The Air Taxi Operations (ATO) requirements of the CARs apply to any single-engine aircraft, or any multi-engine aircraft, other than a turbo-jet, that has an MCTOW (Maximum Certified Take-off Weight) of 8618 kg (19000 lbs.) or less and a seating configuration of nine or less passenger seats (excluding the pilot seats) (CAR 703.01).
The air operator must provide a copy of the company operations manual to all crewmembers, or it must place a copy of the manual in each aircraft operated (CAR 703.106).
Every person who has been provided a copy of the manual is required to keep all amendments up to date, and ensure the manual is accessible during the performance of his or her duties.
Where aircraft operations required two or more pilots, the air operator must establish and maintain standard operating procedures that conform with the aircraft flight manual and that include procedures for normal, abnormal and emergency procedures (CAR 703.107).
An ATO flight cannot commence unless an operational flight plan has been prepared as per the air operator’s company operations manual (CAR 703.18).
A copy of the operational flight plan must be left at the point of departure, and a copy must be retained by the air operator.
The minimum content of an operational flight plan includes routing, altitudes, TAS, IAS, winds, cruise temperature, groundspeed, ETA, distance, fuel burn rate, and signature of Pilot-in-command (CAR 723.18).
Unless authorized by the air operator’s certificate, passengers cannot be carried in single-engine aircraft in IFR flight or night VFR flight (CAR 703.22).
To carry passengers single-engine in night VFR or IFR conditions, the aircraft must be a factory built, “proven” turbine powered aeroplane, the aircraft cannot operate in Designated Mountainous Regions 1 or 5, and the aircraft must be equipped with two attitude indicators, two independent power generating sources to sustain essential instrument and electrical equipment, a warning system for excessive ferrous material in the engine lubrication system, a radar altimeter, and a manual throttle system that bypasses the fuel control unit.
Unless authorized by the air operator’s certificate, except during take-off and landing, an air operator cannot operate a land aircraft over water beyond a point where the aircraft could not reach shore in the event of an engine failure (CAR 703.23).
Unless authorized by the air operator’s certificate, an air operator cannot operate a single-engine aircraft with more than nine passengers on board (CAR 703.24).
Except where authorized by a type certificate or supplemental type certificate, an air operator cannot carry passengers in an aircraft carrying an external load (CAR 703.25).
Except when conducting takeoffs or landings, an aircraft in VFR flight at night cannot operate at less than 1000 feet above the highest obstacle located within a horizontal distance of three miles from the route to be flown, and during the day (in the case of aircraft) not less than 300 feet AGL or above any obstacle within a 300- foot horizontal distance (CAR 703.25--refer down ).
While within uncontrolled airspace, an aircraft can only operate in day VFR conditions at or below 1000 feet with less than two miles flight visibilitywhen authorized to do so by the air operator certificate (CAR 703.28).
To do so the aircraft must also be equipped with the following functional equipment: artificial horizon, directional gyro or gyrocompass, and a GPS navigation receiver.
The pilot must be experienced (500hrs. in Part VII (commercial) operations), and must have specified training, and the aircraft’s airspeed must be reduced for the purpose of obstacle avoidance.
VFR flight is prohibited unless current weather reports and forecasts indicate that the weather conditionsalong the route to be flown and at the destination aerodrome “will be such that the flight can be conducted in compliance with VFR” (CAR 703.29).
VFR OTT operations can only be undertaken when authorized to do so in the air operator certificate (CAR 703.33).
IFR or night VFR flight in uncontrolled airspace cannot be conducted along a route other than an air route unless the air operator establishes the route in accordance with the following:
An aircraft cannot be operated unless, for every phase of the flight, the load restrictions, weight and centre of gravity of the aircraft is in conformity with the limitations specified in the Pilot Operating Handbook (CAR 703.37[1]).
The weight and balance system used must meet the standards of accuracy.
The company operations manual must specify the weight and balance system and instructions on accurate preparation.
The weight and balance computation may be incorporated into the operational flight plan.
Initial and recurrent training must be provided to staff.
It is prohibited to operate a multi-engine aircraft with passengers on board in IMC unless the aircraft is equipped with the following:
No person shall operate an aircraft at night unless the aircraft is equipped with at least one landing light.
No person shall operate an aircraft unless the pilot seat and any other seat beside the pilot seat is equipped with a safety belt that includes a shoulder harness.
No person may act as flight crewmember unless:
To act as Pilot-in-command of an aircraft in night VFR with persons on board other than a flight crewmember, the Pilot-in-command must have an instrument rating for the class of aircraft.
