The following Flight Operation Notices are currently published as read-and-sign notices in the Ready Room at Langley Flying School:
Mandatory Flap Failure Training for Cessna Pilots and Students
12-1 February 14, 2012
11-05 November 27, 2011
Commercial PIlot Solo Night Cross-country Routes
11-04 November 27, 2011
Critical Class C Airspace Boundaries
11-03 March 22, 2011
Pre-boarding Inspections and Student Fines
11-02 January 30, 2011
Changes to Runway 19 Circuit Procedures
11-01 January 25, 2011
10-20 December 28, 2010
Changes to Flight Training and Safety Rules
10-17 September 5, 2010
Direct-to-the-threshold Clearances—Mandatory Non-acceptance
10-16 August 2, 2010
Pre-boarding Inspection and the Missing Fuel Cap
10-15 July 27, 2010
Cessna flap checking during touch and go training
10-14 June 23 2010
Unauthorized entry into the Langley Control Zone
10-10 April 21, 2010
08-02 January 19, 2008
Mandatory Flap Failure Training for Cessna Pilots and Student Pilots
During a recent night training flight, the flaps on Cessna 152 GPUK failed to retract following a touch-and-go procedure. The student managed to maintain speed and produce a climb, eventually completing the circuit and landing. This is the second event in the last two years where such a failure during a touch-and-go procedure has occurred. Accordingly, so that students and pilots are properly prepared for this event, a mandatory training flight is now required, effective immediately, in which students are exposed to flight management during a flat retraction failure. This training can be provided with a single circuit, or can easily be incorporated into it dual training flight. Essentially, students will be taught how to conduct an overshoot from a touch-and-go manuever with the flaps set at 35°. As students are aware, the flaps in the Cessna 150 permit a 40° setting, and we are currently investigating the prospects of demonstration/training with this scenario in Cessna 150 FPRT.
Cessna pilots are reminded that they must visually confirm that the flaps are migrating from the full flap position prior to committing to a takeoff during a touch and go maneuver.
David Parry,
Chief Flying Instructor
Summary of special precautions:
1. Isopropyl alcohol is extremely flammable.
2. Persons apply pressurized de-icing fluid must wear proper eye protection.
3. Any flight with contaminated critical surfaces is prohibited. All wing surfaces must be clear of any snow or ice.
The following procedures shall be used for the de-icing of the aircraft when required:
1. Place aircraft tail into the sun as soon as you arrive at the flight school
2. Remove as much as possible any accumulation of ice or snow from the upper surfaces of the wings and upper tail surfaces with a soft bristle brush.
3. Prior to the application of de-icing solution, ensure the aircraft is ready to immediately proceed to the hold-short line, and receive a takeoff clearance-that is, the following has been completed:
a. Aircraft has been completely pre-flighted for the flight, and
b. The checklist run-up procedures have been completed (the pre-takeoff checks should be completed en route to the hold-short line).
4. The de-icing solution should be applied using the pressurized spray bottle which contains a 50/50 mixture of Isopropyl alcohol and hot tap water; if the temperature is colder than -4°C, the solution should contain 100% Isopropyl alcohol.
5. Below the freezing temperature, hot water alone shall NOT be used as this will refreeze, accumulate under the wing surfaces, and could jam the control surfaces. Additionally this water will refreeze on the ground causing a potential slipping hazard.
6. After the application, ensure that all critical surfaces are free of any ice and snow, and ensure that all moveable flight surfaces have free travel in all applicable directions.
7. The upper wing surface must be visually scanned immediately after the application of take-off power to ensure ice-crystals have not formed; if ice-crystals are apparent, the take-off shall be rejected and the aircraft shall be returned to the ramp for another de-icing application.
8. Students are restricted from de-icing unless they have be directed to do so by a Flight Instructor who is providing direct supervision.
Takeoff Procedures in De-iced Aircraft
To be effective, the de-icing produce must be applied as close as possible to engine start-up. As well, delays in post-start cockpit duties should be minimized as much as safely possible.
Wing Inspection Requirements
Two wing inspections shall be conducted before takeoff, the first occurring after the run-up prior to moving to the hold-short line, and the second occurring during the initial phase of the takeoff roll. At these times, the pilot-in command shall inspect the wing surface for crystallization that would indicate a re-freeze. In both cases, the takeoff shall be discontinued.
Commercial Pilot Night Cross-country Routes
Commercial Pilot Students may conduct night cross-country flight training along routes within an area bound by the following waypoints: Agassiz, Bellingham Airport, Victoria Airport, Nanaimo Airport, Campbell River Airport, Powell River Airport, and Vancouver Airport, as depicted below:
Airports inside of the red boundary line may be used in combination, using Campbell River and Agassiz as the West and East anchor points respectively.
Please note that, owing to the inherent risk associated with night flying in a mountainous area, all other night cross country flights require prior approval from the CFI and must include an instructor briefing.
Please contact your Flight Instructor for additional information.
