Flight Manual v. Pilot's Operating Handbook
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Terminology normally, the document that you should carry on the aircraft will be stamped on the front page to certify that it is the operating instructions for that aircraft.
The UK CAA at one time stamped the book with the aircraft registration but EASA now use the aircraft manufacturers serial number.
The UK CAA at one time stamped the book with the aircraft registration but EASA now use the aircraft manufacturers serial number.
US Certification standards refer only to an "Aircraft Flight Manual" (AFM) and AFM's are only found in large or turbine aircraft.
Until 1976 light aircraft did not have to have any kind of manual as long as there was cockpit placards that stated the aircraft limitations and important speeds.
In 1976 the General Aviation Manufacturing Association (GAMA), came up with a standardized aircraft manual format and called it the "Pilot Operating Handbook".
It was model and serial number specific and became a required document. The POH format was adopted by most but not all American aircraft manufacturers.
Of note pilot shops sell copies of POH but they are titled "Information Manual" not POH. They are not serial number specific and can't be used as a replacement for the manufacturer issued POH.
Until 1976 light aircraft did not have to have any kind of manual as long as there was cockpit placards that stated the aircraft limitations and important speeds.
In 1976 the General Aviation Manufacturing Association (GAMA), came up with a standardized aircraft manual format and called it the "Pilot Operating Handbook".
It was model and serial number specific and became a required document. The POH format was adopted by most but not all American aircraft manufacturers.
Of note pilot shops sell copies of POH but they are titled "Information Manual" not POH. They are not serial number specific and can't be used as a replacement for the manufacturer issued POH.
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To add to BPF's comments, a "Flight Manual" requires, and will be approved by the certifying authority for the aircraft. It will probably be specified as a part of the type design or the aircraft, and must be carried for reference.
A POH, or Owner's Manual might also be a "Flight Manual", if it says so in the first few pages, and states that it is [FAA] approved. Without that reference to being approved, it is not the flight manual for the aircraft.
Demonstrating of this difference can be found for some Piper Twin Comanches, (there may be others too) where the formal looking POH is a different document from the FAA approved Flight Manual. The pilot is responsible (somehow) for knowing that there are two distinct documents.
It is important for the pilot to understand the authority of what they are referring to. If there is an approved flight manual, it will say that it is, and the pilot must refer to it. For aircraft older than the early '70's, there may not be an approved flight manual, in which case, there will be a limitations placard in view of the pilot, and that must be followed. What's in the POH or OM, is good advice, but not truly regulatory.
Also note that a particular aircraft, with certain equipment, modifications, or AD's, may have Flight Manual Supplements, which the pilot must read and follow. In some cases, failure of the pilot to read and understand the changed information can be life threatening. Examples of this I have experienced included an early model Cessna 303, fully equipped and placarded for flight into known icing, (and that's what we were doing with it at the time) which I later found upon reading a emergency AD flight manual page was prohibited any flight in icing. I was curious, as earlier in the flight, I had darned near lost control of the 'plane in icing conditions. The amended FM page explained why I had come so close to killing us both. The type was later modified to return it to FIKI no problem. Another example is some Navajos, which though able to extend 40 flap, are AD limited to 25.
But my most extreme example of getting to wrong, while piloting a 'plane with an approved Flight Manual was the "Found Bush Hawk". I was flying w brand new one on skis. 3 hrs TTSN straight from the factory. I read the entire wheel plane section of the Flight Manual. I stopped reading at the floatplane supplement, As this model of 'plane had never flown on skis before, I knew there would not be a skiplane supplement. And the supplements for the radios? I knew those already. What I missed was the fact that there was, in the very back, an FMS for the aircraft, when equipped with fowler flaps (as opposed to plain). I only found this after my flying. For reasons lost upon me, the Found company had elected to present ALL of the basic Flight Manual data again, with many subtle differences (speeds) as a supplement, rather than a new FM or the aircraft. I noted to the approving authority what a poor idea this is. The existence of the approved Flight Manual in the front of the supplements, would lead the pilot to think the for that configuration, they had the information they needed. I received an indefinite reply.
The bottom line is to read and understand what you have, and what supplements may be in the back, which are applicable to the configuration you're flying - it can make a difference!
