Post on 14-Dec-2016
Celebrating 18 Years of Flight Training
1994-2012
LANGLEY
FLYING
SCHOOL
Flight
Training Handbook
Flight Training Handbook Page 2 Langley Flying School, Inc.
2012 David L. Parry
Table of Contents MISSION STATEMENT ........................................................................................................................................ 11
INTRODUCTION ..................................................................................................................................................... 11
FACULTY AND STAFF ............................................................................................................................................... 12 HOW TO USE THIS HANDBOOK................................................................................................................................... 14 KNOW WHAT IS EXPECTED OF YOU ......................................................................................................................... 15 THE FLIGHT TEST 4-POINT MARKING SCALE ........................................................................................................... 15 FLIGHT MANAGEMENT ............................................................................................................................................. 16 EFFECTIVE FLIGHT TIME .......................................................................................................................................... 17 FLIGHT TRAINING WRITTEN EXAMINATIONS ........................................................................................................... 17
PRESTART .......................................................................................................................................................... 17 INFLIGHT ........................................................................................................................................................... 17 PSTAR.................................................................................................................................................................. 17 Medical Certificate .............................................................................................................................................. 17 RORC ................................................................................................................................................................... 18 PRESOL ............................................................................................................................................................... 18 PREPRAC ............................................................................................................................................................ 18 Airport Qualifying Examinations......................................................................................................................... 18 STANPRO-I and STANPRO-II............................................................................................................................. 18 PRENITE ............................................................................................................................................................. 18 PREROCK ........................................................................................................................................................... 18 PRETEST ............................................................................................................................................................. 18
THE AIRCRAFT ......................................................................................................................................................... 21 PROGRAM SAFETY RULES AND FLIGHT OPERATIONS NOTICES ................................................................................ 22 COMMERCIAL STUDENTS ......................................................................................................................................... 22 PAPERWORK ............................................................................................................................................................. 24 BORROWING BOOKS ................................................................................................................................................. 24 THE INTEL FILE ........................................................................................................................................................ 24 TUTOR SERVICES ...................................................................................................................................................... 25 STUDY FACILITIES .................................................................................................................................................... 25 LANGLEY FLYING SCHOOL STUDENT ADVISORY GROUP ......................................................................................... 25 STUDENT ACCOUNTS AND PAYMENTS ...................................................................................................................... 25 FAILURE TO ATTEND SCHEDULED BOOKING ............................................................................................................ 25 TAX DEDUCTIONS .................................................................................................................................................... 25 SAFETY IS PARAMOUNT ............................................................................................................................................ 25 PROBLEMS OR CONCERNS? ....................................................................................................................................... 26 PAYMENT SCHEDULE, STUDENT CREDIT AND PENALTIES, AND REFUND POLICIES .................................................. 26 ADMISSIONS POLICY ................................................................................................................................................ 26 REFUND POLICY ....................................................................................................................................................... 26 DISPUTE RESOLUTION POLICY ................................................................................................................................. 27 RULES OF CONDUCT AND DISMISSAL POLICY .......................................................................................................... 27 RELEASE OF PERSONAL INFORMATION ..................................................................................................................... 28
TRAINING SEQUENCE SUMMARIES ................................................................................................................ 28
PRIVATE PILOT AND RECREATIONAL PILOT PROGRAM ............................................................................................ 28 Initial Ground Briefings ...................................................................................................................................... 28 Attitudes and Movements ..................................................................................................................................... 28 Straight and Level Flight ..................................................................................................................................... 29 Climbs and Descents ........................................................................................................................................... 29 Basic Turns .......................................................................................................................................................... 29 Advanced Turns ................................................................................................................................................... 29 Flight for Maximum Range and Endurance ........................................................................................................ 29 Slow Flight ........................................................................................................................................................... 29 Stalls .................................................................................................................................................................... 29
Flight Training Handbook Page 3 Langley Flying School, Inc.
2012 David L. Parry
Spins .................................................................................................................................................................... 29 Spiral Recovery.................................................................................................................................................... 29 Illusions Created by Drift .................................................................................................................................... 29 Slipping ................................................................................................................................................................ 29 Circuit Training (pre-solo) .................................................................................................................................. 30 Solo Practice Area ............................................................................................................................................... 30 Full Forced Approaches ...................................................................................................................................... 30 Speciality takeoffs and landings .......................................................................................................................... 30 Precautionary Landings ...................................................................................................................................... 30 Diversions ............................................................................................................................................................ 30 Cross-country Flying ........................................................................................................................................... 30 Instrument Flying ................................................................................................................................................ 31 Flight Test Preparation ....................................................................................................................................... 31
COMMERCIAL PILOT PROGRAM ................................................................................................................................ 31 Initial Ground Briefings ...................................................................................................................................... 31 General Training Requirements .......................................................................................................................... 31 Limited Panel (Timed Turns) ............................................................................................................................... 31 Limited Panel (Unusual Attitudes) ...................................................................................................................... 31 ADF Radio Navigation ........................................................................................................................................ 32 VOR Radio Navigation ........................................................................................................................................ 32 GPS Radio Navigation ......................................................................................................................................... 32 Introduction to IFR Flight ................................................................................................................................... 32 Night Training ..................................................................................................................................................... 32 Night Cross-country Training .............................................................................................................................. 32 Standard Operating Procedures Training (Multi-crew) ...................................................................................... 32 Mountain Flying .................................................................................................................................................. 32 Advanced Aircraft System and Operation ............................................................................................................ 33 Low-level Commercial Flight Operations (VFR Seneca Trip to Seattle) ............................................................ 33 High-level Commercial Flight Operations (IFR Seneca Trip to Calgary) .......................................................... 33 Mid-term Flight Test ............................................................................................................................................ 33 Advanced Instrument Training ............................................................................................................................ 33 Flight Test Preparation ....................................................................................................................................... 33
LANGLEY FLYING SCHOOL FLIGHT RULES AND SAFETY PRECAUTIONS ........................................ 34
PREPARING FOR A FLYING LESSON (CHECKLIST) .................................................................................... 37
PRE-FLIGHT .............................................................................................................................................................. 37 POST-FLIGHT ............................................................................................................................................................ 37
ETIQUETTE FOR THE PILOT ............................................................................................................................. 38
FLIGHT INFORMATION CENTRE PRE-FLIGHT BRIEFINGS ....................................................................... 38
PASSENGER BRIEFING ......................................................................................................................................... 39
PILOT-CONTROLLER COMMUNICATION ..................................................................................................... 40
Departure ............................................................................................................................................................ 40 Arrival.................................................................................................................................................................. 42 Clearance Limit ................................................................................................................................................... 43 General Information ............................................................................................................................................ 43 Traffic Advisories ................................................................................................................................................ 45 Repetitive Circuits ............................................................................................................................................... 46 Airports with Two Tower Controllers .................................................................................................................. 46
PSTAR (FIRST SOLO) EXAMINATION STUDY QUESTIONS ....................................................................... 47
PILOT RADIO LICENCE STUDY QUESTIONS ................................................................................................. 48
COLLISION AVOIDANCE ..................................................................................................................................... 49
Flight Training Handbook Page 4 Langley Flying School, Inc.
2012 David L. Parry
THE SEVEN-POINT SCAN .......................................................................................................................................... 49 TECHNIQUE .............................................................................................................................................................. 49 FIXED TARGETS ........................................................................................................................................................ 49 AREAS OF RISK ......................................................................................................................................................... 49 CLEARING AIRSPACE PRIOR TO TURNS .................................................................................................................... 49 RISKS DURING CLIMBS AND DESCENTS .................................................................................................................... 49 CLEARING TURNS DURING CLIMBS .......................................................................................................................... 50
BIRD STRIKES ......................................................................................................................................................... 50
AIRCRAFT DEFECTS ............................................................................................................................................. 51
PRE-TAKEOFF BRIEFING .................................................................................................................................... 51
TAKEOFF POWER CONFIRMATION ................................................................................................................ 52
LANDMARK IDENTIFICATION—THE LANGLEY AIRPORT VICINITY .................................................. 52
THE ENGINE COMPARTMENT........................................................................................................................... 58
AIRCRAFT FAMILIARIZATION AND PREPARATION FOR FLIGHT ........................................................ 61
A. DOCUMENTS AND AIRWORTHINESS .............................................................................................................. 61 Aim ....................................................................................................................................................................... 61 Description .......................................................................................................................................................... 61 Performance Criteria .......................................................................................................................................... 61 Discussion ............................................................................................................................................................ 61
B. AEROPLANE PERFORMANCE ................................................................... ERROR! BOOKMARK NOT DEFINED. Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria ............................................................................................ Error! Bookmark not defined. Discussion .............................................................................................................. Error! Bookmark not defined.
C. WEIGHT AND BALANCE, LOADING ......................................................... ERROR! BOOKMARK NOT DEFINED. Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria ............................................................................................ Error! Bookmark not defined. Discussion .............................................................................................................. Error! Bookmark not defined.
D. PRE-FLIGHT INSPECTION ......................................................................... ERROR! BOOKMARK NOT DEFINED. Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria ............................................................................................ Error! Bookmark not defined. Discussion .............................................................................................................. Error! Bookmark not defined.
E. ENGINE STARTING AND RUN-UP, USE OF CHECKLISTS ........................... ERROR! BOOKMARK NOT DEFINED. Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria ............................................................................................ Error! Bookmark not defined. Discussion .............................................................................................................. Error! Bookmark not defined.
F. OPERATION OF AIRCRAFT SYSTEMS ....................................................... ERROR! BOOKMARK NOT DEFINED. Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria ............................................................................................ Error! Bookmark not defined. Discussion .............................................................................................................. Error! Bookmark not defined.
TAXIING..................................................................................................... ERROR! BOOKMARK NOT DEFINED.
Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria ............................................................................................ Error! Bookmark not defined. Discussion .............................................................................................................. Error! Bookmark not defined. Flight Safety ........................................................................................................... Error! Bookmark not defined.
ATTITUDES AND MOVEMENTS .......................................................... ERROR! BOOKMARK NOT DEFINED.
Flight Training Handbook Page 5 Langley Flying School, Inc.
2012 David L. Parry
Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria ............................................................................................ Error! Bookmark not defined. Discussion .............................................................................................................. Error! Bookmark not defined. Flight Safety ........................................................................................................... Error! Bookmark not defined.
STRAIGHT AND LEVEL FLIGHT ......................................................... ERROR! BOOKMARK NOT DEFINED.
Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria ............................................................................................ Error! Bookmark not defined. Discussions ............................................................................................................ Error! Bookmark not defined. Flight Safety ........................................................................................................... Error! Bookmark not defined.
CLIMBS AND DESCENTS ....................................................................... ERROR! BOOKMARK NOT DEFINED.
Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria ............................................................................................ Error! Bookmark not defined. Discussion .............................................................................................................. Error! Bookmark not defined. Flight Safety ........................................................................................................... Error! Bookmark not defined.
TURNS, STEEP TURNS, AND COLLISION AVOIDANCE MANOEUVERING ERROR! BOOKMARK NOT
DEFINED.
Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria ............................................................................................ Error! Bookmark not defined. Discussion .............................................................................................................. Error! Bookmark not defined. Flight Safety ........................................................................................................... Error! Bookmark not defined.
SLOW FLIGHT .......................................................................................... ERROR! BOOKMARK NOT DEFINED.
Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria ............................................................................................ Error! Bookmark not defined. Discussion .............................................................................................................. Error! Bookmark not defined. Flight Safety ........................................................................................................... Error! Bookmark not defined.
STALL ......................................................................................................... ERROR! BOOKMARK NOT DEFINED.
POWER-OFF STALL (PRIVATE PILOT STUDENTS) ................................................ ERROR! BOOKMARK NOT DEFINED. Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria ............................................................................................ Error! Bookmark not defined.
POWER-ON STALL (PRIVATE PILOT STUDENTS) ................................................. ERROR! BOOKMARK NOT DEFINED. Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria ............................................................................................ Error! Bookmark not defined.
PRACTICAL STALL (COMMERCIAL PILOT STUDENTS) ......................................... ERROR! BOOKMARK NOT DEFINED. Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria ............................................................................................ Error! Bookmark not defined. Discussion .............................................................................................................. Error! Bookmark not defined. Flight Safety ........................................................................................................... Error! Bookmark not defined.
SPIN ............................................................................................................. ERROR! BOOKMARK NOT DEFINED.
Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria ............................................................................................ Error! Bookmark not defined. Discussion .............................................................................................................. Error! Bookmark not defined.
Flight Training Handbook Page 6 Langley Flying School, Inc.
2012 David L. Parry
Flight Safety ........................................................................................................... Error! Bookmark not defined.
SPIRAL ....................................................................................................... ERROR! BOOKMARK NOT DEFINED.
Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria ............................................................................................ Error! Bookmark not defined. Discussion .............................................................................................................. Error! Bookmark not defined. Flight Safety ........................................................................................................... Error! Bookmark not defined.
SLIPPING ................................................................................................... ERROR! BOOKMARK NOT DEFINED.
Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria ............................................................................................ Error! Bookmark not defined. Discussion .............................................................................................................. Error! Bookmark not defined. Flight Safety ........................................................................................................... Error! Bookmark not defined.
CIRCUIT TRAINING—TAKEOFFS, THE CIRCUIT, AND LANDINGS ............ ERROR! BOOKMARK NOT
DEFINED.
TAKEOFFS .......................................................................................................... ERROR! BOOKMARK NOT DEFINED. Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria—Normal Takeoff ................................................................ Error! Bookmark not defined. Performance Criteria—Soft-field Takeoff.............................................................. Error! Bookmark not defined. Performance Criteria—Short-field Takeoff ........................................................... Error! Bookmark not defined.
CIRCUIT ........................................................................................................... ERROR! BOOKMARK NOT DEFINED. Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria ............................................................................................ Error! Bookmark not defined.
APPROACH AND LANDING .......................................................................... ERROR! BOOKMARK NOT DEFINED. Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria—Normal Approach and Landing ....................................... Error! Bookmark not defined. Performance Criteria—Soft-field Approach and Landing ..................................... Error! Bookmark not defined. Performance Criteria—Short-field Approach and Landing .................................. Error! Bookmark not defined. Performance Criteria— Power-off 180° Accuracy Approach and Landing (Commercial Pilot Students) .. Error!
Bookmark not defined. Performance Criteria—Overshoot ........................................................................ Error! Bookmark not defined.
DISCUSSION ........................................................................................................ ERROR! BOOKMARK NOT DEFINED. The Takeoff ............................................................................................................ Error! Bookmark not defined. The Circuit ............................................................................................................. Error! Bookmark not defined. Approach ............................................................................................................... Error! Bookmark not defined. The 500’ Rule......................................................................................................... Error! Bookmark not defined. The Flare and Landing .......................................................................................... Error! Bookmark not defined. The Roll-Out .......................................................................................................... Error! Bookmark not defined. The Touch and Go ................................................................................................. Error! Bookmark not defined. The 50% Rule......................................................................................................... Error! Bookmark not defined. Overshoot .............................................................................................................. Error! Bookmark not defined. Simulated Forced Approaches in the Circuit ......................................................... Error! Bookmark not defined. Short-field Takeoffs ................................................................................................ Error! Bookmark not defined. Short-field Landings .............................................................................................. Error! Bookmark not defined. Obstacle Landings ................................................................................................. Error! Bookmark not defined. Soft-field Takeoffs .................................................................................................. Error! Bookmark not defined. Soft-field Landings ................................................................................................. Error! Bookmark not defined. Accuracy Approach ............................................................................................... Error! Bookmark not defined.
FLIGHT SAFETY .................................................................................................. ERROR! BOOKMARK NOT DEFINED.
FLYING ON YOUR OWN! ....................................................................... ERROR! BOOKMARK NOT DEFINED.
Flight Training Handbook Page 7 Langley Flying School, Inc.
2012 David L. Parry
Phases of Pre-solo Training .................................................................................. Error! Bookmark not defined. The Day of Release ................................................................................................ Error! Bookmark not defined. After First Solo ...................................................................................................... Error! Bookmark not defined.
FORCED LANDING ................................................................................. ERROR! BOOKMARK NOT DEFINED.
Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria ............................................................................................ Error! Bookmark not defined. Discussion .............................................................................................................. Error! Bookmark not defined. Flight Safety ........................................................................................................... Error! Bookmark not defined.
PRECAUTIONARY LANDING ............................................................... ERROR! BOOKMARK NOT DEFINED.
Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria ............................................................................................ Error! Bookmark not defined. Discussion .............................................................................................................. Error! Bookmark not defined. Flight Safety ........................................................................................................... Error! Bookmark not defined.
NAVIGATION ............................................................................................ ERROR! BOOKMARK NOT DEFINED.
CROSS-COUNTRY NAVIGATION REQUIREMENTS AND ROUTES ....... ERROR! BOOKMARK NOT DEFINED. Private Pilot Students ............................................................................................ Error! Bookmark not defined. Long Cross-country Flights ................................................................................... Error! Bookmark not defined. Requirements for flight over the Strait of Georgia ................................................ Error! Bookmark not defined. Short Cross-country Flights .................................................................................. Error! Bookmark not defined. Recreational Pilot Students ................................................................................... Error! Bookmark not defined. Commercial Pilot Students .................................................................................... Error! Bookmark not defined.
FLIGHT TEST REQUIREMENTS ................................................................... ERROR! BOOKMARK NOT DEFINED. A. PREFLIGHT PLANNING PROCEDURES ...................................................... ERROR! BOOKMARK NOT DEFINED.
Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Discussion .............................................................................................................. Error! Bookmark not defined.
B. DEPARTURE PROCEDURE ........................................................................ ERROR! BOOKMARK NOT DEFINED. Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria ............................................................................................ Error! Bookmark not defined. Discussion .............................................................................................................. Error! Bookmark not defined. Special Note for Commercial Students .................................................................. Error! Bookmark not defined.
C. EN ROUTE PROCEDURE .......................................................................... ERROR! BOOKMARK NOT DEFINED. Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria ............................................................................................ Error! Bookmark not defined. Discussion .............................................................................................................. Error! Bookmark not defined.
D. DIVERSION TO AN ALTERNATE ............................................................... ERROR! BOOKMARK NOT DEFINED. Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria ............................................................................................ Error! Bookmark not defined. Discussion .............................................................................................................. Error! Bookmark not defined. Flight Safety (Diversions) ...................................................................................... Error! Bookmark not defined.
PREPARING FOR A CROSS-COUNTRY FLIGHT ........................................ ERROR! BOOKMARK NOT DEFINED. Preparing the Chart ............................................................................................... Error! Bookmark not defined. Navigation Planning—Pre-weather ...................................................................... Error! Bookmark not defined. Pre-flight (with weather information) .................................................................... Error! Bookmark not defined. Why all the detail on the Worksheet? .................................................................... Error! Bookmark not defined. The Fuel Log .......................................................................................................... Error! Bookmark not defined.
FLIGHT PLAN ...................................................................................................... ERROR! BOOKMARK NOT DEFINED. METHODS OF COURSE CORRECTION ................................................................... ERROR! BOOKMARK NOT DEFINED.
Flight Training Handbook Page 8 Langley Flying School, Inc.
2012 David L. Parry
Double-track Method ............................................................................................. Error! Bookmark not defined. Opening-Closing Angle Method ............................................................................ Error! Bookmark not defined.
FLYING A CROSS-COUNTRY FLIGHT ................................................................... ERROR! BOOKMARK NOT DEFINED. Departure .............................................................................................................. Error! Bookmark not defined. Cruise procedures .................................................................................................. Error! Bookmark not defined. ETA updating and Course Corrections.................................................................. Error! Bookmark not defined. Using Flight Service .............................................................................................. Error! Bookmark not defined. Destination ............................................................................................................ Error! Bookmark not defined. Flight Safety ........................................................................................................... Error! Bookmark not defined.
DEPARTURES AND ARRIVALS AT ATF, MFA AND MF AIRPORTS ....... ERROR! BOOKMARK NOT DEFINED. ATF and MFA Airports .......................................................................................... Error! Bookmark not defined. MF Airports ........................................................................................................... Error! Bookmark not defined.
