed determined by giving due consideration to aircraft characteristics, runway length, surface conditions, wind direction and velocity, brake heat energy, and any other pertinent factors that may adversely affect safety or the airplane				B					AT					BU
Training in at least one of the above takeoffs must be accomplished at night. For transitioning pilots this requirement may be met during the operating experience required under § 121.434 of this part by performing a normal takeoff at night when a check airman serving as pilot-in-command is occupying a pilot station
III. Flight Maneuvers and Procedures:
(a) Turns with and without spoilers				B					AT					BU
(b) Tuck and Mach buffet				B					AT					BU
(c) Maximum endurance and maximum range procedures				B					AT					BU
(d) Operation of systems and controls at the flight engineer station				B					AT					PS
(e) Runaway and jammed stabilizer				B					AT					BU
(f) Normal and abnormal or alternate operation of the following systems and procedures:
(1) Pressurization					B					AT					BU
(2) Pneumatic					B					AT					BU
(3) Air conditioning					B					AT					BU
(4) Fuel and oil		B			B		AT			AT		BU			BU
(5) Electrical		B			B		AT			AT		BU			BU
(6) Hydraulic		B			B		AT			AT		BU			BU
(7) Flight control		B			B		AT					BU			BU
(8) Anti-icing and deicing				B					AT					BU
(9) Auto-pilot				B					AT					BU
(10) Automatic or other approach aids	B			B					AT		SF			BU
(11) Stall warning devices, stall avoidance devices, and stability augmentation devices	B			B					AT		SF			BU
(12) Airborne radar devices				B					AT					BU
(13) Any other systems, devices, or aids available				B					AT					BU
(14) Electrical, hydraulic, flight control, and flight instrument system malfunctioning or failure		B			B		AT			AT		BU			BU
(15) Landing gear and flap systems failure or malfunction		B			B		AT			AT		BU			BU
(16) Failure of navigation or communications equipment				B					AT					BU
(g) Flight emergency procedures that include at least the following:
(1) Powerplant, heater, cargo compartment, cabin, flight deck, wing, and electrical fires		B			B		AT			AT		BU			BU
(2) Smoke control		B			B		AT			AT		BU		BU	BU
(3) Powerplant failures				B					AT						BU
(4) Fuel jettisoning		B			B		B			B		BU			BU
(5) Any other emergency procedures outlined in the appropriate flight manual				B					AT					BU
(h) Steep turns in each direction. Each steep turn must involve a bank angle of 45° with a heading change of at least 180° but not more than 360°				P					PJ					PS
(i) Stall Prevention. For the purpose of this training the approved recovery procedure must be initiated at the first indication of an impending stall (buffet, stick shaker, aural warning). Stall prevention training must be conducted in at least the following configurations:				B					AT					BU
(1) Takeoff configuration (except where the airplane uses only a zero-flap takeoff configuration)
(2) Clean configuration
(3) Landing configuration
(j) Recovery from specific flight characteristics that are peculiar to the airplane type				B					AT					BU
(k) Instrument procedures that include the following:
(1) Area departure and arrival				B					AT					BU
(2) Use of navigation systems including adherence to assigned radials				B					AT					BU
(3) Holding				B					AT					BU
(l) ILS instrument approaches that include the following:
(1) Normal ILS approaches	B					AT					BU
(2) Manually controlled ILS approaches with a simulated failure of one powerplant which occurs before initiating the final approach course and continues to touchdown or through the missed approach procedure	B							AT					BU
(m) Instrument approaches and missed approaches other than ILS which include the following:
(1) Nonprecision approaches that the trainee is likely to use					B					AT			BU
(2) In addition to subparagraph (1) of this paragraph, at least one other nonprecision approach and missed approach procedure that the trainee is likely to use			B					AT					BU
In connection with paragraphs III(k) and III(l), each instrument approach must be performed according to any procedures and limitations approved for the approach facility used. The instrument approach begins when the airplane is over the initial approach fix for the approach procedure being used (or turned over to the final approach controller in the case of GCA approach) and ends when the airplane touches down on the runway or when transition to a missed approach configuration is completed
(n) Circling approaches which include the following:	B					AT					BU
(1) That portion of the circling approach to the authorized minimum altitude for the procedure being used must be made under simulated instrument conditions