No person shall act as Pilot-in-command with passengers on board unless he or she has acquired the following flight times on “that type and basic model of aircraft”:
The times above (time on type and basic model) can be reduced by one hour for each take-off and landing completed, up to a maximum of 50%; as well, the above does not apply with respect to training, ferrying or positioning flights.
The validity period for pilot proficiencyand pilot competency checks is 12 months (identical to the renewal format of medical certificates) (CAR 703.91).
If the proficiency check, competency check, or annual training is renewed within the last 90 days of its validity period, the validity period is extended 12 months.
If not renewed within 24 months of expired validity, the person must re-qualify.
Note: the material Air Taxi Pilot Proficiency Check (PPC) below is for information purposes only and does not constitute part of the material required for student knowledge.
(1) Pre-flight Phase
(a) Flight Planning and Equipment Examination
(i) Flight planning shall include a practical examination on the pilot's knowledge of standard operating procedures and the Aeroplane Flight Manual including performance charts, loading, weight and balance and Flight Manual Supplements; and
(ii) The equipment examination shall show a practical knowledge of the airframe, engine, major components and systems including the normal, abnormal, alternate and emergency operating procedures and limitations relating thereto.
(b) Aeroplane Inspection
(i) A pre-flight aeroplane inspection that includes:
(A) a visual inspection of the exterior and interior of the aeroplane, locating each item to be inspected and explaining the purpose of the inspection;
(B) the proper use of the pre-start, start and pre-taxi check lists; and
(C) checks of the appropriate radio communications, navigation and electronic equipment and selection of the appropriate communications and navigation frequencies prior to flight.
(2) Flight Phase
(a) Taxiing
(i) taxiing procedures including, where appropriate, sailing and docking procedures;
(ii) a taxiing check including:
(A) the use of the taxiing check list;
(B) taxiing in compliance with clearances and instructions issued by the appropriate air traffic control unit or by the person conducting the pilot proficiency check; and
(C) where a second-in-command is undergoing the pilot proficiency check, outlined above to the extent practicable from the second-in-command position.
(b) Engine Checks
Engine checks shall be conducted as appropriate to the aeroplane type.
(c) Take-off
(i) One normal take-off to be performed in accordance with the Airplane Flight Manual;
(ii) An instrument take-off performed in the same manner as the normal take-off except that instrument flight rules are simulated at or before reaching an altitude of 200 feet above the airport elevation. Not required to be demonstrated where the Air Operator's Certificate authorizes operations under day VFR only, or the air operator assigns the pilot to day VFR flight only;
(iii) Where practicable under existing meteorological, airport or airport traffic conditions, one crosswind take-off performed in accordance with the aeroplane operating manual where applicable;
NOTE:
Any or all of the above takeoffs may be combined.
(iv) a simulated engine failure after take-off as follows:
(A) where performed in a visual synthetic training device:
(I) the simulated failure of the critical engine shall occur at the take-off safety speed plus 10 kts; or
(II) the simulated failure of the critical engine shall occur at a speed greater than V1 and at an altitude of less than 50 feet AGL; or at a speed as close as possible to, but greater than V1 when V1 and V2, or V1 and Vr are identical; or
(B) where performed in an aeroplane in flight, at a safe altitude as close to the take-off safety speed plus 10 kts, or V2 + 10 kts, as is safe and appropriate to the aeroplane type under the prevailing conditions; and\
(d) Instrument Procedures
Except where an Air Operator Certificate authorizes operation under day VFR only, or an operator assigns the pilot to day VFR flight only, instrument procedures shall consist of IFR pre-flight preparation, departure and enroute procedures, terminal procedures and system malfunctions.
(i) An area departure and an area arrival procedure shall be performed where the pilot:
(A) adheres to actual or simulated air traffic control clearances and instructions; and
(B) properly uses the available navigation facilities;
(ii) holding procedures;
(iii) at least two instrument approaches performed in accordance with procedures and limitations in the Canada Air Pilot or in the equivalent foreign publications, or approved company approach procedure for the approach facility used. Where practicable one of the approaches shall be a precision approach and one a non-precision approach; and
(iv) a circling approach except where local conditions beyond the control of the pilot prevent a circling approach from being performed.
(e) In Flight Manoeuvres
(i) At least one steep turn in each direction with a bank angle of 45° and a change in heading of at least 180° but not more than 360°.
