Langley Flying School Standard Operating Procedures
PARTS:
GENERAL FLIGHT TRAINING OPERATIONS
IFR AND MULTI-ENGINE TRAINING OPERATIONS
COMMERCIAL PILOT TRAINING OPERATIONS
INTRODUCTION
Amendments, Distribution, and Compliance
Associate Chief Flying Instructor
Aircraft Maintenance Supervisor
Pilotlog Quality Control Auditor
Technical Logs Quality Control Auditor
Aircraft and Technical Log Administration
Quality Assurance by the Aircraft Maintenance Supervisor
Transfer to Permanent Technical Logs
Maintenance of the Permanent Technical Logs
Admission Requirments for Professional Pilot Programs
Release of Staff or Student Personal Information
Flight Training Administration
Pilot Training Audit Procedure
Completion of Transport Canada Forms
Class IV Instructors Record of Supervision
Student Records Administration
Instructor Comments in Pilot Training Record
Instructor Responsibility for Student Log Books Entries
Instructor Responsibility for Groundschool Records
Student Identification Documents
Confidentiality of Groundschool Examinations
Qualification of Tutorial Instructors
Tutorial Instruction Check Sheet
Examination Administration—General
Aircraft Maintenance and Requirements
Maintenance Release Statements
Landing Light—Journey Log Entry
Confirmation of Aircraft Transponder Unserviceablities
Precautions to be observed when handling Isopropyl Alcohol
General Flight Training Operations
Langley Flying School Flight Rules and Safety Precautions
Class III, II, and I Instructors
Class IV Instructor Supervision
Direct Supervision Class IV Instructors
Enhanced Supervision Class IV Instructors
Instructor’s First Flight of the Day
Flight Training Content and Material
Pre-departure Requirements for Training Flights
Standards for Student Performance
Communication to Student and Tower
Requirements for Night Simulated Forced Approaches
First Solo Flight Administration
Solo Release Flights Not Required
First Solo Flight outside the Circuit (Gates)
Private/Recreational Students and Civil Twilight
Cross-country Flying for Private/Recreational Students
Class IV Instructor Ten-hour Rule
Mandatory Pre-flight Test Checkride
Administration—Prior to Flight Test
Flight Following and Flight Plan Requirements
Solo night Takeoffs and Landings
Simulated Forced Approaches at Night
Commercial Pilot Student Solo Night Cross-country Routes
Private Pilot Instrument Training
Radio Procedures in the Practice Area
Mandatory Strong-wind Flight Check
Authorized 150NM Cross-country Routes for Private Pilot Students
Strait of Georgia Restrictions
Forced or Unscheduled Landings
Use of Private Student Aircraft
Disabled Aircraft at the Airport
IFR and Multi-engine Training Operations
Multi-engine Flight Operations (VFR and IFR)
Mandatory Brake Check after Maintenance
Pre-takeoff Briefings for Engine Failure
Mandatory Hatch and Door Inspection
Mandatory Calculation of Accelerate-Stop Distance
Additional Requirements for Strait of Georgia Flights
Additional Requirements for Training Flights Orginating from Grand Forks Airport
Additional Requirements for IFR Flight Training
Commercial Pilot Training Operations
Night Rating and Commercial Pilot Training
Record of Right Seat Training Flights
Phase I—Initial (Pre-Night Rating) Instrument Training
Initial Night Flying and Circuit Training
Touch-and-goes at vicinity airports
Introduction
The purpose of this manual is to provide information, guidance, and instruction on the manner in which flight training is to be conducted.
The standards, practices, procedures and specifications herein published reflect the contents of the Canadian Aviation Regulations (CAR).
Amendments, Distribution, and Compliance
Amendments to this manual are the duty of the Chief Flying Instructor. A copy will be accessible on the Langley Flying School Website.
Compliance with the operations and procedures contained in this manual are mandatory for all Flight Instructors and staff members. Failure in compliance may result in fines, suspension, or termination.
Amendments to this manual will be made from time to time and come into effect as they are updated on this webpage. A summary of recent changes appears below:
January 29, 2012: Creation of duties and responsibilites of the Technical Log Quality Control Auditor.
January 29, 2012: Creation of bi-weekly responsibilties of the Aircraft Maintenance Supervisor, to include meeting with the Pilotlog Quality Control Auditor, and CFI/Maintenance Manager reporting.
January 29, 2012: Creation of duties and responsibilities of the Pilotlog Quality Control Auditor.
January 29, 2012: Specification of CFI responsibility with respect to CADORS occurrence monitoring.
November 28, 2011: Introduction of approved night crossing flight routes for Commercial pilot students.
July 14, 2011: Introduction of the three stages of Class IV Direct Supervision.
July 2, 2011: Specification of procedures to confirm transponder malfunction reports from ATC prior to intiating repair/rectification.
May 10, 2011: Re-write of sentence regarding the completion of the night rating application form.
May 4, 2011: Clarification of requirements for the Private Pilot 150NM cross-country flight.
April 4, 2011: The Return to Service Procedure is established, including the responsibilities and tasks required by the person conducting a return to service takes. Reference is made to a checklist that must be posted in the aircraft's Journey Log.
March 22, 2011: Speciality Landings and Takeoffs training modified; training of this type restricted to after start of navigation training for Private Pilot students.
December 17, 2010: 50% Rule refined for clarification purposes, with landings beyond the 50% runway length prohibited outright.
Flight Safety
Paramount Safety
Safety is paramount to all flight training operations at all times.
Right to suspend any Training Operation
When safety is perceived as compromised in any training situation, all Flight Instructors have the unquestioned authority to immediately terminate or suspend any operation in which, in the opinion of the Flight Instructor, the safety of the operation is in doubt.
Instructor Responsibility for Safety
While on duty, all Flight Instructors shall be jointly responsible for all flight safety.
A Flight Instructor authorizing a solo rental or solo training flight is specifically responsible for the safety of that flight.
A Flight Instructor acting as Pilot-in-command is specifically responsible for the safety of that flight.
Personnel Administration
The following provides a summary of the administrative organization of Langley Flying School:
Chief Flying Instructor
The Chief Flying Instructor (CFI) is responsible for the overall safety and effectiveness of Langley Flying School training operations and procedures, and is responsible to ensure that all training activity is in conformity with the requirements of the Canadian Aviation Regulations.
The primary duties and responsibilities of the CFI are published in Part IV of the Canadian Aviation Regulations.
The CFI is also the Maintenance Manager, the primary duties and responsibilites for which are published in Part IV of the Canadian Aviation Regulations.
The CFI is also the Accountable Executive , the primary duties and responsibilites for which are published in Part IV of the Canadian Aviation Regulations.
The CFI is responsible for the completion of annual performance evaluations of instructional and full-time staff members.
The CFI is responsible to monitor CADORS reporting on a daily basis so as to detect reported occurances of interest to the safety and efficient flight training operations of Langley Flying School. In the case of Langley Flying School aircraft incidents, the CFI shal collect data and statements related to reported occurances and prepare a written analysis related to safety and efficiency and submit a copy to the Primary Transport Canada Inspector. A record of these analyses shall be maintained on electronic file (L Drive).
Associate Chief Flying Instructor
The primary function of the Associate Chief Flying Instructor (ACFI) is to provide a second layer of supervision of Langley Flying School’s day-to-day operations. The priorities of the ACFI are as follows:
- Safety in operations.
- Conformity of operations with the Canadian Aviation Regulations.
- Effectiveness of operations.
The ACFI exercises the authorities of the Chief Flying Instructor (CFI) in instances where the Chief Flying Instructor is absent, such as days off, vacations, and holidays.
The ACFI also exercises authorities of the CFI when assigned tasks such as incident investigation, simulated flight tests, or school project assignment.
Monthly Tasks:
Audit a sample of each Flight Instructor’s flight training records to ensure they are in conformity with the requirements of Langley Flying School’s Flight Training Operations and Procedures Manual.
Provide both positive and constructive (areas for improvement) feedback to Flight Instructors pertaining to the findings of the flight training records audit.
Corrective Action
Where the ACFI has concerns with a staff member pertaining to training operations and procedures, the communications will be conducted in a friendly and constructive fashion, and will be conducted in private. In the event of unsatisfactory resolution between the ACFI and the staff member, the ACFI will consult with the Chief Flying Instructor.
Chief Groundschool Instructor
The Chief Groundschool Instructor (CGI) is responsible for the overall organization, implementation, and effectiveness of the Langley Flying School groundschool programs.
Specifically, the CGI is responsible to ensure that:
- Registration of students in non-professional pilot courses is properly recorded and documented.
- Registration of students in professional pilot courses (Commercial Pilot, Multi-engine Class, Instrument, and Instructor Ratings) are properly documented in Student Enrolment Contracts, as prescribed by PCTIA, and that this document is properly signed by both students and a representative of Langley Flying School.
- Student data derived from registration is accurately transcribed onto the electronic Pilotlog.
- Records of student attendance are properly recorded and maintained.
- Sectional quizzes and final examinations for each groundschool section are properly prepared and administered within the course.
- Student grades are properly recorded and maintained on Pilotlog.
- Groundschool scheduling of instructional staff is prepared for each running of a groundschool.
- The books and supplies for groundschool students are properly stored and ready for the start of each groundschool class.
Flight Instructors
Staff Flight Instructors collectively form the core of Langley Flying School and comprise the front line to ensure that all training activity is conducted safely and efficiently.
Flight Instructors shall ensure all flight operations under your supervision and control are conducted safely and in accordance with the Canadian Aviation Regulations;
Flight Instructors shall take whatever actions they feel are necessary to terminate or suspend any flight operation activity that is unsafe or in which safety is or may be jeopardized;
Flight Instructors shall conduct instruction in accordance with the content of
- Various government publications specified for Flight Training Units in the Canadian Aviation Regulations;
- Langley Flying School's publications provided to students to facilitate and standardize instruction received at the School;
- LangleyFlyingSchool Flight Rules and Safety Precautions;
- Langley Flying School's Operations and Procedures Manual;
- Policies and procedures established in Staff Memoranda, Flight Operations Notices and informally during Staff Meetings;
Flight Instructors shall conduct flight operations in accordance with Langley Flying School's Maintenance Control Manual;
Flight Instructors shall ensure instructional services are properly entered and recorded in the Langley Flying School system of accounting;
Flight Instructors shall ensure that payment for instructional services is collected and processed at the termination of each flight;
Flight Instructors shall ensure that their personal activities and interests are not in conflict with the activities and interests of Langley Flying School and its staff members;
Flight Instructors shall ensure that they report for duty in a timely fashion for scheduled training flights and groundschool classes;
Flight Instructors shall keep confidential any information related to student performance or evaluation;
Flight Instructors shall immediately advise the Chief Flying Instructor of any changes in the status or validity of your ratings, licence and medical certificate.
Flight Instructors are responsible to keep their offices clean and functional, ensuring that their space can be used at anytime by their fellow staff members. Instructors are responsible to ensure their office floor is vacuumed, desk surfaces are free of dust and debris, and the windows in their office are cleaned.
Responsibility for Aircraft Technical Records
Flight Instructors are respnsible to maintain the technical records of the aircraft for which they have been assigned responsibility. On a weekly basis, and for the aircraft they are assigned, Flight Instructors shall:
- Conduct an audit of fleet Journey Logs for entry error. The standard for recording an audit for entry errors is that the correction can be traced back to the original error by a third party reading the Journey Log.
- Transcribe maintenance entries from the aircraft Journey Logs to the Technical Logs Working Copy in accordance with the section entitled Aircraft Technical Logs Administration outlined in this manual.
Aircraft Maintenance Supervisor
The Aircraft Maintenance Supervisor (AMS) is normally a staff Flight Instructor who assists the Maintenance Manager with the day-to-day operation of the maintenance control system.
Specifically, the AMS is responsible to the Maintenance Manager for the daily supervision of the maintenance status of Langley Flying School aircraft, and the planning and scheduling of aircraft maintenance tasks. The AMS is also responsible to supervise and monitor the actions of staff and students with respect to aircraft maintenance, to insure all actions conform to the Langley Flying School Maintenance Control Manual; any actions by students or staff that are contrary to the Maintenance Control Manual must be reported in a timely fashion to the Maintenance Manager.
The AMS is also specifically responsible to the Maintenance Manager for the transcription of maintenance entries in Langley Flying School aircraft Journey Logs to the aircraft technical logs, as outlined in the Aircraft Technical Logs Administration section of this manual.
Daily Tasks:
- Examine the Journey Logs of operational aircraft to ensure that the air times contained in the Journey Log correspond with the air time presented for the aircraft on the Pilotlog program. If a deviation occurs, the air time contained in the Journey Log has precedence and will be transcribed into the Pilotlog program using corrective flight entries.
- Examine the Journey Logs of operational aircraft to ensure that all aircraft defects from the preceding day have been properly administered by the Flight Instructors responsible for entering the defects; this examination will ensure that the defect has been recorded in accordance with the Maintenance Control Manual, and, in particular, that the following tasks have been accomplished:
- The defect entry is properly dated and signed, including licence number, and that this entry is legible;
- The defect is adequately described such that other students and staff can make an effective decision with respect to airworthiness;
- In the event that the defect is non-deferrable, that the aircraft has been properly removed from service as per the provisions of the Maintenance Control Manual;
- In the event that the defect is deferrable, that
- operational restrictions have been properly documented in the Journey Log and in the Pilotlog program;
- the date of rectification is properly documented in the Journey Log;
- the deferred defect has been properly recorded in the Journey Log Deferred Defects List;
- that the defect has been properly entered in the Pilotlog program, including operation restrictions;
- and that the aircraft has been properly placarded.
- Examine the Journey Logs from the preceding day to ensure that all student entries are legible, that the notation DICO occurs in the case of first-flights, that the adding of oil has been properly recorded, including grade, and that the adding of fuel has been properly recorded, including description of fuel type (avgas) and quantity.
- Examine aircraft cockpits to ensure that all deferred defects are properly placarded and displayed, and that the placard contains required rectification date and operational restrictions. The standard for the display of placards is that they must be displayed on the front side of the glareshield.
- In the event of maintenance work required, prepare a Purchase Order for the appropriate maintenance organization, and subsequently communicate and arrange the scheduling the maintenance event. In the event of a required maintenance event, the Maintenance Manager must be advised.
- In preparing a Purchase Order, the maintenance requirements must be electronically entered in the Purchase Order file contained under the Airworthiness Folder in the LFS document directory. Two copies shall be printed and signed by the Aircraft Maintenance Supervisor, with one copy handed to the maintenance organization, and the other copy posted in the Purchase Order binder.
Weekly:
- Examine the status of in-phase and out-of-phase maintenance events recorded in the Pilotlog program, and where necessary, plan and co-ordinate the scheduling and completion of the required maintenance task. All required maintenance events shall be communicated to the appropriate Approved Maintenance Organization by way of a written Purchase Order.
- Examine the stock of aircraft oil on hand to ensure the oil is properly labelled and shelved in the utility room and that an adequate supply of oil is maintained in the attic for both the Seneca, the Cherokees, and the Cessnas. Oil supplies shall be properly labelled so as to prevent student confusion as to the correct oil to use.
