Pilot Area of Responsibility
From takeoff to landing the terms PF (pilot flying), and PNF (pilot not flying) are used to define areas of responsibility in lieu of captain/first officer.

Training Objectives
The flight-training program prepares the student for airplane qualification and/or the FAA rating checkride (or equivalent). Flight safety, passenger comfort and operational efficiency are emphasized.

Qualification Requirements (Checkride)
Following satisfactory completion of transition training and when recommended by an authorized instructor, each pilot must satisfactorily demonstrate the ability to perform maneuvers and procedures prescribed in FAA or other applicable governing regulations. Throughout the prescribed maneuvers, command ability and good judgment commensurate with a high level of safety must be demonstrated. In determining whether such judgment has been shown, the evaluator considers adherence to approved procedures, actions based on the analysis of situations, and care and prudence in selecting the course of action.

Evaluation
An evaluation may be given at the end of simulator training. The content of the evaluation varies with the capabilities of the simulator used and the requirements of the governing regulatory agency.
An evaluation in the airplane may be required if the training has not been accomplished under the prescribed requirements of FAA or other applicable governing regulations.

Crew Resource Management (CRM)
Crew resource management is the application of team management concepts and the effective use of all available resources to operate a flight safely. In addition to the aircrew, it includes all other groups routinely working with the aircrew who are involved in decisions required to operate a flight. These groups include, but are not limited to, aircraft dispatchers, flight attendants, maintenance personnel, and air traffic controllers.
Throughout this manual, techniques that help build good CRM habit patterns on the flight deck are discussed. For example, situational awareness and communications are stressed. Situational awareness, or the ability to accurately perceive what is going on in the flight deck and outside the aircraft, requires on going questioning, crosschecking, communication, and refinement of perception.
It is important that all flight deck crewmembers identify and communicate any situation that appears unsafe or out of the ordinary. Experience has proven that the most effective way to maintain safety of flight and resolve these situations is to combine the skills and experience of all crewmembers in the decision making process to determine the safest course of action.

Policies on Headphone and Flight Deck Speaker Use
In the airplane, headphones or boom microphones/headsets are worn during takeoff until the top of climb and from the start of descent throughout approach and landing. During cruise, flight deck speakers may be used. Speaker volume should be kept at the minimum usable level adequate to avoid interference with normal crew flight deck conversation, but still assure reception of relevant communications.

Flap Usage
For takeoffs, when conditions permit, consider using larger flap settings to provide shorter takeoff distance. Refer to the Typical Takeoff Tail Clearance table, chapter 2, to determine aft body clearance for different takeoff flap settings.
During maneuvering for an approach, when the situation dictates an earlier than normal speed reduction, the use of flaps 15 or flaps 20 with the gear up is acceptable.
For normal landings, when conditions permit, use flaps 30 to minimize landing speed, landing distance, and maximize ground tail clearance. Flaps 25 provides better noise abatement and reduced flap wear.

Flap - Speed Schedule/Maneuvering Speeds
The flap maneuvering speed schedule provides the recommended maneuvering speed for various flap settings. When recommended maneuvering speeds are followed, the schedule provides margin to stick shaker for at least an inadvertent 15° overshoot beyond the normal 25° angle of bank.
The schedule provides speeds that are close to minimum drag and in climb are close to maximum angle of climb speed. In level flight it provides relatively constant pitch attitudes and requires little change in thrust at different flap settings.
Flap Maneuvering Speed Schedule
The flap maneuvering speed schedule is based upon VREF 30 and provides adequate maneuver margin to stick shaker at all weights.
Flap Position  All Weights 
Flaps UP  VREF 30 + 80 
Flaps 1  VREF 30 + 60 
Flaps 5  VREF 30 + 40 
Flaps 15  VREF 30 + 20 
Flaps 20  VREF 30 + 20 
Flaps 25  VREF 25 
Flaps 30  VREF 30 

During flap retraction/extension, selecting the next flap setting should be initiated when reaching the maneuver speed for the existing flap position. The airplane should be accelerating when flaps are retracting to the next position. Adequate maneuver margin is retained at a speed 20 knots below the recommended speed for all bank angles up to 30°. During flap extension, selection of the flaps to the next position should be made prior to decelerating below the recommended flap speed for the current flap setting.
　
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