(ii) Approaches to stalls
For the purpose of this manoeuvre the required approach to a stall is reached when there is a perceptible buffet or other response to the initial stall entry. When performed in an aeroplane the approach to stalls shall be conducted at an altitude of at least 5000 feet AGL, and if conducted above cloud at an altitude of at least 2000 feet above the cloud tops.
The following approaches to the stall are required during initial and upgrade PPC's:
(A) one in the take-off configuration, except where a zero-flap take-off configuration is normally used in that model and type of aeroplane;
(B) one in a clean configuration; and
(C) one in a landing configuration.
One of the approaches to stall shall be performed while in a turn with a bank angle of between 15° and 30°.
(f) Landings and Approaches to Landings
(i) one normal landing which shall, where practicable, be conducted without external or internal glideslope information;
(ii) one landing from an instrument approach, and where prevailing conditions prevent an actual landing, an approach to a point where a landing could have been made. Not required to be demonstrated where the Air Operator's Certificate authorizes operations under day VFR only, or the air operator assigns the pilot to day VFR flights only;
(iii) one cross wind landing where practicable under existing meteorological, airport and airport traffic conditions;
(iv) one missed approach;
(v) where performed in a visual synthetic training device, one rejected landing. For the purposes of the rejected landing the landing shall be rejected at a height of approximately 50 feet when the aeroplane is approximately over the runway threshold. The rejected landing may be combined with a missed approach;
(vi) one landing and manoeuvring to that landing with a simulated failure of 50 percent of the available engines; and
(vii) one landing under simulated circling approach conditions except that where prevailing conditions prevent a landing, an approach to a point where a landing could have been made.
NOTE:
Any of the landings and approaches to landings specified in this section may be combined. A minimum of two landings are required.
(g) Normal Procedures
The pilot shall demonstrate or show knowledge of as many of the normal procedures as the person conducting the check finds are necessary to determine that the pilot has the knowledge and ability to properly use installed equipment. The demonstration of these procedures may be combined with in-flight manoeuvres. The following are examples of areas that may be examined:
(i) anti-icing and de-icing systems;
(ii) auto-pilot systems;
(iii) automatic or other approach aid systems;
(iv) stall warning devices, stall avoidance devices, and stability augmentation system;
(v) airborne radar devices; and
(vi) other systems, devices, or aids.
(h) Abnormal and Emergency Procedures
(i) The pilot shall demonstrate the use of as many of the abnormal and emergency procedures as is necessary to confirm that the pilot has an adequate knowledge and ability to perform these procedures.
(ii) System malfunctions shall consist of a selection adequate to determine that the pilot has satisfactory knowledge and ability to safely handle malfunctions.
(iii) At least two simulated engine failures any time during the check.
Commuter Operations
Application
The Commuter Operation requirements apply to
- multi-engine aircraft that has a MCTOW (Maximum Certified Take-off Weight) of 8618 kg (19000 lbs.) or less and a seating configuration of 10 to 19 passenger seats (excluding the pilot seats); or,
- turbo-jet-powered aircraft having a maximum zero fuel weight of 22680 kg (50000 pounds) or less authorized by way of a Canadian type certificate to transport not more than 19 passengers (CAR 704.01).
Distribution of Company Operations Manual
The Commuter Operator must provide a copy of the company operations manual to all crewmembers, or it must place a copy of the manual in each aircraft operated (CAR 704.122).
Every person who has been provided a copy of the manual is required to keep all amendments up to date, and ensure the manual is accessible during the performance of his or her duties.
Standard Operating Procedures
Where aircraft operations required two or more pilots, the air operator must establish and maintain standard operating procedures that conform with the aircraft Pilot Operating Handbook and that include procedures for normal, abnormal and emergency procedures (CAR 704.124).
Information System
Every Commuter Operator must create and maintain a system for the timely dissemination of informationand a means by which crewmembers acknowledge receipt of such information (CAR 704.13).
Operational Flight Plan
A Commuter flight cannot commence unless an operational flight plan has been prepared as per the air operator’s company operations manual.
A copy of the operational flight plan must be left at the point of departure, a second copy must be retained on board the aircraft until the final destination is reached, and a third copy must be retained by the operator.
The minimum content of the operational flight plan includes routing, altitudes, TAS, IAS, winds, cruise temperature, groundspeed, ETA, distance, fuel burn rate, and signature of Pilot-in-command (CAR 724.17).
Flight Authorization
A person cannot commence a flight unless the flight has been authorized as per the procedures specified in the company operations manual (CAR 704.18).