- Examine the stock of aircraft landing lights on hand to ensure the supply is adequate.
- Supervise quality assurance accomplished by the Technical Logs Qualtity Control Auditor and the Pilotlog Qualtity Control Auditor.
- Transfer all required maintenance entries transcribed by weekend staff in the Technical Logs Working Copy to the appropriate aircraft technical log in accordance system of transfer described in the section of this manual entitled Transfer to Permanent Technical Logs.
Bi-weekly:
Meet with and review the bi-weekly audit results of the Pilotlog Quality Control Auditor with respect to Out-of-phase variance between the Pilotlog alerting system, and the authoritative records contained in the aircraft Journey Logs. When a variance is detected, the AMS will accomplish the following:
- Assess the ramifications of the variance for operational safety and legality;
- Where variance has negative effect with respect to safety and/or legality, immediately remove the affected aircraft from service until a rectification is accomplished;
- Develop a plan of action with respect to recifying the variance;
- Report the variance immedately to the Chief Flying Instructor/Maintenance Manager via email.
Monthly:
Ensure that the Maintenance Manger has completed an inspection of the Journey Logs for re-occurring defects and that a entry has been properly made in all aircraft Journey Logs. This entry is required within the first five days of each month.
Audit the Technical Logs of all Langley Flying School aircraft to ensure they are kept in accordance with a 30-days currency, and advise the Maintenance Manager of any apparent failure to conform with this requirement.
120 days:
Ensure the Maintenance Manager retires and locks down the electronic copy of Purchase Orders.
At time of removal and installation:
Update the entries contained in the Central Record of Engine Tracking and the Record of Engine Installation and Removal.
Corrective Actions
It is expected that students will make periodic errors in the aircraft techical records and to facilitate education and correction, the AMS will utilize the Instructor Note facility on the Pilotlog program. The message will be clear and concise, educating the student of maintenance requirements in an informal and friendly fashion.
In the event of staff errors with respect to maintenance documentation and actions, the AMS will remind staff, individually or collectively, of maintenance requirements in a friendly and constructive fashion. All staff communications pertaining to specific maintenance errors made by individuals will be communicated privately. In the event of unsatisfactory resolution of staff errors, the AMS will communicate with Maintenance Manager such that corrective measures can be formally intiated.
Pilotlog Quality Control Auditor
On a bi-weekly basis, the PQC Auditor will conduct a quality control audit of the Out-of-Phase items listed on Pilotlog to ensure variance have not developed between the recorded dates and time contained in the Pilotlog alerting system and the authoritative records of dates and times contained in aircraft Journey Logs.
The PQC Auditor will report the completion of this bi-weekly audit by way of an email sent to the Aircraft Maintenance Supervisor (AMS) and a copy of this email will be sent to the CFI.
Any date or time variance detected must be immediately assessed by the AMS as to safety or legal issues and immediately reported to the Chief Flying Instructor/Maintenance Manager.
Technical Logs Quality Control Auditor
On a Bi-weekly basis, the TLQC Auditor will conduct a qulity control audit of the Working Technical Logs. On a weekly basis the Aircraft Maintenance Supervisor will inspect the entries made in the Working Technical Log for quality assurance.
For each aircraft, the TLQC Auditor will compare the electronic transcriptions by Flight Instructors with the entries contained in the aircraft Journey Logs to ensure they are completed accurately and in accordance with the standards of Aircraft Technical Logs Administration section of the Langley Flying School Standard Operating Procedures.
When this inspection is completed, the TCQC Audtor will indicate completion of a quality control check by inserting their initials after the initials of the person making the entries. Below is an example of a quality assurance entry by the TLQC Auditor:
May 23, 2010
9667.2
1312.0
50 hour oil change W80 Aeroshell new oil filter installed ES48110, spark plugs serviced. A/C ground run and found sat for type. The maintenance described has been performed in accordance with the applicable standards of airworthiness. FKKF – KDY DMP
Valley Aero Engines
M12345 6-86
In the event of continued problems with the quality of transcription work of individuals, the TCQC will bring those problems first to the attention of the individual; if the problems persist, concerns shall be raised with the Aircraft Maintenance Supervisor.
Front Desk Position
Publications
The training unit shall maintain the following aviation publications, accessible via internet or in paper format, to both Flight Instructors and Students:
Aircraft Technical Logs Administration
All entries in the aircraft Journey Log pertaining to maintenance must be transcribed in the aircraft technical logs. Each aircraft has an Airframe Log, an Engine Log, and a Propeller Log.
Staff members transcribe technical entries made in the Journey Logs to electronic documents Working Technical Logs (WTLs), based on the current Aircraft Responsibility Listing.
The Working Technical Log (WTL) for each aircraft is maintained on the L-drive under the folder “Tech Logs Working Copies.” Each month, the entries in the Working Technical Log are electronically transferred (cut and paste) by the Aircraft Maintenance Supervisor (AMS) to the appropriate permanent technical log, and paper copies of these is maintained in the AMS’s office (see Transfer to Permanent Technical Logs, below). Once WTL entries have been transferred to the permanent technical log and a paper copy has been created with quality assurance, the WTL shall delete expired WTL entries.
Electronic entries should be posted in the Working Technical Logs on a weekly basis, and this posting is the responsible of the Front Desk Person and the Flight Instructors.
The Aircraft Maintenance Supervisor is responsible for overall supervision of technical logs administration, including supervision of the Technical Log Quality Control Auditor. While entries in the Working Technical Logs should be done weekly, there must never be more than a 3-week delay in transcribing these entries from the dated original entry in the Journey Log.
Transcription Content
All entries in the Journey Log shall be transcribed in the Working Technical Logs, excluding individual flight details (excluded also are the associated DICO, fuel, and oil entries) and entries for audit corrections. All other entries must be transcribed, regardless of content. The entry shall include the following:
- The date of the original entry
- The aircraft’s air time at the time of entry
- The engine time since overhaul at the time of entry
- An accurate reproduction of the content of the entry (description)
- The four-letter identification of the aircraft
- The name of the person making the entry (first initial and last name)
- And the licence number of the person making the original entry
The Langley Flying School employee making the entry shall separate sentences contained in the entry using double spaces, and shall never use the “return” button. At the end of the description portion of the entry, the employee transcribing the entry shall insert the aircraft four-letter identifier and the initials of the employee making the transcription.
The following are examples of Working Technical Log entries:
Date of Entry |
Total Air Time |
Time Since Engine Overhaul –Air Time minus (-): 18536.5 |
Entry |
Person making Entry |
May 8, 2006 |
19145.0 |
608.5 |
Landing light wiring replaced from bulb to firewall, system tests ok. Broken wire on master contactor repaired. The maintenance described has been performed to the applicable standards of airworthiness. GNIC – KDY |
Valley Aero Engines Ltd. M12345 AMO 6-86 |
May 9, 2006 |
19146.3 |
609.8 |
Landing light u/s, wiring from bulb to firewall replaced, master contactor wire broken repaired – tested and found sat for type. The maintenance described has been performed in accordance with the applicable standards of airworthiness. GNIC – KDY |
Valley Aero Engines Ltd. 12345 AMO 6-86 |
May 15, 2006 |
19153.9 |
617.4 |
Intermittent start condition on magneto switch. No start condition, then start at CYNJ then again at CYCW. Aircraft grounded until intermitting condition rectified. GNIC – KDY |
Langley Flying School, Inc. T. Larkin CA12345 |
May 15, 2006 |
19153.9 |
617.4 |
Starting problem repaired. Also loose wires inspected – ok at this time. The maintenance described has been performed in accordance with the applicable standards of airworthiness. GNIC- KDY |
Valley Aero Engines Ltd. M12345 |
May 16, 2006 |
19157.2 |
620.7 |
Gyro vacuum reading only 4.5” MG @ 200RPM during run up. No additional flight restrictions. Defect deferred. Rectify by May 19, 2006. GNIC – AP |
Langley Flying School, Inc. D. Page CA12345 |
Accuracy and Safety
Those making entries in the Working Technical Logs must keep in mind that the accuracy of the transcriptions is crucial for aviation safety. When the maintenance history of an aircraft is examined, the transcribed entries will be the primary source of data in making any determination.
Illegible Entries
In the event of an illegible entry, the person making the transcription should first consult with an Flight Instructor for assistance. If this is not possible or successful, the confusing entry should be marked with repeated question marks (?????). These will be rectified by the Aircraft Maintenance Supervisor. Here is an example of transcribing an illegible entry:
July 10, 2006 |
12089.8 |
2099.1 |
No start condition: No spark??? Aircraft removed form service. GODP JC |
Langley Flying School, Inc. Tom Larkin CA12345 |
Transfer to Permanent Technical Logs
Once a month, the entries contained in the Working Technical Logs (WTLs) will be transferred electronically to the Permanent Technical Logs (PTLs). The Aircraft Maintenance Supervisor is responsible for this transfer.
The PTLs consist of the Airframe Log, the Engine Log, and the Propeller Log. All entries in the WTLs will be copied and pasted into the appropriate aircraft Airframe, Engine, and Propeller log. The entire entry contained in the WTL will be copied and pasted into the appropriate Engine Log. The entire entry contained in the WTL, excluding time since engine overhaul, will be cut and pasted into the Airframe Log and Propeller Log.
While all maintenance entries contained in the WTLs are copied and pasted into the appropriate Airframe Log, entries are selectively copied and pasted into the Engine and Propeller Log, based on the following: All entries in the WTLs pertaining to the aircraft engines, including all scheduled maintenance tasks and defect reporting, and time since engine overhaul, will be copied and pasted into the Engine Log; all entries in the WTLs pertaining to aircraft propellers, including all scheduled maintenance tasks where the propeller is affected or involved, but excluding time since engine overhaul, will be copied and pasted into the aircraft Propeller Log. Here is summary:
Cherokee 50-hour Inspections (volunteer) |
Transcribed into the aircraft Airframe Log and Engine Log.
|
All extensions to mandatory inspections. |
Transcribed into the aircraft Airframe Log, Engine Logs, and Propeller Logs.
|
All Airworthiness Directives |
Transcribed into all the aircraft Airframe Log, Engine Logs, and Propeller Logs.
|
Seneca 50-hour Inspection (mandatory) |
Transcribed into the aircraft Airframe Log, Engine Logs, and Propeller Logs.
|
Cherokee or Seneca 100-hour Inspections (mandatory). |
Transcribed into the aircraft Airframe Log(s), Engine Log(s) and Propeller Log(s).
|
All Seneca 500-hour Inspections (mandatory). |
Transcribed into the aircraft Airframe Log, Engine Logs and Propeller Log(s).
|
All Cherokee or Seneca Defects. |
Transcribed into the Airframe Logs.
|
All Cherokee or Seneca Defects pertaining or relating to the Engine. |
Transcribed into the Airframe Logs and Engine Logs.
|
All Cherokee or Seneca Defects pertaining or relating to the Propeller. |
Transcribed into the Airframe Logs and Propeller Logs.
|
Cherokee or Seneca Airworthiness Directive. |
Transcribed into the aircraft Airframe Log, Engine Logs and Propeller Log(s).
|
All out-of-phase maintenance tasks. |
Transcribed into the Airframe Log(s), and transcribed into the Engine and/or Propeller Logs if they pertain to these components.
|
Monthly Recurring Defect Control Inspections. |
Transcribed into the Airframe Logs.
|
All extensions to mandatory inspections. |
Transcribed into the aircraft Airframe Log, Engine Logs, and Propeller Logs. |
Maintenance of the Permanent Technical Logs
The Aircraft Maintenance Supervisor (AMS) is responsible to assure quality of the Permanent Technical Logs (PTL).
The PTL are maintained on the L-drive under the folder entitled “Airworthiness”, sub-folder entitled “Permanent Technical Logs.”
When a page of the electronic version of a PTL is completed, the Aircraft Maintenance Supervisor will print out the page, sign as the person making the transcription (at the top of each page), and insert the printed page into the appropriate technical log maintained in the AMS’s office.
Here is an example of a PTL, in this case, an engine log:
| The maintenance entries below have been transcribed from the Journey Log by ___________________________________. |
||||
|---|---|---|---|---|
| Date |
Total Air Time |
Time Since Overhaul |
Entry |
Person Making Entry |
| March 24, 2012 |
4335.9 |
829.5 |
50 hour inspection completed in accordance with CAR’s 625-56-(2) and LFS MCM, oil changed R/H & L/H engines 15/50W Aeroshell, oil filters changed R/H & L/H P/N 10500, new rotor discs installed R/H & L/H APS164-02300, replaced aileron hinge assy R/H P/N 62371-008. Aircraft ground run satisfactory for type. The maintenance described has been performed in accordance with the applicable standards of airworthiness GNIC DLP DMP |
Valley Aero Engines Ltd. M82783 AMO 6-86 |
| April 3, 2012 |
4342.4 |
836.0 |
Recurring defect control inspection conducted this day – none found. GNIC DLP DMP |
Langley Flying School, Inc. D. Parry AA363188 |
| May 9, 2012 |
4385.0 |
878.6 |
10 hour extension requested as per LFS MCM and Valley Aero Engines MPM granted. |
Valley Aero Engines Ltd. M82783 6-86-7 |
| May 18, 2012 |
4395.5 |
889.1 |
100 hour inspection completed in accordance with CAR’s 6-25-86-(2) & LFS-MCM, oil changed Aeroshell 12/W50, new oil filters L/H & R/H engines ES48110, removed spark plugs service & re-installed, leak check L/H #1-75, #2-75, #3-73, #4-77, R/H #1-75, #2-75, #3-76, #4-78, dress R&L propellers, R/H engine spinner bulkhead cracked will continue to monitor, R/H engine front & rear oil cooler bracket cracker deferred parts, landing tightened deferred further repair for parts, A/D CF-90-03R2 C/W, A/D 96-10-03 C/W, A/C ground run & found satisfactory for type. The maintenance described has been performed IAW the applicable standards of airworthiness. |
Valley Aero Engines Ltd. M28183 AMO 6-86 |
The AMS will maintain a system of PTL categorization that can be readily accessed for individual aircraft. Since the engines, including one spare engine, are transferred between aircraft, the system of PTL categorization must ensure accuracy in determining which engine is hung on which aircraft.
Central Record of Engine Tracking
The AMS will maintain a separate and centralized record to track the use and transfer of engines between the aircraft. This will be maintained at the front of the engine log portion of the PTLs. An example of the front of the engine logs.