Carl Tingstad,
Flight Instructor
Critical Class C Airspace Boundaries
11-03 March 22, 2011
An incident occurred recently when a private pilot student inadvertently flew into the Pitt Meadows Control Zone, as well as the Vancouver TCA. This student had only recently been released for solo flight in the practice area, and he clearly became disoriented with respect to position during the course of upper-air manoeuvres.
While events such as this are not that frequent, the severity of possible outcomes, both with respect to Transport Canada enforcement and risk of collision, could be extreme.
It is of critical importance to ensure you have adequate situational awareness with respect to visual geographic markers that help identify critical airspace boundaries. If you have any doubts or concerns, it is important to inform your instructor that you need assistance. Airspace boundaries are not difficult to learn, but you must be shown clear geographic markers that help you discern the lines that appear on your VTA chart.
The most important boundaries are the Pitt Meadows and Langley Control Zones, as well as the Vancouver TCA boundary line establishing the base of the TCA at 2500 feet between the Pitt Meadows and Langley Control Zones.
Also, be especially careful when flying upper-air manoeuvres. Flight above 4500 feet in the Glen Valley areas must be within the confined constraints of CYA 180 and 181.
David Parry,
Chief Flying Instructor
Pre-boarding Inspections and Student Fines
11-02 January 30, 2011
Within the last seven months or so, there have been three separate incidents when students conducting solo flights failed to observe that their fuel caps were not secured properly. This has raised general concerns regarding pre-flight aircraft security, and the procedures that are being followed by our students.
Langley Flying School has a policy and procedure whereby a pre-boarding inspection must be conducted by both students and instructors before they board the aircraft for the purpose of engine start. Clearly, students are not complying with this procedure.
Effective immediately, students failing to conduct a pre-boarding inspection as per Langley Flying School's Standard Operating Procedures are liable to fines up to $50 per incident. Repeated noncompliance by any student is an unacceptable safety risk warranting a discontinuation in pilot training.
Central to a pilot licence is the discipline necessary to execute repetitive safety procedures, however seemingly mundane those procedures may appear.
For more information on the pre-boarding inspection, talk with an Instructor and/or see the Flight Operations Notice #10-15 posted on the LFS website, main page.
David Parry,
Chief Flying Instructor
Changes to Runway 19 Procedures
11-01 January 25, 2011
A NOTAM for Langley airport has recently been published and it includes two important changes for circuit procedures on Runway 19.
Firstly, the departure turn on to the crosswind leg will now be initiated at the Langley Golf Center. Accordingly, there is no longer a requirement to climb straight-out to 1000’ before initiating this turn, and turns four westbound departures can also be initiated at this checkpoint, provided prior permission is provided for a right turn (which is opposite to the circuit pattern).
Secondly, the downwind leg for Runway 19 should be kept WEST of the Tall Timber Golf Course, which is located at the North East side of the intersection between 232nd St. and 56th Avenue. There is a risk of conflicting with inbound helicopter traffic EAST of this position as helicopters are permitted to maintain 1000 feet on the East side of the Tall Timber Golf Course position.
Pilots should be reminded of a final caution pertaining to the downwind leg for Runway 19, and that pertains to the risk of converging and therefore conflicting with traffic that is approaching the runway on an extended straight-in final approach clearance. The noise abatement pattern produces an initially modified downwind leg that angles back towards the airport and a modifying turn is required to continue parallel to Runway 19. To avoid the potential conflict, downwind traffic should modify their heading abeam the runway to approximately 010° (or fly perpendicular to the TransCanada Highway).
Please see the depictions below.
Be sure to ask instructor if you have questions.
David Parry
Chief Flying Instructor
10-20 December 28, 2010
The Langley tower controllers have expressed concern regarding the reluctance of pilots to clear the runway exit points after crossing the hold-short. Pilots are clearing the runway past the hold short line, but then stopping in that position to complete checklist work, without leaving room for traffic to clear the runway behind. This has the effect of blocking that exit for landing traffic that have subsequently landed.
Pilots must complete two tasks after clearing the runway, the first is the completion of checklist work, and the second is radio communication with the ground controller. These tasks must still be done, and for student pilots, they must be done after the aircraft has been brought to a stop. The solution, however, simply requires that pilots who have just cleared the runway to taxi forward enough to leave room behind them for other aircraft to also clear.
David Parry
Chief Flying Instructor
Changes to Flight Training and Safety Rules
10-17 September 5, 2010
Effective immediately, the Flight Training and Safety Rules have been amended to reflect the commencement of seasonal flight training operations at Grand Forks Airport, as well as the addition of cross-country weather minimum. (below). Please note the addition of weather minima for flight along the Strait of Georgia (not just across).
David Parry
Chief Flying Instructor
Direct-to-the-threshold Clearances—Mandatory Non-acceptance
10-16 August 2, 2010
“Direct-to-the-threshold” clearances are sometimes used by Tower controllers to manage aircraft spacing at airports equipped with long runways. While the pattern is not specified in the Aeronautical Information Publication, the general expectation of pilots and controllers is a modified approach pattern similar to that depicted below.