Checklist
The operator must establish specified checklists (CAR 602.60[1][a]) for each aircraft, and the checklist must be followed (CAR 704.19).
VFR Flight Obstacle Clearance Requirement
Except when conducting take-offs or landings, an aircraft in VFR flight at night cannot operate at less than 1000 feet above the highest obstacle located within a horizontal distance of three miles from the route to be flown, and during the day (in the case of aircraft) not less than 500 feet AGL or above any obstacle within a 500 foot horizontal distance (CAR 704.23).
VFR Flight Minimum Flight Visibility—Uncontrolled Airspace
Applicable only to Helicopters (CAR 704.24).
VFR Flight Weather Conditions
VFR Flight is prohibited unless current weather reports and forecasts indicate that the weather conditions along the route to be flown and at the destination aerodrome “will be such that the flight can be conducted in compliance with VFR” (CAR 704.25).
VFR OTT Flight
VFR OTT in aeroplanes is prohibited (CAR 704.28).
Weight and Balance Control
An aircraft cannot be operated unless, for every phase of the flight, the load restrictions, weight and centre of gravity of the aircraft is in conformity with the limitations specified in the Pilot Operating Handbook (CAR 704.32).
The weight and balance system used must meet the standards of accuracy.
The company operations manual must specify the weight and balance system and instructions on accurate preparation.
The weight and balance computation may be incorporated into the operational flight plan.
Initial and recurrent training regarding weight and balance control must be provided to staff.
Take-off Weight Limitations
In comprehending the regulations Take-off Weight Limitationsconcerning Commuter operations, there are some terms to be familiar with:
- Accelerate-Stop Distance (ASD) is defined as the distance required to accelerate an aircraft during the take-off to the “decision speed,” reject the take-off, and then bring the aeroplane to a stop.
- Decision speed, referred to as V1, is the speed below which a pilot of a multi-engine aircraft will reject a take-off in the event of an engine failure, and above which the pilot will continue with the take-off using the remaining engine(s).
- Accelerate-Stop Distance Available (ASDA) is defined as the length of the takeoff run available plus the length of the stopway, where provided.
- A stopway is a rectangular area on the ground at the end of the runway, in the direction of takeoff, which is prepared as a suitable area in which an aeroplane can be stopped in the case of an abandoned take-off and is marked over the entire length with yellow chevrons (AIM AGA 3.6)
- Take-off Distance Available (TODA) is defined as the length of the takeoff run available plus the length of the clearway, where provided (to a maximum clearway distance of 1000’, all of which must lie within the airport boundary).
- A clearway is a rectangular area on the ground or water under the control of the airport authority, selected or prepared as a suitable area over which an aeroplane may make a portion of its initial climb to a specified height (AIM AGA 3.7).
- Take-off Run Available (TORA) is defined as the length of the runway declared available and suitable for the ground run of an aeroplane taking off.
No person may conduct a take-off in a Commuter aircraft when the weight of the aircraft exceeds the maximum take-off weight specified in the Pilot Operating Handbook given current pressure altitude and ambient temperature, and the landing at the planned destination airport and alternate airport exceeds the landing weight specified in the Pilot Operating Handbook, given anticipated pressure altitude and ambient temperature (CAR 704.46).
In determining the maximum take-off weight above, the following rules apply
- the required accelerate-stop distance (ASD) shall not exceed the accelerate-stop distance available (ASDA),
- the all-engines-operating take-off distance shall not exceed the take-off distance available (TODA),
- the required take-off run shall not exceed the take-off runway available (TORA).
Additionally, for the purpose of determining maximum take-off weight, the following factors shall be taken into consideration:
- pressure altitude;
- ambient temperature;
- the runway slope in the direction of the take-off; and
- not more than 50% of the reported headwind component or not less than 150% of the reported tailwind component.
Addtional Readings on Takeoff Performance: FAA's Pilot Guide to Takeoff Safety
En route Limitations with One Engine Inoperative (CAR 704.48)
No person shall operate a multi-engine aircraft with passengers on board if the weight of the aircraft is greater than the weight that will allow, in the event of any one engine becoming inoperative, the following altitudes:
- when operating IMC or in IFR flight on airways or air routes, the MOCA of the route to be flown;
- when operating IMC or night VFR flight along routes established by an air operator, the MOCA of the route to be flown; and
- when operating in VFR flight, at least 500’ above the surface.