Here is an example of the Record of Engine Tracking:
Date |
L-21861-27A O-320-E2A |
L-37811-27A |
L-46929-27A O-320-E3D |
L-29113-27A |
L-32020-27A O-320-E3D |
L-39142-27A O-320-E3D |
June 14, 2010 |
Engine Removed from FKKF to become SPARE. KKF has 8355.2 hours. |
|
|
|
Engine overhauled and hung on FKKF |
|
July 15, 2012 |
Engine overhauled and hung on GNIC. GNIC has 18536.5 hours. |
|
|
|
|
Engine Removed from GNIC to become SPARE |
June 30, 2013 |
|
|
Engine Removed From GUKG, to become SPARE. |
|
|
Engine overhauled and hung on GUKG |
Record of Engine Installation and Removal
On the front page of each permanent engine log, the AMS shall also maintain a Record of Engine Installation and Removal which will readily enable a reader to determine the current status the engine. The following is an example:
Record of Engine Installation and Removal |
||
Date |
Description |
Person Making Entry |
September 22, 2003 |
Engine installed on GUKG. |
David Parry |
June 12, 2005 |
Engine removed from GUKG to become spare. |
David Page |
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General Administration
Admission Requirement for the Professional Pilot Programs
This admission requirment does not apply to the Private Pilot or Recreational Pilot Programs.
Entrance into the Professional Pilot Programs requires the completion of Grade 12 (or equivalent) or candidates must qualify as a mature student (age 19 and not having attended school full-time for 52 weeks)
Refund Policy
Written NoticeA written notice of withdrawal or dismissal must be provided:
Refund Entitlement
- By a student to the institution when the student withdraws, or
- By the institution to the student where the institution dismisses a student.
Refund entitlement is calculated on the total fees due under the contract, less the applicable non-refundable application or registration fee. Where total fees have not yet been collected, the institution is not responsible for refunding more than has been collected to date and a student may be required to make up for monies due under the contract.
Refund policy for students:
Refunds before the program of study begins:
- If written notice of withdrawal is received by the institution less than 7 calendar days after the contract is made, and before the commencement of the period of instruction specified in the contract, the institution may retain the lesser of 10% of the total tuition and fees due under the contract or $250.00.
- Subject to Subsection 24. 11) a) i) of the PCTIA Bylaws, if written notice of withdrawal is received by the institution 30 calendar days or more before the commencement of the period of instruction specified in the contract, the institution may retain the lesser of 10% of the total tuition and fees due under the contract, or $750.00.
- Subject to Subsection 24. 11) a) i) of the PCTIA Bylaws, if written notice of withdrawal is received by the institution less than 30 calendar days before the commencement of the period of instruction specified in the contract, the institution may retain the lesser of 20% of the total tuition and fees due under the contract, or $1000.00.
Refunds after the program of study starts:
- If written notice of withdrawal is received by the institution or a student is dismissed before 10% of the period of instruction specified in the contract has elapsed, the institution may retain 30% of the tuition and fees due under the contract.
- If written notice of withdrawal is received by the institution, or a student is dismissed, after 10% and before 30% of the period of instruction specified in the contract has elapsed, the institution may retain 50% of the tuition and fees due under the contract.
- If a student withdraws or is dismissed after 30% of the period of instruction specified in the contract has elapsed, no refund is required
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:
- violation of the Canadian Aviation Regulations;
- violation of Langley Flying School’s Flight Rules and Safety Precautions;
- mistreatment of Langley Flying School aircraft and equipment;
- 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 an 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.
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:
If possible, a disputant shall attempt to resolve a dispute informally.
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 Instruction 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.
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 Designated Flight Examiner or a Civil Aviation Inspector as mediator. The costs of mediation will be paid by Langley Flying School.
Privacy Policy
Langley Flying School collects students’ personal information for the following reasons:
- Compliance with the Canadian Aviation Regulations;
- Compliance with the policies and procedures of Transport Canada regarding personnel licencing;
- Compliance with PCTIA.
- Conventional accounting practices and procedues;
- Compliance with the policies and procedures of the Canada Revenue Agency, including the issues.
It is prohibited for Langley Flying School staff to release any private information related to students.
Procedure for maintaining student files:
- Student personal information is collected throughout the student’s attendance at the institution. All required information regarding the student performance, progress, and acquired pilot qualification is placed in the student file.
- Student files containing personal information are safely stored in locking file cabinets and access to the student files is limited to the appropriate administrative staff, the Chief Flying Instructor, the Chief Groundschool Instructor, and line Flight and Ground Instructors.
- When a student completes pilot training, the pilot training records are forwarded to Transport Canada for the purposes of issuing and processing pilot licenses and ratings.
- At the end of period approximately one year, inactive student files are placed in “closed” storage for a further six years.
- At the end of the seven year period, the full student file may be destroyed using a secure destruction method.
Procedure for student access to the information on file:
- Students wishing to access the information in the student file must contact the Chief Flying Instructor.
- The school will not release information to any person other than people authorized by the student to access information unless required to do so by legislation, a subpoena, court order or if release of information is necessary as part of an ongoing police investigation.
- Persons authorized to access information on behalf of a student must provide written proof of this authorization.
Office Security
Student Files
It is the responsibility of Flight Instructors and Staff to ensure that all student records are kept confidential; for this reason, student files must be kept in a centralized location, and that location must be either supervised or secured.
The Student File Cabinet must be locked at all times.
All student files not actively in use must be returned to the Student File Cabinet located in the main hallway.
No persons other than staff persons are permitted entry into the Student File Cabinet.
Supervision of the security of the Student File Cabinet is the responsibility of all Flight Instructors and staff members.
Release of Staff or Student Personal Information
The personal information of all staff and students must remain confidential, and this protection of privacy is the responsibility of all Flight Instructors and staff members.
No information related to staff or students shall be released to any person or organization, including other students, without the consent of the staff member or students.
Telephone numbers shall never be released.
Billing for Instructor Services
Instructor Responsibility
It is the Flight Instructor's responsibility to ensure all administrative work with respect to student invoicing is completed at the termination of training flights, including the updating of student accounts.
Credit Billings (on account)
Credit billing on student accounts without payment is prohibited.
Ground Instruction
The standard is that students are responsible for being prepared for flight or ground instruction; ground instruction should therefore not normally occur outside normally scheduled groundschool classes and flight instruction sessions.
Ground instruction other than Preparatory Ground Instruction or Pre-flight Briefings and Post-flight Debriefings shall be billed out at a rate of $45 per hour. Students must be advised or the ground instruction prior to commencement. Ground instruction billing is at the discretion of Flight Instructors.
“No-show” Fee
Any student who does not show for a booking, or cancels with less than 24 hours notice will automatically be charged a No Show/Late Cancellation fee. The current fee is $123.00. The fee will be posted to the students’ account as an amount due.
No-show fees may also be assessed for students who are in excess of 60 minutes late for a booking.
Cancellations due to weather do not qualify for this fee, and as such any booking that cannot fly due to weather conditions currently at or forecast to be below the minimums stated in the School’s Standard Operating Procedures will NOT be charged a fee.
Cancellations due to student illness will not be charged this fee either. However, if a sick student does not call to cancel their flight, a No Show fee may be charged - good judgment and common sense should be used in this situation.
A copy of the No Show/Late Cancellation fee invoice will be posted in the students file at the School, and can be obtained by contacting any staff member.
The charging of this fee is not at the discretion of the Flight Instructors—the fee will be assessed automatically.
Students who repeatedly abuse the booking sheet with regard to multiple no-shows/late cancellations will have their existing booking(s) cancelled and their booking privileges suspended pending an interview with the CFI or the Assistant CFI to resolve the missed bookings issue.
Instructors will claim 1 hour of dual flight instruction for each fee charged to a student that they had a DUAL flight booked with. It is the instructors’ responsibility to advise the Front Desk Person of any no-shows.
Flight Instructors can only claim a no show fee on their monthly work sheet when an invoice has been completed and processed.
In the interest of public relations, a no-show fee can be cancelled by the Chief Flying Instructor or Associate Chief Flying Instructor.
Staff Meetings
Staff meetings are normally to be conducted on a monthly basis. Because safety issues are often discussed at staff meetings, attendance is mandatory for all Flight Instructors, and failure to attend may result in a suspension of flight training privileges.
Petty Cash and Cash Transactions
Flight Training Administration
Pilot Training Audit Procedure
Completion of Transport Canada Forms
Application for Night Rating
This application is perhaps the most confusing. The form must contain the qualifying flight date; there is no provision for this on the form, so it must be hand written just above the recommending Instructor’s licence number, and clearly identify it as the qualifying flight.
A second problems with this form is that the location of the “total” time for the night rating appears to imply (by its location) that this is total “night” time. This is not the case. In fact this must be a total night and instrument, and the instrument portion of that sum must include the student’s total instrument time to date—it must therefore include instrument time from Private Pilot training. This total should be 20 hours minimum, including the cumulative night and instrument.
Confidentiality
All matters related to individual student progress and activity is confidential and must only be discussed privately and discreetly among staff.
Confidentiality exists only when discussion occur in a Flight Instructor office with the door closed.
Pre-flight Briefings and Post-flight De-briefings must be conducted in a Flight Instructor’s office; whenever a Pre-flight Briefing or Post-flight De-briefing entails discussion or comment related to student performance, the door shall be closed.
At no time shall Flight Instructors or staff members discuss matters related to student flight training or performance in the presence of other students.
Student Files
Student files shall never be left in any office or on any desk unless directly supervised by a Flight Instructor or staff member; when direct supervision of a student file is not possible, the student file shall be returned to the Student File Cabinet.
Groundschool records of any sort are considered to be part of student files and shall be treated confidentialy as required by this section; accordingly, groundschool records related to student performance shall not be left in public areas of the school without direct supervision by staff member.
Instructor Records
Flight Instructors must ensure that the record of their licences, ratings and medical certificates contained in the flight operations information system is accurate and up to date.
Flight Instructors must ensure that their next-of-kin data is accurate and up to date, and that their telephone and residence information on file is current and accurate.
Flight Instructors must immediately advise the Chief Flying Instructor of any changes with respect to their licences, ratings or medical certificates.
Flight Instructors who exercise flying privileges that have expired are subject to fines and/or suspension.
Class IV Instructors Record of Supervision
Class IV instructors shall ensure the Record of Supervision is properly maintained and updated on their personnel files. A copy of the Record of Supervision is available in the Flight Instructor Guide, which is accessible on Transport Canada’s website.
Current Records of Supervision shall be maintained in the Chief Flying Instructor’s Office in a binder entitled “Instructor Records.”
The accuracy of the Record of Supervision is critical for Flight Instructor up-grades, as its content and the content of student training records related to first-solo and flight-test recommendations will be carefully scrutinized by Transport Canada when an application for Class III status is submitted.
Student Records Administration
Pilot Training Record (PTR)
Safety in flight training operations depends on accuracy of information contained in student Pilot Training Records.
It is the responsibility of Flight Instructor to ensure that all information contained in the Pilot Training Record is up to date and accurately reflects progress of training.
Time Limits on PTR Entries
The timeliness of PTR entries following training flights is central to safe flight training operations.
Entries in the PTR should be completed at the termination of individual training flights, but in all instances must be completed within 48 hours of the termination of the training flight, without the explicit approval of the Chief Flying Instructor.
Instructor Comments in Pilot Training Record
The content of Flight Instructor comments is central to safe and qualitative flight training operations.
Flight Instructors must provide sufficient written summary of the student's progress to enable continuity of training by any Flight Instructor; in the case of solo training flights, the student must be asked to make a similar written summary.
While PTR comments serve the function of communication between Flight Instructors, the PTR comments must also be designed for student consumption. For this reason, PTR comments from the preceding flight should be reviewed with a student in a Pre-flight Briefing.
The information reported in the comment section of the PTR should have three parts:
- General description;
- Areas for improvement (maximum of three);
- Plan of action for next flight.
The general description should describe the overall achievements of the flight; individual exercises should not be described unless necessary, as they are already listed in the PTR entry. If Preparatory Ground Instruction is provided, this should be noted.
Unsafe Student Status
Instructor Responsibility for Student Log Books Entries
Students begin training without any knowledge of what documentation is required in their personal log book.
It is the responsibility of a Flight Instructor conducting a dual training flight or supervising a student solo flight to ensure that flight times and exercises are properly recorded in students, Pilot Log Books
Instructors shall ensure that student Pilot Log Books contain correct times that match the time entries contained in the Pilot Training Record, including the allocation of times to specialized columns, and that all exercises completed during the training flight are noted, using the numeric code for exercises prescribed by Transport Canada. The numeric codes shall be preceded with the notation “Ex.”—for example”Ex. 16, 17, 18, 23 . .”
Speciality landings and instrument training shall be recorded with descriptive text—“Ex. 16 (short, obstacle), 17, 18 (short, obstacle)”, in the case of speciality landings, for example, and “Ex. 16, 17, 18, 13, 24 (full panel, unusual att.),” for example, in the case of instrument training.
Instructor Responsibility for Groundschool Records
All groundschool Instructors, including tutorial Instructors, shall ensure that an accurate record of class attendance and a description of the subject of the class is submitted to the Chief Groundschool Instructor within 24 hours of the completion of the class. Rita Methorst is the current Chief Groundschool Instructor.
Student Identification Documents
As soon as possible after the commencement of training, student must provide proof of citizenship. Instructors must be presented with the original, and the Instructor will make two copies of this to be placed on the student file.
In accordance with CAS 421.06, the following are required for student identification:
- a citizenship certificate;
- a Certificate of Registration of Birth Abroad issued by the Department of Citizenship and Immigration;
- a birth certificate or baptismal certificate issued in Canada or in a state whose citizens do not require a passport to travel in Canada. A copy certified by the issuing state or duly notarized is acceptable;
- a passport. If no expiry date is indicated on the passport, an attestation that the passport is valid is required from the applicant’s state of citizenship;
- an aviation personnel licence showing the citizenship of the holder and issued by the state of which the applicant is a citizen; and
- a Canadian Immigration Record and Visa, Form IMM1000, issued to a landed immigrant by the Department of Citizenship and Immigration.
Student Medical Certificates
Flight Instructor shall ensure that a copy of student Medical Certificates is placed on file prior to student readiness for solo flight.
Next of Kin—Student or Passenger
In the event of a temporary outage of Pilotlog, the dispatch of training flights will transition to the use of manual entries and authorizations using the Langley Flying School Flight Operations Log. The flight numbers will begin as #1 and subsequent flights will numbered accordingly. Caution must be used to ensure the Flight Operations Log retain continuity and the log pages must be numbered accordingly. The Flight Operations Log entries for the time of the Pilotlog outage must be retained until they have been transcribed in Pilotlog. Flight Instructors are responsible to ensure their flight notes are preserved and that all data pertaining to their flights during the period of outage are transcribed in Pilotlog.
When using the manual Flight Operations Log, Instructors must require their students to do manual calculations of takeoff gross weight and center of gravity calculation. A landing center of gravity is not required. The weight and balance envelope, as depicted in the appropriate POH should be referred to.
Groundschool Instruction
Organization and preparation for Langley Flying School Groundschool is the responsibility of the Chief Groundschool Instructor.
Semester Structure
There are two full-time and three part-time groundschool semesters per year. The full-time semesters begin the second week of January, and the first week of June. The part time semesters begin the first Tuesday in Febuary (Spring), the first Tuesday in June (Summer), and the first Tuesday in September (Fall) each beginning on the first Tuesday of the month.