INSTRUMENT FLYING ........................................................................... ERROR! BOOKMARK NOT DEFINED.
PRIVATE PILOT STUDENTS ................................................................. ERROR! BOOKMARK NOT DEFINED.
FULL PANEL ....................................................................................................... ERROR! BOOKMARK NOT DEFINED. Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria ............................................................................................ Error! Bookmark not defined.
RECOVERY FROM UNUSUAL ATTITUDE .............................................................. ERROR! BOOKMARK NOT DEFINED. Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria ............................................................................................ Error! Bookmark not defined. Discussion .............................................................................................................. Error! Bookmark not defined. Selective Radial Scan ............................................................................................. Error! Bookmark not defined. Unusual Attitudes .................................................................................................. Error! Bookmark not defined. Speeds for the Elite Flight Simulator ..................................................................... Error! Bookmark not defined. Flight Safety ........................................................................................................... Error! Bookmark not defined.
COMMERCIAL PILOT ............................................................................ ERROR! BOOKMARK NOT DEFINED.
FULL PANEL ....................................................................................................... ERROR! BOOKMARK NOT DEFINED. Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria ............................................................................................ Error! Bookmark not defined. Discussion .............................................................................................................. Error! Bookmark not defined.
LIMITED PANEL .................................................................................................. ERROR! BOOKMARK NOT DEFINED. Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria ............................................................................................ Error! Bookmark not defined. Discussion .............................................................................................................. Error! Bookmark not defined.
RECOVERY FROM UNUSUAL ATTITUDE .............................................................. ERROR! BOOKMARK NOT DEFINED. Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria ............................................................................................ Error! Bookmark not defined. Discussion .............................................................................................................. Error! Bookmark not defined.
RADIO NAVIGATION ........................................................................................... ERROR! BOOKMARK NOT DEFINED. Aim ......................................................................................................................... Error! Bookmark not defined. Description ............................................................................................................ Error! Bookmark not defined. Performance Criteria ............................................................................................ Error! Bookmark not defined. Discussion .............................................................................................................. Error! Bookmark not defined. Orientation—Paralleling the Track ....................................................................... Error! Bookmark not defined. Flight Safety ........................................................................................................... Error! Bookmark not defined.
PILOT-APPROVED MAINTENANCE ................................................... ERROR! BOOKMARK NOT DEFINED.
FLIGHT TEST STUDY QUESTIONS ..................................................... ERROR! BOOKMARK NOT DEFINED.
Flight Training Handbook Page 9 Langley Flying School, Inc.
2012 David L. Parry
COMMERCIAL PILOT STANDARD OPERATING PROCEDURES ERROR! BOOKMARK NOT DEFINED.
Level I and Level II SOPs ...................................................................................... Error! Bookmark not defined. LEVEL I (SINGLE-PILOT) STANDARD OPERATING PROCEDURES ...... ERROR! BOOKMARK NOT DEFINED. LEVEL II (MULTI-CREW) STANDARD OPERATING PROCEDURES ...... ERROR! BOOKMARK NOT DEFINED.
COMMERCIAL PILOT TRAINING FLIGHT EXERCISES ............... ERROR! BOOKMARK NOT DEFINED.
RUDDER KICKS .............................................................................................. ERROR! BOOKMARK NOT DEFINED. Procedure .............................................................................................................. Error! Bookmark not defined. Flight Safety ........................................................................................................... Error! Bookmark not defined.
ACCELERATING/DECELERATING TURNS ............................................... ERROR! BOOKMARK NOT DEFINED. Procedure .............................................................................................................. Error! Bookmark not defined. Flight Safety ........................................................................................................... Error! Bookmark not defined.
CLEAN TOUCH-AND-GOES .......................................................................... ERROR! BOOKMARK NOT DEFINED. Procedure .............................................................................................................. Error! Bookmark not defined. Flight Safety ........................................................................................................... Error! Bookmark not defined.
¼ AND ½ STEEP TURNS WITH SWITCH-BACK ........................................... ERROR! BOOKMARK NOT DEFINED. Procedure .............................................................................................................. Error! Bookmark not defined. Flight Safety ........................................................................................................... Error! Bookmark not defined.
DESCENDING STEEP TURNS ....................................................................... ERROR! BOOKMARK NOT DEFINED. Procedure .............................................................................................................. Error! Bookmark not defined. Flight Safety ........................................................................................................... Error! Bookmark not defined.
DESCENDING 60° STEEP TURN (DUAL FLIGHT ONLY) .......................... ERROR! BOOKMARK NOT DEFINED. Procedure .............................................................................................................. Error! Bookmark not defined. Flight Safety ........................................................................................................... Error! Bookmark not defined.
NIGHT FLYING ............................................................................................... ERROR! BOOKMARK NOT DEFINED. Special Considerations for Night Flying ............................................................... Error! Bookmark not defined.
VFR OVER-THE-TOP FLYING....................................................................... ERROR! BOOKMARK NOT DEFINED. Special Considerations for Over-the-top Flying .................................................... Error! Bookmark not defined.
MOUNTAIN FLYING ...................................................................................... ERROR! BOOKMARK NOT DEFINED. SIMULATED WHATCOM 25 & WHITE ROCK 34 APPROACHES ............. ERROR! BOOKMARK NOT DEFINED.
Phase One: Whatcom VOR Runway 25 Simulated Approach ............................... Error! Bookmark not defined. Phase Two: White Rock Runway 25 Simulated Approach ..................................... Error! Bookmark not defined.
STANDARD INSTRUMENT DEPARTURES ................................................. ERROR! BOOKMARK NOT DEFINED. VU ONE DEPARTURE (VECTOR) ...................................................................... Error! Bookmark not defined. CRAIG TWO DEPARTURE (VECTOR) ................................................................ Error! Bookmark not defined. JONES THREE DEPARTURE (VECTOR) ............................................................ Error! Bookmark not defined. NAM FOUR DEPARTURE (VECTOR) ................................................................. Error! Bookmark not defined. GIESBRETCH FIVE DEPARTURE (VECTOR) .................................................... Error! Bookmark not defined. WADDINGTON SIX DEPARTURE (VECTOR) .................................................... Error! Bookmark not defined. GAHAN SEVEN DEPARTURE (VECTOR) (direct entry) ................................. Error! Bookmark not defined. METHORST EIGHT DEPARTURE (VECTOR) (direct entry) .......................... Error! Bookmark not defined. CHUNG NINE DEPARTURE (VECTOR) (offset entry) .................................... Error! Bookmark not defined. ORLOWSKI TEN DEPARTURE (VECTOR) (parallel entry) ............................ Error! Bookmark not defined. WOOLLAM ELEVEN DEPARTURE (VECTOR) (parallel entry) ..................... Error! Bookmark not defined. RICHARDSON TWELVE DEPARTURE (VECTOR) (offset entry) ................... Error! Bookmark not defined.
HOLDS AND HOLD ENTRIES ....................................................................... ERROR! BOOKMARK NOT DEFINED. Standard Holding Pattern ...................................................................................... Error! Bookmark not defined. Hold Clearances .................................................................................................... Error! Bookmark not defined. Hold Entries ........................................................................................................... Error! Bookmark not defined. Direct Entry ........................................................................................................... Error! Bookmark not defined. Offset Entry ............................................................................................................ Error! Bookmark not defined. Parallel Entry ........................................................................................................ Error! Bookmark not defined. Hold Considerations .............................................................................................. Error! Bookmark not defined. The POD Method of Hold Entry ............................................................................ Error! Bookmark not defined.
THE PUBLISHED INSTRUMENT APPROACH ............................................ ERROR! BOOKMARK NOT DEFINED. GPS Approaches .................................................................................................... Error! Bookmark not defined.
Flight Training Handbook Page 10 Langley Flying School, Inc.
2012 David L. Parry
GENERAL PROCEDURES FOR INSTRUMENT APPROACHES ................ ERROR! BOOKMARK NOT DEFINED. ILS ......................................................................................................................... Error! Bookmark not defined. NDB ....................................................................................................................... Error! Bookmark not defined. GPS ........................................................................................................................ Error! Bookmark not defined. Procedures ............................................................................................................. Error! Bookmark not defined.
THE VECTORED APPROACH ....................................................................... ERROR! BOOKMARK NOT DEFINED. PROCEDURE TURNS ...................................................................................... ERROR! BOOKMARK NOT DEFINED. VANCOUVER IFR TERMINAL CHART ........................................................ ERROR! BOOKMARK NOT DEFINED. IFR AIRPORT PLATE—LANGLEY ............................................................... ERROR! BOOKMARK NOT DEFINED. RNAV A INSTRUMENT APPROACH—LANGLEY ..................................... ERROR! BOOKMARK NOT DEFINED. ILS 07 INSTRUMENT APPROACH—ABBOTSFORD .................................. ERROR! BOOKMARK NOT DEFINED. NDB 07 INSTRUMENT APPROACH—ABBOTSFORD ............................... ERROR! BOOKMARK NOT DEFINED. ILS 09 INSTRUMENT APPROACH—VICTORIA ......................................... ERROR! BOOKMARK NOT DEFINED. ILS 27 INSTRUMENT APPROACH—VICTORIA ......................................... ERROR! BOOKMARK NOT DEFINED.
APPENDIX 1—PIPER CHEROKEE PILOT CHECKLIST ................. ERROR! BOOKMARK NOT DEFINED.
APPENDIX 2—CESSNA 152 PILOT CHECKLIST .............................. ERROR! BOOKMARK NOT DEFINED.
APPENDIX 3—CESSNA 150J PILOT CHECKLIST ............................ ERROR! BOOKMARK NOT DEFINED.
APPENDIX 4—LANGLEY FLYING SCHOOL NAVIGATION FORMS ............. ERROR! BOOKMARK NOT
DEFINED.
APPENDIX 5—PIPER AIRCRAFT CORPORATION SERVICE BULLETIN NO. 753 ...................... ERROR!
BOOKMARK NOT DEFINED.
APPENDIX 6—AIRCRAFT DOCUMENT SAMPLES ......................... ERROR! BOOKMARK NOT DEFINED.
1. Weight and Balance/Equipment List Amendment .............................................. Error! Bookmark not defined. 2. Certificate of Airworthiness ............................................................................... Error! Bookmark not defined. 3. Certificate of Registration ................................................................................. Error! Bookmark not defined. 4. Journey Log Record of 100-hour Inspection ..................................................... Error! Bookmark not defined.
APPENDIX 7—STUDY GUIDE FOR RADIOTELEPHONE OPERATOR’S RESTRICTED CERTIFICATE
(AERONAUTICAL) ................................................................................... ERROR! BOOKMARK NOT DEFINED.
GENERAL INFORMATION .................................................................................... ERROR! BOOKMARK NOT DEFINED. Application ............................................................................................................ Error! Bookmark not defined. Candidate Requirements ........................................................................................ Error! Bookmark not defined. Eligibility ............................................................................................................... Error! Bookmark not defined. Documentation....................................................................................................... Error! Bookmark not defined.
REGULATIONS .................................................................................................... ERROR! BOOKMARK NOT DEFINED. Radio Operator’s Certificate Requirements .......................................................... Error! Bookmark not defined. Priorities of Communications—Aeronautical Service ........................................... Error! Bookmark not defined. Secrecy of Communications ................................................................................... Error! Bookmark not defined. Control of Communications ................................................................................... Error! Bookmark not defined. Superfluous Communications and Interference ..................................................... Error! Bookmark not defined. False Distress Signals............................................................................................ Error! Bookmark not defined.
OPERATING PROCEDURE .................................................................................... ERROR! BOOKMARK NOT DEFINED. Speech Transmission Techniques .......................................................................... Error! Bookmark not defined. Time and Date ....................................................................................................... Error! Bookmark not defined. Phonetic alphabet .................................................................................................. Error! Bookmark not defined. Transmission of Numbers ...................................................................................... Error! Bookmark not defined. Procedural Words and Phrases ............................................................................. Error! Bookmark not defined. Call Signs ............................................................................................................... Error! Bookmark not defined. Canadian Air Carriers ........................................................................................... Error! Bookmark not defined. Canadian Private Civil Registration ..................................................................... Error! Bookmark not defined. Ground Stations ..................................................................................................... Error! Bookmark not defined. Multiple Station Call ............................................................................................. Error! Bookmark not defined. Replying ................................................................................................................. Error! Bookmark not defined.
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Radiotelephone Calling Procedure ....................................................................... Error! Bookmark not defined. Calling ................................................................................................................... Error! Bookmark not defined. Single Station Call ................................................................................................. Error! Bookmark not defined. General Call .......................................................................................................... Error! Bookmark not defined. Corrections ............................................................................................................ Error! Bookmark not defined. Message Handling Procedures .............................................................................. Error! Bookmark not defined. Signal (or Radio) Checks ....................................................................................... Error! Bookmark not defined.
DISTRESS COMMUNICATIONS ............................................................................. ERROR! BOOKMARK NOT DEFINED. Emergency Conditions ........................................................................................... Error! Bookmark not defined. Distress Communication ........................................................................................ Error! Bookmark not defined. Frequencies to be used .......................................................................................... Error! Bookmark not defined. Distress Signal ....................................................................................................... Error! Bookmark not defined. Distress Call .......................................................................................................... Error! Bookmark not defined. Control of Distress Traffic ..................................................................................... Error! Bookmark not defined. Distress Message ................................................................................................... Error! Bookmark not defined. Repetition of a Distress .......................................................................................... Error! Bookmark not defined. Action by Station in Distress .................................................................................. Error! Bookmark not defined. Distress Traffic ...................................................................................................... Error! Bookmark not defined. Acknowledgement of Receipt of a Distress Message ............................................. Error! Bookmark not defined. Relay of Distress Message ..................................................................................... Error! Bookmark not defined.
ACTIONS BY OTHER STATIONS ........................................................................... ERROR! BOOKMARK NOT DEFINED. Action by Stations Other than the Station in Distress ............................................ Error! Bookmark not defined. Imposition of Silence ............................................................................................. Error! Bookmark not defined. Cancellation of Distress ........................................................................................ Error! Bookmark not defined.
URGENCY COMMUNICATIONS ............................................................................ ERROR! BOOKMARK NOT DEFINED. Urgency Signal ...................................................................................................... Error! Bookmark not defined. Priority .................................................................................................................. Error! Bookmark not defined. Frequencies to Be Used ......................................................................................... Error! Bookmark not defined. Urgency Message .................................................................................................. Error! Bookmark not defined. Cancellation of Urgency Message ......................................................................... Error! Bookmark not defined.
APPENDIX 8—CANADA FLIGHT SUPPLEMENT SAMPLES ........... ERROR! BOOKMARK NOT DEFINED.
INDEX ......................................................................................................... ERROR! BOOKMARK NOT DEFINED.
MISSION STATEMENT
To provide safe and effective pilot training.
To encourage high standards in flying practices among our students, including the
promotion of professional-level pilot knowledge and skills.
To continually develop our training programs to ensure that they meet the highest of
standards in the flight training industry, yet maintain an effective and informal
learning environment.
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2012 David L. Parry
INTRODUCTION
This Handbook is designed for both initial and advanced training. I remember how exciting (and often confusing) it
was for me when I started flight lessons. For most who learn to fly, it is a brand-new experience, and there is a
wealth of information that you will eventually come to terms with. For commercial students, the focus of training is
on instrument flight procedures, yet only a small percentage of the flight test concerns instrument flying; the rest of
the flight test is a display of flying exercises outlined in this manual—skills and knowledge originally learned during
private pilot training. Accordingly, for both initial and advance training this manual provides what we regard as
crucial information associated with individual flight lessons and manoeuvres. Essentially, the material is born from
a collection of notes that I developed for myself during my Instructor training. The notes quickly turned into
handouts, primarily so those students would not have to take notes during briefings and could instead concentrate on
listening. This manual is an amalgamation of those handouts.
I will take this opportunity to thank the many people who have contributed to my own understanding of flying, and
those who have contributed to that collection of Instructors and Students that is called Langley Flying School.
Going back to the late 1970s, I am personally indebted to Professors A. Olmsted, D. Hatt, and A. Heinrich (they
should all be full Professors by now!), who make great effort to implant curiosity into the minds of their young
undergraduate students. I am also personally indebted to the many instructors I have had the pleasure of working
with in my role as “student”—which of course for any good instructor is a never-ending role—Lenora Crane,
Gordon Jones, Mac Arbuthnot, Paul Tinevez, Mark Adam, Jim Krause, Wayne Wolshyn, Jo Harris, Heather Baile,
Jamie Roth, John Laing, Donn Richardson, Matt Edwards, Peter Shewring, Roy Isreal, John Milligan, Robert E.
Leroux, Jim Dunn and Al Balogh. With respect to aircraft maintenance engineering and airworthiness, I am grateful
to the efforts and assistance over the years by Don and Loraine Nikkel of Valley Aero Engines Ltd., and Joel H.
Schoenberger, Wendy Boyes, and Simon Mears of Transport Canada’s Aircraft Maintenance and Manufacturing.
Langley Flying School is but a mere collection of dedicated and hardworking individuals who, motivated by the
love of flying (surely not of money!), have spent many hours contributing to the system of flight training operations
that has evolved over the years—Kevin Williams, Michel Rouch, Sheldon Pohl (now a Boeing 737 Pilot with
Westjet), Heather Wolf (now Boeing 747 Pilot with EVA Airways), Jarrod Burgess (now corporate jet pilot in
Oklahoma), Nick van Empel (now an Air Canada pilot), Ron Reynolds, Corey Dyer (now a King Air pilot, Dave
Beales, Jessica Hamstra (now an Air Canada Jazz pilot), Rita Methorst, David Woollam (now a Twin Otter Captain
in the Maldives), Bob Brown, Dave Page (now a Bearskin Airlines pilot), Tom Larkin, Brandon Dreyer (now a
Boeing 727 pilot with Kelowna Flightcraft), Adam O’Sullivan, Patrice Gagnon (now an Air Canada Jazz pilot),
Adam Katagiri, Peter Waddington, Ben Orlowski (now a Beech 1900 Captain with Pacific Coastal Airlines), Ryan
Gahan (also Beech 1900 Captain with Pacific Coastal Airlines , Cullen Worth (now a Twin Otter Captain with
Kenn Borek Air), Philip Craig (a pilot with Pacific Coastal Airlines), Justin Chung (also now a Beech 1900 Captain
with Pacific Coastal Airlines), Rod Giesbretcht (also a pilot with Pacific Coastal Airlines), Naomi Jones (also pilot
with Pacific Coastal Airlines) , and Hoowan Nam, Nam Vu, Mayank Mittal, and Beda Grunder.
I always say that teaching flying is a wonderful profession that is rich in excitement, satisfaction, success and
challenge. It truly is an honour to teach people how to fly. The pleasures of the job, however, originate from hearts
and minds of students. Pilot students are never forced to come to school, and it is wonderful to work with such a
highly motivated bunch. For all who complete Pilot Training, this course will serve to be the first step in the
wonderful adventure of flight that will last a lifetime—for some it will be the first step in an exciting and rewarding
career. When I get into an aeroplane, I still have the same sense of excitement and anticipation that I had on my first
flight lesson at High River Airport on January 15th, 1987. Sentiments such as these do not fade for pilots.
Special thanks to my Mamoo, Elizabeth (Betty) Parry, for her career role as editing adviser, and Mother. The
inspiration for the Field of Dreams originates from my Dad, Ken Parry (who can still grease a Twin on—if you
show him where the runway is—just kidding Dad!)—I still can’t believe my Dad talked me into building a flying
school!