(2) The circling approach must be made to the authorized minimum circling approach altitude followed by a change in heading and the necessary maneuvering (by visual reference) to maintain a flight path that permits a normal landing on a runway at least 90° from the final approach course of the simulated instrument portion of the approach
(3) The circling approach must be performed without excessive maneuvering, and without exceeding the normal operating limits of the airplane. The angle of bank should not exceed 30°
Training in the circling approach maneuver is not required for a pilot employed by a certificate holder subject to the operating rules of Part 121 of this chapter if the certificate holder's manual prohibits a circling approach in weather conditions below 1000-3 (ceiling and visibility); for a SIC if the certificate holder's manual prohibits the SIC from performing a circling approach in operations under this part
(o) Zero-flap approaches. Training in this maneuver is not required for a particular airplane type if the Administrator has determined that the probability of flap extension failure on that type airplane is extremely remote due to system design. In making this determination, the Administrator determines whether training on slats only and partial flap approaches is necessary	P							PP, PJ					PS
(p) Missed approaches which include the following:
(1) Missed approaches from ILS approaches			B					AT					BU
(2) Other missed approaches					B					AT					BU
(3) Missed approaches that include a complete approved missed approach procedure					B					AT					BU
(4) Missed approaches that include a powerplant failure			B					AT					BU
IV. Landings and Approaches to Landings:
(a) Normal landings	B					AT					BU
(b) Landing and go around with the horizontal stabilizer out of trim	P							PJ, PP							PS
(c) Landing in sequence from an ILS instrument approach	B					AT		AT					BU
(d) (1) Cross wind landing	B					AT					BU
(2) Beginning March 12, 2019, crosswind landing, including crosswind landings with gusts if practicable under the existing meteorological, airport, and traffic conditions	B					AT					BU
(e) Maneuvering to a landing with simulated powerplant failure, as follows:
(1) Except as provided in subparagraph (3) of this paragraph in the case of 3-engine airplanes, maneuvering to a landing with an approved procedure that approximates the loss of two powerplants (center and one out-board engine)	P							PJ, PP					PS
(2) Except as provided in subparagraph (3) of this paragraph, in the case of other multiengine airplanes, maneuvering to a landing with a simulated failure of 50 percent of available powerplants with the simulated loss of power on one side of the airplane	P							PJ, PP					PS
(3) Notwithstanding the requirements of subparagraphs (1) and (2) of this paragraph, flight crewmembers who satisfy those requirements in a visual simulator must also:
(i) Take inflight training in one-engine inoperative landings; and
(ii) In the case of a second-in-command up-grading to a pilot-in-command and who has not previously performed the maneuvers required by this paragraph in flight, meet the requirements of this paragraph applicable to initial training for pilots-in-command
(4) In the case of flight crewmembers other than the pilot-in-command, perform the maneuver with the simulated loss of power of the most critical powerplant only
(f) Landing under simulated circling approach conditions (exceptions under III(n) applicable to this requirement)	B							AT					BU
(g) Rejected landings that include a normal missed approach procedure after the landing is rejected. For the purpose of this maneuver the landing should be rejected at approximately 50 feet and approximately over the runway threshold	B							AT					BU
(h) Zero-flap landings if the Administrator finds that maneuver appropriate for training in the airplane	P							PP, PJ					PS
(i) Manual reversion (if appropriate)			B					AT					BU
Training in landings and approaches to landings must include the types and conditions provided in IV(a) through (i) but more than one type may be combined where appropriate
Training in one of the above landings must be accomplished at night. For transitioning pilots, this requirement may be met during the operating experience required under § 121.434 of this part by performing a normal landing when a check pilot serving as pilot-in-command is occupying a pilot station	B					AT					BU

[Doc. No. 9509, 35 FR 97, Jan. 3, 1970, as amended by Amdt. 121-91, 37 FR 10730, May 27, 1972; Amdt. 121-108, 38 FR 35446, Dec. 28, 1973; Amdt. 121-159, 45 FR 41595, June 19, 1980; Amdt. 121-199, 53 FR 37697, Sept. 27, 1988; Amdt. 121-366, 78 FR 67841, Nov. 12, 2013]