LANGLEY FLYING SCHOOL Flight Training Handbook

More documents

Recommendations

Info

Flight Training Handbook Page 48 Langley Flying School, Inc. 29. What is the proper procedure with respect to turning on an ELT when an emergency warrants the use of an ELT 30. What is the proper procedure when a pilot is planning a takeoff or landing, but then discovers an approaching thunderstorm 31. What is the idle blast danger area behind an idling heavy (jumbo) jet aircraft and an idling light jet aircraft 32. What is VHF direction-finding service, who provides it, and when can it be used by a pilot 33. What minimum altitudes must be maintained by a pilot during flight over a built-up area and flight over a non-built-up area 34. For the purpose of flying, when does night begin, and when does it end 35. What is the rule with respect to flying and alcohol consumption 36. What distances must a pilot remain from cloud in controlled and uncontrolled airspace 37. What are the rules with respect to entry into Class C and Class D airspace 38. Some airports in the interior of B.C. have “VDF” noted on the VNC. What does this mean and how does a pilot use the service 39. Is a low-level airway controlled or uncontrolled airspace 40. What is the minimum flight visibility required in controlled airspace 41. In what type of airspace can a Special VFR clearance be provided by ATC 42. Following an accident, under what circumstances can an aircraft be moved 43. When must an aircraft accident be reported to the Transportation Safety Board of Canada PILOT RADIO LICENCE STUDY QUESTIONS The following provides study questions that may be anticipated on Langley Flying School’s RORC Examination for issue of the Radiotelephone Operator’s Restricted Certificate (Aeronautical). 51 The study and reference material for this examination appears on P. Error! Bookmark not defined. of this Handbook. In addition to the questions below, students preparing for examination must memorize the phonetic alphabet. 1) What is the international VHF distress frequency 2) What forms of communication are not permitted over the radio 3) What is the order of priority for transmission 4) To whom should a distress signal be addressed 5) What actions should a pilot take when a distress transmission is heard 6) What are the rules governing transmissions during distress traffic 7) What is the proper format for the initial broadcast of a distress message 8) What is the correct format for reporting an aircraft’s altitude 9) What are the meanings of the numeric code associated with a radio check 10) Who may initiate a distress message from an aircraft 11) When must a Radiotelephone Operator’s Restricted Certificate be renewed 12) What communication should be made if you could not properly hear a transmission from ATC 51 See P. 17 for a description of this. 2012 David L. Parry
Flight Training Handbook Page 49 Langley Flying School, Inc. COLLISION AVOIDANCE The Seven-Point Scan To properly scan, seven points must be used, the first is in the “7-thirty” position behind the students left shoulder, the second is the “9-o’clock” position off the left wing, the next is the “10-thirty” position between the aircraft nose and left wing, then the “12-o’clock” position off the nose, the “1-thirty” position between the nose and right wing, the “3-o’clock” position off the right wing, and the “4-thirty” position behind the Instructor’s right shoulder. Technique Some important considerations with regard to technique: to properly scan, you should for each of the scan points described above first select a distant eye-focus point—e.g., a distant cloud or mountain—and focus momentarily on this point, keeping your eyes still—if another aircraft is out there, you will detect its movement. For the same point, now focus on a nearer point—say a four-finger distance below the horizon. Again, focus on this point keeping your eye still to allow the detection of movement. This technique is used for all seven points. Fixed Targets While a proper scan utilizes the movement of targets for the detection of air traffic, there is an ironic contradiction that you must be aware of—if an approaching aircraft appears fixed in the windscreen, you are on a collision course. In contrast, if the approaching aircraft has movement, there is no risk of collision. So while your scanning should centre on moving targets, be aware that it is the fixed targets that can kill. With fixed targets, the 12-o’clock position is the most dangerous—owing, primarily, to the short time to impact. While fixed targets can approach from virtually any direction, positions other than the 12-o’clock provide relatively longer time for detection and evasive action. Areas of Risk A small percentage of mid-air collisions occur head on; nearly all occur in daylight hours in VFR conditions within 5 nautical miles of an airport, usually in the traffic circuit. Additionally, a pilot is five times more likely to have a mid-air with an aircraft flying in the same direction than with one flying in the opposite direction. Never turn, climb, or descend into a blind spot. During flight, the critical areas to scan are 60 left and right of the flight path, and 10 above and below. In this area the relative airspeed of both aircraft, even if small aircraft, can easily be 250 KNOTS or 455 km/hr—a speed that is hard to conceive of and which provides little time for collision avoidance. Before and during a prolonged descent, turn to clear the airspace below you. Clearing Airspace Prior to Turns A high level of risk for collision exists during a turn. For this reason, it is required that all Langley Flying School students call “clear left” or “clear right” prior to initiating a turn. This rule applies to all flight training. Your instructor will likely stop the turn if this call is not made. Risks during Climbs and Descents There is no reason for an aircraft to fly straight and level. There is no cost to making turns, and if turns are performed properly—with smoothness and gentleness— the passengers won’t even be aware that a turn is occurring. If the aircraft is flying straight and level, its movement is predictable to vicinity aircraft, the pilot of which can take whatever action is required to keep clear. The circumstances are very different when an aircraft begins to climb or descend—the actions of the aircraft cannot be predicted by others, and this is especially the case if the climbs or descents are made aggressively or rapidly. For this reason, prior to beginning a climb or descent, it is crucial to perform gentle clearing turns left and right—just enough to ensure there is no other traffic directly above or below the aircraft. There is no cost to this manoeuvre, it only takes a second, and it could save your life and the lives of your passengers. For students at Langley Flying School, it is mandatory to call “clear left and right” prior to 2012 David L. Parry
Page 1 and 2: Celebrating 18 Years of Flight Trai
Page 3 and 4: Flight Training Handbook Page 3 Lan
Page 11 and 12: Flight Training Handbook Page 11 La
Page 47: Flight Training Handbook Page 47 La
Page 61: Flight Training Handbook Page 61 La

LANGLEY FLYING SCHOOL Flight Training Handbook

Create successful ePaper yourself

Delete template?

Save as template?