David Parry,
Chief Flying Instructor
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Faculty and Staff
David Parry
Chief Flying Instructor and Operations Manager
Airline Transport Pilot
Class I Instructor Rating
Group 1 (Multi-engine) Instrument Rating
Instrument Rating Instructor
Multi-engine Rating Instructor
Groundschool Instructor
Aircraft Maintenance Manager
Rita Methorst
Associate Chief Flying Instructor
Chief Groundschool Instructor
Airline Transport Pilot
Class II Instructor Rating
Group 1 (Multi-engine) Instrument Rating
Seaplane Class Rating
Instrument Rating Instructor
Peter Waddington
Senior Instructor
Course Coordinator for Full-time Studies
Commercial Pilot
Class III Instructor Rating
Group 1 (Multi-engine) Instrument Rating
Groundschool Instructor
Instrument Rating Instructor
Philip Craig
Senior Instructor
Commercial Pilot
Safety Management Officer
Class III Instructor Rating
Group 1 (Multi-engine) Instrument Rating
Senior Instrument Rating Instructor
Groundschool Instructor
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Rod Giesbrecht
Commercial Pilot
Class III Instructor Rating
Group 1 (Multi-engine) Instrument Rating
Seaplane Class Rating
Groundschool Instructor
Naomi Jones
Commercial Pilot
Class III Instructor Rating
Multi-engine Class Rating
Groundschool Instructor
Hoowan Nam
Commercial Pilot
Class III Instructor Rating
Groundschool Instructor
Nam Vu Commercial Pilot
Class IV Instructor Rating
Group 1 (Multi-engine) Instrument Rating
Groundschool Instructor
Gobind Sandhanwalia Commercial Pilot
Class IV Instructor Rating
Group 1 (Multi-engine) Instrument Rating
Groundschool Instructor
Mayank Mittal Commercial Pilot
Class IV Instructor Rating
Groundschool Instructor
How to use this Handbook
The Handbook provides “need to know” information. If you use the Handbook effectively, I guarantee it will save
you time, money, and frustration. Sometimes we see students coming to flight lessons unprepared. I was guilty of
this on occasion during my own initial training—for one reason or another, I was too rushed to study the assigned
readings in the Flight Training Manual prior to a flight lesson. But make no mistake, I was paying for it! At that
time, an average flight lesson cost me about sixty dollars. Now, when you are laying down $165 for a one-hour
lesson, you want to be prepared. Lack of preparedness also shortens your time in the aircraft. The average lesson is
based on a two-hour booking of the aircraft and the Instructor’s time; this time is roughly broken down as follows:
15 minutes Student pre-flight activity, including weather briefing, aircraft
inspection, and pre-flight administration;
10-30 minutes Pre-flight meeting with Instructor, Preparatory Ground Instruction
(for new exercises), and Pre-Flight Briefing (review flight sequence
and safety factors);
60 minutes Flight lesson;
15 minutes Post-Flight De-briefing with Instructor;
15 minutes Student post-flight administration (log book entries, etc.).
If a student is not prepared for an exercise, more time will be required in the pre-flight meeting and there will be less
time remaining for cockpit experience. Obviously, the reality of flying is the occasional weather or maintenance
delay (patience with these delays is the quality of an experienced and safe pilot), but a student who has not studied
this Handbook, as well as the Pilot Training Manual (PTM) prior to flight will require a longer pre-flight meeting
with the Instructor. Moreover, and perhaps more significantly, the training schedule will progress slower in the
air—this means more unnecessary airtime and unnecessary expense. So when you are training for “forced
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approaches” (simulated engine failure), for example, take the time to memorize the required “vital actions” prior to
the lesson. (You have no idea how many times I have sat up there with a student at 3,000’ waiting for the student to
recall the sequence of actions!)
Know What is Expected of You
With regard to expectations, I am not so much referring to what your Instructor expects of you—your Instructor
simply expects the best that you are able to do at various phases of the training (which of course varies for all of us
from day to day). What I am referring to here are the flight test standards. All of your training culminates in the
flight test. The flight test takes just over an hour and a half, and during that time you will demonstrate most of the
exercises in this Handbook. The person who will conduct your flight test—the Pilot Examiner—has a prescribed set
of standards that he or she uses to evaluate your performance, and it is crucial that you understand what those
standards are. In knowing the standards you will have a goal to work towards during your training, and this is
especially important with regard to solo training flights. For each exercise, for example, you should have an
understanding of what is required to “pass,” what is “acceptable performance,” and what is “above average”
performance.” The Flight Test Guides for the Recreation Pilot Permit, the Private Pilot Licence, and the
Commercial Pilot Licence can be viewed (and downloaded) from Transport Canada’s website—a link appears on
the Langley Flying School webpage—in “The Ready Room”. Here are the addresses:
Flight Test Guide—
Recreational Pilot
http://www.tc.gc.ca/civilaviation/general/flttrain/Planes/Pubs/TP12475/menu.htm
Flight Test Guide—
Private Pilot
http://www.tc.gc.ca/civilaviation/general/flttrain/Planes/Pubs/TP13723/menu.htm
Flight Test Guide—
Commercial Pilot
http://www.tc.gc.ca/civilaviation/general/flttrain/Planes/Pubs/TP13462/menu.htm
It is important that you keep in mind that it is these documents which the Examiners use in evaluating your flying.
So, before you go up with your Instructor to learn steep turns, for example, read the Flight Test Guide and know
that a “pass” for this exercise during the flight test requires that you maintain + or - 100’ during the turn. Standards
such as this are listed in the Flight Test Guide as performance criteria. As you near the end of your training, you
will know you are ready for the flight test when you can consistently meet that standard.
The Flight Test 4-Point Marking Scale
The following is the 4-point evaluation scale used universally in Canada for pilot-performance grading—you want
to be familiar with the general content of the scale so that you understand how your knowledge and skills will be
evaluated during your flight test. It is used for flight test evaluation, and it is also used for pilot evaluation in air
taxi, commuter, and airline evaluation.
The application of the 4-point evaluation scale is based on the weakest elements displayed by the pilot during the
evaluation of a particular exercise, activity or sequence. The award of a 1 or 2 occurs where there is a safety issue
with the pilot performance, or where the pilot displays an unapproved technique or procedure. Here is the
evaluation scale:
4 Above Standard
Performance remains well within the qualification standards and flight management skills are excellent.
Performance is ideal under existing conditions.
Aircraft handling is smooth and precise.
Technical skills and knowledge exceed the required level of competency.
Behaviour indicates continuous and highly accurate situational awareness.
Flight management skills are excellent.
Safety of flight is assured. Risk is well mitigated.
3 Standard
Minor deviations occur from the qualification standards and performance remains within prescribed limits.
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Performance meets the recognized standard yet may include deviations that do not detract from the overall
performance.
Aircraft handling is positive and within specified limits.
Technical skills and knowledge meet the required level of competency.
Behaviour indicates that situational awareness is maintained.
Flight management skills are effective.
Safety of flight is maintained. Risk is acceptably mitigated.
2 Basic Standard
Major deviations from the qualification standards occur, which may include momentary excursions beyond
prescribed limits but these are recognized and corrected in a timely manner.
Performance includes deviations that detract from the overall performance, but are recognized and corrected
within an acceptable time frame.
Aircraft handling is performed with limited proficiency and/or includes momentary deviations from specified
limits.
Technical skills and knowledge reveal limited technical proficiency and/or depth of knowledge.
Behaviour indicates lapses in situational awareness that are identified and corrected.
Flight management skills are effective but slightly below standard.
Safety of flight is not compromised. Risk is poorly mitigated.
1 Below Standard
Unacceptable deviations from the qualification standards occur, which may include excursions beyond
prescribed limits that are not recognized or corrected in a timely manner.
Performance includes deviations that adversely affect the overall performance, are repeated, have excessive
amplitude, or for which recognition and correction are excessively slow or nonexistent, or the aim of the task
was not achieved.
Aircraft handling is rough or includes uncorrected or excessive deviations from specified limits.
Technical skills and knowledge reveal unacceptable levels of technical proficiency and/or depth of knowledge.
Behaviour indicates lapses in situational awareness that are not identified or corrected.
Flight management skills are ineffective.
Safety of flight is compromised. Risk is unacceptably mitigated.
Flight Management
Flight management denotes the ability of a pilot to utilize all available resources, both pre-flight and in-flight. Here
is the summary provided by Transport Canada in the Flight Test Guides, which sets out—in broad terms—the
qualities of good flight management:
Problem Solving and Decision Making
anticipates problems far enough in advance to avoid crisis reaction
uses effective decision-making process
makes appropriate inquiries
prioritizes tasks to gain maximum information input for decisions
makes effective use of all available resources to make decisions
considers “downstream” consequences of the decision being considered
Situational Awareness
actively monitors weather, aircraft systems, instruments, ATC communications
avoids “tunnel vision” - awareness that factors such as stress can reduce vigilance
stays “ahead of the aircraft” in preparing for expected or contingency situations
remains alert to detect subtle changes in the environment
Communication
provides thorough briefings
asks for information and advice
communicates decisions clearly
asserts one’s position appropriately
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Workload Management
organizes cockpit resources well
recognizes overload in self
eliminates distractions during high workload situations
maintains ability to adapt during high workload situations
Effective Flight Time
Your Instructor seeks the most effective and productive use of time in the air; this is his or her job. What about
airtime during your solo flights? Clearly, a student who is more effective in preparing for solo training will be
licensed faster and will save money. Here are some suggestions: Before you go off on a solo flight, prepare a
schedule of exercises that you intend to practise. Review the important points associated with each exercise, and
specifically include the applicable standards from the Flight Test Guide. When you are done, review the proposed
training plan with your Instructor. In the air, always fly manoeuvres or exercises as if you were demonstrating your
skills during a flight test. Always use the correct speeds, altitudes, power settings, and flap settings. Especially
during upper air exercises, always work a specific altitude and a heading or “line.” Finally, after you land, review
your performance with your Instructor.
Flight Training Written Examinations
During the course of your flight training you will write seven examinations as summarized in the table below. The
examinations are not designed to evaluate performance, as is the traditional role of examinations, but are instead
designed to ensure that all students have critical knowledge related to flying safety and safety procedures as they
progress through the training. You will be pleased to hear that all of the examinations are multiple-choice. As well,
some are open-book and some are closed book. Consult the table below for a more detailed description.
PRESTART
This examination literally gets you started. Successful completion of PRESTART will qualify you to start the
aircraft under supervision without the Flight Instructor being physically present in the aircraft. PRESTART also
focuses on “fire during start” procedures and other safety issues, and it also covers knowledge and procedures
related to preparation for a training flight.
INFLIGHT
The INFLIGHT examination focuses on your knowledge related to the first five flight exercises—Attitudes and
Movements, Straight and Level Flight, Climbs and Descents, and Turns. This examination also asks some basic
questions related to material you have learned in the air such as leaving and returning to the airport.
PSTAR
Before you fly the aircraft by yourself under the supervision of a Flight Instructor (who remains on the ground!),
you must complete the PSTAR and the RORC Examinations. The PSTAR Examination, short for “Student Pilot
Permit or Private Pilot Licence for Foreign and Military Applicants, Air Regulations,” is a pre-solo flight
examination required by Transport Canada, which Langley Flying School administers (on behalf of Transport
Canada). The PSTAR examines your knowledge of air law and air traffic control procedures, as well as your
understanding of central safety issues (e.g., wake turbulence). Successful completion of the PSTAR will allow us to
issue you your first licence, the Student Pilot Permit, and with this you will be legal to fly by yourself as pilot-in-
command under Flight Instructor supervision. Nevertheless, be aware that the passing mark on the PSTAR is 90%
and will require effective preparation. The material contained in Section V (Canadian Aviation Regulations) of the
Langley Flying School Initial Groundschool Manual and the material related to Medical Factors (P. 90) in Section
VI of this Handbook, are designed to prepare students for the PSTAR examination. Study questions for this exam
appear on P. 47, and these should be reviewed at the start of your preparation for completing the PSTAR.
Medical Certificate
It is important to note that while the completion of the PSTAR examination satisfies the knowledge requirements for
the Student Pilot Permit as set out in the Canadian Aviation Regulations, the Student Pilot Permit cannot be issued
until you have received a Medical Certificate. Schedule your medical examination early as the processing can take
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as long as four weeks after you have visited your Doctor (in the case of Recreational Pilot Students) or a Medical
Examiner (in the case of Private Pilot Students). If you intend to obtain your Commercial Pilot Licence in the next
two years or so, you should explain to the Medical Examiner that you wish to qualify for a Category 1 Medical
Certificate, as opposed to a Category 3 Medical Certificate, which is for Private Pilot Students. Recreational Pilot
Students simply have to qualify for a Category 4 Medical Certificate, which only requires you to get a form signed
by your family physician. Three Medical Examiners have offices at Langley Airport and their names and telephone
numbers are posted in the main office.
RORC
RORC stand for the “Radiotelephone Operator’s Restricted Certificate (Aeronautical),” and successful completion
of this examination will qualify you for your pilot radio licence. Study material for this examination appears on P.
Error! Bookmark not defined., and specific study questions to help you prepare for the RORC examination appear
on P. 48.
The RORC examination must be written prior to your first solo flight.
PRESOL
Langley Flying School also requires that, prior to your first solo flight, you successfully complete the School’s
PRESOL (Pre-solo Flight) examination. The PRESOL is designed by us to ensure you have obtained what we
regard as crucial knowledge for safe solo operation of the aircraft. Both the PREPRAC and PRESOL are based on
general knowledge acquired during training, as well as information contained in Pilot Operating Handbook, and the
Vancouver VTA Chart.
PREPRAC
After you have completed your first solo flight and have completed sufficient practise flying solo in the circuit, you
will then qualify to be released solo into the practice area where you will practise various flight exercises by
yourself. The PREPRAC (Pre-solo Practice Area Examination) qualifies you to fly solo in the practice area and
reviews your knowledge of safety and operational requirements for solo flight away from the airport.
Airport Qualifying Examinations
This series of examinations, required by all students, reviews your knowledge of surrounding airports, which, during
the course of your training, you will fly to by yourself. Each of these airports—Langley, Abbotsford, Boundary
Bay, Pitt Meadows, Chilliwack, Victoria, and Nanaimo—has its own Airport Qualifying Examination (AQE) related
to airport layout, arrival, circuit, and departure procedures.
STANPRO-I and STANPRO-II
These examinations are required for Commercial Pilot Students only, and covers the Standard Operating
Procedures for single-pilot flight (STANPRO-I) operations and multi-crew flight operations (STANPRO-II). The
reference material for STANPRO-I may be found beginning on P. Error! Bookmark not defined. of this
Handbook, while the material for STANPRO-II begins on P. Error! Bookmark not defined.. The examinations
evaluate student knowledge of the procedures and standards set out. STANPRO-I must be completed prior to the
second lesson following registration in the Commercial Pilot Program, while STANPRO-II must be completed prior
to the third dual flight lesson.
PRENITE
Required for Commercial Pilot Students and Private Pilot Students who are pursuing their Night Rating, this
examination covers basic knowledge essential for night flying, and must be completed prior to the first solo night
flight.
PREROCK
This examination must be completed by all Commercial Pilot Student prior to beginning the Mountain Flying
portion of the Commercial Pilot Program (P. 32). Basic concepts, procedures, and precautions regarding mountain
flying are examined, based on assigned material.
PRETEST
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The final examination you will write is the Pre-flight Test Examination. PRETEST is designed to ensure that you
have all the knowledge necessary to ensure the flight test will go well. We have a pretty good idea what the
Designated Flight Test Examiner (DFTE) will ask you during your flight test and we want to make sure you are
prepared for the answers.
The examinations are summarised as followed:
Examination When Written Type Material for Study Preparation Qualifications derived
from Examination
Completion
PRESTART Shortly after
beginning flight
training.
Open
Book
Piper Cherokee Pilot Operating Handbook
(Fire during start), Pilot Checklist (engine
starting), general procedures for training flight
preparation.
Solo engine start-up.1
INFLIGHT Upon completion
of the first five air
exercises.2
Open
Book
Langley Flying School’s Flight Training
Handbook and Transport Canada’s Flight
Training Manual related to the first five
exercises; general procedures for flight to and
from airport.
None.3
PSTAR Prior to First Solo
Flight.
Closed
Book
Chapter 5 from Langley Flying School’s
Groundschool Manual.
Student Pilot Permit.
RORC Prior to First Solo
Flight.
Closed
Book
Radio Licence Study Guide in Langley Flying
School’s Initial Pilot Training Examination
Handbook.
Radio Operator’s
Licence4
PRESOL Prior to First Solo
Flight.
Closed
Book
Piper Cherokee or Cessna 150/152 Pilot
Operating Handbook related to all emergency
procedures; general flying procedures in the
circuit.
Instructor Authorization
for first solo flight.5
PREPRAC Prior to first solo
flight to the
Practice Area.
Open
Book
Vancouver VTA Chart; general procedures for
departing and arriving at Langley Airport.
Instructor Authorization
for solo flight to the
Practice Area.6
Airport
Qualification
Examinations
(AQEs)
Prior to First Solo
Flight to specific
Airports.
Open
Book
General procedures for departing and arriving
at the specified airport, including circuit
procedures and airport layout—Canada Flight
Supplement.7
Instructor Authorization
for solo flight to the
specified airport.8
STANPRO-I Commercial Pilot Closed Single-pilot (Level I) Standard Operating Commencement of
1 This examination insures that all students are knowledgeable of engine start-up emergencies.
2 Attitudes and Movements, Straight and Level Flight, Climbs and Descents, and Turns.
3 The purpose of this examination is to provide Instructors with feedback concerning how well they have been doing their job—for this reason, the material addressed by this examination is very general and basic in nature but is, nevertheless, important for the student to know.
4 The pilot of an aircraft must hold a radio operator’s licence, and qualification for this largely includes knowledge of emergency radio
transmission procedures.
5 This examination is in addition to the Transport Canada PSTAR and it basically ensures that all students who conduct their first solo flight have
sufficient safety knowledge with respect to Langley Flying School’s training operations and procedures, Piper Cherokee or Cessna 150/152
emergency procedures, as well as Langley Airport air traffic procedures.
6 Similar to the PRESOL examination, the PREPRAC ensures student safety knowledge prior to being authorized to leave the airport circuit to
practise air exercises other than landings and takeoffs. Prior to being released to the “practice area,” student must have a working knowledge of
the departure and arrival procedures at Langley Airport.
7 The Canada Flight Supplement (CFS) is essentially a directory of all airports in Canada, and outlines for the pilot important information with
respect to arrival and departure procedures. Each of the School’s aircraft has a current CFS on board.
8 This examination qualifies students to fly solo to specific airports other than Langley Airport—Victoria Airport, Abbotsford Airport, Nanaimo Airport, etc.—and ensures a standard of knowledge and safety with respect to the arrival and departure procedures at these airports.
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Examination When Written Type Material for Study Preparation Qualifications derived
from Examination
Completion
Students prior to
first or second
training flight.
Book Procedures beginning P. Error! Bookmark
not defined. of this Handbook.
Commercial Pilot
training.
STANPRO-II Commercial Pilot
Students prior to
third training
flight.
Closed
Book
Multi-crew (Level II) Standard Operating
Procedures beginning P. Error! Bookmark
not defined. of this Handbook.
Commencement of
Commercial Pilot
training.
PRENITE Commercial Pilot
and Night Rating
Students prior to
first solo night
flight.
Closed
Book
Night flying references contained in the Pilot
Training Manual, as well as the concepts and
precautions outlined on P. Error! Bookmark
not defined. of this Handbook.
Instructor Authorization
for solo night flight.
PREROCK Commercial Pilot
Students prior to
Mountain Flying
training.
Closed
Book
Mountain flying procedures and precautions
outlined on P. Error! Bookmark not defined.
of this Handbook.
Commencement of
Mountain Flying
training.
PRETEST Prior to the Flight
Test
Open
Book
All materials. Flight Test
Recommendation.
