What is the difference between a POH and an AFM?

Lnafziger
  • What is the difference between a POH and an AFM? Lnafziger

    Some aircraft come with a Pilot Operating Handbook and some come with an Aircraft Flight Manual. Why the different name, and is there a difference between them?

  • The POH is the official book of rules for that specific serial number airplane. The AFM is the unofficial/generic one for a type of airplane that may or may not match the one it's in. On occasion you'll run into a book labeled "AFM" that is in fact actually the "POH" (often due to an STC requirement).

  • Both a POH and an AFM meet the "Operating Limitations" requirement in the ARROW acronym.

    The difference between the two is mainly in length and content: an AFM is usually a thinner document, satisfying the requirements of FAR 23.1581 and not much else, while a POH contains these required items plus other information like system diagrams (The contents & format of a POH are standardized in GAMA's Specification 1).

    Parts of the POH (like the Limitations section) are FAA-Approved, and serve as the AFM, and both documents are typically associated with a specific airframe (by serial number).

    A better explanation might be this:
    The AFM is a regulatory document (it's contents are prescribed under the section of the regulations the aircraft was certificated under - Part 23, Part 25, etc). The POH is a GAMA-defined document whose contents meet the regulatory requirements of an AFM, and present other information in a standardized way so that a pilot can go from a Cessna to a Piper to a Mooney to a Socata and browse the book to learn about the airplane they're about to fly with all the information presented the same way no matter who the manufacturer is.


    The other two types of documents you may encounter are an "Owner's Manual" (which usually goes along with a thinner AFM & provides some of the information found in the newer-style POH) and a Pilot Information Manual (PIM) which is a "generic" version of the POH which many pilots buy so they can study the procedures without removing the regulatory document from the aircraft.

    Chapter 8 of the Pilot's Handbook of Aeronautical Knowledge talks a little about the differences between the two documents (and a whole lot of other flight documents).

Tags
Related questions and answers
  • What is the difference between technical consumption and fuel drain in a fuel calculation system? Both of them reduce the amount of block fuel of aircraft. I assume technical consumption is not equal with trip fuel usage?!

  • Some aircraft come with a Pilot Operating Handbook and some come with an Aircraft Flight Manual. Why the different name, and is there a difference between them?

  • In the other questions about parachutes on this site, it has been stated that the aircraft would have to be flying straight and level to facilitate a jump. However, there were quite a few pilots during WWII whose planes were not flying straight and level and who still managed to escape. Is there a difference between then and now that I am not catching?

  • What types of factors come into account when planning takeoff performance for dual engine aircraft under FAR 23, compared to the aircraft with certified takeoff distances under FAR 25 Obviously, the margin for light aircraft would be less, but does this difference make a significant change in the required (legal) distance or is it less that it seems?

  • , segment, or route between the radio fixes defining the airway, segment, or route. (Both quotes taken straight from the Pilot/Controller Glossary) The only difference in language is the bit about 22 miles from a VOR. Therefore, when you're within those 22 miles, there's no practical difference between a MEA and a MOCA, right? If that's true, why is there an 1800 foot difference between...As we all know from our instrument training, the MOCA is: MINIMUM OBSTRUCTION CLEARANCE ALTITUDE (MOCA)- The lowest published altitude in effect between radio fixes on VOR airways, off-airway

  • I have recently been using a mobile app to track flights, which is really cool. I live in the rural heartland of America, so it's an event for me to see an A380 actually flying. Every once and a while a squawk 7700 alert will come up, which I understand is the emergency transponder code. There are more, such as 7600 and 7500, which I find are less common. My question is, is there a way to do some post-mortem followup as to why the aircraft squawked the code? Is this public information that can be found by some agency such as the NTSB?

  • When I first started flying jet aircraft, I found different instruments that measure temperature in different ways and it was quite confusing. What is the difference between Outside Air Temperature, Ram Air Temperature (RAT), Total Air Temperature (TAT), Static Air Temperature (SAT), and any that I might have missed?

  • Tire preservation Israel Jantzen

    Why has someone not designed a landing wheel with a fin or fins on it so that the air will start the wheels turning before the wheels touch the ground? Wouldn't that preserve the tires longer from wear? Or would it make the control of the aircraft more dangerous in some circumstances, such as rain or snow, to have the wheels already turning when landing? If so, perhaps the fins could be manually or computer controlled for various weather conditions.

  • Non-precision instrument approaches generally have altitude restrictions which get lower when you get closer to the airport. I always figured these restrictions were AMSL using the current altimeter setting, not compensating for temperature. Some have heard the mnemonic that mountains are higher come wintertime, which basically means that colder weather make your altimeter read higher than you actually are (or, as most pilots prefer to think, you're lower than what your altimeter reads) Have a look at this VOR approach into Newark Most altitude restrictions are a minimum level, so

  • might not get to use the machine again, and you might spend some time in hospital, you would live to fly another day. I am assuming a reasonable place on dry land is available to finally come to rest

Data information