The full-time and part-time semesters cycle through the Private Pilot, Commercial Pilot, Instrument Rating, and Multi-engine Rating Programs. This cycle is completed in approximately 8-months; the part-time cycle requires just over a year.
The specific course dates are described in the Langley Flying School Calender.
Class Schedule
Fulll-time classes are conducted Monday through Friday from 8am to 12 noon with an hourly 10-minute break. The part-time classes are conducted on Tuesday and Thursday evening from 7pm until 9:15 pm, with a 10 minute break at 8pm.
Groundschool Class Format
Each class should begin with a set of posted “early-bird” questions as an ice-breaker; this should be followed with a review of the material covered last class, and an outline of material to be covered in the current class. The class should finish with a summary of what has been covered, and reading assignments for the next class.
Groundschool Records
Groundschool Records shall be maintained and secured in the office of the Chief Groundschool Instructor, in binders.
Confidentiality of Groundschool Examinations
Student scores on groundschool written quizzes or examinations are confidential. It is prohibited for a Groundschool Instructor to leave scored examination/quizzes in a place when the results are openly accessible by students.
Tutorials
The standard for tutorials is that they are student directed or driven—that is to say, the subject matter should be determined by the students, based on what subjects they would like to address. After student-raised subjects have been addressed, the tutorials should focus on practical navigation, which is generally regarded as a subject that requires more long-term learning.
Qualification of Tutorial Instructors
When tutorial instruction is provided by persons other than a qualified Flight Instructor, the instructor must be a qualified Commercial Pilot, or a Commercial Pilot Student who has successfully completed the Transport Canada Commercial Pilot Written Examination.
Tutorial Instructors must be recommended by the Chief Groundschool Instructor and must have written authorization from the Chief Flying Instructor.
Tutorial Instructors not qualified as Flight Instructors are referred to as Teaching Assistants.
Tutorial Instruction Check Sheet
All tutorial instruction shall be recorded on the Tutorial Instruction Checksheet. This record shall be kept in the current Groundschool File located in the Chief Groundschool Instructor’s office.
Tutors
Langley Flying School maintains a Tutor's List of qualified students who provide informal one-on-one tutoring to students. The Tutor's List is published on the website, along with contact information.
Examination Administration
Examinations List
The following specifies the administration of student written examinations:
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.
|
|
INFLIGHT |
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.
|
||
PSTAR |
Prior to First Solo Flight. |
Closed Book |
Chapter 5 from Langley Flying School’s Groundschool Manual (Canadian Aviation Regulations); see also the specified study questions.
|
Student Pilot Permit. |
RORC |
Prior to First Solo Flight. |
Closed Book |
Radio Licence Study Guide in Langley Flying School’s Flight Training Handbook; see also specified study questions.
|
|
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. The Pilot Operating Handbooks are linked in the Ready Room.
|
|
PREPRAC |
Prior to first solo flight to the Practice Area. |
Open Book |
Vancouver VTA Chart; general procedures for departing and arriving at Langley Airport. |
Instructor Authorization for solo flight to the Practice Area. |
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.
|
Instructor Authorization for solo flight to the specified airport. |
STANPRO-I |
Commercial Pilot Students prior to first or second training flight.
|
Closed Book |
Commencement of Commercial Pilot training. |
|
STANPRO-II |
Commercial Pilot Students prior to third training flight.
|
Closed Book |
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 Flight Training Handbook as well as listed in the Ready Room. |
Instructor Authorization for solo night flight. |
PREROCK |
Commercial Pilot Students prior to Mountain Flying training.
|
Closed Book |
Mountain flying procedures and precautions contained in the Flight Training Handbook as well as listed in the Ready Room. |
Commencement of Mountain Flying training. |
PRETEST |
Prior to the Flight Test |
Open Book |
All materials. |
Flight Test Recommendation. |
Examination Administration—General
The Flight Instructor or staff member supervising a written examination is responsible to ensure the proper completion of the answer sheet.
All information outlined on the answer sheet must be completed in full, including start and stop times, student signature, invigilator signature, and instructor signature and certification if required.
All completed answer sheets, regardless of whether a student passes on not, must be placed on the student file.
All examinations must be corrected to 100%, and a Flight Instructor must sign the answer sheet indicating the completion of this task. To correct an examination to 100%, each erred response of the student must be reviewed for the purpose of obtaining student comprehension of the subject addressed by the question. The completion of this task, and the “corrected to 100%” signature indicates that a student has demonstrated satisfactory comprehension of all subjects addressed by examination question.
Examination—Security
Aircraft Requirements
Aircraft Maintenance and Requirements
Maintenance procedures for aircraft operated by Langley Flying School are governed by the Langley Flying School, Inc. Maintenance Control Manual, a copy of which is maintained in the School's library and must be carried on board all Company aircraft.
All Flight Instructors must be knowledgeable of the content of the Maintenance Control Manual and the practices and procedures required by this document.
Technical Dispatch
The proper procedures for dispatching an aircraft for flight are described in the Maintenance Control Manual, and the prescribed procedures must be strictly adhered to at all times.
While the Maintenance Manager is responsible for all aspects of the Langley Flying School, including Technical Dispatch, Flight Instructors are responsible to the Maintenance Manager to ensure the provision of proper Technical Dispatch are conformed with (see Section 3.2.3. of the LFS MCM). The provisions of Technical Dispatch described in Section 5.1 and 5.2 must be complied with the Instructor and/or Pilot-in-command.
Generally, the following is a summary of these requirements:
- Ensure maintenance events will not be exceeded during the flight;
- Ensure deferred defects will not affect the airworthiness of the flight;
- Ensure weight and balance limits will not be exceeded during the flight;
- Ensure an effective pre-flight inspection is conducted prior to flight;
- Ensure a proper pre-takeoff checks are completed, including run-up.
Generally, every flight must be preceded by an examination of the maintenance status of the aircraft, which includes an examination of the aircraft’s Journey Log, as well as the data contained in the Aircraft Status Display (ASD—computer data). Ensure that the time in the Journey Log matches the time displayed on the ASD for in-phase maintenance, and ensure the ASD for out-of-phase items does not show any overdue maintenance.
In-phase maintenance refers to scheduled maintenance; in the case of the Piper Cherokee, scheduled maintenance revolves around 100-hour inspections. Langley Flying School also conducts 50-hour oil changes on the Cherokee, but this maintenance event is voluntary, and therefore affords a certain amount of flexibility with respect to scheduling. In the case of the Piper Seneca, in-phase maintenance includes both mandatory 50-hour and 100-hour inspections; every 5th 100-hour inspection includes a specialized 500-hour inspection, and every 10th 100-hour inspection includes a specialized 1000-houir inspection. In all cases, the in-phase maintenance events require strict adherence. While the Maintenance Control Manual provides for an extension based on a 10% tolerance (an additional 10-hour extension in the case of the Cherokee 100-hour inspections), this extension can only come into play with the signature of the Approved Maintenance Organization in the aircraft Journey Log, granting the extension. When the extension is signed off in the Journey Log, and equivalent extension must be manually entered in the ASD by the Instructor.
Out-of-Phase maintenance refers to the required maintenance events that do not fit neatly into the 100-hour cycles, such as compass swinging, pitot-static system checks, engine overhaul, etc.
Deferred Defects records must be examined, to ensure that the proposed flight will not be outside the operational restrictions that a deferred defect may place on the aircraft, and to ensure that a rectification date for an existing deferred defeat is not exceeded.
Aircraft Status Display
The proper procedures concerning the use and updating the Aircraft Status Display are described in the Maintenance Control Manual, and the prescribed procedures and use must be strictly adhered to at all times.
Importantly, the ASD must be updated each day to ensure the times in the Journey Log reflect the times in the ASD. Remember, the Journey Log times are the legally governing times that must be transcribed onto the ASD, not the other way around. Any errors in the Journey Log must carried to the ASD; when a audit is conducted in the Journey Log, the corrections derived from the audit will be carried forward to the ASD.
Fuel and Oil
All refuelling and adding of oil must be recorded in the Journey Log of the aircraft, and this description must include the type of fluid and the quantity added.
With respect to the adding of oil, the rule of “add at 6 Quarts” exists for all Langley Flying School aircraft—a litre of oil is only added when engine oil reaches the 6- US Quarts level
The storage of oil and other fluids for aircraft is governed by the Maintenance Control Manual. Generally, oil and other fluids for the aircraft can only be left in clearly marked containers. Oil or other fluids from unmarked containers shall never be used.
Maintenance Release Statements
A Langley Flying School aircraft that has received maintenance servicing shall only be returned to service when a Maintenance Release Statement appears in the aircraft’s Journey Log. CAR 571.10 states as follows:
“(2) Except as provided in subsection (4), a maintenance release shall include the following, or a similarly worded statement:
“The described maintenance has been performed in accordance with the applicable airworthiness requirements.”
Flight Instructors who conduct Technical Dispatch of aircraft must verify this statement appears in the Journey Log following a maintenance event, and that failure to do so is contrary to CARs and the provisions of Langley Flying School’s Maintenance Control Manual. If the Maintenance Release Statement does not appear in the Journey Log, Technical Dispatch of the aircraft is not authorized, and the aircraft shall remain out-of-service.
When a Langley Flying School aircraft is returned to service following a 100-hour inspection, in the case of single-engine aircraft, or a 50-hour, 100-hour, 500-hour, or 1000 hour inspection in the case of the Seneca, the procedure described in this section must be completed by the Maintenance Manager, the Aircraft Maintenence Supervisor, or a Flight Instructor assigned by the Maintenance Manager. The return to service (RTS) procedures must also be completed when the AMO specifies that a flight test must be conducted, or whenever repair work completed outside the scheduled maintenance events listed above involving an aircraft's flight controls, including aircraft trimming systems, or engine controls, or braking system.
The person conducting the RTS procedures is responsible to ensure the safe and legal return to service of the aircraft, and shall accomplish the following tasks:
- The entry completed by the AMO should be examined carefully to ensure completeness, and special consideration should be given to any requirements by the engineers that a test flight be conducted for the airplane. Also, when maintenance is conducted on the flight control systems, or the engine control systems, a dual inspection is required by the AME staff to ensure there is no mis-rigging; this is indicated by additional statements of airworthiness requiring two signatures by the AME staff, and should alert you to be extra careful in confirming normal functioning. Here is a link for further information on this:
http://www.tc.gc.ca/eng/civilaviation/standards/maintenance-aarpc-ans-c010-557.htm
- After the entry by the AMO has been examined, the out-of-phase tasks must be reset on pilot log, and a reset must also be done on the 100-hour counter. Special consideration has to be given to ensure there is proof that the airworthiness directives have been completed during the inspection; these are typically required during 100-hour inspections. This must be done by the Maintenance Manager or the Aircraft Maintenance Supervisor who is experienced; both can perform this using remote computer access.
- Conduct a walk around of the aircraft, and this should be a standard pre-flight walkaround, with special emphasis on inspecting the engine compartment for misplaced tools, or rags, etc., and all the hoses and the wires should be secured as normal. Also, an inspection of all the aircraft lighting features should be checked.
- Conduct a run-up of the engine as per the pre-takeoff checklist, ensuring all checks are normal for type. Advise ground and shut down the engine, ensuring the keys are placed on the glareshield. Carefully inspect the engine compartment for fluid leaks—i.e., fuel and oil.
- After restarting the engine, complete the pre-takeoff checklist and conduct two high-speed taxi runs along the length of the runway. During these runs, perform gentle s-turns to confirm normal directional, and ensure normal braking action. This high-speed taxi test must be conducted separately in each seat position.
- A test flight must be conducted when specified by the AMO, or when there is work on the flight controls, engine controls, or trim systems. Where a test flight is specified by the AMO, the pilot entry in the Journey Log following the test flight must specifically address the test flight items specified by the AMO. Unless otherwise specified, the standard flight test tasks for Langley Flying School aircraft must cover the following: normal aileron operation, normal stabilator/elevator operation, normal rudder operation, normal flap operation, normal trim operation (rudder and stabilator/elevator), normal throttle operations, and normal mixture operations. When possible, these tasks should be completed during downwind leg of a circuit unless traffic considerations require otherwise.
When these tasks are completed, the Flight Instructor completing the RTS checks shall complete and sign the following forrm, and adhere this form in the Journey Log as an entry:
Landing Light—Journey Log Entry
The replacement of a landing light is considered “elementary work” and can only be accomplished by “authorized” persons—in the case of our School—Flight Instructors. Note, then, that it is illegal for students to do this.
Section 571.03 of the CARs specifies the Journey Log entry required after changing of the bulb:
- product identification (aircraft registration marking, nomenclature, type/model number, name of manufacturer, part number, and serial number), unless the entry is being made in technical record that contains this information;
- a brief description of the work performed;
- the date on which the maintenance was performed and the identification of the employee who accomplished the task;
- a statement indicating that it has been inspected and tested to ensure it conforms to its type design and is in a safe condition
The part number for our landing lights is GE 4509. This is on the box containing the bulb.
An entry in the Journey Log should therefore be similar to the following:
October 20, 2011—Landing Light U/S. Replaced with serviceable part #GE4509 and function tested. Joe Smith CA12345 (Signature)
Carbon Monoxide Detectors
For reference, the following are the colour interpretations for this device:
Yellow |
Normal
|
Green |
Caution—ventilate cabin and land as soon as practicable. |
Dark Blue |
Danger—land as soon as possible and evacuate cabin |
Hand-propping as an engine-start procedure is prohibited for students or Flight Instructors.
Confirmation of Aircraft Transponder Unserviceablilties
Experience shows that reports of malfunctioning transponders/encoders are generally accurate about 70% of the time—that is, in 3 out of 10 reports, the transponder/encoder is working perfectly well, and it was for other reasons why ATC reported the problem (commonly, the aircraft was temporarily below minimum radar detection attitude, or there was a temporary glitch in the rather complicated radar information distribution system used in the Vancouver Terminal Area). To avoid the inconvenience and down time of a spurious or inaccurate report of transponder/encoder malfunction, a form of “double-check” is to be performed in response to most ATC reports of problems: unserviceable transponder should not be referred to maintenance until it is confirmed as inaccurate with similar reports from ATC during two separate flights and confirmed by two distinct ATC units—e.g., Langley Tower and Vancouver Terminal, or Langley Tower and Victoria Terminal. Lower mainland tower units use the same data, so the confirmed report should be from the terminal controllers.
Aircraft De-icing
Precautions to be observed when handling Isopropyl Alcohol
Langley Flying School uses a 50:50 mixture of hot water and Isopropyl Alcohol to de-ice aircraft. Care must be used at all times when handling isopropyl alcohol as it is highly flammable. It must therefore not be used near any ignition sources or naked flames. A fire extinguisher should also be immediately available.
Isopropyl alcohol is also poisonous, and may be ingested by drinking & breathing fumes (long term skin exposure can also cause defatting). Isopropyl alcohol is oxidized by the liver into acetone. Symptoms of isopropyl alcohol poisoning include flushing, headache, dizziness, CNS depression, nausea, vomiting, anesthesia, and coma. Use in well-ventilated areas and use protective gloves while using. Poisoning can occur from ingestion or inhalation.