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The Aircraft
As with all flight training units, our certification for commercial
operations is contingent on a maintenance program that is
approved by Transport Canada. A complete inspection of the
airframe and engine is required every 100 hours. All
maintenance decisions—i.e., when tolerances are exceeded with
respect to parts and equipment and when replacement or repair
is required—are made by the Transport Canada approved
maintenance organisation that is contracted to service our
aircraft. Students and Instructors, however, are crucial in the
assessment of the aircraft’s conditions between the 100-hour
inspection cycles. This implies, of course, that pre-flight
inspections must be carefully conducted. It must also be
remembered, however, that aircraft are not automobiles. In
particular, they are constructed on the basis of maximum
strength, yet minimal weight. The main message here is be
gentle with the aircraft. Here are some points of consideration:
a) When using the tow-bar to move the aircraft, be sure the
toe-bar hooks are securely in the correct holes on the nose
gear.
b) Never put weight on the spinner when pushing or pulling
the aircraft (the spinner is not designed to bear any force
and is simply designed to reduce drag and create smooth
airflow over the cylinders—they are also very expensive to
replace). Instead, push or pull the aircraft with hand-force
positioned approximately five inches up the prop from the
spinner.
c) Be careful not to push or pull the aircraft into other aircraft,
poles, etc.—you would be amazed how many benders
occur as a result of this; the empennage will crinkle if it comes into contact with anything hard. When
manoeuvring the aircraft close to objects, always have a person spot the wing tip and tail surfaces for adequate
clearance.
d) Be gentle when stepping up onto the wing. While the flap is designed to take the weight of a person, avoid
stepping there if you can. Step gently on the step bar—don’t jump on the step bar when stepping off the wing.
e) Be gentle with the door. Ensure it is closed and locked, but don’t slam it.
f) Be gentle with the rudder pedals during taxi; do not depress a rudder pedal unless the aircraft is moving.
g) Taxi slowly and carefully and avoid excessive braking that will place a side-load on the steering nose gear;
always use minimum power to taxi.
h) Be careful when checking the magnetos during the pre-takeoff checks—if you accidentally select “off,” the
engine will backfire and this can damage the exhaust manifold and muffler.
i) The pilot window can be opened during flight, but use care when you close the window; there is considerable
vacuum pressure and the window should be closed slowly.
j) Never lean the fuel mixture below 4000’. A rich mixture below this altitude is required for engine cooling,
especially during ground idling. If you have leaned above 4000’, be sure you enrich the mixture when
descending below this altitude.
k) Also for maximum cooling, the engine should be idled at 1000 RPM—this keeps air flowing through the engine
baffles.
l) Do not apply excessive braking during landings, unless it is required. Instead, let the aircraft decelerate through
PiperCherokeePA-28-140
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2012 David L. Parry
coasting. If required, of course, do not be afraid to lay into the brakes if rapid deceleration or directional control
is required—but be sure the flaps are retracted and the control column is held back to produce maximum weight
on the main gear for maximum braking.
m) Use caution when opening the cabin door in a strong wind; the retention mechanism is easily broken if the door
is wrenched open by the wind.
n) Never leave a cabin door open, even in calm wind conditions; prop-wash from a taxiing aircraft could also
damage the retention mechanism.
o) Never leave a cabin door open while taxiing unless a person in the right seat is holding it securely (i.e., the
Instructor).
p) Remove the cabin covers with care so as not to hook the ambient temperature probe; the probe is mounted in the
windscreen and a tugging force on the probe could crack the Plexiglas.
q) Never place any metal objects—especially headsets—on top of the glareshield (dashboard), as the Plexiglas
windscreen is easily scratched.
Program Safety Rules and Flight Operations Notices
Safety in flight training operations is founded on all persons knowing and abiding by rules and procedures. In
particular, the Flight Rules and Safety Precautions described on P. 25 are crucial and must be complied with at all
times. In addition, the Flight Instruction Staff publishes what are referred to as Flight Operation Notices and these
appear in the front office near the booking sheet. The Flight Operations Notices serve the purpose of getting out
critical safety and administrative information. Prior to being authorized to conduct a flight, all student pilots and
pilots must have read and signed all of the current Flight Operations Notices.
Commercial Students
Many Commercial students will be quite surprised to learn that the flight test required for that licence is, indeed,
virtually identical to the flight test they have just completed for their Private Pilot Licences. The only difference in
the Commercial Flight Test is the addition of the accuracy approach, a spin demonstration, radio navigation, and
limited panel instrument flying. Many in the flight training industry recognize the shortcomings of the current
flight-test arrangement and there are plans in the works for Transport Canada to totally revise the Commercial Pilot
training curriculum. In its current format, the Commercial Pilot Licence represents a step towards an Instrument
Rating, which combined with a Multi-engine Class Rating, forms the most senior of Canadian—and indeed ICAO-
Standard9 pilot ratings—the Group 1 (Multi-engine) Instrument Rating.10 To get the Instrument Rating, a candidate
requires 40 hours of instrument flight training; 5 hours of these 40 hours are derived from Private Pilot Training, but
the greatest portion is derived from Commercial Pilot Training, where a candidate is required to receive 20 hours of
post-Private Pilot Licence Training.
There should be no doubt, then, that Commercial Pilot Flight Training is really a stepping-stone to the Instrument
Rating, and hopefully the Group 1 Instrument Rating. More significantly, however, the true demand for
Commercial Pilots does not rest with the demand for pilots who possess just a Commercial Pilot Licence—there will
always be jobs for these people, whether it is with small air-taxi operators and the so-called bush flying work. But
there should be no doubt that the fast water in the flow of Commercial Pilot careers lies with the senior ratings, and
ultimately, the Airline Transport Pilot Licence (ATPL). In this context, the Commercial Pilot Licence simply
provides a means of getting off the shoreline—or more accurately, getting your feet wet in an entry-position flying
job where single-engine day-VFR is practised. It is important to get this picture set in your mind: while there will
always be demand for single-engine day-VFR flying—float flying is an example of this—the true potential in the
future of aviation lies in the ability to safely transport people over large distances in the shortest possible period of
time. Quite simple and obviously, the fast waters are for those with ATPLs. Of course, Langley Flying School’s
role with respect to its Commercial Pilot Program is to train entry-level Commercial Pilots, and when we designed
9 ICAO translates into the International Civil Aviation Organization, a United Nations affiliate that sets international standards in the field of
aviation. The Private Pilot, Commercial Pilot, and Airline Transport Licences are ICAO-standard licences. The Multi-engine Instrument Rating
is universally regarded as the prerequisite for the Airline Transport Licence.
10 The Group 1 Instrument Rating is accomplished by successfully completing an Instrument Rating Flight Test in a multi-engine aircraft.
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2012 David L. Parry
our program, we have tried to keep the bigger “ATPL” picture in mind.
Instead of conceiving our primary goal as preparing our students for the Commercial Pilot Flight Test, we have
focused on developing the skills of our students in areas that will be intrinsic to successful flying careers. We
believe the successful candidate for an entry-level yet fast-track flying job must have a number of qualities related to
knowledge and fundamental skills that will be immediately apparent to an employer—i.e., the Chief Pilot for a
commercial operator—during an employment interview and check ride. What will the prospective Chief Pilot look
for?
The Chief Pilot will look for a solid array of basic flying skills. Our Commercial Pilot Program includes focus on
the exercises contained in the Commercial Pilot Flight Test Guide, but we have included a series of additional flying
exercises that further develop basic aircraft handling ability. The exercise entitled RUDDER KICKS (P.Error!
Bookmark not defined.) focuses on the co-ordinated use of rudder during changes in banked attitude, a skill that is
central to safe and effective crosswind landings. ACCELERATE/DECELERATE TURNS (P.Error! Bookmark not
defined.) focuses on maintaining aircraft attitude control during aggressive manoeuvres involving extreme speed
changes, while the CLEAN TOUCH-AND-GOES exercise (P.Error! Bookmark not defined.) enhances pitch and
directional control during landing and takeoff phases of fight. DESCENDING STEEP TURNS (P. Error!
Bookmark not defined.) focuses on developing precise pitch, power and bank co-ordination during a “high
demand” flight manoeuvre, while DESCENDING SIXTY-DEGREE STEEP TURN (P. Error! Bookmark not
defined.) takes similar skills to an even higher level of precise control and co-ordination.
The Chief Pilot will also look for precise and diverse IFR skills—the ability to fly an instrument panel safely and
efficiently. The core of our Commercial Pilot Program is designed to engage our students in IFR flying as early as
possible, and our first exercise in this regard, entitled STANDARD INSTRUMENT DEPARTURES (P. Error!
Bookmark not defined.), introduces students to the underlying fundamental skill of all IFR flying—the ability to
effectively translate a written sequence of prescribed altitudes, headings, and speeds into an actual flight sequence or
flight profile during simulated instrument conditions (i.e., while under the hood). The SIDs are arranged from
simple to complex, with ever-increasing demands for basic IFR skills and knowledge as students progress—while
the SIDs begin with the need to conform to a combined sequence of prescribed headings, altitudes, and speeds, they
progress quickly to the need for students to incorporate radio navigation intercepts and tracking, and eventually lead
to the need to fly standard IFR holds and hold entries. Commercial Students are introduced to approach procedures
in the exercise entitled SIMULATED HUH 25 & WC 34 APPROACHES (P.Error! Bookmark not defined.), which
entails the simulated positioning of the aircraft for landing while under the hood using VOR and NDB radio
navigation skills. Students focus on the IFR holding pattern and the prescribed hold-entry manoeuvres in HOLDS
AND HOLD ENTRIES (P. Error! Bookmark not defined.), and are eventually introduced to the various instrument
approaches beginning P. Error! Bookmark not defined..
The Chief Pilot will also evaluate a candidate’s comfort and familiarity in a Standard Operating Procedures (SOPs)
environment. SOPs used in commercial operations set out a repetitious array of prescribed actions and
communications that must be conformed with throughout a standard flight profile, beginning with flight preparation
and engine start-up, and ending with shut-down and post-flight administration. Langley Flying School’s
Commercial Pilot Program incorporates three levels of SOP training. The first level is referred to as Level I SOPs,
which apply to single-pilot flight operations, and which are published on P. Error! Bookmark not defined. of this
Handbook. Unless otherwise specified by your Instructor, all Commercial Pilot Training flights at Langley Flying
School must be conducted in accordance with Level I SOPs. The second level is referred to as Level II SOPs, and
they are published on P. Error! Bookmark not defined. of this Handbook. Level II SOPs are designed for multi-
crew operations and specify how two pilots will co-ordinate themselves during flight. Flights conducted with Level
II SOPs will be specified periodically by your Instructor, with the Instructor performing the role of Pilot-not-flying
(PNF), and you performing the role of Pilot-flying (PF).11 Both SOP documents must be memorized, and all
Commercial Pilot Students must write examinations (STANPRO-I and STANPRO-II) prior to the third training
flight (see P. Error! Bookmark not defined.). In addition to the Level I and II SOPs, and in an attempt to enhance
the attractiveness and employability of our graduates, students are encouraged to complete Langley Flying School’s
Standard Operations Procedure (Multi-crew) Training Program.12 The training incorporates certification for both
IFR and VFR SOPs operations and is continuously updated to reflect the latest in industry standards13
11 Or visa versa.
12 This course is designed by Captain Gordon Wilson of Air Canada, and incorporates both Groundschool and simulator training.
13 A series of Certificates of Qualifications are available to our commercial students, with the intent being that such certificates can be pasted on a
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While SOPs familiarity is an integral part of professional flying, your first flying job in an advanced aircraft will
likely be a right-seat job as Second-in-command. Our commercial students begin immediately learning to fly from
the right seat and your Instructor will regularly assign seat changes during the course of training.
In an effort to broaden the experience of our students, the Commercial Pilot Program includes optional advanced
aircraft exercises. The first, entitled Advance Aircraft Operations—Introduction to Complex Aircraft, introduces
students to constant-speed propeller, retractable gear, and cowl flap systems, while the second, entitled Advance
Aircraft Operations—Low-level Commercial Flight Operations, simulates a VFR commercial cross-country flight
utilizing airway navigation, ATC radar services, and GPS operations. A third optional course, entitled Advance
Aircraft Operations: High-level Commercial Flight Operations, simulates an IFR commercial flight in Class A
airspace. Students are trained on the use of supplemental oxygen and engine turbochargers. These optional
exercises are described in the Commercial Pilot Program Course Outline.
Paperwork
With every flight there is paperwork. Your Instructor documents each training flight in your Pilot Training Record
(PTR), describing the training that occurred, including specific areas of focus or improvement for subsequent flights.
When you have completed your training, your PRT will be submitted to Transport Canada as documented proof of
meeting ground and air training requirements. You are encouraged to examine your PTR regularly and in this
regard the PTR becomes a learning tool. You are also encouraged to make comments in the PTR, and this is of
particular value to us in reference to solo training flights.
In addition to the PTR, each training flight is documented in student’s Pilot Log Book. The Pilot Log Book is
essentially your record and proof of training. Transport Canada has the right to audit any Pilot Log Book associated
with the application for a pilot licence and rating, and it is important, especially if you are considering a career in
professional flying, that the Pilot Log Book is maintained accurately. For initial pilot training, the Pilot Log Book
must essentially be a duplicate of the PTR; for students pursuing a Commercial Pilot Licence, an audit of the Pilot
Log Book by Transport Canada in support of the application is assured.
At Langley Flying School, students are responsible (subject to Instructor supervision) to ensure the Flight Training
Log is properly completed for each flight. Flight Training Log entries that are required before flight includes
aircraft weight and balance, aircraft fuel, and the scheduled training exercises; while entries required after the flight,
include takeoff and landing time, flight time (based on the Hobbs Meter) and air time (based on time in the air). It is
the clear responsibility of students to make sure that all of this information is properly recorded; it is the
responsibility of the Instructor to ensure this is done.
The Aircraft Journey Log is a legally defined document that records the usage of the aircraft. Since the Aircraft
Journey Log record of aircraft usage determines when an aircraft receives scheduled maintenance, and since the
Aircraft Journey Log is the central record of all aircraft defects and unserviceabilities, the accuracy of entries made
in this book is critical for flight safety. Also, be aware that the training flight scheduled after yours cannot be
released until the Aircraft Journey Log is completed. Special care must be made in making accurate and correct
entries in Aircraft Journey Logs—if you are unsure of something, ask.
Borrowing Books
Langley Flying School maintains a small but useful library of books and videos, and students are encouraged to use
this material. Importantly, however, material must be signed out on a sheet that is posted in the front office.
The Intel File
One of the most important books available is Langley Flying School’s Intel File. The Intel File contains a record of
notes made by students who have written Transport Canada written examinations. The records are informal, but this
book will provide extensive insight into the questions that appear on these examinations. It is fundamental to
student success that you ensure you examine Intel File before you write your Transport Canada examination, but it
is equally important that you make a contribution to the Intel File when you have completed your examinations—
resume and will draw attention from a prospective employer. As you will quickly discover when you compose your first commercial pilot
resume, it is often a challenge to fill the space with meaningful aviation-related information. Our goal has been to put together solid training behind the certification process, which of course reflects on our reputation as a training institution.
Flight Training Handbook Page 25 Langley Flying School, Inc.
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only with contributions by students will the Intel File maintain its usefulness. The Intel File can be requested from
your Instructor.
Tutor Services
In addition to the Groundschool tutorial instruction, the Langley Flying School Student Advisory Group maintains a
list of individual tutors in various specialities that provide one-on-one tutoring. The Tutors’ List is posted in the
School, and is updated on a regular basis; there is an honorarium fee, with arrangements being made directly
between students and tutors.
Study Facilities
Langley Flying School has two classrooms that are virtually unused during the day, and students are encouraged to
make full use of the desks and chairs for purposes of study. We try to encourage quiet study practises in the rear
classroom, which is equipped with eight study carrels (partitioned desks) while activity in the front classroom tends
to be more informal and varied. If you are writing an examination, do not hesitate to request the use of a vacant
Instructor office or briefing room.
Langley Flying School Student Advisory Group
This group meets periodically with the Chief Flying Instructor for the purposes of evaluating the quality and
effectiveness of programs and services provided by the School. All interested students are encouraged to attend;
meeting dates and times are posted in the School.
Student Accounts and Payments
Prepayment is not required, but, because of the high operating costs of aircraft, students are asked to pay following
individual flight lessons. Student faced with special circumstances regarding the financing of their training should
contact the Chief Flying Instructor. Always obtain a receipt after each flight, and after each payment. Payment may
be made by cash or cheque, debit card, Visa, Master Card, and American Express.
Failure to Attend Scheduled Booking
Failure to show up for an aircraft or simulator booking inconveniences a lot of people, especially instructional staff
and other students. Accordingly, students who fail to attend a scheduled booking without good reason,14 or fail to
provide at least 24-hours’ notice of a booking cancellation, will be fined the “no-show fee”, which equates to the
solo hourly rate of the aircraft booked. If a student feels they have been unfairly assessed a fine, they must appeal to
the Chief Flying Instructor in accordance with Langley Flying School’s Dispute Resolution policy.15
Tax Deductions
Traditionally, Revenue Canada provides tax benefits to Commercial Pilot students and Private Pilot students who
indicate that they intend to pursue careers as Commercial Pilots. Specifically, Revenue Canada publishes a tax form
designed for flight training, and it requires that you list the money paid and training hours received in the tax year.
The tax benefits are still not difficult to receive if you are undertaking Commercial Pilot training, but Private Pilot
students who have had their tax submission audited by Revenue Canada have been told that they cannot claim the
Private Pilot expenses until they are enrolled as the Commercial Pilot Program. Commercial Pilot training begins
with the Night Rating and this can be started as soon as you receive your Private Pilot Licence. Tax deduction
benefits do not apply to Recreational Pilot students or Private Pilot students who lack commercial ambition.
14 Illness, accident, or personal reasons are good reasons.
15 See the Student Contract for details.
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Safety is Paramount
There are two “untruths” associated with flying. The first is that flying is difficult—on the contrary, as you will
quickly see, flying is both natural and easy (although all pilots keep this a secret). The second is that flying is
dangerous. Flying is not inherently dangerous, but safe flying is dependent on safe practices by the pilot.
Throughout your flight training you will learn the art of safe flying; at this point, however, let me point out some
basic rules of safe flying. First, remember that safety in the air during flight is grounded in the security and integrity
of the aircraft—its airframe, power plant, and various systems (such as hydraulic brakes). Therefore, always
conduct a thorough and complete pre-flight and pre-takeoff inspection. You will be given the responsibility for the
aircraft’s pre-flight inspection very early on in the training. Secondly, during all phases of flight, develop a
relentless sense of situational awareness, especially with respect to pilot actions, other air traffic, weather, and
general operations. Situational awareness is a keen sense that you will develop with experience. It is a skill
whereby a pilot anticipates and continually monitors flight activity for potential problems or dangers so that the
problems or dangers can be avoided or managed as early and as effectively as possible. Of course your sense of
what is a “problem,” or what is “dangerous,” will develop during the course of your flight training, but begin right
away in developing your sense of “awareness in the cockpit.” Thirdly, never get complacent and attempt to cut
corners or forego procedures. Flying is unforgiving in this regard. Use the proper checks all the time. Pre-flight
checks in the cockpit, for example, are designed to cover a vast array of safety checks and double-check prior to
launch. Don’t cut these checks short as you may miss something. Keep your own personal standards high
throughout your flying career. Make safety your highest priority.
If, during the course of your training, you have any concerns with respect to possibly “unsafe” practices—whether
by students or staff—immediately contact the Chief Flying Instructor.
Problems or Concerns?
If you encounter any problems or concerns during the course of your flight training, do not hesitate to contact the
Chief Flying Instructor (CFI). In most cases, problems or concerns should first be raised with your Ground or Flight
Instructor, but if you are uncomfortable with this for any reason, simply contact the CFI and issues can be discussed
confidentially if necessary. Sometimes, chemistry simply does not exist between two individuals—and this can
apply to Instructors and his or her student. Students are assigned by the CFI to Instructors based primarily on
Instructor student loads; more important than balancing students loads, however, is the establishment of a
productive, effective, and generally successful relationship between student and Instructor.
Payment Schedule, Student Credit and Penalties, and Refund Policies
With the exception of groundschool fees, payment for training services is due upon completion of the service. The
current groundschool tuition fees are posted on the Langley Flying School’s website.
Students Credit is not permitted and it is simply required that students pay as they go. In the case of unpaid bills,
students will be subject to a 2.0% interest penalty after 30 days, and will be subject to an additional 2.0% interest
penalty at the end of each subsequent 30-day period until the billing is paid.
