Training Content & Safety Notice

1. The notice

A version of that line appears on every lesson and every drill screen in the app, naming the exact variant and manual revision the content was built from. It is not dismissible. That is on purpose.

2. What this is not

• Not flight instruction. It does not replace a flight instructor, a ground instructor, or a training organisation.
• Not an approved course. Not an EASA-approved ATO or DTO course, not an FAA-approved ground school, not approved by any aviation authority. Nothing you do here counts towards a licence, rating, certificate, revalidation or renewal.
• Not the manual. Our lessons are our explanations of what a manual says. They are not the manual, they are not a substitute for reading it, and they are not an approved document.
• Not a checklist. Never fly a procedure from the app. Fly the approved checklist for the aircraft you are in.
• Not maintenance or airworthiness guidance. Nothing here bears on servicing, loading, defect deferral or release to service.
• Not a guarantee. Using the app does not guarantee that you will pass any examination, oral, skill test, checkride or proficiency check.

3. Why the variant label matters more than it looks

"Cessna 172" spans aircraft with different fuel systems, different V-speeds and different flap limiting speeds. "Tecnam P2008" and "Diamond DA 40" have the same problem, and a diesel conversion can change a limitation that the base handbook still prints. A student drilling one variant's memory items while flying another is the exact failure a training product must not create.

So every aircraft in the library names the variant and the manual revision it was built from, everywhere the aircraft appears. Before you drill, check that label against the aircraft you actually fly — and against its serial-number applicability, its supplements and its modification state, which can move a limitation without changing the type name.

If the aircraft you fly is not the variant we built from, treat everything here as background reading and take your numbers from your own manual.

4. Manuals move; we follow

Manuals are revised. Supplements are added. Airworthiness directives and service bulletins change limitations and procedures. Any of these can happen after we publish a lesson, and there will be periods where the source has moved and we have not caught up.

Because of that, every lesson and question prints the edition and revision it was built from. If that revision is not the one in the aircraft's own document set, the aircraft's document set is the one that counts.

5. When the manual itself is wrong

It happens more than you would think: a figure caption pointing at the wrong chart, a unit conversion that does not convert, a mass band no procedure gives a speed for, two chapters printing different step counts for the same recovery.

Where we find one, we teach it as a defect — we show the contradiction, cite both places, and say plainly that it is unresolved in the source. We do not invent a resolution, we do not silently pick a side, and we do not correct the publisher. Learning where your manual contradicts itself is a genuinely useful thing to know before somebody asks you about it in an oral.

6. If you think we are wrong

Report it. Use the report control on the lesson or question, or email support@alphasierrapilot.com with the aircraft, the item, and what the manual says. Safety-relevant reports are looked at first, and a confirmed error is corrected for everyone rather than patched for you.

In the meantime: do not fly the app's version. Fly the manual's.