Therefore, when handing isopropyl alcohol, vinyl or latex gloves and safety goggles must be worn, and suitable ventilation should be available. Protective clothing should also be worn.
In the event of any medical emergency following exposure to Isopropyl Alcohol, call 911 for an ambulance and the Poison Control Centre @ 1-800-567-8911.
For further information regarding isopropyl alcohol, see the Material Safety Data Sheets, stored at:
Material Safety Data Sheet |
..\Flight Operations\De-icing\Isopropyl Alcohol Material Safety Data Sheet.pdf |
Work Safe Bulletin |
..\Flight Operations\De-icing\Isopropyl Alcohol Material data Safety Sheet.doc |
De-icing Procedures and Rules
Summary of special precautions:
- Isopropyl alcohol is extremely flammable.
- Persons apply pressurized de-icing fluid must wear proper eye protection.
- 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:
- Place aircraft tail into the sun as soon as you arrive at the flight school
- 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.
- 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:
- Aircraft has been completely pre-flighted for the flight, and
- The checklist run-up procedures have been completed (the pre-takeoff checks should be completed en route to the hold-short line).
- 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.
- 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.
- 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.
- 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.
- 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.
Langley Flying School Flight Rules and Safety Precautions
Flight Training Procedures
Instructor Currency
Class IV Instructors
Unless approved by the Chief Flying Instructor, a dual instruction flight conducted by a Class IV Instruction shall not commence unless the Instructor has, within the preceding 10 days,
- completed a dual instruction flight, or
- completed a minimum of 3 takeoffs or landings at Langley Airport.
For the purpose of establishing currency, the three takeoffs and landings shall include two touch-and-go landings and one full-stop landing.
Use of the aircraft for the purposes of establishing currency must have prior approval from the CFI or ACFI.
Class III, II, and I Instructors
Unless approved by the Chief Flying Instructor, a dual instruction flight conducted by an instructor other than a Class IV Instruction shall not commence unless the Instructor has, within the preceding 30 days,
- completed a dual instruction flight, or
- completed a minimum of 3 takeoffs or landings at Langley Airport.
- has the authorization of the CFI or ACFI to conduct the training flight.
For the purpose of establishing currency, the three takeoffs and landings shall include two touch-and-go landings and one full-stop landing.
Use of the aircraft for the purposes of establishing currency must have prior approval from the CFI or ACFI.
Class IV Instructor Supervision
Direct Supervision of Class IV Instructors
In accordance with CAS 421.63, all individual training flights conducted by a Class IV Instructor require that the Class IV Instructor obtain specific prior approval from the designated supervising Class I or Class II Instructor, unless otherwise indicated by the supervising Class I or Class II Instructor.
This standards in this section establish a more detailed guidance and requirement for the day to day supervision of Class IV Instructors. Note that this standard is overlapped by additional Class IV supervision requirements specified in the Standard Operating Procedures, including Class IV Instructors Record of Supervision, Class IV Instructor Currency, Enhanced Supervision Class IV Instructors and the Class IV Instructor 10-hour Rule.
The three stages of Direct Supervision: Level III, Level II, and Level I Direct Supervision.
All Class IV Instructors begin at Level III Direct Supervision, which requires that every dual flight conducted by the Class IV Instructor, and every solo flight authorized by the Class IV Instructor must receive prior approval by a supervising Class I Instructor. As a prerequisite to obtaining authorization, a Class IV Instructor under Level III Direct Supervision my prepare a brief on the student’s recent training history, and must also include all elements of Pre-flight Briefing as specified by good practices at the school and in accordance with the requirements of the Flight Instructor Guide.
There are additional requirements related to aircraft maintenance control. All maintenance actions and entries made by Level III Class IV Instructors is only authorized when conducted under the direct supervision of the Aircraft Maintenance Supervisor (AMS), the Maintenance Manager (MM), or a non-Class IV Instructor assigned to individual tasks of supervision by the AMS or the MM.
All Class IV Instructors graduating to Level II Direct Supervision acquire a blanket authority for all ab initio training (Private Pilot or Recreational Pilot Permit) with the exception of the following: navigation and cross-country training flights, instrument training flights, and flight test preparation training flights—in the case of these exceptions, the pre-flight brief requirements of Level III Direct Supervision remain in place.
With respect to all other training flights that are not ab initio training flights—e.g., night rating, commercial pilot, VFR OTT, sightseeing flights—the pre-flight brief requirements of Level III Direct Supervision remain in place for dual training flights and solo training flight authorization.
All Class IV Instructors graduating to Level I Direct Supervision acquire a blanket authority for all training flights, excluding flight test preparation and sight-seeing flights—these categories of flying require the pre-flight brief requirements of Level III Direct Supervision.
Enhanced Supervision of Class IV Instructors
This procedure establishes the overriding terms and conditions under which a Class IV Instructor may conduct flight training operations. Note especially that this procedure does not supersede or override the mandatory direct supervision of the Class IV Instructor described above.
The name of the “Duty Supervising Instructor” will be posted above the booking computer in reception area, which will indicate to the Class IV Instructors the Class I or Class II Instructor who is on duty for the day and night and who, if not physically present at the school, will be continuously accessible via telephone. If for some reason telephone communications are lost or interrupted, Class IV instructors are not authorized to conduct or supervise training flights.
Second, Class IV Instructors can only conduct or supervise flight training operations when a Class I, II, or III Instructor is physically present at the school participating and/or actively supervising overall operational safety of the unit. This Supervising or Senior Instructor will be responsible for the monitoring of potential operational safety threats, including weather, aircraft maintenance status and any other procedural, operational, or environmental factors. Class IV Instructors are not authorized to conduct or supervise training flight unless a Class I, II, or III Instructor is physically present at the school.
See also the Mandatory 10-hour Rule for Class IV Instructors.
Instructor’s First Flight of the Day
Prior to their first training flight of the day, all instructors must:
- review and sign any newly posted Staff Memos;
- conduct or supervise the conduct of a weather and NOTAM briefing.
Flight Training Content and Material
All flight training undertaken by the training unit shall be conducted in accordance with the Flight Instructor Guide, Flight Training Manual, and the Langley Flying School Flight Training Handbook.
Pre-departure Requirements for Training Flights
Each training flight involving instruction on a newly learned exercise will be preceded by preparatory ground instruction. All training flights, whether they are dual instruction or solo practice, must be preceded by a pre-flight briefing, and must be followed with a post-flight debriefing.
The format and content of preparatory ground instruction, pre-flight briefings and post-flight debriefings shall be in accordance with the Langley Flying School Flight Training Handbook and Flight Instructor Guide.
Except for unusual circumstances, all preparatory ground instruction, pre-flight briefings and post-flight debriefings shall be conducted in private in a briefing room.
Prior to each training flight, the Flight Operations module provided by Pilot Log must be fully completed and electronically signed by the student, and verified and electronically authorised by the instructor; authorisations must include attention to the operational weight category relative to the planned exercises.
Prior to each training flight, the details of the proposed flight will be entered on the Flight Operations Board, which provides back-up record of active training flights to be used in the event of a power failure.
In the event that the training flight will not be conducted in the convention practice areas, the exact routing of the flight must be specified on the Flight Operations Board.
Pre-boarding Check
A Pre-boarding Check is required by all personnel—students and Flight Instructors—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.
Circuit Training
Circuit training with passengers in the rear seat is prohibited, accept with the authorization of the Chief Flying Instructor or the Associate Chief Flying Instructor.
50% Rule
The 50% Rule is critical for safe operation in the in the landing/overshoot decision-making process at Langley Airport. Landing beyond the 50% distance point at Langley is prohibited.
Simulated Forced Approaches
Simulated forced approach (SFA) training is critical for pilot training and is regarded as the single most important skill passed on to student pilots. Once a student has developed a reasonably effective sense of flair judgement and management, SFA training should be included in every circuit training flight.
Standards for Student Performance
The standard for pre-solo release is that a student can effectively manage an engine failure from any position in the circuit. Student must also be effective on placing the aircraft in the paved runway surface, on the grass runway, or in an open field, and the final outcome of the manoeuvring must, to be successful, be assessed by the Flight Instructor as “survivable.”
Communication to Student and Tower
SFAs below 800’ AAE must be initiated only when prior approval has been obtained from the Tower Controller. Otherwise, SFA should be initiated by the Flight Instructor without advanced warning to the student, by closing the throttle and saying “simulated”, or by the phrased “simulated engine fire…simulated engine fire”. Once this is stated and the student begins the response, the Flight Instructor must immediately advise the tower “ABC, simulated forced approach.”
The full phase “simulated forced approach” should be used (not “PFL”) so that all pilots are aware of the exercise.
If tower approval is not immediately provided, the Flight Instructor should abort the exercise by returning the throttle to the previous cruise setting and resuming the normal circuit tracking.
Flight Instructors should only initiate an SFA exercise if they can predict with reasonable certainty that the exercise will be approved.
Requirements for Night Simulated Forced Approaches
Checklist Use—Standards for Use
Requirement for Use:
The use of checklist is mandatory for all specified tasks during flight, with the following exceptions:
- Post-takeoff Checklist (500’ or 1000’ items), provided the checklist tasks are memorized.
- Level/Cruise Checklist, provided the checklist task are memorized.
- Pre-descent Checklist, provided the checklist tasks are memorized.
and,
- Pre-landing checklists where repetitive circuits are being conducted without leaving the circuit.
Procedures for Use:
- It is an acceptable practice for students to perform checklist tasks from memory first, and then confirm completion with a silent review of the relevant items—the silent review, however, must be followed with the statement “(Name) Checklist completed.”
- Emergency checklist items requiring an immediate response must be memorized and completed first from memory—immediately upon completion, and where time permits, the relevant checklist must be completed using an acceptable procedure.
Mandatory Review Training
The air card planned by Flight Instructors for all training flights must contain a review component where students are enabled to practice exercises introduced on previous flights. Review activity is critical for learning.
Whenever appropriate during the review portion of the training flight, Flight Instructors should seek to introduce a review target for your student to strive for, including a description parameters such as speed, angle of bank, altitude, etc. The practice exercise should be devoid of instructor patter whereby the student is enabled to practise the assigned exercise without instructor input, except where safety warrants.
All review training of this nature must be properly document in the PTR.
First Solo Flight
First Solo Flight Administration
Prior to requesting a Student Pilot Permit, the Flight Instructor responsible for the solo release shall:
- Conduct an audit of the Electronic Pilot Training Record and Instructor Check Sheet to ensure all training and administrative requirements are completed.
- Two copies of the student's birth certificate or other suitable document of identification appear on file;
- The student's Medical Certificate is examined for validity and two photocopies appear on file, and the data contained on the Medical Certificate, including any stated limitations or conditions, is properly entered on the Electronic Pilot Training Record;
- The first solo student competency certification required in accordance with CAR 421.19 (2)(e) appear on the Electronic Pilot Training Record.
- The First Solo Flight Instructor Checklist in the Electronic Pilot Training Record is fully certified;
- The PRESTART, INFLIGHT, PSTAR and PRESOL written examinations are successfully completed.
A Student Pilot Permit must be issued prior to the first solo flight; this may be issued as early as the completion of the technical and administrative requirements of this section.
Prior to a student's initial, second, and third solo flight, the Control Tower, if active, must be advised in advance by the supervising flight instructor; this should be done via VHF radio, advising the tower of the students first name and specifying that the flight is the first, second, or third solo flight.
Standards for Solo Release
Students shall not be released for their first solo flight unless the student has completed a check ride with the Chief Flying Instructor, or a Flight Instructor specifically authorized by the Chief Flying Instructor for the check ride. Check rides serve the purpose to confirming with a Flight Instructor peer that the student is ready for solo release.
Students shall not be referred for a check ride with the Chief Flying Instructor unless the student has demonstrated competency to conduct an emergency landing from the departure leg (from above 800’ AGL), and the mid-downwind leg position. Competency is demonstrated during these emergency landing if, in the opinion of the Flight Instructor, the student can, in the event of an actual emergency landing, establish the aircraft with a touchdown speed at or below 70 MPH IAS at a selected landing site where the proposed roll-out area is free of fixed obstacles for a distance of 1000’.
The mandatory standard applied to solo release is three consecutive landings without verbal or physical assistance, and at least one of the aircraft main wheels makes contact with the painted centerline marking of the runway. When conducting this procedure and one of the landings does require assistance (verbal or physical), and/or at least one of the aircraft main wheels does not make contact with the painted centerline marking of the runway, the three-count must be restarted. No matter what Flight Instructors may think or feel about a student’s performance, this “three-count rule” must never be violated.
Solo Release Flights
A training flight immediately following the first solo flight are referred to as “Solo Release Flights.” These flights are pre-solo flight check rides shall be conducted by the supervising Flight Instructor to insure student safety and competency. The requirements for the pre-solo flight checks are as follows:
- The supervising instructor shall ensure the student is competent for the actual and forecasted weather conditions;
- The student has conducted a minimum of three landings demonstrating safety and competence.
First-solo Release Procedure
When a Flight Instructor feels a student is ready to be released for a solo circuit, they should take control of the aircraft during the final roll-out, and arrange for full-stop and “taxi-around” clearance. During the taxiing for the solo departure, the student must be asked the following:
- Are you tired?
- Do you feel ready for a solo circuit?
Continue with affirmative responses; discontinue with negative or ambivalent responses. As the taxiing continues, brief the student on the reduced-weight performance for the Cherokee during both the departure and approach portion of the circuit, especially the approach portion where there is the likelihood for excess altitude. Reinforce—any doubts, just go around and try it again. You may want to assure them that the tower will look after them and that you can communicate via radio if necessary. As you are taxiing toward the hold-short line, advise the tower unit of the student’s name and that this is their first solo. Prepare the aircraft such that all checks are completed and the student is ready to immediately contact the tower and accept a takeoff clearance. Ensure the student is aware of only doing one circuit. Secure your seatbelt before exiting the aircraft. Monitor the approach of the first solo landing from the run-up area.
Sunset Limits for First Solo
Releasing a student at a time less than ½ hour preceding the beginning of twilight is prohibited. There must be sufficient time, worst case scenario, to divert a student to Abbotsford Airport.
Solo Release Flights Not Required
Students can be released for solo flight without a pre-solo flight check provided:
- The student is assessed as safe and competent by the supervising instructor in respect to currency and actual/forecasted weather conditions;
- The student has completed a minimum of three flights preceded by pre-solo flight checks and has accumulated not less than three hours solo flight experience in the circuit.
First Solo Flight outside the Circuit (Gates)
Prior to a student's initial solo flight in the practice area, the Control Tower must be contacted by the supervising Flight Instructor via telephone prior to the student’s departure and briefed on the training status of the student’s flight.
Solo Flight Authorisation
Prior to any private/recreational student solo flight, the instructor providing the written authorisation must conduct a review of the student's Pilot Training Record and the Instructor Check Sheet for the purpose of ensuring the solo flight can be conducted safely.