Admissions Policy
Students are admitted to the specified program with the completion of this document and the approval of the Office
of the Chief Flying Instructor. Additional admission requirements for the Commercial Pilot Program require
students submit proof of a Private Pilot Licence and the appropriate Medical Certificate, and additional admission
requirements for the Instructor Rating Program require students submit proof of a Commercial Pilot Licence and the
appropriate Medical Certificate. All students admitted to the Commercial Pilot Program or the Instructor Rating
Program must be 19 years of age or have completed Grade 12.
Refund Policy
1) Written Notice
a) Written Notice must be provided by a student to Langley Flying School when a student withdraws or must
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2012 David L. Parry
be provided by Langley Flying School to the student where the Langley Flying School dismisses a student.
b) Where total fees have not yet been collected, the institution is not responsible for refunding more than has
been collected to date.
2) Refunds before the program of study starts:
a) If written notice of withdrawal is received by Langley Flying School less than seven (7) calendar days after
the contract is made, and before the start of a program of study, Langley Flying School may retain the
lesser of 10% of the total fees due under the contract or $100.
b) Subject to subsection (2) (a), if written notice of withdrawal is received by Langley Flying School thirty
(30) calendar days or more before the start of a program of study, the institution may retain 10% of the total
fees due under the contract.
c) Subject to subsection (2) (a), if written notice of withdrawal is received by Langley Flying School less than
thirty (30) calendar days before the start of a program of study, Langley Flying School may retain 20% of
the total fees due under the contract.
3) Refunds after the program of study starts:
a) If written notice of withdrawal is received by Langley Flying School, or a student is dismissed, within 10%
of the program of study’s duration, Langley Flying School may retain 30% of the total fees due under the
contract.
b) Subject to subsection (3) (a), if written notice of withdrawal is received Langley Flying School, or a student
is dismissed, within 30% of the program of study’s duration, Langley Flying School may retain 50% of the
total fees due under the contract.
c) If a student withdraws or is dismissed after 30% of the program of study’s duration, no refund is required.
Dispute Resolution Policy
Langley Flying School policy regarding disputes is that individuals should first attempt to resolve any issues
informally between the parties involved. If attempts at informal resolution are unsuccessful, or if an individual is
uncomfortable with informal procedures, Langley Flying School provides and fair and reasonable mechanism for
formal dispute resolution. The resolution of dispute shall reflect that safety is paramount in flight training
operations, and that all students at Langley Flying School are entitled to fair and equitable treatment. The
procedures for dispute resolution are therefore outlined as follows:
1) If possible, a disputant shall attempt to resolve a dispute informally.
2) If informal resolution is unsuccessful, or in cases where the disputant is uncomfortable with informal measures,
the disputant shall submit the complaint in writing to Chief Flying Instructor. The Chief Flying Instructor will
request written submissions from all parties involved, including witnesses. Within 72 hours from the time that
the original written complaint was submitted, the Chief Flying Instructor will meet with parties involved for the
purpose of adjudication, and within 24 hours of this meeting, the Chief Flying Instructor will provide a written
decision to the disputants.
3) If either party is dissatisfied with the decision of the Chief Flying Instructor, the dispute may be referred to a
mediator. Within 48 hours of receiving a written request for mediation, the Chief Flying Instructor shall
appoint a Pilot Examiner or a Civil Aviation Inspector as mediator. The costs of mediation will be paid by
Langley Flying School, Inc.
Rules of Conduct and Dismissal Policy
Safety in flight training operations is paramount to Langley Flying School’s policy on student conduct and
dismissal. The following are grounds for the student suspension and/or dismissal:
1) violation of the Canadian Aviation Regulations;
2) violation of Langley Flying School’s Flight Rules and Safety Precautions;
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2012 David L. Parry
3) mistreatment of Langley Flying School aircraft and equipment;
4) any other action, operation, procedure, behaviour, or conduct by a student which, in the view of the Chief
Flying Instructor, compromises safety in flight training operations.
In the event of suspension or dismissal, written notice will be provided to the student; suspensions or dismissals are
governed by Langley Flying School’s Dispute Resolution and Refund policies. Student may be assessed a fee for
failure to show for an aircraft booking, in accordance with the terms and conditions specified in the Langley Flying
School Flight Training Handbook. Students in violation of the Canadian Aviation Regulations, or Langley Flying
School’s Flight Rules and Safety Precautions are responsible for all damages and injury that result from such
violation.
Release of Personal Information
In accordance with Part 4(10)(1)(a) of the Personal Information Protection Act, we hereby notify you that your
name and personal identification information, the name of your program of study, and the amount of the tuition paid
will be forwarded to the Private Career Training Institutions Agency for the purpose of administering the Student
Training Completion Fund. This information is collected by the PCTIA under section 26 of the Freedom of
Information and Protection of Privacy Act. For more information about the collection, use and disclosure of your
personal information, visit the Agency's website at www.pctia.bc.ca.
TRAINING SEQUENCE SUMMARIES
Private Pilot and Recreational Pilot Program
Initial Ground Briefings Review of Langley Flying School Flight
Rules and Safety Precautions.
Review of Flight Operations Notices and
their function and role.
Ramp safety and situational awareness.
Next of Kin information.
Review of student payment policies.
Student preparation for flight lessons
(reading/study assignments) and the use of
LFS Flight Training Handbook and Flight
Training Manual.
Referral for pilot medical.
Submission of two certified copies of birth
certificate.
Review of student written examinations
prior to solo flight.
Role of the Pilot Training Record (PTR) and
the Pilot Log Book.
Aircraft Journey Logs, aircraft documents,
aircraft Deferred Defects List.
Aircraft inspection schedules.
Fuel and oil entries in the Journey Log.
Aircraft Status Board.
Requirement to place aircraft keys on
dashboard (glareshield).
Impulse coupling.
Fuel primer lines.
Handling propeller spinner.
Ground handling of the aircraft and the use
of tow bars.
Handling cabin covers.
Cleaning aircraft Plexiglas (windows).
Electric fuel pump check.
Securing unused seat belts.
Location of Canada Flight Supplement,
Pilot Operating Handbook, survival kit, and
fire extinguisher.
Fuel sample inspection.
Brake pad tolerances.
DICO (“daily inspection carried out”)
entries in Journey Log.
Fuel weight.
Calculation of Centre of Gravity.
Weight and balance limitations.
Role of the utility and normal categories.
Conducting a pre-flight briefing with a
Flight Service Specialist.
Obtaining taxi clearance for refuelling.
Requirement to ground aircraft before
refuelling.
Card-lock system.
Administration of fuel receipts.
Adding oil.
Identifying oil-type requirements from
Journey Log.
Engine cowling security.
Procedures for engine fire during start.
Fuel shut-off.
Attitudes and Movements
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2012 David L. Parry
Transfer of aircraft control.
Aircraft turning procedures.
Passenger briefings.
Yaw control during takeoff.
Aileron Drag.
Asymmetric Thrust and Slipstream.
Relationship between yaw, pitch and roll.
Wing-tip references.
Dead-magneto check at engine shutdown.
Straight and Level Flight Traffic scanning procedures.
Communicating traffic (the “clock” system).
Control inputs during taxi.
Power confirmation during takeoff.
Rotation and climb during takeoff.
Departure procedures.
Initial navigation exercise (distance,
heading, and time).
Trimming the aircraft for hands-free flight.
Straight and level flight with power
variations.
Straight and level flight with flap variations.
Compass errors.
Carburettor heat—function and operation.
Mixture control—function and operation.
Level/cruise checks.
Fuel leaning restrictions.
Identification of local landmarks.
Climbs and Descents Procedures for collision avoidance prior to
and during climbs and descents.
PAAT.
AAPT.
Climbing with flap variations.
Descending with flap variations.
Pre-descent checks.
Variations in rates of descent.
Vx and Vy climbs.
Basic Turns Procedures for collision avoidance prior to
and during turns.
Targets during level turns—constant airspeed
and bank.
Priority of actions during turns (visual and
instrument reference).
Gentle and medium turns.
Climbing medium turns.
Descending medium turns.
Evasive action and collision avoidance
manoeuvres.
Advanced Turns16
16 The Instructor may elect to defer this exercise until post-solo
Collision avoidance precautions for steep
turns.
Inadvertent spiral recovery.
Turn control requirements and targets.
Level steep turns.
Descending steep turns.
Minimum radius turns.
Flight for Maximum Range and
Endurance Determining maximum range and endurance
from Pilot Operating Handbook.
Fuel leaning.
Determining maximum range and endurance
using experimental method.
Slow Flight HASEL-check procedures.
Altitude requirements.
Slow flight with 0 flaps.
Slow flight to 65 MPH.
Slow flight climbs and descents.
Slow flight at minimum control airspeed.
15-bank turns.
30-bank turns.
Stalls17 Pilot Operating Handbook requirements.
Stall-entry requirements.
Level power-off stall with power-off
recovery.
Level power-off stall.
Level power-on stall (1500 RPM).
Level power-on stall (2000 RPM).
Climbing/turning/power-off stall—20 bank
with 0 flap.
Climbing/turning/power-on (1500 RPM)
stall—20 bank with 0 flap.
Spins Pilot Operating Handbook requirements.
Review of Piper Service Bulletin 753.
Spin-entry requirements.
Seatbelt security.
Recovery from left and right incipient spins.
Recovery from left and right full spins.
Spiral Recovery Spiral-entry requirements.
Priority of actions.
Standard spiral recovery.
Scenario spiral recovery.
training.
17 Complex stalls are commonly deferred by Instructors until post-solo training.
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Illusions Created by Drift Heads-up flying.
Legal minimums for low flying.
Illusions of slip/skid.
Illusions of acceleration/deceleration.
Slipping Airspeed indicator inaccuracies.
Dangers of insider rudder.
Forward slip.
Side slip.
Slipping turn.
Circuit Training (pre-solo) Completion of INFLIGHT and PRESTART
examinations.
Approach speeds.
Speed adjustments for gusty conditions.
Crosswind calculation and limitations.
500’ reference on final approach.
50% Rule.
Avoidance and corrective actions for
wheelbarrowing.
Avoidance and corrective actions for
porpoising.
High-flare recovery.
Approaches with 0 and 25 flaps.
Vital actions for engine failure.
Vital actions for engine roughness.
Traffic cut-off procedures.
Procedures for inability to locate assigned
traffic.
Procedures for following traffic too closely.
Controller-requested 360 turns.
Controller-requested 270 turns.
Excessive crosswind procedures.
Proceeding to alternate airport.
Radar services.
Procedures for open door.
Oil-instruments monitoring.
“Hold-short” clearances.
Failure to receive a landing clearance.
Helicopters working adjacent to runway.
Traffic in the “inner circuit.”
Definition of night and student solo
limitations.
Aircraft documents.
Solo-flight authorization procedures.
Emergency procedures.
PSTAR Examination.
PRESOL Examination.
Solo Practice Area Urgency/Distress communications.
Radio Operator’s Examination.
MFA departure and arrival procedures.
Diversion procedures in poor visibility.
Diversion procedures at nightfall.
Cloud separation requirements.
Traffic hazards of prolonged climbs.
Communication failure procedures.
Practice Area dimensions and checkpoints.
Map navigation (time, distance, heading).
Arrivals from Fort Langley.
Altitude considerations for Fort Langley
Aerodrome.
Arrivals from Aldergrove.
Boundary of Langley Airport Control Zone.
Boundary of Abbotsford Control Zone and
CYA 125(P).
Boundary of Pitt Meadows Control Zone.
Recognition of 264th
, 232nd
, and 200th
Interchanges.
Orbiting landmarks.
Use of radar vectors from Langley Tower to
locate airport.
Review of upper-air exercises.18
Full Forced Approaches Engine clearing in practise forced
approaches.
Minimum recovery altitudes.
Safe recovery procedures.
Field selection.
Use of key points.
Speciality takeoffs and landings Short-field takeoffs.
Short-field takeoffs with obstacles.
Soft-field takeoffs.
Soft-field takeoffs with obstacles.
Precautionary Landings Cautions for low flying.
Altitude restrictions.
Precautionary landings in unfamiliar
aerodromes.
Precautionary landings in unprepared fields.
Diversions Aircraft set-up—slow cruise.
Pilot organization and actions.
Diversions without use of geographic
features.
Diversions with use of geographic features.
Cross-country Flying Completion of Airport Qualification
Examinations.
Weather up-dating during flight.
Transponder procedures.
18 Generally, steep turns, slow flight, and stalls.
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Mandatory Frequency procedures.
Airport over-flight procedures.
U.S. Airspace restrictions for student pilots.
Requirements for flight over the Georgia
Strait.
Determination of aircraft engine-out gliding
distance.
Aircraft ditching.
Life-jacket requirements.
Procedures for entering a TCA.
Lost procedures and use of TCA controllers.
Vancouver transition procedures.
Coal Pile checkpoint.
Location and restrictions of CYR 107.
Determination of descent point.
Considerations for mountain flying.19
Flight planning and weather analysis.
Instrument Flying Instrument attitudes and movements.
Standard-rate turns.
Vectored approach and overshoot.
Recovery from unusual attitudes—
impending stall.
Recovery from unusual attitudes—spiral.
Introduction to radio navigation aids.
Flight Test Preparation Review.
Simulated Flight Test.
Flight Test.
Commercial Pilot Program
Initial Ground Briefings Review of Langley Flying School Flight
Rules and Safety Precautions
Review of Flight Operations Notices and
their function and role.
Ramp safety and situational awareness.
Next of Kin information.
Review of student payment policies.
Student preparation for flight lessons
(readings) and the use of LFS Flight
Training Handbook and Flight Training
Manual.
Referral for pilot medical.
Submission of two certified copies of birth
certificate.
Review of student written examinations
prior to solo flight.
Role of the Pilot Training Record (PTR) and
the Pilot Log Book.
PTR and Pilot Log Book entries with respect
19 For cross-country flight to Hope.
to night training, instrument training, and
cross-country training.
Transport Canada’s audit of the Pilot Log
Book.
Aircraft Journey Logs, aircraft documents,
aircraft Deferred Defects List.
Aircraft inspection schedules.
Fuel and oil entries in the Journey Log.
Aircraft Status Board.
Maintenance Control Manual.
Requirement to place aircraft keys on
dashboard (glareshield).
Impulse coupling.
Fuel primer lines.
Handling propeller spinner.
Ground handling of the aircraft and the use
of tow bars.
Handling cabin covers.
Cleaning aircraft Plexiglas (windows).
Electric fuel pump check.
Securing unused seat belts.
Location of Canada Flight Supplement,
Pilot Operating Handbook, survival kit, and
fire extinguisher.
Fuel sample inspection.
Brake pad tolerances.
DICO (“daily inspection carried out”)
entries in Journey Log.
Fuel weight.
Calculation of Centre of Gravity.
Weight and balance limitations.
Role of the utility and normal categories.
Conducting a pre-flight briefing with a
Flight Service Specialist.
Obtaining taxi clearance for refuelling.
Requirement to ground aircraft before
refuelling.
Card-lock system.
Administration of fuel receipts.
Adding oil.
Identifying oil-type requirements from
Journey Log.
Engine cowling security.
Engine fire during start procedures.
Fuel shut-off.
General Training Requirements Completion of STANPRO-I and
STANPRO-II examinations.
Completion of Airport Qualification
Examinations.
Application of Standard Operating
Procedures.
Right-seat training.
Standard Instrument Departures.
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Limited Panel (Timed Turns) Safety concerns for instrument flying.
Standard-rate turn.
Math method for timed turns.
ADF-overlay method for timed turns.
Limited Panel (Unusual Attitudes) Safety concerns for unusual attitudes.
Reverse-trend instrument indications and
application.
Stall—instrument indications and pilot
recovery.
Spiral—instrument indications and pilot
recovery.
Spin—instrument indications and pilot
recovery.
ADF Radio Navigation Ground stations and cockpit equipment.
Relative bearing.
Magnetic bearing.
ADF indicators.
NDB position reckoning.
Station passage.
Procedures for homing.
Procedures for NDB orientation,
interception and tracking.
Interception of inbound tracks.
Interception of outbound tracks.
Vectored NDB approach.
VOR Radio Navigation Ground stations and cockpit equipment.
Course Deviation Indicator (CDI) scale.
Line-of-sight limitation.
VOR radials.
VOR indicators.
VOR position reckoning.
Station passage.
Procedures for tracking to the station.
Procedures for VOR orientation,
interception and tracking.
Interception of inbound tracks.
Interception of outbound tracks.
Vectored localizer approach.
GPS Radio Navigation GPS system and cockpit equipment.
GPS self-testing.
GPS display organization.
Leg Mode and OBS Mode.
External CDI display.
Course Deviation Indicator (CDI) scale.
Waypoint position reckoning.
Waypoint passage.
Procedures for tracking to the waypoint.
Procedures for waypoint orientation,
interception and tracking.
Interception of inbound tracks.
Interception of outbound tracks.
Vectored GPS approach.
Introduction to IFR Flight IFR Flight Plan.
IFR clearance procedures.
VOR and NDB Holds.
Vectored ILS.
Vectored NDB.
Night Training Completion of PRENITE Examination.
Weather considerations for night flight.
Pilot equipment for night flight.
Aircraft ground movements at night.
Visual references during night takeoffs.
Considerations for night engine failures.
Use of the Obstacle Clearance Circle.
Night approaches and the 500’ Rule.
Night spins.
Landing without landing light.
Landing without cockpit lighting.
Circuit engine failures at night.
Night Cross-country Training Night diversions.
Black-hold syndrome.
Night arrival and departure plans.
Flight to vicinity airports (CZBB, CYPK,
CYCW, CYXX).
Navigation planning incorporating radio
navigation.
ATC Radar surveillance services.
Long night cross-country (CYYJ and
CYCD).
Standard Operating Procedures Training
(Multi-crew) PF and PNF.
Pre-takeoff procedures and calls.
Radio navigation procedures and calls.
Normal takeoff procedures and calls.
Rejected takeoff procedures and calls.
Approach and landing procedures.
Pilot incapacitation procedures.
Simulated Flight Test.
Flight Test.
Mountain Flying Completion of PREROCK Examination.
Route planning and the use of mountain
passes.
Altitude considerations for emergency
gliding.
Wind considerations and limitations.
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Horizon reference.
Canyon flying.
Climb limitations.
“Decision-height” for navigating passes.
Recognition of peak-clearing altitude.
Hazards of box canyons.
Circling climbs.
Valley turns.
Advanced Aircraft System and Operation20 Cowl-flap systems.
Propeller systems.
Landing gear systems.
Cessna 182 (simulator).
Piper Arrow IV (simulator).
Mooney M20J (simulator).
Beech Bonanza A36 (simulator).
Piper Seneca (simulator and aircraft).
Low-level Commercial Flight Operations
(VFR Seneca Trip to Seattle)21 Navigation Planning.
ATC Flight Planning.
Weight and Balance Planning.
Passenger Requirements.
High-level Commercial Flight Operations
(IFR Seneca Trip to Calgary)22 Weather considerations.
Route planning—MEAs.
Ice Planning.
Purpose and selection of alternate airport.
IFR publications.
Departure procedures.
Arrival procedures.
Turbocharger system and use.
Oxygen system and use.
Mid-term Flight Test
Advanced Instrument Training Anatomy of holds.
Hold clearances.
Timing in the hold.
VDB and VOR hold variations.
Hold wind corrections.
POD method for hold entry.
Direct hold entry.
Parallel hold entry.
Offset hold entry.
Non-standard holds.
Approach Plate interpretation and briefing.
20 Optional.
21 Optional.
22 Optional.
Approach clearances.
SNAP procedures.
Speed and flap requirements for the ILS
approach.
Speed and flap requirements for the NDB
approach.
Application of Decision Height.
Application of Minimum Descent Altitude.
Final approach fix procedures.
Actions inside the final approach fix.
Variations in procedure turns.
Procedure-turn distance restrictions.
Altitude restrictions prior to crossing the
final approach fix outbound.
Flight Test Preparation Simulated Flight Test.
Flight Test.
