LANGLEY FLYING SCHOOL Flight Training Handbook

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


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


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.


2012 David L. Parry


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.


TURNS, STEEP TURNS, AND COLLISION AVOIDANCE MANOEUVERING ERROR! BOOKMARK NOT

DEFINED.


SLOW FLIGHT .......................................................................................... 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.


2012 David L. Parry

Flight Safety ........................................................................................................... Error! Bookmark not defined.

SPIRAL ....................................................................................................... ERROR! BOOKMARK NOT DEFINED.


SLIPPING ................................................................................................... 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.


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.


PRECAUTIONARY LANDING ............................................................... 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.


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.


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.


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.


2012 David L. Parry

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.


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


2012 David L. Parry

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


Seaplane Class Rating


Peter Waddington

Senior Instructor

Course Coordinator for Full-time Studies

Commercial Pilot

Class III Instructor Rating




Philip Craig

Senior Instructor

Commercial Pilot

Safety Management Officer



Senior Instrument Rating Instructor



2012 David L. Parry

Rod Giesbrecht

Commercial Pilot



Seaplane Class Rating


Naomi Jones

Commercial Pilot


Multi-engine Class Rating


Hoowan Nam

Commercial Pilot



Nam Vu Commercial Pilot

Class IV Instructor Rating



Gobind Sandhanwalia Commercial Pilot




Mayank Mittal Commercial Pilot



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


2012 David L. Parry

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


Private Pilot



Commercial Pilot


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.





2012 David L. Parry

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


2012 David L. Parry

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


2012 David L. Parry

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


2012 David L. Parry

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.


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


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.


2012 David L. Parry

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


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



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.


2012 David L. Parry

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


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.


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


2012 David L. Parry

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.


2012 David L. Parry

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.


2012 David L. Parry

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


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;


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

../../../../../docs/PCTIA/Registration/Registration%20Pack/Samples/www.pctia.bc.ca


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.


2012 David L. Parry

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.


2012 David L. Parry

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.


2012 David L. Parry

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,




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,




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.


2012 David L. Parry

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.


2012 David L. Parry

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.


2012 David L. Parry

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


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


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.


2012 David L. Parry

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.


2012 David L. Parry

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.


2012 David L. Parry

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


2012 David L. Parry

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.)


2012 David L. Parry

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.


2012 David L. Parry

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


2012 David L. Parry

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.


2012 David L. Parry

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.


2012 David L. Parry

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).


2012 David L. Parry

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.


2012 David L. Parry

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.


2012 David L. Parry

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?


2012 David L. Parry

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.


2012 David L. Parry

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


2012 David L. Parry

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.


2012 David L. Parry

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


2012 David L. Parry

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.”


2012 David L. Parry


2012 David L. Parry

LANGLEY AIRPORT PROCEDURES


2012 David L. Parry


2012 David L. Parry


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2012 David L. Parry

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.


2012 David L. Parry

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)


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


2012 David L. Parry

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