A POH, or Owner's Manual might also be a "Flight Manual", if it says so in the first few pages, and states that it is [FAA] approved. Without that reference to being approved, it is not the flight manual for the aircraft.
Demonstrating of this difference can be found for some Piper Twin Comanches, (there may be others too) where the formal looking POH is a different document from the FAA approved Flight Manual. The pilot is responsible (somehow) for knowing that there are two distinct documents.
It is important for the pilot to understand the authority of what they are referring to. If there is an approved flight manual, it will say that it is, and the pilot must refer to it. For aircraft older than the early '70's, there may not be an approved flight manual, in which case, there will be a limitations placard in view of the pilot, and that must be followed. What's in the POH or OM, is good advice, but not truly regulatory.
Also note that a particular aircraft, with certain equipment, modifications, or AD's, may have Flight Manual Supplements, which the pilot must read and follow. In some cases, failure of the pilot to read and understand the changed information can be life threatening. Examples of this I have experienced included an early model Cessna 303, fully equipped and placarded for flight into known icing, (and that's what we were doing with it at the time) which I later found upon reading a emergency AD flight manual page was prohibited any flight in icing. I was curious, as earlier in the flight, I had darned near lost control of the 'plane in icing conditions. The amended FM page explained why I had come so close to killing us both. The type was later modified to return it to FIKI no problem. Another example is some Navajos, which though able to extend 40 flap, are AD limited to 25.
But my most extreme example of getting to wrong, while piloting a 'plane with an approved Flight Manual was the "Found Bush Hawk". I was flying w brand new one on skis. 3 hrs TTSN straight from the factory. I read the entire wheel plane section of the Flight Manual. I stopped reading at the floatplane supplement, As this model of 'plane had never flown on skis before, I knew there would not be a skiplane supplement. And the supplements for the radios? I knew those already. What I missed was the fact that there was, in the very back, an FMS for the aircraft, when equipped with fowler flaps (as opposed to plain). I only found this after my flying. For reasons lost upon me, the Found company had elected to present ALL of the basic Flight Manual data again, with many subtle differences (speeds) as a supplement, rather than a new FM or the aircraft. I noted to the approving authority what a poor idea this is. The existence of the approved Flight Manual in the front of the supplements, would lead the pilot to think the for that configuration, they had the information they needed. I received an indefinite reply.
The bottom line is to read and understand what you have, and what supplements may be in the back, which are applicable to the configuration you're flying - it can make a difference!
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That's not true, BPF - the PA28 I usually fly has a document titled 'Approved Aeroplane Flight Manual for the Piper Model PA28-180 prepared in accordance with British civil airworthiness regulations' and is for a range of serial numbers. It's dated 1972.
And the club Firefly has one stamped 'this is the flight manual which forms part of the certificate of airworthiness number XXXXX' then later relabelled 'for aircraft G-XXXX' Date 1989
I keep copies on my iPad, that's why I can check!
And the club Firefly has one stamped 'this is the flight manual which forms part of the certificate of airworthiness number XXXXX' then later relabelled 'for aircraft G-XXXX' Date 1989
I keep copies on my iPad, that's why I can check!
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A few comments - while there will be different document styles around, I'm sure, and differences in different States,
(a) looking at the GAMA style manuals, which appear now to be fairly ubiquitous, the AFM generally is embedded within, and is part of, the POH.
The regulatory required bits (ie the AFM pages) will be identified in a suitable manner, eg there might be a margin highlight that "This page is FAA-approved" or somesuch. These are the bits which are tied up with the certification and must be observed.
The non-regulatory bits comprise the remainder of the POH and represent OEM recommended practice and the like. Good gen but not with the force of the regulatory process.
(b) Flight manual supplements are part of the flight manual and are applicable when the relevant modification is embodied in the particular S/N aircraft to which the POH applies. The supplement, in effect, replaces the appropriate bits in the basic flight manual .. it must be read and applied. Anytime you jump into an unfamiliar aircraft, it is essential that you read the whole POH/AFM, including supplements to establish just which are relevant to the aircraft in question.
Typically, for civil flight manuals, there will be all sorts of supplements included - only those relevant to the particular airframe build apply .. the remainder can be ignored.