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LANGLEY FLYING SCHOOL FLIGHT RULES AND SAFETY PRECAUTIONS23
A) Requirements for Flight Preparation
1) Before each flight, student pilots shall contact the Kamloops Flight Information Centre at 1-866-992-7433
(WX BRIEF) and obtain a pilot briefing. From this briefing, a student must determine forecast cloud
layers, visibility, wind, temperature, turbulence, SIGMETS (Significant Weather Reports) and
NOTAMs (Notice to Airmen) for the departure and destination airport, and the proposed training area or
route.
2) Prior to each training flight (dual or solo), student pilots shall examine the aircraft Journey Log and the
Langley Flying School’s Aircraft Status Display to ensure:
a) the total air time reported on the Aircraft Status Display accurately reflects the total air time recorded
in the aircraft Journey Log prior to the first flight of the current day;
b) the date and/or air time of scheduled maintenance tasks for aircraft posted on the Aircraft Status
Display have not been exceeded;
c) knowledge of any current deferred aircraft defects.
3) Prior to conducting pre-flight servicing or inspection of training aircraft, student pilots shall ensure the
aircraft ignition keys are visibly placed on the aircraft’s glare shield, thereby ensuring the magnetos are
switched off.
4) Prior to each flight, student pilots shall record the quantities of fuel and oil on board the aircraft at the time
of takeoff in the Training Flight Operations Log. The fuel must be specified in U.S. gallons and time
(normal cruise fuel consumption); the oil must be specified in U.S. quarts. For VFR training flights, fuel
and oil must be sufficient for the intended flight, plus 60 minutes at normal fuel consumption.
5) Oil shall be added when the indicated quantity is at or below 6 U.S. quarts.
6) Prior to each flight student pilots shall calculate the proposed takeoff weight and Centre of Gravity of the
training aircraft and record these in the Training Flight Operations Log.
7) Prior to each training flight (dual or solo), the entry in the Training Flight Operations Log shall be
countersigned by a supervising instructor.
B) Post-flight Requirements
1) At the termination of each flight, student pilots shall ensure their aircraft is properly positioned and secured
so as to prevent collision or wind damage. When a parked aircraft is not under constant and direct
supervision by a Flight Instructor or Pilot-in-command, the aircraft must be tied down and the control
column secured. In all cases, the control column of an unoccupied aircraft must be secured when the
surface winds are in excess of 7 KTS.
2) At the termination of each training flight, student pilots shall ensure the aircraft start-up and shutdown
Hobbs times, and the aircraft takeoff and landing times, are recorded in the Training Flight Operations
Log.
C) Weather Minima Requirements
1) All dual flights are governed by the weather minima specified in the Canadian Aviation Regulations.
While active VFR flight training is prohibited when below the above weather minima, Flight Instructors
may operate with Special VFR authorization owing to localized phenomena during arrivals and departure.
2) The following minimum apply to solo flights:
23 Violation of the Langley Flying School Flight Rules and Safety Precautions is grounds for dismissal.
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Circuit Training Non-circuit Training
Private and
Recreational Pilot
Night Training
Commercial Pilot
1500' Ceiling
5 SM Visibility
No scattered cloud layers
below 1500' AGL
No cloud below 1000' AGL
3000' Ceiling
5 SM Visibility
No scattered cloud layers
below 1500' AGL
No cloud below 1000' AGL
1000' Ceiling
3 SM Visibility
1000' Ceiling
3 SM Visibility
1500' Ceiling
5 SM Visibility
3000' Ceiling
5 SM Visibility
No scattered cloud layers
below 1000' AGL
Solo Flight Training Weather Minima
Training Category
D) Additional Requirements for Strait of Georgia Crossings
1) For solo flight across the Strait of Georgia, the forecast weather minima is no cloud ceiling below 6,000’
ASL, no precipitation, and a minimum (15) miles visibility.
2) Flight altitude over the Strait of Georgia must at all times be sufficiently high to enable maximum distance
glide to land with the aircraft propeller windmilling.
3) Life jackets must be worn by students during Strait of Georgia crossings.
E) Additional Requirements for IFR Flight Training
1) For IFR training flights, fuel and oil must be sufficient for flight to the intended destination, and hence
from the destination airport to the alternate airport, plus 45 minutes at normal fuel consumption.
2) The weather minima for single-engine IFR flight training shall be sufficiently high so as to permit a
successful forced approach during the course of flight, and at no time less than a 700’ ceiling AGL and
three (3) miles visibility. For multi-engine IFR flight training, the weather minimum shall be as published
for IFR flight in the Canadian Aviation Regulations.
3) IFR flight training at altitudes above the freezing level in Instrument Meteorological Conditions (IMC) is
prohibited.
F) Additional Requirements for Multi-engine Flight Training
1) Prior to pre-flight services or inspection, a visual inspection of the magneto switches shall be made to
ensure they are switched off.
2) It is prohibited to conduct a takeoff when Accelerate-Stop Distance exceeds Takeoff Run Available.
3) A pre-takeoff briefing must be conducted or supervised by the Pilot-in-Command just prior to all
departures which specifies:
a) the target speeds, flap configuration, and gear retraction procedures to be used during the takeoff; and
b) the actions that will be taken in the event of an engine failure on departure, with specific reference to
Vmc and the anticipated landing area available.
4) With respect to stall training, the aircraft must be at an operationally safe altitude so as to permit recovery
at or above 3000’ AGL.
5) It is prohibited to initiate a simulated engine failure below 500’ AGL, unless authorized by Chief Flying
Instructor.
6) It is prohibited to demonstrate Vmc below 4000’ AGL.
7) All training involving actual engine shutdown must occur within 15 miles of the following airports:
Abbotsford, Pitt Meadows, Boundary Bay, or Bellingham. The conditions at the selected airport must be
suitable for a landing in the event that the engine cannot be restarted.
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G) Requirements for Collision Avoidance
1) Prior to executing a turn during flight, students receiving dual instruction shall visually inspect vicinity
airspace for traffic and call “clear left” in the case of left turns, or “clear right” in the case of right turns.
2) During prolonged climbs or descents, students shall conduct periodic clearing turns to visually inspect
vicinity airspace for traffic.
3) A clearing turn to inspect vicinity airspace for traffic shall be conducted prior to each stall, spin, and prior
to slow flight manoeuvring. This clearing turn must consist of a 180° turn, or two 90° turns in opposite
directions, and shall be conducted immediately prior to conducting the manoeuvre.
H) General Requirements
1) All aircraft defects and unserviceabilities will be immediately reported to the supervising instructor and
entered in the aircraft Journey Log.
2) For the purposes of determining the need for a safety inspection of aircraft, any of the following incidents
shall be immediately reported to the supervising instructor:
a) abnormally hard landings, nose-wheel landings, or landings involving tail strikes or excessive side-
loading on the landing gear;
b) bird strikes or possible bird strikes;
c) collision or possible collision with any object during ground or flight operation;
d) flap deployment in excess of the limit speeds specified for the aircraft;
e) airspeed in excess of the maximum structural cruise speed;
f) the exceeding of any other aircraft limitation prescribed by the Pilot Operating Handbook.
3) For all Private Pilot and Recreational Pilot solo training flights, unless otherwise specified by the Flight
Instructor authorizing the flight, the practice areas in use will be CYA 180 (T) and CYA 181 (A)(T) . Solo
student pilots are not to leave the assigned practice area, except in an emergency.
4) For all Private Pilot and Recreational Pilot solo training flights, the maximum crosswind component for
conducting takeoffs or landings is 10 knots. For all other training flights, takeoffs are prohibited where the
wind conditions exceed the maximum demonstrated crosswind component published in the Pilot Operating
Handbook or placarded in the aircraft.
5) The minimum temperature for all training flights is -20° C.
6) All runway clearances from a Tower Control Unit pertaining to taxiing to position or taking off must be
readback.
7) The landing light of single-engine aircraft shall be turned on during all flights.
8) Takeoffs or landings are prohibited when birds are situated on the runway.
9) In the case of an unscheduled or forced landing, the pilot-in-command (student pilot or instructor) must
contact Flight Service, either by radio (121.5 MHz.) or by ground line (the Kamloops Flight Information
Centre at 1-866-992-7433—WX BRIEF) and the Chief Flying Instructor. Except in the case of an
emergency, no attempt shall be made to take off after an unscheduled or forced landing without the
approval of the Chief Flying Instructor.
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PREPARING FOR A FLYING LESSON (CHECKLIST)24
Pre-flight
Conduct a live weather briefing with FSS over the telephone (see discussions regarding a FSS briefing on
P. 34).
Examine the Journey Log for your aircraft with specific concern to assessing any defective items associated
with the aircraft.
Examine the Aircraft Status Display25 to ensure the aircraft is “operational” and that time has not expired
prior to the next scheduled event for your aircraft (e.g., a 50-hour or 100-hour inspection). Check to ensure
that the dates associated with any of the posted “out-of-phase” items (such as fire extinguisher, survival kit,
or ELT servicing. or maintenance).
Conduct a thorough pre-flight inspection (walk-around) of your aircraft.
Calculate the planned takeoff weight and balance for your aircraft.
Fill-out and complete the electronic Flight Training Operations Log, including notation of the oil, fuel,
estimated fuel time, takeoff Centre of Gravity and Weight, Hobbs, anticipated departure time and estimated
length of the flight; be sure to include the planned exercises. Having completed the computer flight
training data, manually complete the information required on the Flight Operations Board.
Ensure that the Journey Log is placed on-board the aircraft.26
Meet with your Instructor for a pre-flight briefing.
Post-Flight
Ensure the aircraft is secured.
Complete the Post-flight items on the Flight Training Operations Log, including time up, time down, and
shutdown Hobbs.
Complete the Journey Log.
Complete the entry in your Pilot Log.27
Ensure the accounting procedures associated with your flight are completed.
Meet with your Instructor for a post-flight debriefing.
Obtain instruction concerning the planned exercises for the next flight, including reading and studying
24 These checklists are the results of comments made by one of our graduates, Tom Larkin, who thought it would be useful to have a list of tasks
required to be completed before and after a training flight—the idea being that for students who are not familiar with the process, this can all seem quite confusing. We quite agree with Tom.
25 See P. 61, regarding airworthiness, and P. 51, regarding aircraft defects.
26 The aircraft documents—Certificate of Registration, Certificate of Airworthiness, and Equipment List (Weight and Balance)—are kept at the front of the Pilot Operating Handbook of each of the School’s aircraft. These documents must be on board the aircraft during every flight; the
Journey Log Book for each aircraft, however, need only be on board the aircraft when a landing is planned at an airport other than the airport of
departure—so technically, the Journey Log Book does not have to be on board training flights that satisfy this requirement. Don’t get confused, though, as the Pilot Operating Handbook must always be on board and available to the pilot.
27 Your Pilot Log is the record of all flights made by a pilot. Be sure that all entries are neat and accurate, and this is especially the case if you are
planning to pursue a career as a professional pilot (your Pilot Log will be audited when you apply for your Commercial Pilot Licence and your Airline Transport Licence, and any errors or omission can hold up your application). For each flight you must note the date, the aircraft type and
identification, the Pilot-in-Command (your Instructor—until you pilot the aircraft by yourself as a student pilot), your status as “Student” if
applicable (in which you write “Self”), the airport of departure and landing, the flight time, the exercises flown, and any relevant details of your flight—that portion of the flight time that was cross-country, conducted during the day or night, or conducted under the hood (instrument flying).
For the exercises, use the number code that appears in the Pilot Training Record. Be sure you go over with your Instructor your first couple of
entries to check that you are making the entries correctly. Also, it is a good idea to have your Pilot Log certified by a school when you have completed your training.
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assignments.
ETIQUETTE FOR THE PILOT
1. Do not start your engine before being assured your propeller is clear.
2. Do not start your engine with the aeroplane tail pointing toward an open hangar, open window, or closely
parked aeroplanes.
3. Do not start your engine while people are standing in front of or behind your aeroplane.
4. Do not blast your engine while taxiing in close proximity to parked aeroplanes.
5. Do not conduct a long pre-flight run-up while in the vicinity of offices or occupied buildings.
6. Always obtain a briefing from FSS regarding weather and NOTAMs prior to departure.
7. Avoid filing a flight plan by radio right after takeoff if you could have done it by telephone before
departure.
8. Always shut off your engine before loading or debarking passengers.
9. Always warn passengers to keep away from the propeller and not to touch it for any reason.
10. Always taxi at a speed whereby you can come to an immediate stop at any time.
11. In close quarters always taxi with someone at each wing tip for guidance.
12. Always turn off your landing light when holding short of the active runway for departure.
13. Always turn on your strobe or beacon lights when taxiing on an active runway or crossing an inactive
runway.
14. Always leave the controls locked after parking an aeroplane.
15. Always tie down an aeroplane for overnight parking.
FLIGHT INFORMATION CENTRE PRE-FLIGHT BRIEFINGS
The Kamloops Flight Information Centre (Kamloops FIC) is the local office of NavCanada agency that provides
flight planning and flight information services to Canadian pilots, including aviation weather and flight-operation
notifications—NOTAMS (Notices to Airman). Prior to each flight, students are required to get a “briefing” from the
FIC’s Flight Service Specialists, who can be accessed on the toll-free number 1-866-WX BRIEF. When a “briefing”
is requested, the Flight Service Specialist will know exactly what information will be important for you. For them to
do their job, however, you must first tell them the time of your flight, the type of flight you will be doing, and the
location of your flight. Simply say to them “I’m Joe Blow, a student at Langley Flying School, and I will be
departing in a half-hour for a training flight within 20 nautical miles of Langley Airport . . the flight will last about
an hour . . could I please have a briefing . .” The FSS Specialist will then give you all the information you need
(the request for a “briefing” is the key), including NOTAMs and AIRMETs.
Aviation weather data is available to students on NavCanada’s website www.flightplanning.navcanada.ca, and when
possible, students should review information here prior to contacting the Flight Service Specialist. Remember too
that this briefing can be done at home or in the office prior to coming to the School for a scheduled training flight.
With respect to weather information, the Terminal Aerodrome Forecast (TAF) for Abbotsford Airport is the most
detailed forecast information we can get for the closest location to Langley Airport—a terminal forecast for Langley
Airport is not published. The next nearest TAF would be for Vancouver Airport, but owing to its coastal location,
often experiences different weather from us. If your training flight takes you away from Langley Airport, you must,
of course, get appropriate weather forecasts for the planned route.
NOTAMs provide information related to any changes—temporary or permanent—that is not contained in existing
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publications such as navigation charts or the Canadian Flight Supplement.28 If a runway is temporarily closed, for
example, this will be communicated by way of a NOTAM. AIRMETs are any last-minute amendments to the
published forecast weather.
PASSENGER BRIEFING
Section 602.89 of the Canadian Aviation Regulations establishes that passenger briefings29 are required before each
flight, and must contain the following information:
1. The location and use of normal and emergency exits. Demonstrate how to open and close the hatch. Also,
explain that in conventional light aircraft, the windows can be dislodged with kicking force. Have the
passenger next to the door open and close the door so that you are sure he or she is familiar.
2. The location and use of the Emergency Locator Transmitter30—explain that the ELT is designed to
automatically transmit a distress signal in the event of sudden deceleration, but that for confirmation
purposes it must be switched on and left on as soon as possible after a crash. Some portable ELTs should
be removed and placed on a high metal surface to increase transmission strength. Be sure you know if your
ELT is portable.
3. The location and use of the fire extinguisher—that it is conventional in use, requiring the removal of a pin,
etc.
4. The location and use of the first aid kit.
5. Point out the location of the survival equipment.
6. When life jackets or life rafts are required, describe their location and use.
7. Smoking limitations.
8. Use of seat belts—be sure passengers actually attach and detach their seat belts for familiarity. Remind
them that the belts must be as secure as possible during takeoff and landing, or during an emergency (this is
important for surviving a rapid g-force deceleration).31
9. The position and securing of seat backs and chair tables.
10. The stowage of carry-on baggage.
11. Actions to be taken in the event of an emergency landing—baggage must be stored, seat backs in the
upright position, seat belts must be tightened, sharp objects should be removed from pocket, dentures
should be removed. The passenger sitting next to an exit must be specifically briefed that they are to open
the door when asked to do so by you—just before an emergency landing.
There are some additional practical considerations that you might want to make in passenger safety briefings.
28 The Canadian Flight Supplement is essentially a directory of all Canadian airports, including such things as runways and taxiways, radio frequencies, etc. A current Canadian Flight Supplement is always kept in each Langley Flying School aircraft.
29 Passengers are sometimes not aware they are receiving critical information related to safety—remember that they are nervous and anxious 99%
of the time (unless you have the pleasure of flying with veteran small-aircraft passengers). When you start your briefing, get your passengers’ attention—“. . I have some very important information for you related to safety during this flight . .” or “. . there is some information you must
be aware of prior to flight related to safety . .”
30 Many Instructors feel the ELT is best briefed while your passengers are still outside the aircraft—they can see where the ELT is actually located. ELT description should include how it can be identified—it is the shape of a small radio and is yellow or orange in colour, a very brief
description of how the ELT is activated (it is set in the “armed” position, but should be turned to the “on” position in the event of an emergency),
how the signal is picked up by satellites, and how the satellites automatically home-in on the geographic co-ordinates of the aircraft (to which Search and Rescue (SAR) are automatically dispatched—for this reason, passengers have the best chance of being found if they stay with the
aircraft.
31 Tight seat belts are an important key to surviving a crash—the idea being that the human body must not be subjected to a sudden deceleration (which is deadly), but should instead be subject to deceleration over the longest period of time possible. Aviation Safety Specialist emphasize
that it is critical for the pilot to avoid during an emergency landing any “fixed object” that might cause the rapid deceleration. (This was
effectively communicated by one of these specialists who said that the pilot’s main job is to spread-out the aircraft wreckage as much as possible.)
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Caution the front passenger regarding free movement of the control column and the rudder pedals. Do not hesitate
to ask your passengers to remain silent during landings and takeoffs. Most importantly, however, remember that
you are giving your passengers information that may save their lives. When finished, ask if anyone has any
questions. While briefing passengers may feel awkward to you at first, you can be assured that your passengers
view it as being professional—any awkwardness will disappear with practise.
The process of flight training is really quite misleading with respect to the requirements and necessity of passenger
briefings—we get into a routine of not providing a passenger briefing as staff and students are familiar with the
aircraft and emergency procedures. It is quite a different story when you fly with passengers after getting your
licence—passengers, of course, know nothing about emergencies during flight operations, and they are totally
dependent on getting this crucial information from you, the pilot. The Flight Test Examiner, of course, will expect
to be treated like a real passenger.
PILOT-CONTROLLER COMMUNICATION
Prior to flying Pilot-in-command (under your Student Pilot Permit without an Instructor on board), you will have to
obtain your Radio Operator’s Licence. This entails writing an examination (see P. 18). The study material for this
examination appears in Langley Flying School’s Initial Pilot Training Examination Handbook, and specific study
questions to help you prepare for the RORC examination appears on P. 47 of this Handbook. This section reviews
practical procedures with respect to radio procedures and will get you up and running.
Think of the radio as a telephone—it really is no different! The only important thing to remember is that only one
person can speak on a VHF frequency at one time. This means that the frequency can get very busy—when it is
busy, pilots must make effort to minimise their transmission time. We also minimise communication to free the
frequency for possible emergency communication—some fellow may be having engine trouble whereby quick
communication would be critical, and for this reason we have code words or phrases that mean, essentially,
“everyone else but the pilot having difficulty cease transmission.32 Just as important, however, controllers and pilots
must ensure they do not misunderstand one another. If you are confused about a clearance, traffic advisory, or
instruction (or anything you think might be important), you must seek clarification—it is a matter of safety. As you
will see, for example, controllers are always advising you of vicinity traffic which could, of course, turn into a
potential collision hazard; if you are advised of such traffic, you must make it absolutely clear whether or not you
have visual contact with the aeroplane in question.33
There is lots of good advice in From the Ground Up concerning radio use, but here are some additional important
considerations that are worthwhile reviewing:
Departure
When you tune in a frequency, do not transmit until you are sure you are not interrupting an exchange of
information between the controller and another pilot already on frequency. If an exchange between a pilot and a
controller is taking place, simply wait until they are finished. Your first transmission should just include your
aircraft type (Cherokee), and your four-letter identification (in the examples below we use GABC—when using the
phonetic alphabet (see P. Error! Bookmark not defined.), this identification is stated Golf, Alpha, Bravo, Charlie.