Supervision
An instructor authorising a student solo flight is the instructor responsible for supervision.
An instructor supervising a student solo flight is the instructor responsible for the conduct of that flight.
An instructor authorising any solo flight must conduct a flight review prior to the solo flight if any element of student competency or safety is in doubt.
Prior to all solo flights, the supervising instructor shall insure the student has conducted a weather and NOTAM briefing.
Prior to all solo flights, the supervising instructor shall ensure the aircraft has sufficient fuel for the intended flight, including the required fuel reserve.
Private/Recreational Students and Civil Twilight
Prior to any private/recreational student solo flight, the supervising instructor shall ensure that the planned flight is terminated before the beginning of civil twilight.
Cross-country Flying for Private/Recreational Students
Prior to any private/recreational student solo flight involving a cross-country exercise, the supervising instructor shall examine and review the flight planning data prepared by the student to ensure it is clear of any planning errors that may affect the safety of the flight.
The supervising instructor of any private/recreational student solo flight involving a cross-country exercise shall ensure that the ETA for the return to Langley Airport derived from the corrected flight planning data is no later than one hour prior to the beginning of civil twilight.
The supervising instructor of any private/recreational student solo flight involving a cross-country exercise shall include in the Pre-flight Briefing a review of the planned arrival and departure procedures at airports where a touch-and-go or full stop landing is planned.
For the routes authorized for solo cross-country flights, see routes.
Continuous Supervision
“Continuous Supervision” means that the supervising Flight Instructor remains physically present at the Langley Flying School and can receive communication via telephone.
All private/recreational pilot solo flights and all night-rating solo flights will be subject to direct supervision by the flight instructor whereby the instructor is physically present in the LFS office and is able to immediately respond to any emergency that may occur; this supervision may be transferred to another flight instructor, but only after a briefing related to the solo flight has occurred and the newly assigned supervising instructor verbally accepts responsibility for supervising the flight.
CFI Checkrides
The primary instrument of supervision is checkrides. Instructors are responsible to ensure that all checkrides are conducted in accordance with this standard, and failure to refer a student for a checkride as required is regarded as a serious safety risk.
The referral for a checkride must go directly to the CFI. The CFI will then elect to conduct the checkride personally, or he may appoint the ACFI or a Senior Instructor to conduct the checkride on behalf of the CFI.
These checkrides shall “seamless” for student in that the CFI will continue with the normal progression of the student planned curriculum.
Class IV Instructor Ten-hour Rule
The students of Class IV Instructor must undergo a checkride with the CFI at intervals not exceeding 10 hours.
The students of Class IV instructors are required to undergo a CFI checkrides after the completion of 10-hour intervals during a student’s circuit training, with the purpose being to evaluate student and Instructor progress.
For scheduling purposes, Class IV Instructors have a 2-hour tolerance such that the checkride interval can be stretched to 12 hours, but this tolerance can only be invoked after consultation with the CFI, and only when it is required for scheduling purposes.
Class IV 10-hour Checkrides may be conducted with the CFI in the rear seat.
Mandatory Upper-air Checkride
All initial-training students shall undergo a mandatory upper-air checkride with the CFI prior to proceeding with the circuit training. This checkride will be conducted during a student’s scheduled spiral or slipping training.
Mandatory Pre-flight Test Checkride
All students shall undergo a Simulated Flight Test with the CFI.
Prior to referring a student for a Simulated Flight Test, the recommending instructor must ensure the student's knowledge and skill is sufficient to successfully pass the flight test, including the student's successful demonstration of knowledge of the Flight Test Questions which appear in the Langley Flying School Flight Training Handbook.
Administration—Prior to Flight Test
Prior to a flight test the recommending Instructor shall audit the Pilot Training Record and/or other training records to ensure that the following tasks have been successfully completed:
- all required training exercises have been successfully completed, and that preparatory ground instruction correctly appears at the initiation of new exercises;
- all of the flight times correctly reflect actual times flown and that the totals are correctly added;
- all signatures are properly entered in the record and that, where necessary, the student has properly countersigned the record;
Flight Following and Flight Plan Requirements
For night flying requirements, see Flight Plan Requirements for Night Flying.
In the case of all private/recreational pilot solo cross-country flights beyond 25 nautical miles from Langley Airport, the supervising instructor shall insure a Flight Plan is filed with Kamloops FIC.
Langley Flying School’s regular office hours are 9am to 5pm, seven days a week.
If a training flight departs outside regular office hours, or during regular office hours when another Flight Instructor is not present at the School, a Flight Plan must be filed with the Kamloops FIC.
The Flight Plan must indicate “CYA 180/181” when the planned flight is in the CYA 180/181 Practice Area and vicinity, must indicate the specific area where training will occur when outside the CYA180/181 Practice Area, or must indicate the specific routing where the planned flight is a navigation exercise.
The Flight Plan filed outside regular office hours must be filed by the Flight Instructor to ensure the planning and filing is not conducted incorrectly.
The Flight Plan must specify the contact information specified below.
A Flight Plan is not required outside regular office hours if the departing Flight Instructor has specific verbal commitment from another Langley Flying School Flight Instructor that the latter will be present when the planned flight is concluded, or that equivalent communication will occur via telephone.
Contact Information
Grass Runway Operations
Landings and takeoffs on approved grass runways are prohibited when standing water (indicating ground saturation) lies in grass areas adjacent to the Runway 01/19 at Langley Airport.
Specialty Landings Training
Soft- and short-field manoeuvres are two of the most difficult manoeuvres required on the flight test, and results show that students traditionally tend to perform poorly here. More significantly, the manoeuvres present significantly high risk for accident or incident—tail strikes, loss of control, low stalls, etc. Accordingly, to mitigate this risk, Private Pilot students should not be introduced to specialty landing and takeoffs until they begin their navigation training. This will ensure they have had sufficient time to solidify their normal landings skills.
Also, for students who have only recently learned to conduct normal takeoffs and landings, the prospect of attempting to learn both specialty types in one lesson is excessive workload. Therefore, ensure that you are teaching soft and short takeoffs and landings as two distinct dual lessons, each to be followed by solo practice. Remember that these dual lessons need not last a full hour—when the student has demonstrated proficiency, they should be released for solo practice; note also that short field movements should be taught first as it is the less demanding of the two.
Night Flying
Solo night Takeoffs and Landings
Solo night takeoffs and landings are restricted to the following airports: Langley, Boundary Bay, Abbotsford, Chilliwack and Pitt Meadows.
Flight Plan Requirements
A Flight Plan must be filed for all night training flights except when a flight itinerary is left with another Instructor and that Instructor remains physically present in the Langley Flying School until the training flight has touchdown at its completion.
Flares
Flares must be carried on board all night flights.
Simulated Forced Approaches
Simulated forced approach practice is prohibited below 500’ AGL unless the aircraft conducting the exercise is safely established on final approach course and on a normal glidepath.
PAPI and VASI Indications
When “below glidepath” indications on a VASI or PAPI are evident during any night approach, the Flight Instructor shall intervene verbally and/or physically to establish “on glidepath” indications.
Night Spins
While night spins form an important part of the Commercial Pilot flight training, solo night spins are prohibited.
Late Night Operations
Late night operations are permitted provided advanced notice is provided to the Airport Manager. Late night operations are defined as training operations after 10 pm. Repetitive circuits are prohibited at Langley Airport beyond this time, so late night operations are permitted only for the recovery of aircraft (returning to Langley for landing).
Late night operations require the Flight Instructor to activate the manual overide switch prior to takeoff, and the switch must be turned off immediately after landing.
A risk occurs if multiple flight training units are conducting late night operations whereby the light are inadvertently turned off when a training flight is still being conducted by another training unit. To prevent confusion, a secure note should be posted by the switch stating "LFS is conducting night flying. Do not turn off."
See additional information for Flight Instructors.
If for some reason the lights are turned off upon return to the aiport, use a cell phone to contact the CFI and land if necessary at a neighboring airport until the switch can be turned on.
Commercial Pilot Student Solo Night Cross-country Routes
The depiction below outlines the boundary for approved solo Commercial Pilot Student night cross-country routes.
Airports inside the red boundary line may be used in combination, using Campbell River and Agassiz as West and East anchor points respectively. All other solo night cross country flights require prior approaval from the CFI and must include an Flight Instructor briefing.
Tie-down Requirements
To ensure we don’t get a prop strike on a tie-down rope, the right wing tie-down rope (indicated) must be removed at the first flight of the day. We should keep it with the other ropes currently removed at first flight.
Engine Failure Practice
Forced approach training within the control zone is prohibited unless authorized by the tower and is to an active runway (i.e. 01, 19, 25, or 07).
Private Pilot Instrument Training
Radio navigation is not on the PPL curriculum, and this subject should only be taught at student request. PPL student training must focus on “save-your-life” instrument flying—full panel climbs, descents, and turns, and unusual attitude recovery.
Low Flying
While we, as Flight Instructors, enjoy special privileges to conduct low flight without a prescribed minimum altitude, we can only do so when it can be done safely, without endangering life or property.
Flight Instructors, however, are not immune to prosecution under the provisions of CAR 602.01.
While students must be properly restricted during solo practice with respect to minimum altitudes, it is important for reason of safe and effective training that Instructors enable students to be experienced in low flying—e.g., the bottom end of forced approaches, the precautions associated with low-level diversions.
With respect to forced approaches and precautionary landings, it is considered good practice for Flight Instructors not to descend below 500’ unless we are at least 500’ from any property or person (a distance equal to ¼ the length of the Langley paved runway).
Minimum Fuel Requirement
Fuel and oil on board all Langley Flying School aircraft must be sufficient for the intended flight, plus 60 minutes at normal fuel consumption.
Radio Procedures in the Practice Area
Langley Flying School aircraft in the practice area should maintain a listening watch on 122.75 MHz for the purposes of monitoring air traffic. With the intention of reducing the volume of radio traffic, Students and Instructors will only initiate radio transmissions in accordance with the following:
- Regular position-reporting messages shall only be transmitted prior to the conduct of exercises entailing significant changes in vertical altitude—specifically, spins, spirals, forced approaches, and unusual attitudes.
- Only one broadcast should be made preceding the series of repetitious exercises.
- The message referred to above shall include aircraft identification, type, position, altitude, intentions, and the duration of the exercise sequence.
- The Pilot-in-command decision to radio broadcast in the interest of flight safety always overrules this policy.
Instructors should ensure that the volume of the radio is set such that the often confusing communications, as perceived by beginning students, do not interfere with the teaching process in the cockpit. Insulate your students when required.
Mandatory Strong-wind Flight Check
All initial students (pre-solo and post-solo) require a check flight, consisting of not less than one circuit, prior to a solo release when the winds at Langley Airport are at or above 10 knots.
This requirement is to ensure students are safe and comfortable with any gust factors that may exist when such wind conditions exists.
A separate dual flight entry shall be made in all training records to reflect compliance.
Crosswind Limitation
The maximum cross-wind component for conducting takeoffs and landings is 25 knots during dual training and 10 knots during solo training.
Accordingly, a flight shall not be authorised if:
- The winds described in the current CYNJ ATIS are in excess of these values; or
- windsock observations indicate the possibility of winds in excess of these values; or
- the forecast surface winds contained in the TAF published for CYXX for the period in which the flight is to occur are in excess of these values.
Pre-solo Crosswind Limits
Crosswind component limit for pre-solo dual circuit training is 10 KTS.
This requirement is to reduce Instructor exposure to adverse student handling of the aircraft near the ground where the learning benefits are in fact quite marginal. This does not rule out non-circuit training for pre-solo students on windy days, but it establishes that the Instructor shall land the aircraft in such conditions.
Freezing Rain Risk
In the event that the risk of freezing rain is predicted in the Abbotsford TAF, all solo flying is prohibited, and all dual flights are restricted to within 10 nautical miles of Langley Airport to prevent prolonged flight if icing is encountered.
Authorized 150NM Cross-country Routes for Private Pilot Students
This section denotes the authorised navigation routes for solo private pilot VFR performing cross-country training.
Note that landings in the listings below are only authorised where indicated (i.e, "full-stop landing").
Also, note that Private Pilot students are only authorized to land an an airport if they have previously performed a landing at the same airport previously with a Flight Instructor.
Furthermore, in order for students to be credited for their long cross-country flight, in accordance with CAS 421.26, they must fly one of the routes filled by Langley Flying School with Transport Canada in accordance with CAR 406.55.
Private Pilot students flying their long cross-country flights may be authorized to fly the course in reverse from their dual flight at the descretion of their Flight Instructors.
All landings on a cross-country flight must entail a full stop landing, and taxiing clear of the runway.
Private Pilot students must flight plan for the specified checkpoints in the route as contained below, with the intent of flying the course as such; credit for the route tracking will be provided in cases where ATC requires modified routes. Students should be sufficiently flexible in their navigation practices so as to successfully respond to impromtu routing instructions provided ATC.
Private Pilot students must prepare their flight planning courses with the intent of remaining clear of U.S. Airspace.
The preferred route for Private Pilot students is Route #1 listed below owing to the variety in airport operations. The next preferred route is Route #2 listed below owing to its longest distance from Langley Airport. The remaining routes provide for alternate training for weather and seasonal considerations
SPECIAL NOTE: Students flying Route #1 must be specifically briefed on the operation in and around CYR 107.
LONG ROUTES
- Langley Airport direct White Rock direct Nanaimo Airport (full-stop landing); Nanaimo Airport direct Qualicum Beach Airport direct Sechelt-Gibson Airport direct Pitt Meadows Airport (full-stop landing); Pitt Meadows Airport direct Langley Airport.
- Langley Airport direct Powell River Airport (full-stop landing); Powell River Airport direct Pitt Meadows Airport (full-stop landing); Pitt Meadows Airport direct Langley Airport.
- Langley Airport direct White Rock direct Chilliwack Airport (full-stop landing); Chilliwack Airport direct Hope direct Lindell (Cultus NDB) direct Pitt Lake direct Boundary Bay Airport (full-stop landing); Boundary Bay Airport direct Langley Airport (full-stop landing).
- Langley Airport direct Chilliwack Airport (full-stop landing); Chilliwack Airport direct Boundary Bay Airport direct Hope direct Pitt Meadows Airport (full-stop landing); Pitt Meadows Airport direct Abbotsford Airport direct Langley Airport (full-stop landing).
SHORT ROUTES
- Langley Airport direct Hope Airport (full-stop landing); Hope Airport direct Chilliwack Airport (full-stop landing); Chilliwack Airport direct Langley Airport (full-stop landing).
- Langley Airport direct White Rock direct Nanaimo Airport (full-stop landing) Nanaimo Airport direct Boundary Bay Airport direct Langley Airport (full-stop landing).
- Langley Airport direct White Rock direct Boundary Bay Airport direct Chilliwack Airport (full-stop landing); Chilliwack Airport direct Langley Airport (full-stop landing).
- Langley Airport direct Chilliwack Airport (full-stop landing); Chilliwack Airport direct Pitt Meadows Airport direct Langley Airport (full-stop landing).