Aircraft Equipment Requirements (CAR 704.62)
No person shall operate in IMC unless the aircraft is equipped with the following:
- two generators, each of which is driven by a separate engine;
- two independent sources of energy and a means of selecting either source, at least one of which is a engine-driven pump or generator, and each of which is able to drive all gyroscopic instruments and is installed so that the failure of one instrument or one source of energy will affect neither the energy supply to the remaining instrument nor the other source of energy.
- at least one landing light.
Protective Breathing Equipment
No air operator shall operate a pressurized aircraft unless protective breathing equipment with a 15-minute supply of breathing gas at a pressure-altitude of 8000’ is readily available at each flight crewmember position (CAR 704.66).
Hand-Held Fire Extinguisher
No air operator shall operate an aircraft with passengers on board unless at least one hand-held fire extinguisheris readily accessible for immediate use and is located in the passenger compartment (CAR 704.83).
Minimum Crew (CAR 704.106)
No air operator shall operate an aircraft with fewer than two pilots, where
- the aircraft is an aeroplane carrying 10 or more passengers;
- or is carrying passengers and is being operated in IFR flight.
Flight Crewmember Qualifications (CAR 704.108)
No person may act as flight crewmember unless:
- the person holds the licence and ratings required by Part IV (Personal Licensing);
- within the previous 90 days the person has completed at least three takeoffs and three landings
- where a type rating for that aircraft is required, in the same type or in an approved simulator, or
- where a type rating is not required, in that category and class or in an approved simulator;
- the person has successfully completed a pilot proficiency check, the validity period of which has not expired;
- has fulfilled the requirements of the air operator’s ground and flight training program.
No person shall act as the Pilot-in-command of an aircraft with passengers on board in IFR flight unless that person has acquired at least 1200 hours of flight time as a pilot.
No person shall act as the Pilot-in-command of an aircraft in VFR flight unless that person has acquired at least 500 hours of flight time as a pilot.
No person shall act as the Pilot-in-command of an aircraft with persons other than a flight crewmember on board in night VFR unless that person holds an instrument rating for that class of aircraft.
If the aircraft is operated on a training, ferry or positioning flight, or when authorized in the operating certificate, a flight crewmember does not require 90-day landing and take-off currency, or completion of the air operator’s ground and flight training program.
Qualifications Validity Period
The validity period for pilot proficiency checkand annual training is 12 months (identical to the renewal format of medical certificates) (CAR 704.111).
If the proficiency check or annual training is renewed within the last 90 days of its validity period, the validity period is extended 12 months.
If not renewed within 24 months of expired validity, the person must re-qualify.
Commuter Operations Pilot Proficiency Check (PPC)
Synthetic Flight Training Device:
(1) Pre-flight Phase
Flight Planning and Equipment Examination
(a) Flight planning shall include a practical examination on the crew's knowledge of air operator's approved Standard Operating Procedures and the Aeroplane Flight Manual including aeroplane and runway performance charts, and weight and balance procedures.
(b) The equipment examination shall consist of a display of practical knowledge of the airframe, engine, major components and systems including the normal, abnormal and emergency operating procedures and limitations relating thereto.
(c) The practical flight planning examination and equipment examination are optional when the pilot's training records contain copies of valid written examinations, from initial or annual training.
(amended 2000/12/01; no previous version)(2) Flight Phase
(a) Taxiing
(i) the use of the taxiing check list;
(ii) taxiing in compliance with clearances and instructions issued by the person conducting the pilot proficiency check; and
(iii) where a second-in-command is undergoing the pilot proficiency check, outlined above to the extent practicable from the second-in-command position.
(b) Engine Checks
Engine checks shall be conducted as appropriate to the aeroplane type.
(c) Take-off
(i) one normal take-off to be performed in accordance with the Airplane Flight Manual;
(ii) an instrument take-off in the minimum visibility approved for the air operator;
(iii) a take-off in a minimum of a 10 kt crosswind component;
NOTE:
Any or all of the above takeoffs may be combined.
(iv) a take-off with failure of the critical engine at a speed greater than V1 and at an altitude of less than 50 feet AGL; or at a speed as close as possible to, but greater than V1 when V1 and V2, or V1 and Vr are identical; and
(v) a rejected take-off from a speed not less than 90% of the calculated V1 or less as appropriate to the aeroplane type.
(d) Instrument Procedures
Instrument procedures shall consist of IFR pre-flight preparations, terminal and enroute procedures, arrival and departure procedures, system malfunctions and, where applicable, the proper programming and use of Flight Management Systems (as applicable).