Permission to Taxi—Training Flight to Practice Area
Pilot: “Langley Ground34 this is Cherokee GABC.”
Controller: “GABC, Langley Ground.”
32 These phrases are “mayday” repeated three times, meaning the pilot is facing “grave and imminent danger and requires immediate
assistance,” and “PAN” repeated three times as well, meaning the pilot or controller has an “urgent message concerning the safety of an aircraft or of some person on board or within sight.”
33 This important issue is further discussed below
34 “Langley Ground” refers to the Air Traffic Controller who is working the ground frequency (121.9 MHz at Langley Airport) and who is in charge of aircraft ground movements at the airport.
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Pilot: “ABC is by Hangar 4B35 with Information CHARLIE.36 Training flight to the
North East.37”
Controller: “Runway zero one. Winds zero two zero at five. Altimeter three zero decimal one
zero. Taxi Alpha. Squawk three four zero two. Contact Tower on one one nine
decimal zero38 when ready.
Pilot: “ABC.”
Permission to Taxi—Circuit Training
Pilot: “Langley Ground, this is GABC.”
Controller: “GABC, Langley Ground.”
Pilot: “GABC is a Cherokee by Hangar 4B. We have Information ALPHA and we will
be doing circuits.”
Controller: “ABC. Runway one nine. Winds two zero zero at five, gusting ten. Altimeter two
nine three two. Taxi Bravo. Squawk zero five seven three. Contact Tower one
one nine decimal zero when ready.”
Pilot: “ABC.”
The controller’s instructions include quite a bit of information and it is a good practice to have a pen and paper ready
so that you can copy down the altimeter setting (30.10”Hg in the first example, and 29.32”Hg in the second
example) and your transponder code (3402 in the first example, and 0573 in the second example). At first it all
seems rather rushed, but very quickly you will get used to the format with generally does not change. Finish your
radio exchange with the controller before you input your altimeter and transponder setting.
This is a good time to review transponder
operations. The transponder is that small four-
digit radio located in the “radio stack” of Langley
Flying School aircraft—usually located just below
the VHF navigation/communication radio (see
right). As part of the pre-takeoff checklist
procedures, the transponder is turned to “ALT”
with the Code 1200 selected.39 When you make
your initial contact with Control Tower equipped
with radar display, ATC prefers to provide you a
discrete or specific code which then enables them
to attach or “tag” your aircraft identification to
their radar display.
It is a good idea to select the transponder to the “standby” setting before
changing the displayed code—this is done to avoid the consequences of
35 Hangar 4B is the Langley Flying School Hangar—as a professional courtesy, company and school names are avoided.
36 “Information Charlie” refers here to the Automatic Terminal Information Service (ATIS) identification. The ATIS is a recorded message that is
continuously broadcast over the ATIS frequency—in the case of Langley Airport, the frequency is 124.5 MHz. The message includes the current
winds, altimeter setting, cloud heights, active runway, and any other information ATC wishes to provide to pilots planning on taking off or landing at the airport. Before they contact the controller, pilots listen to the ATIS; when they advise the controller that they have heard the ATIS,
this information does not have to be repeated by the controller. The content of the ATIS normally changes throughout the day as winds, etc.,
change, and the phonetic identifier—in this example, “Charlie”—allows everyone to keep track of what information is current.
37 The direction of flight after departure.
38 The frequency for the Air Traffic Controller in charge of aircraft movements on the runway is the Tower Controller, and at Langley Airport, the
frequency for this person is 119.0 MHz.
39 The Code 1200 is a generic setting used by all VFR aircraft at or below 12,500’ ASL.
Hold
Position
Runway
ALT
TST
SBY
ON
OFFIDENT
2 4 0 0
Squawk Code–in
this case 2400
IDENT Button–
pressed when
asked to “squawk
ident”Mode “C” selection–
provides altitude data to
radar interrogation
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inadvertently selecting a seven in the first two digits of the display—Code 7700 is for emergencies, and 7600 is for a
communications failure.40
After you have finished your pre-takeoff checks, taxi your aircraft to the hold position and switch your radio to the
Tower Controller’s frequency. Then check for any aircraft that might be on final approach for landing—if an
aircraft appears on final approach, it is clear that you will not be given a clearance for takeoff and you might as well
wait with your request until the aircraft has landed. If the approach appears clear, make your request for a takeoff
clearance:
Takeoff Clearance
Pilot: “Langley Tower, ABC is ready for
takeoff, request back-track.”
Controller: “ABC, back-track approved. Cleared takeoff Runway 19.”
Pilot: “Cleared takeoff Runway 19, ABC.”
Notice that the “Golf” in GABC identifier is dropped—the controllers already have a record of your full
identification following your first contact with the ground controller. Also, the request for a “back-track” is always
made for Runway 19 departures at Langley Airport—this enables use to taxi back (reverse) along this runway to use
the extra 100’ that is available. The back-track must be requested. Departures for Runway 01 do not require back-
track requests as the reverse manoeuvre is not required. Note, finally, that the takeoff clearance is always repeated
back (or “read back” to the controller—this is a Langley Flying School rule intended to reduce the probability of
students inadvertently taking off without a clearance—this could be a dangerous mistake as it is common for the
controller to hold an aeroplane in position on the runway while helicopter traffic is cleared to cross over the runway.
Here is an example of this “wait” clearance:
Takeoff Clearance—Wait in Position
Pilot: “Langley Tower, ABC is ready for takeoff.”
Controller: “ABC, taxi to position Runway 01 and wait. Helicopter traffic to cross the
runway.”
Pilot: “To position and wait Runway 01, ABC.”
Controller: “ABC, cleared takeoff Runway 01.”
Pilot: “Cleared takeoff Runway 01, ABC.”
Arrival
On your first transmission inbound to the airport, simply say your aircraft type and aircraft registration. Once the
controller acknowledges you, provide the controller with your position (remember to include your altitude) and be
sure to provide an accurate description of your location and your intentions. Do not go into great detail (e.g. “I’m
two and a half miles east of Ft. Langley near the ferry docks, indicating 22.7 DME on the 074 Radial on the
Vancouver VOR”).41 If the controller wants clarification, you will be asked. Here is an example:
Pilot: “Langley Tower, this is Piper Cherokee GABC.”42
40 ATC radar displays, and the associated software, are designed to set off an aural alarm whenever a “7” has been selected by the pilot
(purposefully or accidentally) as the first digit of a transponder code. When this occurs, the controllers have to hit a reset button, and of course it can apparently become an irritation to them. There is lots of information in From the Ground Up regarding transponder operations and
procedures (check the index at the back of this book).
41 Keep in mind, however, that there is nothing worse than inaccurate position reported—it is unnecessarily hazardous. If you are two miles south of 232nd interchange, report your position as such—don’t advise the controller “Over 232nd.”
42 We have simply written “GABC” in the above, but of course this should be voiced as “Golf Alpha Bravo Charlie” to make use of the phonetic
alphabet. Notice too that the first letter—in this case “G” is dropped after the first exchange. Also note that the acknowledgement of a transmission by the pilot simply requires the repeating of the aircraft’s identifier.
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Controller: “Cherokee GABC, Langley Tower, go ahead.”
Pilot: “ABC is two miles East Ft. Langley 2,000’. Information CHARLIE43. Inbound
for landing.”
Controller: “Winds are one nine zero at five, altimeter two eight point nine four. Cleared
Straight in Runway one nine. Report crossing the freeway.”
Pilot: “ABC.”
Clearance Limit
When initially contacting the tower during an arrival, the tower will provide you with a “clearance limit,” which is
simply the point relative to the airport to which you have been cleared. For example:
Pilot: “Langley Tower, this is Piper Cherokee GABC . . . over Aldergrove at one
thousand five hundred feet’. Information CHARLIE. Inbound for landing.”
Controller: “ABC cleared Right Base, Runway one nine.”
In this instance, the pilot has been cleared to join right base and this is his clearance limit. When the pilot arrives at
the right base position (and it is assumed that he will begin a normal approach descent), the position of the aircraft
must be reported to the controller:
Pilot: “ABC Right Base, one nine.”
Controller: “ABC, Cleared to Land Runway one nine.”
Pilot: “Cleared to Land Runway one nine, ABC.”
Notice that when the pilot reports reaching the initial clearance limit—in this case the right base position—the
controller provides a new clearance limit—i.e., clearance to land on the specified runway. The controller, however,
may not be able to provide you immediately with a landing clearance, in which case you will likely be advised
additional information:
Pilot: “ABC Right Base, one nine.”
Controller: “ABC, number 2 behind a Cessna on short final.”
Pilot: “ABC has the traffic (in sight).”
In this example a landing clearance will be provided once the Cessna has cleared the runway.
General Information
When you transmit, be prepared to take down information provided by the controller. Controllers usually give you a
clearance that specifies a destination and how you are to get there. For example:
Controller: “ABC. Left Base 25. Maintain one thousand five hundred feet until advised.”
Unless you are extremely familiar with procedures, this information should be written down—for example, LB 25 –
1500. 44 With all the concentration required for landings and departures, it is too easy to forget a basic instruction.
Always have a paper and pencil at the ready. An IFR pilot is required to write down clearances for reasons of safety
and it is a good habit for all pilots to develop.
Anticipate what the controller will say. If you are getting a taxi clearance, you know he will provide routing
information. If you are inbound, you know he will tell you the runway in use, circuit clearance, and an assigned
43 Information “CHARLIE,” representing the letter “C” in phonetics, refers to the fact that we have listened to the ATIS (Automatic Terminal
Information Service) recording named Charlie and have received the current data regarding airport operations. Importantly, a good pilot always writes down the ATIS so as not to forget crucial information. After the ATIS is copied, the altimeter setting should be immediately updated—
don’t defer this as you might forget.
44 For this and other reasons, a pilot should always have a notebook on hand—something that is small and will not get in the way in the somewhat cramped cockpit environment.
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altitude.
Make use of conventional expressions: ROGER, WILCO, AFFIRM,45 NEGATIVE.
Be polite. At the same time, however, recognize “busy” and economize your transmissions accordingly. Overall,
understand that you cannot operate in Class C Airspace (e.g., the Vancouver Terminal Control Area and the Langley
Control Zone) without a clearance from the controller; simultaneously, however, the controllers are there to facilitate
your movement. The result is that pilots must make “requests” and operate according to the requirements of the
controllers, but they expect controllers to be co-operative and facilitating. For reasons of safety (but it better be a
good one), pilots can always over-rule a controller. Controllers have their own safety mandate, and that is safely
organizing the movement of numerous aircraft simultaneously. It is good advice that if you ever feel uncomfortable
with a clearance—i.e., it deviates from your normal procedures or requirements to the point that you are
uncomfortable with it—do not hesitate to request another clearance.
Reading back, or repeating clearances is sometimes appropriate, and in the case of receiving a clearance to move on
to or takeoff from a runway—whether a clearance to taxi to position, or a clearance to takeoff—it is mandatory.46
Additionally, if there is any potential confusion or doubts concerning the clearance you just received, then this is
also good reason for a readback. As mentioned earlier, during taxi or landing, we must read back a “hold short”
clearance. Here are a few more examples:
Controller: “ABC Runway zero one. Taxi Papa, Alpha. Hold short Runway zero seven.”
Pilot: “Papa, Alpha47 to hold short zero seven. ABC.”
Controller: “ABC taxi to position and wait Runway one nine. Back-track approved.”
Pilot: “To position one nine. ABC.”
Controller: “ABC cleared takeoff runway three four. No delay please. Left turn to five
thousand, five hundred feet.”
Pilot: “ABC cleared takeoff three four. ABC.”
Controller: “ABC, we check inbound for landing. Right base Runway two five.”
Pilot: “Right Base two five, ABC.”
Controller: “ABC, I’d like you to climb to five thousand five hundred feet.”
Pilot: “ABC up to five thousand five hundred."
Controller: “ABC you are cleared to land runway two five.”
Pilot: “Cleared to land two five. ABC.”
Controller: “ABC you are cleared to land three four, holding short two eight.”
Pilot: “Cleared to land three four, holding short two eight, ABC.”
45 Meaning “affirmative.”
46 Note that it is not required by the Canadian Aviation Regulations for a VFR aircraft to readback a clearance unless asked to do so by a
controller (readbacks are mandatory for IFR aircraft). All students of Langley Flying School, however, are required to read back “takeoff”
clearances, and “taxi to position” clearance—because of the dangers of collision owing to misunderstanding or miscommunication.
47 Letters—in this case “Papa” for P and “Alpha” for A—are used to identify taxiways (as opposed to numbers used to identify runways).
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Notice here that we say the clearance first, and then add in the identifier at the end. Nevertheless, it should be
emphasized that, in all other occasions, it is normal to simply acknowledge an instruction or communication by
saying your aircraft identification:
Controller: “ABC I’d like you to turn left three zero degrees when safely able.”
Pilot: “Alpha Bravo Charlie.”
Remember that, when in a control zone, you must always advise a controller when you have reached a level altitude.
It is a requirement.48
Pilot: “ABC is level at five thousand five hundred feet.”
Controller: “ABC, roger.”
Traffic Advisories
Also, you must acknowledge traffic (other aircraft) cautions or advisories by informing the controller immediately
whether or not you have visual contract with the target. Similarly, as the controller updates you on traffic, you must
update him as to whether visual contact exists. For example:
Controller: “ABC. Traffic to look for is a Cessna 172 westbound at five thousand five
hundred feet, 4 miles at your 10 o’clock position.”
Pilot: “ABC, with the traffic.” or “ABC, negative contact. Looking.”
Controller: “ABC, that traffic is now at your 9 o’clock, 2 miles.”
Pilot: “ABC. Still negative contact.”
Pilots must be very careful how they respond to traffic information passed by a controller. Although the pilot is
never relieved of the responsibility to maintain safe separation from other aircraft, the controller also has
responsibility for separation within his or her controlled airspace. The controller essentially ends all responsibility
for separation once traffic information is acknowledged by the pilot. Note the ambiguity in the following examples:
Controller: “ABC there is traffic at your 2 o’clock position, west-bound at one thousand five
hundred.”
Pilot: “ABC, Roger.”
Controller: “ABC you are number two, following traffic on left base.”
Pilot: “ABC.”
So often pilots respond to traffic advisories without relaying back to the controller whether or not they have the
target aircraft in sight—simple acknowledgement of this sort technically relieves the controller of further
responsibility. If, on the other hand, you advise the controller “Negative Contact”—meaning that you do not see the
target—the controller is “kept in the play” and must provide additional separation information; additionally, the pilot
of the target aircraft becomes aware of the continued risk caused by the lack of visual contact.
As well, use careful language when responding to traffic advisories. You are at risk if you respond with the
statements “Contact” or “No contact”—a burp in the VHF transmission could “cover” the word “No” and now you
are dealing with a misunderstanding that could be really dangerous! Instead, use the expression “with the traffic” to
indicate traffic sighted, or “negative contact” to indicate traffic not sighted.
It is not all that uncommon to lose sight of traffic after you have already acknowledged that you had it in sight.
Simply ask the controller for an update; unless he hears otherwise, he will assume you are maintaining visual contact
48 Don’t get confused with reporting clear of the control zone—this is not a requirement (unless the controller specifically tells you to do so) and is considered unnecessary use of the frequency.
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and separation.49
Repetitive Circuits
When flying repetitive circuits, the pilot should advise the tower of his position each time he passes mid-field in the
downwind leg. When advising the tower of his position, he should also provide his landing intentions. For
example:
Pilot: “ABC Downwind Left, Runway one nine, touch-and-go.”
Controller: “ABC Cleared touch-and-go, Runway one nine.”
Pilot: “ABC Downwind Left, Runway one nine, full stop.”
Controller: “ABC Number 3 behind a Cherokee on short final, and a Cessna on left base.”
In the latter instance, again a landing clearance would be expected when you reach your final approach.
Airports with Two Tower Controllers
At some airports there may be two tower frequencies, an “outer” frequency, and an “inner frequency”—e.g.,
Victoria Airport and Abbotsford Airport. Inbound for landing, you first contact the outer frequency controller, and
he will subsequently advise you when to switch to the inner controller. It is always a good idea to have your radios
adjusted so that you switch frequencies with the flick of a switch. The communication will go something like this:
Outer Tower
Controller:
“ABC, Cleared Left Base Runway zero seven. Contact tower now on one eight
decimal two.”
Pilot: “ABC, Roger.”
After you switch, check in with the controller.
Pilot: “Tower, ABC with you on a Left Base zero seven.
Inner Tower
Controller:
“ABC Roger, Number 2 behind a Cessna on short final.”
Pilot: “ABC.”
If you are asked to change frequency and have not been provided a circuit clearance, then report your current
altitude:50
Pilot: “Tower, ABC with you, level two thousand.”
Inner Tower
Controller:
“ABC Roger, Cleared Left Base, zero seven.”
Pilot: “Left Base zero seven, ABC.”
You don’t have to sound like an Air Canada pilot just yet, but the Examiner will expect you to handle radio
transmissions and receptions effectively during your flight test. At first it will sound absolutely confusing, but very
quickly you will be able to decipher patterns and then radio work will make sense to you. Radio work at
uncontrolled airports is somewhat different and this is reviewed on P. Error! Bookmark not defined..
49 This is perhaps one of the most dangerous scenarios—all the players think you have a target in sight when in fact you don’t. Don’t hesitate to
say you have lost your target. As well, it is not uncommon for a pilot to lose contact with a target that has been assigned by a controller and reported in sight by the pilot. In such a case the pilot must immediately advise the controller that visual contact has been lost—“Tower, Alpha
Bravo Charlie has lost the target.” “ Alpha Bravo Charlie, Tower, aircraft (target) no longer a factor, turn base at your discretion.”
50 The outer and inner controllers are sitting next to each other in the tower cab (control tower) and are continuously exchanging information—really quite interesting how they work.
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PSTAR (FIRST SOLO) EXAMINATION STUDY QUESTIONS
1. In the event of converging traffic, who shall give way to whom with respect to gliders, helicopters and
aeroplanes?
2. What procedures are applied by the pilots of two aircraft converging head-on?
3. Memorize the tower signal light communications.
4. Know the meaning of MAYDAY and PAN PAN.
5. In all communications with ATC, who makes the final decision with respect to safety, regardless of
clearances and instructions?
6. What is the rule with respect to the pilot requirement to monitor the tower radio frequency in a control
zone?
7. What are the rules with respect to a pilot receiving a “hold short” clearance?
8. How is the angle of a windsock interpreted with respect to wind velocity?
9. What is the rule with respect to the altitude of an aircraft when flying over an airport to examine winds and
traffic for the purpose of making a landing?
10. What documents are required on board an aircraft?
11. What are the 10000’-rule and 13000’-rule with respect to oxygen?
12. What is the rule with respect to pilot flashlights and night flying?
13. What are the rules of safety with respect to taking off or landing following: a) the departure of a large
aircraft; b) the landing of a large aircraft, and c) the approach and overshoot of a large aircraft?
14. When a tower controller issues the clearance “. . cleared to the circuit . ,” what is meant by this?
15. What is the rule with respect to the altitude of NORDO aircraft should flying over an airport to examine
winds and traffic for the purpose of making a landing?
16. What turns are permitted when joining the circuit of a controller airport?
17. Who is responsible for avoiding wake turbulence, and how long does that risk exist after the passage of a
large aircraft?
