airplane, power reduction must be made sooner because there  is no longer any propeller drag and the pilot should anticipate  the need for drag devices. The following information is generic in nature and, since  most civilian jet airplanes require a minimum flight crew  of two pilots, assumes a two pilot crew. If any of the  following information conflicts with FAA-approved AFM  procedures for a particular airplane, the AFM procedures  take precedence. Also, if any of the following procedures  differ from the FAA-approved procedures developed for use  by a specific air operator and/or for use in an FAA-approved  training center or pilot school curriculum, the FAA-approved  procedures for that operator and/or training center/pilot  school take precedence. Control sensitivity will differ between various airplanes, but  in all cases, the pilot will find that they are more sensitive to  any change in control displacement, particularly pitch control,  than are the conventional propeller airplanes. Because of the  higher speeds flown, the control surfaces are more effective  and a variation of just a few degrees in pitch attitude in a  jet can result in over twice the rate of altitude change that  would be experienced in a slower airplane. The sensitive pitch  control in jet airplanes is one of the first flight differences  that the pilot will notice. Invariably the pilot will have a  tendency to overcontrol pitch during initial training flights.  The importance of accurate and smooth control cannot be  overemphasized, however, and it is one of the first techniques  the transitioning pilot must master. The pilot of a sweptwing jet airplane will soon become  adjusted to the fact that it is necessary and normal to fly at  higher angles of attack. It is not unusual to have about 5°  of nose-up pitch on an approach to a landing. During an  approach to a stall at constant altitude, the nose-up angle may  be as high as 15° to 20°. The higher deck angles (pitch angle  relative to the ground) on takeoff, which may be as high as  15°, will also take some getting used to, although this is not  the actual AOA relative to the airflow over the wing. All FAA certificated jet airplanes are certificated under Title  14 of the Code of Federal Regulations (14 CFR) part 25, which  contains the airworthiness standards for transport category  airplanes. The FAA-certificated jet airplane is a highly  sophisticated machine with proven levels of performance and  guaranteed safety margins. The jet airplane’s performance  and safety margins can only be realized, however, if the  airplane is operated in strict compliance with the procedures  and limitations contained in the FAA-approved AFM for the  particular airplane. Furthermore, in accordance with 14 CFR  part 91, section 91.213, a turbine powered airplane may not be  operated with inoperable instruments or equipment installed  unless an approved Minimum Equipment List (MEL)  exists for that aircraft, and the aircraft is operated under all  applicable conditions and limitations contained in the MEL.  The greater variation of pitch attitudes flown in a jet airplane  are a result of the greater thrust available and the flight  characteristics of the low aspect ratio and sweptwing. Flight  at the higher pitch attitudes requires a greater reliance on the  flight instruments for airplane control since there is not much  in the way of a useful horizon or other outside reference to  be seen. Because of the high rates of climb and descent,  high airspeeds, high altitudes and variety of attitudes flown,  the jet airplane can only be precisely flown by applying  proficient instrument flight techniques. Proficiency in  attitude instrument flying, therefore, is essential to successful  transition to jet airplane flying. The MEL serves as a reference guide for dispatchers and  pilots to determine whether takeoff of an aircraft with  inoperative instruments or equipment is authorized under the  provisions of applicable regulatory requirements. The operator’s MEL must be modeled after the FAA’s Master  MEL for each type of aircraft and must be approved by the  Administrator before its implementation. The MEL includes  a “General Section,” comprised of definitions, general  policies, as well as operational procedures for flight crews and  maintenance personnel. Each aircraft component addressed in  the MEL is listed in an alphabetical index for quick reference.  A table of contents further divides the manual in different  chapters, each numbered for its corresponding aircraft system  designation (i.e., the electrical system, also designated as  system number 24, would be found in chapter 24 of the MEL).  Most jet airplanes are equipped with a thumb operated  pitch trim button on the control wheel which the pilot must  become familiar with as soon as possible. The jet airplane  will differ regarding pitch tendencies with the lowering  of flaps, landing gear, and drag devices. With experience,  the jet airplane pilot will learn to anticipate the amount of  pitch change required for a particular operation. The usual  method of operating the trim button is to apply several small,  intermittent applications of trim in the direction desired rather  than holding the trim button for longer periods of time which  can lead to overcontrolling. Maintenance may be deferred only on those aircraft systems  and components cataloged in the approved MEL. If a  malfunctioning or missing item is not specifically listed in  the MEL inventory, takeoff is not authorized until the item is  Jet Airplane Takeoff and Climb Minimum Equipment List and Configuration  Deviation List  15-18