While these types of modified approach can be safely flown at airports equipped with long runway, giving the pilot ample time to re-stabilize the approach prior to touch down, the use of these procedures by Langley tower controllers is considered an unnecessary risk owing to the short runway surface here. Because Langley tower controllers are often students themselves, errors in instructions are not uncommon and the manoeuvre is especially risky for student pilots owing to limited experience in low-level aircraft maneuvering. Langley tower is aware of our concerns and our request for them to use alternate tools to manage traffic spacing.
To ensure there is no misunderstanding, students are prohibited from accepting “direct to threshold” clearance. This non-acceptance is based on the safety provisions of RAC 1.7 (ATC Clearances, Instructions, and Information). It is critical, however, that the tower be immediately advised of the rejection:
Tower: GODP, proceed direct to the threshold.
Pilot: Negative, unable to comply. GODP.
Please contact your supervising Flight Instructor for additional information.
David Parry,
Chief Flying Instructor.
Pre-boarding Inspection and the Missing Fuel Cap
10-15 July 27, 2010
An incident recently occurred in which a student conducting a solo flight failed to secure the fuel cap on one of the tanks. During the takeoff roll, the fuel cap fell from the wing and ended up on the runway. Subsequent investigation revealed that the student failed to conduct the Pre-boarding Check prior engine start following his refueling of the aircraft.
This Flight Operations Notice is to remind all students that a Pre-boarding Check is required prior to each engine start. Importantly, the Pre-boarding Check does not replace the required Pre-flight Inspection conducted as per your aircraft's Pilot Operating Handbook; instead the Pre-boarding Check is a last minute double check walkabout the aircraft to visually check the following: fuel cap security, fuel sump valve security (no leaks), tires and brakes (normal appearance, no hydraulic leaks), engine cowling latches (secure), and a last inspection for external airframe damage.
Clearly, failure to conduct the Pre-boarding Check compromises flight safety.
Please see myself or your Flight Insructor should you have any questions regarding this requirement.
David Parry,
Chief Flying Instructor
Cessna flap checking during touch and go training
10-14 June 23 2010
An event was recently reported in which the flaps did not retract in Cessna 150 FPRT as commanded by the student and instructor during a touch-and-go practice. The premature takeoff following the touch-and-go—with the flaps remaining in the landing configuration—required the students to hold the nose down with considerable force while the flaps and trim were properly configured. Maintenance could not reproduce the same fault following this incident, but the risk nevertheless exists for all pilots operating Cessna aircraft of having to deal with a flap retraction failure or delay. To minimize this risk, students must confirm that the flaps are in fact retracting prior to the application of power. Flap operations in the Cessna aircraft were studied by Hoowan Nam and here are some of his findings:
David Parry
Chief Flying Instructor
Unauthorized entry into the Langley Control Zone
10-10 April 21, 2010
An incident recently occurred in which a student conducting a solo gates flight crossed the control zone boundary without a clearance. The incident occurred when the student entered via Person-made Lakes (“Man-made Lakes”) from the south.
This FON is to ensure you are aware that initial call-ups at Person-made Lakes, 232nd Intersection, or Trinity Western University are too late-----you are already inside the control zone and are in violation of Class C airspace procedures.
If you have been unsuccessful in obtaining an inbound clearance as you approach the control zone boundary, you must turn away so as to ensure you do not violate the clearance requirement for Class C.
David Parry
Chief Flying Instructor
08-02 January 19, 2008
In an effort to reduce the number of aviation incidents across the industry, Transport Canada has begun to implement Safety Management Systems (SMS). Since Langley Flying School is a CARs 406 operation, implementation of the SMS program is required by September 2008.
Essentially, SMS is the formalization of continually increasing safety through hazard identification and risk management. As Langley Flying School management and staff embark on creating safer flight training environment, it is important to remember that the key to the success of SMS is that the responsibility for safety involves everyone!
The reporting process is not a search to assign blame in an incident, but rather, it is a search for the reasons and cause behind the incident. By working to understand how an incident occurred, it allows for a learning environment and ultimately a safe environment both for reporting and communication, as well as for flying. Consequently, to ensure safety is paramount in all flight operations, no disciplinary actions will be taken unless it is a case of willful negligence, criminal intent or includes the use of illicit substances.
All reports should be folded over to ensure that the report remains anonymous in nature, and should be placed in the locked mailbox, which is in the reception area, on the wall below the Course Outlines. The following forms are available:
1. Anonymous Hazard Report
2. SMS Hazard Identification Report
3. SMS Confidential Hazard Report
If you wish to be anonymous or have your identity completely confidential, with only to the Safety Management Officer (SMO) knowing the source, you can accomplish this and still contribute to the safety culture by using the appropriate forms. Email is also an excellent way to communicate with the SMO (smo@langleyflyingschool.com).
As part of this safety culture, we need to reemphasize the importance of reading and signing Flight Operations Notices (such as this one) prior to flight. It is an essential tool in communicating safety issues between staff and pilots. Please ensure you have signed all FONs prior to your next flight!
Thank you for your contribution to increasing safety!
Philip Craig
Flight Instructor
Safety Management Officer