18. Describe the behaviour of wing-tip vortices.
19. What effect can wing-tip vortices have on light aircraft?
20. What actions must a pilot take if they have a physical disability such as a very bad cold?
21. What is the validity time for a Private Pilot under and over the age of 40 years for flight within Canada?
22. What is the rule with respect to local anaesthetic? How long should a pilot wait before flying?
23. When must a flight plan or flight itinerary be filed?
24. What are the rules with respect to the closure of a flight plan with ATC?
25. A flight plan includes an intermediate stop at an airport prior to landing at the destination airport. How
does the pilot deal with reporting the planned time of the intermediate stop, and the destination airport’s
ETA?
26. What are the rules with respect to ATC clearances and ATC instructions?
27. What does a pilot do when an ATC clearance is accepted, but it is then realized by the pilot that compliance
may jeopardize safety?
28. What is the pilot’s responsibility with respect to traffic avoidance, regardless of traffic advisories provided
by ATC?
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29. What is the proper procedure with respect to turning on an ELT when an emergency warrants the use of an
ELT?
30. What is the proper procedure when a pilot is planning a takeoff or landing, but then discovers an
approaching thunderstorm?
31. What is the idle blast danger area behind an idling heavy (jumbo) jet aircraft and an idling light jet aircraft?
32. What is VHF direction-finding service, who provides it, and when can it be used by a pilot?
33. What minimum altitudes must be maintained by a pilot during flight over a built-up area and flight over a
non-built-up area?
34. For the purpose of flying, when does night begin, and when does it end?
35. What is the rule with respect to flying and alcohol consumption?
36. What distances must a pilot remain from cloud in controlled and uncontrolled airspace?
37. What are the rules with respect to entry into Class C and Class D airspace?
38. Some airports in the interior of B.C. have “VDF” noted on the VNC. What does this mean and how does a
pilot use the service?
39. Is a low-level airway controlled or uncontrolled airspace?
40. What is the minimum flight visibility required in controlled airspace?
41. In what type of airspace can a Special VFR clearance be provided by ATC?
42. Following an accident, under what circumstances can an aircraft be moved?
43. When must an aircraft accident be reported to the Transportation Safety Board of Canada?
PILOT RADIO LICENCE STUDY QUESTIONS
The following provides study questions that may be anticipated on Langley Flying School’s RORC Examination for
issue of the Radiotelephone Operator’s Restricted Certificate (Aeronautical).51 The study and reference material for
this examination appears on P. Error! Bookmark not defined. of this Handbook. In addition to the questions
below, students preparing for examination must memorize the phonetic alphabet.
1) What is the international VHF distress frequency?
2) What forms of communication are not permitted over the radio?
3) What is the order of priority for transmission?
4) To whom should a distress signal be addressed?
5) What actions should a pilot take when a distress transmission is heard?
6) What are the rules governing transmissions during distress traffic?
7) What is the proper format for the initial broadcast of a distress message?
8) What is the correct format for reporting an aircraft’s altitude?
9) What are the meanings of the numeric code associated with a radio check?
10) Who may initiate a distress message from an aircraft?
11) When must a Radiotelephone Operator’s Restricted Certificate be renewed?
12) What communication should be made if you could not properly hear a transmission from ATC?
51 See P. 17 for a description of this.
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COLLISION AVOIDANCE
The Seven-Point Scan
To properly scan, seven points must be used, the first is in the “7-thirty” position behind the students left shoulder,
the second is the “9-o’clock” position off the left wing, the next is the “10-thirty” position between the aircraft nose
and left wing, then the “12-o’clock” position off the nose, the “1-thirty” position between the nose and right wing,
the “3-o’clock” position off the right wing, and the “4-thirty” position behind the Instructor’s right shoulder.
Technique
Some important considerations with regard to technique: to properly scan, you should for each of the scan points
described above first select a distant eye-focus point—e.g., a distant cloud or mountain—and focus momentarily on
this point, keeping your eyes still—if another aircraft is out there, you will detect its movement. For the same point,
now focus on a nearer point—say a four-finger distance below the horizon. Again, focus on this point keeping your
eye still to allow the detection of movement. This technique is used for all seven points.
Fixed Targets
While a proper scan utilizes the movement of targets for the detection of air traffic, there is an ironic contradiction
that you must be aware of—if an approaching aircraft appears fixed in the windscreen, you are on a collision course.
In contrast, if the approaching aircraft has movement, there is no risk of collision. So while your scanning should
centre on moving targets, be aware that it is the fixed targets that can kill. With fixed targets, the 12-o’clock
position is the most dangerous—owing, primarily, to the short time to impact. While fixed targets can approach
from virtually any direction, positions other than the 12-o’clock provide relatively longer time for detection and
evasive action.
Areas of Risk
A small percentage of mid-air collisions occur head on; nearly all occur in daylight hours in VFR conditions within
5 nautical miles of an airport, usually in the traffic circuit. Additionally, a pilot is five times more likely to have a
mid-air with an aircraft flying in the same direction than with one flying in the opposite direction. Never turn,
climb, or descend into a blind spot. During flight, the critical areas to scan are 60 left and right of the flight path,
and 10 above and below. In this area the relative airspeed of both aircraft, even if small aircraft, can easily be 250
KNOTS or 455 km/hr—a speed that is hard to conceive of and which provides little time for collision avoidance.
Before and during a prolonged descent, turn to clear the airspace below you.
Clearing Airspace Prior to Turns
A high level of risk for collision exists during a turn. For this reason, it is required that all Langley Flying School
students call “clear left” or “clear right” prior to initiating a turn. This rule applies to all flight training. Your
instructor will likely stop the turn if this call is not made.
Risks during Climbs and Descents
There is no reason for an aircraft to fly straight and level. There is no cost to making turns, and if turns are
performed properly—with smoothness and gentleness— the passengers won’t even be aware that a turn is occurring.
If the aircraft is flying straight and level, its movement is predictable to vicinity aircraft, the pilot of which can take
whatever action is required to keep clear. The circumstances are very different when an aircraft begins to climb or
descend—the actions of the aircraft cannot be predicted by others, and this is especially the case if the climbs or
descents are made aggressively or rapidly. For this reason, prior to beginning a climb or descent, it is crucial to
perform gentle clearing turns left and right—just enough to ensure there is no other traffic directly above or below
the aircraft. There is no cost to this manoeuvre, it only takes a second, and it could save your life and the lives of
your passengers. For students at Langley Flying School, it is mandatory to call “clear left and right” prior to
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initiating a climb or descent.
Clearing Turns during Climbs
You are especially vulnerable to mid-air collisions during a climb, the reason being that forward visibility is
obscured by the engine cowling. For this reason, once the aircraft departs from the circuit (climbs through 1000’
AGL), you should begin a series of gentle turns, left and right, so that the blind spot is cleared. To do this, use 15
of bank, and turn to a heading approximately 30 (to turn further serves no purpose, and turning to a lesser heading
will not clear the entire blind spot. To keep on track, the second clearing turn should be done in the opposite
direction. During a climb, a clearing turn should be performed approximately every 30 seconds. While you are
encouraged to turn frequently during a climb, do so smoothly and gently.
For the first 1000’ of the departure from a runway, a clearing turn cannot be performed (unless you feel traffic
circumstances warrant it), so before you apply power for takeoff, scan the departure end of the runway for potential
traffic hazards—if you see one during the initial climb, manoeuvre to protect your safety.
BIRD STRIKES
Langley Flying School students are prohibited from conducting a takeoff or landing when birds are present on the
runway (see P. 34 regarding LANGLEY FLYING SCHOOL FLIGHT RULES AND SAFETY
PRECAUTIONSError! Bookmark not defined.). Here are some facts related to bird strikes that are worthy of
remembering:
1) Since 1912, 200 deaths have resulted from bird strikes on aircraft.
2) The greatest risk is in flight below 2,500’ where 99% of all bird strikes occur.
3) The faster the aircraft the greater the risk—up to 80-90 KNOTS, birds have time to get out of the way.
4) The greatest risk is during March and April, and during September and October, when bird migration
occurs.
5) If you see birds ahead of you attempt to pass over, rather than under, as birds dive downward when
threatened.
6) Small birds such as Starlings are highly manoeuvrable and can effectively get out of the way; larger birds
such as ducks, geese, or seagulls, present greater risk.52
7) Never takeoff or land when large birds are on the runway; instead conduct a low pass in an effort to get
them to move on, in the case of landing, or back-track along the runway before taking off.
8) Anticipate that a bird striking the windscreen will penetrate; use the instrument panel as a shield, anticipate
blood and guts, and remember to fly the aircraft.
9) All bird strikes are to be reported; see the RAC Section of the AIM.
52 Remember, that when in close proximity to the ground, very little if any effort should be made to avoid birds—the speed of the aircraft is slow
and the birds will manoeuvre to get out of the way. In contrast, birds are ineffective in avoiding aircraft when they take off from the ground to the air, and for this reason a landing or takeoff by an aircraft should never be conducted when there is a risk of contact with birds on the ground.
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AIRCRAFT DEFECTS
The actions a pilot must take when he or she discovers defective equipment or component on an aircraft is described
Part VI, Subpart 5 “Aircraft Requirements” of the Canadian Aviation Regulations (CARs).
According to Canadian Aviation Regulation 605.10, no person shall conduct a takeoff in an aircraft where an
aircraft’s Certificate of Airworthiness is not in force unless all equipment, systems and instruments prescribed in the
applicable airworthiness standard, and all required equipment, are functioning correctly. Therefore, if you fly with
defective equipment, you are in contravention of governing regulations and your insurance may not be valid.
Canadian Aviation Regulation 571.205 also requires that all defects must be recorded in the aircraft Journey Log
and that unmistakable warning is given at the appropriate flight crew station by removing, placarding or tagging the
affected item.
Langley Flying School is a commercial operation whereby all maintenance activity, including defect control, are
governed by the School’s Maintenance Control Manual. This document provides that “minor defects” can be
deferred until corrective action is taken, provided the defect does not affect the airworthiness of the aircraft. If
deferred, the minor defect must be noted in the aircraft’s Journey Log, including the reason for the deferral, and
simultaneously noted in the Deferred Defect List attached to the front of the Journey Log. As a commercial
operation, the maintenance of all aircraft must be updated on the “Aircraft Status Board” which notes deferred
defects, as well as the aircraft’s scheduled maintenance. The Journey Log, the Deferred Defect List, and the Aircraft
Status Board must be examined prior to each flight.
In the case of privately owned aircraft, again, all defects must be recorded in the aircraft’s Journey Log, and the
Journey Log must be examined prior to flight. If outstanding defects exist, the pilot must decide if these affect the
airworthiness of the aircraft. If the pilot has doubts as to the effect of the defect on the aircraft’s fitness, he should
obtain the advice of an AME and have the AME place a maintenance release signature in the Journey Log and
thereby demonstrate he or she has taken all reasonable steps to ensure the airworthiness of the aircraft. (Note that an
AME’s inspection of a defect is not legally required, although the pilot is legally responsible for a defect improperly
dealt with.)
PRE-TAKEOFF BRIEFING
When the pre-takeoff check list is complete, and prior to broadcasting your intentions for takeoff, conduct a short
takeoff briefing that includes the following:
1) Review the windsock condition and the necessary inputs on the control column for crosswind control
during the takeoff acceleration.
2) Review the aircraft rotation speed—i.e., at what airspeed will you place the aircraft in a climb attitude.
3) Review the climb airspeed you plan to use, whether it is the best-rate (Vy) or best-angle (Vx) climb
procedure.
4) Review any the departure procedures you are required to follow with respect to airport requirements.
5) Review the actions you will take during the departure in the event of an engine failure. Below
approximately 800’ you will place the aircraft in the maximum distance glide airspeed and land straight
ahead making gentle turns to avoid fixed objects. Vital actions that must be performed are 1) Fuel Pump
ON; 2) Carburettor Heat ON; 3) Fuel Selector SWITCH. Above approximately 800’ you will be more
aggressive in picking adjacent fields, and the same vital actions will be performed.
Here is a sample:
“Okay, we are going to use (takeoff) Runway 19. The length is sufficient for a normal takeoff. There is a slight
crosswind from right to left (implying the use of proper aileron inputs during the takeoff roll). We will rotate at
64 MPH and climb at 86 MPH. After crossing the highway we will make a gentle turn to a heading of 160 and
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climb to 900’ before turning on course.53 In the event of an engine failure below 800’ we will control the aircraft
and make gentle turns to avoid fixed objects. Our glide speed will be 80 MPH. The vital actions required will be
Mixture RICH, fuel pump ON, carburettor heat ON, and we will immediately switch to the alternate fuel tank.
Above 800’ we will perform the same vital actions but be more aggressive in selecting a field (landing area).
If you have passengers, they have of course been briefed on emergency procedures, but it would be best prior to
takeoff with passengers to review the briefing mentally.
Understand the philosophy behind the takeoff briefing. If the unthinkable happens on the departure and the engine
should quit, we will have at least allowed the brain the opportunity to review the needed actions. Should the engine
fail, we will not have time to think—we will only have time to act. The priority is to not stall the aircraft (as this
could lead to a dangerously high sink-rate and possibly a spin), and to avoid hitting any fixed objects on the ground
(which would produce a dangerously high G-force deceleration). The “dead-persons turn” is to attempt to turn back
to the runway.
TAKEOFF POWER CONFIRMATION
When you are on the runway and have completed your pre-takeoff checks, be sure that you have selected takeoff
power (full), and confirm that the engine is producing takeoff power by checking the RPMs indicated during the
initial roll.
The reason for the visual inspection of the RPMs is that it is an important means of detecting an engine problem. If
there is an exhaust system blockage or a cylinder malfunction, you might not detect the problem in the run-up, nor
will it be apparent by such things as takeoff sound or acceleration. Engine problems should, however, be indicated
by lower than normal RPM that indicates that the aircraft engine is unable to develop its full-rated horsepower.
Therefore, get to know what power is normally indicated by the RPM gauge during the initial acceleration for
takeoff after full power is selected. In the cockpit, say “maximum power” out loud when the throttle is fully applied,
and then say “confirmed” when the RPM is verified. This is professional, and it makes safety-sense.
LANDMARK IDENTIFICATION—THE LANGLEY AIRPORT VICINITY
See next page.
53 This is the published Noise Abatement Procedure for Runway 19 Departures. For Runway 01, which does not have published procedures, a
good brief is “we will climb along the runway track to 1000’ prior to turning on course,” or “we will climb straight-out to 500’ before turning for the circuit.”
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LANGLEY AIRPORT PROCEDURES
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THE ENGINE COMPARTMENT
Here are some photographs of all that stuff lying under the engine compartment. As part of the flight test, examiners
love to point to equipment and parts under the cowling, saying “What’s that?” or “What does this do?” So the
photos below will give you some reference.
Bendix—the drive gear from the starter motor
operates as a bendix—a gear (referred to as a
freewheel) that engages the flywheel when the
engine is started, but then automatically
disengages from the flywheel when the engine
starts.
Flywheel—secured to the engine’s
crankshaft, the flywheel is engaged by the
bendix and rotated during engine start.
spinner
pro
pe
ller
Oil Cooler—this looks like a small radiator
located at the front-right of the engine, and
is open to airflow, and cools the engine oil
(which is cycled through the cooler).
Oil Lines—these enable the flow of engine
oil from the crankcase to the oil cooler.
Exhaust manifold
Valve
cover
Intake manifold—the
air/fuel mixture flows
through these to the
intake valve located at
the top of cylinder.
Note the shine (in
contrast to the
exhaust manifold,
which is super
heated).
Electric fuel pump—
provides backup to the
mechanical fuel pump
during takeoffs and
landings and during
flight below 500' AGL.
Note the fuel pump is
housed in a separate
sub-compartment. The
fuel sump drain can be
seen protruding
downward below the
electric pump.
Pum
p h
ousi
ng
Engine mount
Engine mount
firewall
Engine mount
Defrost
hose—from
heat shroud
Vacuum
hose—to
power gyros.
Air hose—detached
from air filter (around
landing light), which
leads to carburetor
(under engine).
carburetor
muffler
Cabin heat
hose—from
heat shroud
Baffling—to
control airflow
under cowling.
Alternator belt
Spark plug
leads
Oil return
line—from
valves to
crankcase.
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Spark plug leads from right magneto
routing to cylinders on right side of engine Spark plug leads from
right magneto routing to
cylinders on right side of
engine
Vacuum hose from vacuum
pump, routed through firewall to gyro instruments.
Cabin heat shroud
(around muffler)
Tachometer cable
Ho
t air fo
r
defro
st
Mechanical Fuel
Pump
Left
Magneto
Oil Filter
Lock wire
Left side, Rear engine (engine accessories)
Oil Pump
Oil Filter
Right
Magneto
Vacuum Pump
(Gryro
Instruments)
Cabin heat shroud
(around muffler)
Oil line to Oil
Pressure Gauge
(through firewall)
Hot air hoses from
shroud to cabin
defrost control units
mounted on firewall
Crankcase breather
port—a hose is
normally attached
that extends to
bottom of cowling
Engine mount
Engine mount
Eng
ine
mou
nt
Oil filler
cap
baffling
Spark plug le
ads
Magneto grounding
wire to ignition key
Right side, Rear engine (engine accessories)
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2012 David L. Parry
Heat shroud for
carburettor heat
muffler
Engine mount
Engine m
ount
Spark plug leads
Cabin heat shroud
(around muffler)
firewall
Nose wheel
steering control
assembly
Inta
ke
man
ifoldE
ngine
mou
nt
Engin
e m
ount
Carburettor heat
selector valve
housing
baff
ling
Right side, View to Rear of engine
Valve
cover
Exhaust m
anifo
ld
Exhaust manifold
Oil return lines from
valve housing.
Inta
ke m
anifo
ld
Inta
ke
ma
nifo
ld
Fuel Primer line.
Carburettor
Carburettor heat
selector valve
housing
Air hose to carburettor
from filter (cold)
Air hose to carburettor
from heat shroud (hot)
Heat shroud
for carb heat
Spark plug hole
(spark plug
hanging below)
Fresh air flow to heat-
exchange shroud over
muffler (cabin heating)
Baffling—to
control airflow
under cowling.
Alternator
Oil pan
Right side of engine
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AIRCRAFT FAMILIARIZATION AND PREPARATION FOR FLIGHT
A. Documents and Airworthiness
Aim
Students must demonstrate that they can correctly assess the validity of
documents required on board, and using these documents, determine that the
aircraft is airworthy.
Description
Required documents must be physically examined,54 and where required, the
maintenance certifications that appear in the Aircraft Journey Log must be
confirmed.
Performance Criteria
Private Pilot Students must:
a) determine if the documents required on board are valid;
b) determine if the maintenance release ensures aeroplane
serviceability and currency of inspection for the proposed period of
flight;
c) determine the number of flying hours remaining before the next service or maintenance task;
d) ensure that any conditions or limitations on the maintenance release can be complied with;
e) determine the impact of deferred defects on aeroplane operations for the proposed flight;
f) explain the process for dealing with aeroplane unserviceabilities discovered during a flight.
Commercial Pilot Students must:
a) ensure that flight authorization is confirmed and encompasses the requirements of the proposed flight in
accordance with the applicable operational control system;
b) determine if the required documents on board are valid;
c) determine if the maintenance release ensures aeroplane serviceability and currency of inspection for the
proposed period of flight;
d) determine the remaining number of flying hours before the next service or maintenance task;
e) ensure that any conditions or limitations on the maintenance release can be complied with;
f) determine the impact of deferred defects on aeroplane operations for the proposed flight;
g) explain the process for dealing with aeroplane unserviceabilities discovered during a flight.
Discussion
The aircraft documents—Certificate of Airworthiness, Certificate of Registration, Aircraft Weight and Balance55,
aircraft insurance, interception orders—must be assessed with respect to validity and purpose.
During the Flight Test students are commonly asked to recall from memory all of the documents required on board
an aircraft during flight. In all, there are 11 in number, and the following acronym:56
54 Langley Flying School retains all aircraft documents in the original aircraft Pilot Operating Handbook kept in each aircraft.
55 The Aircraft Weight and Balance is also referred to as the Equipment List.
56 This idea came from Jason Nash. Thanks Jason.
Spin
ner
Pro
pelle
r
Exh
au
st
man
ifo
ld
Alternator
Right side, Front engine