(i) An area departure and an area arrival procedures shall be performed where the crew:
(A) adheres to air traffic control clearances and instructions; and
(B) properly uses the available navigation equipment and facilities;
(ii) a holding procedure;
(iii) at least two instrument approaches performed in accordance with procedures and limitations in the Canada Air Pilot or in the equivalent foreign publication, or approved company approach procedure for the facility used. One of the approaches shall be a precision approach, and one a non precision approach; and
(iv) where the flight crew is authorized to conduct circling approaches in accordance with the company operations manual, one approach and manoeuvre to land using a scene approved for circling and demonstrated during an initial qualification check and annually thereafter.
(e) Manoeuvres
(i) At least one steep turn in each direction with a bank angle of 45° and a change in heading of at least 180° but not more than 360°;
(ii) Approaches to stalls
For the purpose of this manoeuvre the required approach to a stall is reached when there is a perceptible buffet or other response to the initial stall entry.
The following approaches to the stall are required during initial and upgrade PPC's:
(A) one in the take-off configuration, except where a zero-flap take-off configuration is normally used in that model and type of aeroplane;
(B) one in a clean configuration; and
(C) one in a landing configuration.
One of the approaches to stall shall be performed while in a turn with a bank angle of between 15° and 30°.
(iii) Steep turns and approach to stalls are not required when the PPC is conducted using either a LOFT scenario, a scripted PPC or a fly-by wire aeroplane; and
(amended 2000/12/01; no previous version)(A) for an initial PPC on aeroplane type, steep turns and approach to stalls have been satisfactorily demonstrated during initial training;
(B) for a semi-annual or an annual PPC:
(I) steep turns and approach to stalls that are required in the applicable annual training syllabus have been satisfactorily demonstrated during this training; or
(II) steep turns and approach to stalls are not required in the applicable annual training syllabus.
(f) Landings and Approaches to Landings
(i) one normal landing;
(ii) one landing from an approach in Instrument Meteorological Conditions (IMC) not greater than the minimum recommended for the approach;
(iii) one crosswind landing with a minimum of a 10 kt crosswind component;
(iv) one landing and manoeuvre to that landing with a failure of 50 percent of the available engines which shall be on one side of the aeroplane for the pilot-in-command and the outboard engine only for other than the pilot-in-command. Where the aeroplane type is a three engine aeroplane, the loss of power shall be the centre engine and one other engine for the pilot-in-command and an outboard engine for other than the pilot-in-command. For three and four engine aeroplanes the pilot-in-command is required to perform a two engine inoperative procedure during the initial qualification check and annually thereafter;
(v) one rejected landing and one missed approach. For the purposes of the rejected landing the landing shall be rejected at a height of approximately 50 feet when the aeroplane is approximately over the runway threshold. The rejected landing may be combined with a missed approach;
(vi) one Category II or Category III approach where these procedures are authorized in an Air Operator Certificate. Required during the initial qualification flight and annually thereafter; and
(vii) where applicable, one landing without the use of an auto-land system.
NOTE:
Any of the landings and approaches to landings specified in this section may be combined. A minimum of two landings are required.
(g) Normal Procedures
The crew shall demonstrate use of as many of the air operator's approved Standard Operating Procedures, normal procedures for installed systems, devices and aids as is necessary to confirm that the crew has the knowledge and ability to properly use installed equipment, including the auto-pilot and hand flown manoeuvres as appropriate.
(h) Abnormal and Emergency Procedures
(i) The crew shall demonstrate use of as many of the air operator's approved Standard Operating Procedures and abnormal and emergency procedures for as many of the situations as is necessary to confirm that the crew has an adequate knowledge and ability to perform these procedures.
(ii) System malfunctions shall consist of a selection adequate to determine that the crew has satisfactory knowledge and ability to safely handle malfunctions.
(iii) At least two simulated engine failures excluding failures on the runway followed by a rejected take-off, at any time during the check.
(i) Where the PPC is conducted following initial training in a level A or B training program, the following flight checking is required within 30 days after the PPC in a synthetic flight training device, and may be performed concurrently with the flight training requirements on the aeroplane type in the applicable training program:
(i) interior and exterior aeroplane pre-flight checks;
(ii) ground handling for pilots-in-command;
(iii) normal take-off, visual circuit where possible, and landing;
(iv) a simulated engine inoperative approach and landing;
(v) simulated engine failure procedures during take-off and missed approach to be conducted at a safe altitude and at no less than V2 + 10 airspeed;
(vi) no electronic glide slope approach and landing; and
(vii) a circling approach, if a circling approach could not be simulated in the synthetic training device.