(a) looking at the GAMA style manuals, which appear now to be fairly ubiquitous, the AFM generally is embedded within, and is part of, the POH.
The regulatory required bits (ie the AFM pages) will be identified in a suitable manner, eg there might be a margin highlight that "This page is FAA-approved" or somesuch. These are the bits which are tied up with the certification and must be observed.
The non-regulatory bits comprise the remainder of the POH and represent OEM recommended practice and the like. Good gen but not with the force of the regulatory process.
(b) Flight manual supplements are part of the flight manual and are applicable when the relevant modification is embodied in the particular S/N aircraft to which the POH applies. The supplement, in effect, replaces the appropriate bits in the basic flight manual .. it must be read and applied. Anytime you jump into an unfamiliar aircraft, it is essential that you read the whole POH/AFM, including supplements to establish just which are relevant to the aircraft in question.
Typically, for civil flight manuals, there will be all sorts of supplements included - only those relevant to the particular airframe build apply .. the remainder can be ignored.
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(a) looking at the GAMA style manuals, which appear now to be fairly ubiquitous, the AFM generally is embedded within, and is part of, the POH.
The regulatory required bits (ie the AFM pages) will be identified in a suitable manner, eg there might be a margin highlight that "This page is FAA-approved" or somesuch. These are the bits which are tied up with the certification and must be observed.
The non-regulatory bits comprise the remainder of the POH and represent OEM recommended practice and the like. Good gen but not with the force of the regulatory process.
The regulatory required bits (ie the AFM pages) will be identified in a suitable manner, eg there might be a margin highlight that "This page is FAA-approved" or somesuch. These are the bits which are tied up with the certification and must be observed.
The non-regulatory bits comprise the remainder of the POH and represent OEM recommended practice and the like. Good gen but not with the force of the regulatory process.
the AFM generally is embedded within, and is part of, the POH.
Accepting that Section 7 and after are optional, otherwise, the preceding sections will be required. Of those, Limitations, EP, NP, and Performance, will be approved, and perhaps identified as such somehow. In any case, the wording in those sections will not be there, unless the authority has agreed to it. The Limitations section will probably be presented as "mandatory", as it is the pilot's link back to the operating limitations expressed in the Type Certificate Data Sheet (TCDS), which is not commonly available to the pilot.
FM Supplements should follow the format of the FM, though I have seen drift on this. The information to be read on the first page or so, or beginning of the Introduction, should make this clear to the reader.
I'm always amused that there is always a limitation presented, which the pilot has no way of measuring - G loads. Other than referring to the angle of bank, unless a G meter is installed, the pilot cannot determine that they are remaining within the G limits. This is why there are maneuver limitations, and prohibition of spins and/or aerobatic maneuvers, so the pilot just should not get near those limits.
Some manufacturers, Cessna being one, provide what they refer to as "Information Manuals" which are an exact duplication of the official "Pilot's Operating Handbook" and FAA approved "Airplane Flight Manual". Not kept current of course, but it does include the date of currency. Very handy if you wish to study up the details of an aircraft you may wish to purchase, or destined to fly with a new employer.
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Please could someone explain what the difference is between a Flight Manual and Pilot's Operating Handbook?
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... while a Flight Manual refers ..
The flight manual is the document required by the Design Standards to be produced and provided, eg for FAR23 aircraft, the present requirement appears here.
The POH style of document originated with GAMA (Specification No. 1) and ICAO (Guidance on the Preparation of a Pilot's Operating Handbook for Light Aeroplanes - Doc 9516) documents.
SOPs are found in an operator's Operations Manual, or similar document ...
The flight manual is the document required by the Design Standards to be produced and provided, eg for FAR23 aircraft, the present requirement appears here.
The POH style of document originated with GAMA (Specification No. 1) and ICAO (Guidance on the Preparation of a Pilot's Operating Handbook for Light Aeroplanes - Doc 9516) documents.
SOPs are found in an operator's Operations Manual, or similar document ...
