LANGLEY FLYING SCHOOL Flight Training Handbook

Flight Training Handbook Page 22
Langley Flying School, Inc.
coasting. If required, of course, do not be afraid to lay into the brakes if rapid deceleration or directional control
is required—but be sure the flaps are retracted and the control column is held back to produce maximum weight
on the main gear for maximum braking.
m) Use caution when opening the cabin door in a strong wind; the retention mechanism is easily broken if the door
is wrenched open by the wind.
n) Never leave a cabin door open, even in calm wind conditions; prop-wash from a taxiing aircraft could also
damage the retention mechanism.
o) Never leave a cabin door open while taxiing unless a person in the right seat is holding it securely (i.e., the
Instructor).
p) Remove the cabin covers with care so as not to hook the ambient temperature probe; the probe is mounted in the
windscreen and a tugging force on the probe could crack the Plexiglas.
q) Never place any metal objects—especially headsets—on top of the glareshield (dashboard), as the Plexiglas
windscreen is easily scratched.
Program Safety Rules and Flight Operations Notices
Safety in flight training operations is founded on all persons knowing and abiding by rules and procedures. In
particular, the Flight Rules and Safety Precautions described on P. 25 are crucial and must be complied with at all
times. In addition, the Flight Instruction Staff publishes what are referred to as Flight Operation Notices and these
appear in the front office near the booking sheet. The Flight Operations Notices serve the purpose of getting out
critical safety and administrative information. Prior to being authorized to conduct a flight, all student pilots and
pilots must have read and signed all of the current Flight Operations Notices.
Commercial Students
Many Commercial students will be quite surprised to learn that the flight test required for that licence is, indeed,
virtually identical to the flight test they have just completed for their Private Pilot Licences. The only difference in
the Commercial Flight Test is the addition of the accuracy approach, a spin demonstration, radio navigation, and
limited panel instrument flying. Many in the flight training industry recognize the shortcomings of the current
flight-test arrangement and there are plans in the works for Transport Canada to totally revise the Commercial Pilot
training curriculum. In its current format, the Commercial Pilot Licence represents a step towards an Instrument
Rating, which combined with a Multi-engine Class Rating, forms the most senior of Canadian—and indeed ICAO-
Standard 9 pilot ratings—the Group 1 (Multi-engine) Instrument Rating. 10 To get the Instrument Rating, a candidate
requires 40 hours of instrument flight training; 5 hours of these 40 hours are derived from Private Pilot Training, but
the greatest portion is derived from Commercial Pilot Training, where a candidate is required to receive 20 hours of
post-Private Pilot Licence Training.
There should be no doubt, then, that Commercial Pilot Flight Training is really a stepping-stone to the Instrument
Rating, and hopefully the Group 1 Instrument Rating. More significantly, however, the true demand for
Commercial Pilots does not rest with the demand for pilots who possess just a Commercial Pilot Licence—there will
always be jobs for these people, whether it is with small air-taxi operators and the so-called bush flying work. But
there should be no doubt that the fast water in the flow of Commercial Pilot careers lies with the senior ratings, and
ultimately, the Airline Transport Pilot Licence (ATPL). In this context, the Commercial Pilot Licence simply
provides a means of getting off the shoreline—or more accurately, getting your feet wet in an entry-position flying
job where single-engine day-VFR is practised. It is important to get this picture set in your mind: while there will
always be demand for single-engine day-VFR flying—float flying is an example of this—the true potential in the
future of aviation lies in the ability to safely transport people over large distances in the shortest possible period of
time. Quite simple and obviously, the fast waters are for those with ATPLs. Of course, Langley Flying School’s
role with respect to its Commercial Pilot Program is to train entry-level Commercial Pilots, and when we designed
9 ICAO translates into the International Civil Aviation Organization, a United Nations affiliate that sets international standards in the field of
aviation. The Private Pilot, Commercial Pilot, and Airline Transport Licences are ICAO-standard licences. The Multi-engine Instrument Rating
is universally regarded as the prerequisite for the Airline Transport Licence.
10 The Group 1 Instrument Rating is accomplished by successfully completing an Instrument Rating Flight Test in a multi-engine aircraft.
2012 David L. Parry