- Langley Airport direct Chilliwack Airport (full-stop landing); Chilliwack Airport direct Boundary Bay Airport direct Langley Airport (full-stop landing).
Strait of Georgia Restrictions
The weather minimum for training across or along the Strait of Georgia are higher than normal training flight and are specified in the Flight Rules and Safety Precautions for Langley Flying School.
Flight altitude over the Strait of Georgia is at all times sufficiently high to enable maximum distance glide to land with the aircraft propeller windmilling.
Only students who have completed a dual Georgia Strait crossing are permitted to do so solo, based on a record of satisfactory performance.
At no time will students be authorised to enter U.S. airspace during solo flights, except for the ATC routing from White Rock direct to a position located in the Canadian Gulf Islands.
Practice Areas
For dual training flights the practice area in use will be at the discretion of instructor.
Except in an emergency, and unless otherwise specified by the Flight Instructor authorizing the flight, the practice areas for all Private Pilot and Recreational Pilot solo training flights are CYA 180 (T) and CYA 181 (A)(T).
Forced or Unscheduled Landings
In the case of an unscheduled or forced landing, the pilot-in-command (student pilot or instructor) must contact Flight Service and the Chief Flying Instructor.
Following an unscheduled or forced landing, subsequent flight in the subject aircraft is prohibited without the approval of the Chief Flying Instructor.
Birds on Runway
A takeoff or landing is prohibited in the event that birds are situated on the runway.
Mandatory FIC Flight Plan
Except for night flights a FIC flight plan will be filed for all training flights beyond 25 NM of the airport unless a flight itinerary is filed with another instructor, or the training crew is capable of continuous communication with a ATC.
Spin Training Standard
Completion of spin training for Private Pilot students must be independent recovery from left and right spins from a power-off stall; for Recreational Pilot students, a full spin left and right must be demonstrated and they must recover independently from a left and right incipient spin.
An independent recovery occurs when no verbal or physical prompting is provided by the Instructor.
Passengers during Training Flights
Carrying passengers in the rear seat is prohibited during all utility category training, including unusual attitudes; passengers are additionally prohibited during circuit training except with the prior approval of the Chief Flying Instructor or Associate Chief Flying Instructor.
Use of Private Student Aircraft
Prior to conducting flight instruction on a private aircraft, approval must be obtained from the Chief Flying Instructor.
Prior to applying for approval from the Chief Flying Instructor, the student's Flight Instructor shall audit the student's aircraft records to ensure the following conditions are properly documented, photocopied, and placed in the student's file:
- The owner or owners of aircraft used for flight training purposes provide the training unit with evidence that the aircraft is being maintained in accordance with CAR 625.86 (Maintenance Schedules), Appendix B (Maintenance Schedules), Part I (Scheduled Inspection for Small Aircraft other than Balloons) of Part VI of Canadian Aviation Regulations (Standards). In the case of aircraft with a Special Certificate of Airworthiness (Amateur Built), an annual inspection must have been conducted in accordance with Chapter 549.17 of the Canadian Aviation Regulations (Standards).
- The student must be named on the Certificate of Registration.
- The owner or owners of the aircraft used for flight training must provide written proof that the prospective student pilot and an Instructor are insured for the purpose of flight training;
- All maintenance and servicing must be recorded in the Journey Log in accordance with the CARs.
- All aircraft documents must be properly carried on board in accordance with the CARs, including an up to date and complete Equipment List.
- The aircraft equipment must meet the requirements of the CARs with respect to VFR, Night VFR, VFR OTT, and IFR, appropriate for the level of student training.
- The aircraft must be equipped with a functioning turn co-ordinator or equivalent flight instrument.
- The aircraft must be equipped with an intercom system.
- The aircraft must be equipped with a survival kit, a first-aid kit, and a secured fire extinguisher, and this equipment must have been certified within the last 12 months.
- The aircraft must be equipped with Pilot Checklist for the following phases of flight: pre-takeoff, pre-landing, and all emergency actions prescribed by the aircraft manufacturer.
The student/owner must sign a letter agreement affirming that all maintenance and servicing conducted on the aircraft will be performed by a fully qualified Aircraft Maintenance Engineer during the period of flight training, with the exception of adding oil and fuel, as supervised by the student's Flight Instructor.
The student/owner must enable Langley Flying School's Flight Instructors to access and fly the aircraft free of charge for the purpose of air training and/or practice.
Instructor Records
Class IV instructors shall ensure the Record of Supervision is properly maintained and updated on their personnel file.
All instructors must ensure that the Staff Licences and Ratings posting is current and accurate; when medical or rating status is changed, Instructors shall amend the Staff Licences and Ratings posting by hand and ensure that a new copy of the rating or medical certificate is placed on their personnel file.
Instructors must ensure a current record of next-of-kin information is maintained on their personnel files.
Instructors must ensure that all address and telephone information contained in their personnel files is current.
Abnormal Occurrence
The following are abnormal occurrences:
- Abnormally hard landings.
- Landing with abnormally excessive side-loading on the landing gear (longitudinal axis of the aircraft misaligned with the direction of the aircraft during touchdown).
- Nose-wheel landings.
- Tail strikes .
- Ground collision or possible ground collision, during landing and takeoffs, or during taxiing.
- Exceeding the airspeed limitations of the aircraft.
- Exceeding the RPM limits on the tachometer or propeller.
- Bird strikes or possible bird strikes.
- Any violation of POH limitations.
There is an extreme safety risk if abnormal occurrence are not properly reported and dealt with.
All abnormal occurrences must be described in the Journey Log and the aircraft must be removed from service, pending an inspection by maintenance. All abnormal occurrences must be immediately reported to the Chief Flying Instructor.
External Communications
ATC Incident Reporting
With respect to ATC conflicts or potential conflicts, Instructors will recognize two categories of incidents related to control zone training operations.
A reportable incident occurs when an unsafe event or situation occurs as a result of action or inaction by ATC personnel or by a pilot engaged in LFS flight training.
A non-reportable incident occurs when potentially unsafe event or situation occurs as a result of action or inaction by ATC personnel or by a pilot engaged in LFS flight training.
A reportable incident must be immediately reported to the Chief Flying Instructor, who will make a determination or actions to be followed. The Chief Flying Instructor will, if necessary, obtain written statements from LFS staff and students, write a summary of the incident, and devise a follow-up action plan in an effort to ensure a re-occurrence of the event is avoided. The follow-up action plan should include informing other Instructors and, if necessary, students of the circumstances surrounding the incident.
A non-reportable incident is to be dealt with informally by the supervising Instructor, via direct communications with ATC personnel if necessary. While non-reportable incidents need not require written documentation, they must be reported the Chief Flying Instructor within 72 hours.
In the event that a reportable incident is formally initiated by the Tower, the Tower will advise the Chief Flying Instructor, who in turn will co-ordinate any investigation/corrective action.
In the event of a reportable incident, the Chief Flying Instructor will advise the Tower;
The following are guidelines:
- In the event of a reportable ATC incident:
- Upon completing the post-flight administration duties, prepare a written statement describing the circumstances of the event, including time, clearances, traffic, weather conditions, and any other information you may feel is relevant to the incident. Remember, this statement can be re-written if necessary, but be sure to document information as soon as possible before it is forgotten.
- In the event of a non-reportable ATC incident:
- note the time;
- note the aircraft identifier involved;
- be cool and professional on the radio, and don’t commit to trying to remedy the problem on the spot (think it over—talk it over with your colleagues);
- clarify situation (clearance status, etc.) at the time, but don’t take-up radio air-time needlessly;
- remember that the Tower cab telephones are recorded and that more open and frank (and therefore productive) discussions should be made with the controller in private.
Emergency Response Plan
Overdue Aircraft
If an aircraft is 30 minutes overdue, the person who becomes aware of the overdue shall immediately advise the senior instructor on duty of the overdue status, and the senior instructor shall assume the responsibilities of the Instructor-in-charge (IIC).
The IIC is responsible to ensure these provisions of the Emergency Response Plan are properly executed until physically relieved by the Chief Flying Instructor or Associate Chief Flying Instructor.
The IIC will discontinue normal operations and remain in the front office of the School.
The IIC will collect and compile information pertaining to the flight, including flight crew, departure time, proposed arrival time, fuel, exercises, and any other information pertaining to the overdue flight which may be available from staff and students.
The IIC will contact the Tower, if operational, to determine the Tower record of departure, and any other information pertaining to the overdue flight which may be available form Tower personnel.
At 45 minutes Overdue, the IIC will contact the Chief Flying Instructor and Associate Chief Flying Instructor of the overdue status.
The IIC will retain responsibility for these provisions of the Emergency Response Plan until physically relieved by the Chief Flying Instructor or the Associate Chief Flying Instructor.
The IIC will continue to collect and compile information pertaining to the flight.
At 45 minutes Overdue, the IIC will contact Kamloops Flight Service to determine if FSS personnel have any information pertaining to the overdue flight.
At 45 minutes Overdue, the IIC will compile next-of-kin data for the flight crew, including names and telephone numbers.
An aircraft must be considered overdue if it does not return to Langley Airport within one (1) hour of the estimated return time posted on the Flight Operations Log.
From this point on, all actions taken by the IIC must be predicated on the following assumptions:
- The aircraft has crashed.
- The occupants are badly injured and in immediate need of medical assistance.
All Langley Flying School training operations must be terminated, the School vacated of students, and the telephone lines cleared.
At 60 minutes Overdue, the IIC shall terminate all scheduled training activity and immediately contact Kamloops Flight Service and provide the following:
- Langley Flying School regards the aircraft as overdue;
- Report all details of the flight contained on the Flight Operations Log;
- Report any other information pertaining to the flight, including information that may be provided by staff and students;
- Advise that personnel will be standing by at Langley Flying School, and that all information obtaining pertaining to the overdue flight will be immediately relayed via telephone to Kamloops Flight Service.
- Advise Kamloops Flight Service that Langley Flying School is contacting the flight crews’ next-of-kin and that all information Kamloops Flight Service must be immediately relayed to Langley Flying School.
The senior instructor shall contact the Langley Tower Control Unit, if operational, and advise Tower staff and:
- Report that Langley Flying School regards the aircraft as overdue;
- Inquiry as to any information the Tower staff may have pertaining to the overdue aircraft;
- Advise the Tower staff that Kamloops Flight Service has been advised;
- Advise the Tower staff of the need for them to immediately relay to Langley Flying School any information related to the overdue aircraft.
The senior instructor shall not leave the office until relieved of his or her duty by another instructor.
The senior instructor shall contact the next of kin of the flight crew involved and convey all known information regarding the status of the flight. The next of kin shall be invited to come to the school.
The senior instructor shall advise staff of the importance of public media silence so as to protect the privacy of love ones involved.
Disabled Aircraft at the Airport
All actions by staff in response to a disabled aircraft shall be predicated on the following assumptions:
- The occupants of the aircraft are badly injured and in immediate need of medical assistance.
- The aircraft and the occupants are at risk of fire.
Response to disable aircraft:
If the Langley Control Tower (LCT) is operational and active, then
- in the event that the aircraft structure appears damaged, immediately attend the accident site by vehicle, ensuring to take the fire extinguisher and render whatever immediate assistance is possible
or,
- in the event that the aircraft structure does not appear damaged, immediately contact the LCT by telephone, offering assistance.
If the LCT is not operational, then
- in the event that the aircraft structure appears damaged, immediately contact 911 for the purpose of obtaining emergency medical aid and fire fighting; then, immediately attend the accident site by vehicle, ensuring to take the fire extinguisher fire blanket and render whatever immediate assistance is safely possible.
- in the event that the aircraft structure does not appear damaged, immediately attend the accident site by vehicle, ensuring to take the fire extinguisher and fire blanket, and render whatever immediate assistance as is safetly possible.
Calm cool thinking will be required in the event of a disabled aircraft. Overall priority is welfare of the occupants. If the Tower is active, they will provide communication assistance and they will first attempt to make contact with the occupants to determine if medical assistance is required. If the accident occurs on the runway, it is likely that operations will be immediately suspended. While staff in the office must immediately attend the accident site via vehicle, this must be done so without causing risk of another accident related to crossing a runway, etc. but it must be clear that that movement to the accident site will not cause hazard with airport operations. After the initial response to an accident, the Chief Flight Instructor or Assistant Chief Flying Instructor must be immediately advised. In the event of injury, next of kin must be contacted immediately and provided with full available information regarding events. The Langley Flying School office must be vacated of non-staff persons. The accident site must be protected in the event of a "reportable aviation accident" (AIP GEN 3-1), which occurs when "a person sustains a serious injury or is killed" as the result of being on board an aircraft, coming into contact with any part of the aircraft or its contents, or as a result of exposure to jet blast or rotor downwash.
- In the event of a risk to personal safety (e.g. fire, gas leak, bomb threat, etc.), the first staff member becoming aware of the risk to personal safety will immediately inspect ALL school offices and classrooms (as situation allows) and advise ALL occupants to “EVACUATE BUILDING” through the NEAREST designated exit.
- All persons inside the building to assemble at the EVACUATION ASSEMBLY POINT, which is in front of Flights Coffee Shop.
- Do not place yourself at risk of personal injury.
- Do not stop to collect personal possessions.
- Delegate another staff member to call 911 and request applicable emergency aid. If no other staff member is available, then the first staff member becoming aware of the risk to personal safety will call 911 and request applicable emergency aid.
- Take cordless phone outside with you to call 911, or use a cell phone.
- Once assembled at the Evacuation Assembly Point, the Chief Flying Instructor, Associate Chief Flying Instructor, or Senior Instructor, as applicable, will investigate the possibility of other persons still being inside. DO NOT re-enter the building until advised it is safe to do so. Notify residents of neighbouring buildings of any risk (as applicable).
IFR Training
All IFR training must conform with the Langley Flying School IFR Flight Training Handbook.
The instructor must confirm that the pitot heat was physically checked for heat by the student prior to all IFR training flights; the pitot heat shall be switched on prior to initiating the takeoff roll.
The Jeppesen Airway Manual for Western Canada, as well as the current approach plates for Bellingham Airport must be carried on board all IFR training flight in which actual IFR conditions are forecast.
All training flights in actual IFR conditions must have prior approval of the Chief Flying Instructor.
IFR flight above the forecast freezing level when icing conditions exist is prohibited.
To permit a successful forced approach in the event of an engine failure, single-engine IFR flight in conditions where cloud base height and visibility is less than VFR Weather Minima is prohibited.
For multi-engine IFR training, the weather minima are in accordance with IFR minima in the Canadian Aviation Regulations.
In the event that a student deviates from an IFR clearance or published altitude by more than 200', the instructor must immediately caution the student and ensure the deviation must be immediately rectified by the student.
In the event that a student deviates from an IFR clearance or published altitude by more than 300', the instructor must immediately take control of the aircraft and rectify the deviation immediately, and simultaneously advise ATC that a correction is in progress.
In the event that a hold clearance is incorrectly entered or flown, the instructor must immediately advise ATC for the purpose of co-ordinating a rectification of the error.