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Our PA28-180 has an 'Airplane Flight Manual' specific to the original American registration. It also contains an endorsement from the UK CAA, with their signed stamp over the current 'G' reg. It contains Piper's normal and emergency operating procedures, mass and balance calculations and also contains the current weighing schedule, amongst a comprehensive guide to the aircraft. There are also FAA amendments to cover changes made to the aircraft whilst it was on the 'N' reg.
I've never seen a document called a 'Pilot Operating Handbook' for this aircraft.
TOO
I've never seen a document called a 'Pilot Operating Handbook' for this aircraft.
TOO
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My old man had to make do with Pilot's Notes, but it was simple stuff back then. The controls gave enough feedback to flatten a wedding ring and the four Merlins were reliable, if protected from FOD. 
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As I'm back in the office, I'm able to refresh my memory about the Piper Twin Comanche "Flight Manual" from my paper copies:
For the Twin Comanche I flew, I have a:
"Twin Comanche C PA-30 Owner's Handbook - Piper", which is about 80 pages. On the second page "Notice" it says in part: "The handbook is designed: ..... 3. to more fully explain your Twin Comanche's operation than is permissible to set forth in the airplane flight manual. If there is any inconsistency between this handbook and the airplane flight manual approved by the FAA, the airplane flight manual shall govern."
I did observe during some performance testing that I did on this particular Twin Comanche, that the some of the performance tables offered in this document (which are not FAA approved, and not required to be provided at all, were very optimistic. I think that the marketing department had input.
Then there is (in a much less official format) the:
"Airplane Flight Manual for the Piper Twin Comanche Model PA-30"
"Report 1515", which is made out for this serial number aircraft, and FAA approved by J.W. McNary February 5, 1963. This predates the GAMA format. It contains ten pages of information, the minimum requirements applicable to the aircraft, and then comprehensive W&B information for this serial number aircraft.
The pilot is bound by the "flight manual" not the "Owner's Handbook" - if they are not the same document.
Interestingly, I had a look at the Piper Cherokee 140 B "Owner's Handbook I have, and it has the similar passage on the second page, directing the reader to an FAA approved flight manual for that aircraft (which I do not have).
I was warned by a mentor to be cautious with Pipers, that you were using the correct document. That same mentor told me (which I see for myself) that Cessna always put everything in only one document, and identified its status correctly in the fine print.
For the Twin Comanche I flew, I have a:
"Twin Comanche C PA-30 Owner's Handbook - Piper", which is about 80 pages. On the second page "Notice" it says in part: "The handbook is designed: ..... 3. to more fully explain your Twin Comanche's operation than is permissible to set forth in the airplane flight manual. If there is any inconsistency between this handbook and the airplane flight manual approved by the FAA, the airplane flight manual shall govern."
I did observe during some performance testing that I did on this particular Twin Comanche, that the some of the performance tables offered in this document (which are not FAA approved, and not required to be provided at all, were very optimistic. I think that the marketing department had input.
Then there is (in a much less official format) the:
"Airplane Flight Manual for the Piper Twin Comanche Model PA-30"
"Report 1515", which is made out for this serial number aircraft, and FAA approved by J.W. McNary February 5, 1963. This predates the GAMA format. It contains ten pages of information, the minimum requirements applicable to the aircraft, and then comprehensive W&B information for this serial number aircraft.
The pilot is bound by the "flight manual" not the "Owner's Handbook" - if they are not the same document.
Interestingly, I had a look at the Piper Cherokee 140 B "Owner's Handbook I have, and it has the similar passage on the second page, directing the reader to an FAA approved flight manual for that aircraft (which I do not have).
I was warned by a mentor to be cautious with Pipers, that you were using the correct document. That same mentor told me (which I see for myself) that Cessna always put everything in only one document, and identified its status correctly in the fine print.
An old CAA document CAP 396 stated that the Flight Manual is a document prescribed by ICAO intended primarily for the use by flight crew. When aircraft were certified by the CAA with a CAA Cof A, then the Flight Manual formed part of the C of A.
Permit to fly aircraft which are not certified in accordance with ICAO recomendations require a Pilots Operating Handbook.
Permit to fly aircraft which are not certified in accordance with ICAO recomendations require a Pilots Operating Handbook.
I was warned by a mentor to be cautious with Pipers, that you were using the correct document