The instructor must independently copy all clearances issued by ATC, including altitudes and headings.
All engine failures during multi-engine IFR training flights can only be simulated by retarding the throttle.
It is prohibited to simulate an engine failure during multi-engine IFR training below the minimum altitude published for crossing the Final Approach Fix.
The instructor must announce "Simulated" at or just prior to initiating an engine failure.
Multi-engine Flight Operations (VFR and IFR)
All multi-engine training must conform with the Langley Flying School Multi-Engine Flight Training Handbook.
Mandatory Brake Check after Maintenance
To ensure malfunctions in the brake system are detected following maintenance, a mandatory check flight must be conducted after every 100, 500, 1000 check, or after any repair or maintenance to the brake system, to ensure normal braking operation; this flight must be conducted by the CFI or his delegate.
Flight Approval
All multi-engine flights conducted by persons other than the Designated Multi-engine and IFR Instructor must obtain prior verbal authorisation from the Chief Flying Instructor.
Pre-takeoff Briefings for Engine Failure
In addition to normal pre-takeoff briefings, the student or instructor must accurately brief the actions and roles to be taken in the event of an actual engine failure or malfunction.
Use of Turbo Chargers
Except in the event of an emergency, the use of the turbochargers during multi-engine flights is prohibited without prior verbal authorisation from the Chief Flying Instructor.
Gear Failure Indications
In the event of gear malfunction, and except in the event of a fuel shortage or any other issue of safety, the instructor must attempt to make contact with the Chief Flying Instructor through ATC for the purpose of obtaining technical and visual support (spotting aircraft, etc.).
Instructor GUMP Check
The instructor during multi-engine operations must conduct an independent and verbal GUMP (Gas, Undercarriage, Mixtures, Props) check on any actual or simulated approach prior to descending below 500' AAE.
Crosswind Limits
A multi-engine landing or departure is prohibited with a crosswind component in excess of 14 knots.
Mandatory Hatch and Door Inspection
Immediately prior to boarding the aircraft for departure, and after passengers have been seated, the Pilot-in-command shall conduct an external inspection of all hatches and the rear cabin door to ensure proper security, beginning with the rear cabin door, the left engine nacelle hatches, the nose compartment hatch, the right engine nacelle hatches. This inspection must include a physical check of latch-mechanism security.
Mandatory Calculation of Accelerate-Stop Distance
Prior to every training flight departure from Langley Airport, the Flight Instructor shall ensure that the student has calculated the Seneca Accelerate-Stop Distance using the current density altitude and the planned aircraft takeoff weight.
Accelerate-Stop Distance
Takeoffs in the Seneca where the Accelerate-Stop Distance exceeds the takeoff distance available are prohibited.
Weather Minimum
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.
The following minimum apply to solo flights:
Additional Requirements for Strait of Georgia Flights
For solo flight across or along the Strait of Georgia, the forecast weather minima is no cloud ceiling below 6,000’ ASL, no precipitation, and a minimum (15) miles visibility.
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.
Life jackets must be worn by students during Strait of Georgia crossings.
Additional Requirements for IFR Flight Training
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.
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.
IFR flight training at altitudes above the freezing level in Instrument Meteorological Conditions (IMC) is prohibited.
Night Rating and Commercial Pilot Training
Record of Right Seat Training Flights
For Commercial Pilot Students who have graduated from the LFS PPL program, it is sufficient for instructors to confirm knowledge of these items by way of informal questions and answers; in the case of non-LFS graduates, the items must be reviewed in specific detail to insure student conformity with LFS training operations and procedures
Phase I—Initial (Pre-Night Rating) Instrument Training
Defined: Phase I consists of instrument Training up to but not including Night Training.
- Phase I is composed of six Parts:
- Part 1-1—limited panel, timed turns.
- Part 1-2—limited panel, unusual attitudes.
- Part 1-3—full panel radio navigation—ADF.
- Part 1-4—full panel radio navigation—VOR.
- Part 1-5—Introduction to IFR flight.
- Parts 1-1 through Part 1-4 must be completed prior to proceeding with Phase II (Night Training), while Part 1-5 shall be completed during or after Phase II training.
- Parts 1-1 through Part 1-4, are “paired” lessons, in that the exercise is first reviewed on the Flight Simulator (All simulator flight shall be the Piper Archer II), and then conducted in the aircraft. Pairing should be used when possible, but variations from this may be used owing to such things as bookings conflicts or weather.
- Every simulator and aircraft flight shall be conducted in accordance with LFS’s Level I Standard Operating Procedures.
- Every simulator and aircraft flight shall begin with a Standard Instrument Departure assignment as set out in the Langley Flying School Flight Training Handbook.
- Every simulator and aircraft flight shall include an instrument slow flight exercise whereby, with the student under the hood, the aircraft is slowed to just above minimum control airspeed for the configuration used, and during which a minimum of two 30°-bank turn, one left and one right, each producing a minimum 90° turn.
- Every aircraft flight shall terminate with a full-simulated engine failure from mid-field Langley Airport, leading to a full stop landing.
- Every simulator flight shall terminate with a simulated ATC vectored approach into an airport with simulated below VFR weather.
- Every second aircraft flight, and every second simulator flight shall be conducted with the student occupying the right pilot seat; an entry will be made in the Record of Right Seat Flights that appears on p. 3.
- Part 1-5 shall be conducted by an instrument-rated Instructor during which the student is introduced to Holds and Vectored ILS approaches under an IFR Flight Plan and, preferably, in IMC conditions.
- This training should be conducted at night if possible, but note that instrument flight time practised at night cannot be accredited as night flying time.
Phase II—Night Training
Defined: Night Training to qualify for the Night Rating.
- Note the weather minimum for night training.
- Every flight shall be conducted in accordance with LFS’s Level I Standard Operating Procedures.
- Every flight shall begin with a Standard Instrument Departure assignment.
- Effort should be made to split the initial night flights into two segments—upper air and circuit work.
- Night Training is composed of four Parts:
- Part 2-1—initial night flying and circuit training (leading to the first night solo flight).
- Part 2-2—solo circuit flying.
- Part 2-3—night cross-country flying.
- Part 2-4—long cross-country.
- Parts 2-1 and 2-2 shall be conducted at Langley Airport and with the student occupying the left pilot seat.
- During Part 2-1 circuit training, student must be certified as competent with respect to a) recovery from two night spins, one in visual conditions, one under the hood; and b) completing a forced landing from the downwind leg.
- Transition to Part 2-3 training can only occur with the completion of a minimum of two-hour solo night circuits.
- With respect to Part 2-3, all dual training shall be conducted with the student occupying the right pilot seat, while all solo training shall be conducted with the student occupying the left seat.
- Part 2-3 training shall be composed of two segments:
- Part 2-3A—dual night diversions.
- Part 2-3B—Touch-and-goes at vicinity airports—Boundary Bay, Pitt Meadows, Chilliwack, and Abbotsford Airports; this segment consists of two flights, the first being dual, and the second being solo.
- Part 2-4 training shall consist of a long cross-country dual flight utilising radio navigation aids and radar surveillance as aids to VFR. The dual cross-country flight will first be conducted in the Flight Simulator, and then in the aircraft. The routing shall be as follows: Langley to Victoria Airport (full stop with taxi to the FBO); Victoria to Nanaimo (touch and go); and Nanaimo to Langley. Vectored approaches should be used for the simulator training.
- Part 2-4 training shall be conducted with the student occupying the left seat.
- The SOPs Level I Exam and the PRENITE Exam must be completed before the first night solo flight.
Parts 2-1 and 2-2—Initial Night Flying and Circuit Training
This part should entail approximately 3 hours of dual; each of the approximate 3 flights should consist of an upper air and circuit portion, presumably with the upper air conducted first. The upper air portion should be made of short-segment exercises to be practised. The following are recommended exercises that should be to be conducted on each flight:
- Every dual flight shall include two steep turns (45° bank), one left and one right, each producing a minimum 180° turn.
- Every dual flight shall include a slow flight exercise in which the aircraft is slowed to 65 MPH, during which a minimum of two 30°-bank turns, one left and one right, each producing a minimum 90° turn.
- Every dual flight shall include “switch back” descending 45°-bank turns, producing a minimum vertical descent of 1000’; this exercise shall be conducted with the student under the hood.
- Every second dual flight should include a full spin exercise consisting of two spins in opposite directions, the first visual, and the second with the student under the hood.
All training for this Part must be conducted with the student occupying the left pilot seat.
Part 2-3B—Touch-and-goes at vicinity airports
During the flight to Chilliwack, the “black hole” effect of mountainous terrain should be pointed out—never fly toward a black hole. A stop and go landing should be performed at each airport. After completion of the dual flight, the exercise is to be repeated solo. The dual portion of this exercise shall be conducted with the student occupying the right pilot seat, while the student will occupy the left pilot seat for the solo diversions exercise.
At Abbotsford, the variable intensity of the runway lights shall be demonstrated, as will a “no landing light” landing. (As was noted by Nick van Empel, the size of the runway and lack of lights in the vicinity of the runways makes these landings more demanding than a student would experience at Langley—especially if the intensity of the runway lights is reduced to the lowest setting.)
Part 2-4—Long Night Cross-country
Successful completion of the long night cross-country is established as a standard in addition to the cross-country requirements of Transport Canada owing to the geographic risks associated with water and topography on the west coast of British Columbia.
The flight shall first be completed in its entirety on the Flight Simulator (as a rehearsal), and then in the aircraft.
The routing should be as follows: CYNJ direct HUH V495 YYJ direct CYYJ; CYYJ A1 YCD direct CYCD; CYCD A16 WC direct CYNJ. With respect to student preparation of the navigation log, each should include a climb segment, a separate sub-leg segment corresponding to the number of turning point, and a descent segment. The descent segment should be predicted based on a descent rate of 500’ per minute, TAS should be kept constant at the previously predicted cruise speed, and fuel consumption calculated using the previously predicted cruise rate. Navigation preparation should include use of the Vancouver Terminal IFR chart.
The departure from each airport should be planned in advance to make supplemental use of navigation aids to ensure terrain clearance. With prior arrangement from ATC, each departure should include a circling climb above the departure airport to a specified height in accordance with the published OCC for the airport prior to proceeding on course.
Similarly, the night arrival at each airport should be planned in advance. With prior arrangement from ATC, a circling descent above the airport should be performed from a height specified in the published OCC.
As an exercise during the flight, the location of CYCD shall be determined under simulated conditions of poor visibility— approaching abeam CYCD the student should be placed under the hood, and asked to determine the approximate position of Nanaimo Airport by using the YVR VOR. That is, with reference to the appropriate radial from the YVR VOR, they should make the appropriate left turn off A1and track to Nanaimo Airport (underlying the selected radial); then, using time estimates to determine position, the student should begin to circle when it is believed the aircraft is directly over the airport (at which the hood can be removed).
The landing at Victoria shall include a taxi to the Aeroshell ramp so that the student is introduced to the complexities of taxiing at an unfamiliar airport at night.
Radar surveillance shall be used throughout the flight.
After passing over WC during the return to Langley, simulated vectors should be provided with the student under the hood, using limited panel.
Plan to arrive over the airport at 2500’ for the purpose of reviewing a simulated forced approach. During this final exercise, the student must conduct a forced approach circling descent over the estimated position of the airport as provided by simulated radar vectors. When the engine failure is simulated, the student must then conduct a simulated emergency cloud-breaking procedure— i.e., circling glide—over the airport, with the condition that the hood is not removed until the aircraft descent through 1000’ AAE.
See also, Commercial Pilot Student Solo Night Cross-country Routes.
Phase III—Mountain Flying
- The PREROCK Exam must be completed prior to initiating this training in the aircraft.
- The training in this Phase shall be conducted in accordance with LFS’s Level I Standard Operating Procedures
- This training shall be conducted with the student occupying the right pilot seat.
- A flight plan must be filed with ATS, and the routing in the flight plan must specify the valley names based on the river depicted on the VNC and VTA.
- Strict adherence to the weather minimum and routing is mandatory, and improvised instruction different for that specified below is strictly prohibited.
- The routing is as follows: Diversion to Tipella; Tipella to the north end of Slave Lake via Sloquet Creek Valley and Slave River Valley; north end of Slave Lake direct north-east end of Alouette Lake; Direct.
- The minimum weather for this flight is no cloud formations below 6000’ ASL along the specified route.
- Flight Instructors conducting this flight must have received a prior route check from the CFI and must be listed on the Designated Mountain Instructor list.
Description:
Prior to this flight, the student should be asked to prepare a cross-country trip to Pemberton, including a minimum of two checkpoints that should be located sufficiently “down track” of the predicted level point so as to provide an accurate ETA and updated ETA for the destination.
The weather briefing prepared by the student must be thorough, including an FA with respect to weather in applicable mountain passes and FD upper winds. NOTAMs for the departure and destination airports, as well as for the planned route must be reviewed.
The flight shall be conducted as follows: The student will depart from Langley for the direct track route to Pemberton. During the climb to the planned altitude, take the opportunity for the student to estimate the minimum altitude at which the aircraft will safely clear the first significant mountain, and then have the student level at that altitude and continue level flight to the vicinity of the peak and confirm (hopefully) the estimate. Allow the student to proceed sufficiently far along the planned track to Pemberton so as to provide an accurate ETA—attention at this point should be directed to correctly identifying the checkpoint and ensuring the correct identity of the checkpoint by identifying a minimum of two confirmation landmarks.
During the process of levelling the aircraft, review the proper leaning method—how to obtain the best power mixture by leaning for maximum RPM, and the “School” method of one-inch rich of this point.
Then have the student divert to Tipella at the north end of Harrison Lake. When the student gets to the point at which the ETA to Tipella is updated—presumably at a one-quarter or one-third checkpoint—have the student orbit and review the landmarks which confirm the identity of the checkpoint.
Over Tipella, have the student conduct “switch-back” descending steep turns with reduced power.
Conduct a simulated precautionary landing at Tipella, terminating with the high-level inspection.
The student must then be asked to conduct a diversion up the Sloquet Cr. Pass to the Stave River Valley. The student should be asked to determine the “decision height” for this routing based on map reading while the aircraft is circling, as well as estimate the ETA to the north tip of Stave Lake.
In identifying the entrance to the Sloquet Cr. Pass, the student must make use of matching up the aircraft heading to the compass orientation the pass opening.
In entering the pass, review strategies for dealing with rising terrain—i.e., conducting a gentle spiral climb—noting especially that the decision to climb must be done early while there is still room for the manoeuvre.
During flight through the pass, review the “box canyon” scenario, emphasising that the improper identification of the routing of the pass could have deadly consequences, and simultaneously that pass “intersections” must be scrutinised carefully prior to committing the aircraft.
During flight along the pass, review a series of “valley turns,” including the speed turn at normal cruise speeds, and the 30° bank turn with 2000 RPM. Review positioning the aircraft prior to the turn—close to right slope as possible, yet ensuring safe separation. During these turns, point out the importance of instrument reference when “face on” to the valley slope, and the importance of looking up the valley for reference during the turn.
