LANGLEY FLYING SCHOOL Flight Training Handbook

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Flight Training Handbook Page 50 Langley Flying School, Inc. initiating a climb or descent. Clearing Turns during Climbs You are especially vulnerable to mid-air collisions during a climb, the reason being that forward visibility is obscured by the engine cowling. For this reason, once the aircraft departs from the circuit (climbs through 1000’ AGL), you should begin a series of gentle turns, left and right, so that the blind spot is cleared. To do this, use 15 of bank, and turn to a heading approximately 30 (to turn further serves no purpose, and turning to a lesser heading will not clear the entire blind spot. To keep on track, the second clearing turn should be done in the opposite direction. During a climb, a clearing turn should be performed approximately every 30 seconds. While you are encouraged to turn frequently during a climb, do so smoothly and gently. For the first 1000’ of the departure from a runway, a clearing turn cannot be performed (unless you feel traffic circumstances warrant it), so before you apply power for takeoff, scan the departure end of the runway for potential traffic hazards—if you see one during the initial climb, manoeuvre to protect your safety. BIRD STRIKES Langley Flying School students are prohibited from conducting a takeoff or landing when birds are present on the runway (see P. 34 regarding LANGLEY FLYING SCHOOL FLIGHT RULES AND SAFETY PRECAUTIONSError! Bookmark not defined.). Here are some facts related to bird strikes that are worthy of remembering: 1) Since 1912, 200 deaths have resulted from bird strikes on aircraft. 2) The greatest risk is in flight below 2,500’ where 99% of all bird strikes occur. 3) The faster the aircraft the greater the risk—up to 80-90 KNOTS, birds have time to get out of the way. 4) The greatest risk is during March and April, and during September and October, when bird migration occurs. 5) If you see birds ahead of you attempt to pass over, rather than under, as birds dive downward when threatened. 6) Small birds such as Starlings are highly manoeuvrable and can effectively get out of the way; larger birds such as ducks, geese, or seagulls, present greater risk. 52 7) Never takeoff or land when large birds are on the runway; instead conduct a low pass in an effort to get them to move on, in the case of landing, or back-track along the runway before taking off. 8) Anticipate that a bird striking the windscreen will penetrate; use the instrument panel as a shield, anticipate blood and guts, and remember to fly the aircraft. 9) All bird strikes are to be reported; see the RAC Section of the AIM. 52 Remember, that when in close proximity to the ground, very little if any effort should be made to avoid birds—the speed of the aircraft is slow and the birds will manoeuvre to get out of the way. In contrast, birds are ineffective in avoiding aircraft when they take off from the ground to the air, and for this reason a landing or takeoff by an aircraft should never be conducted when there is a risk of contact with birds on the ground. 2012 David L. Parry
Flight Training Handbook Page 51 Langley Flying School, Inc. AIRCRAFT DEFECTS The actions a pilot must take when he or she discovers defective equipment or component on an aircraft is described Part VI, Subpart 5 “Aircraft Requirements” of the Canadian Aviation Regulations (CARs). According to Canadian Aviation Regulation 605.10, no person shall conduct a takeoff in an aircraft where an aircraft’s Certificate of Airworthiness is not in force unless all equipment, systems and instruments prescribed in the applicable airworthiness standard, and all required equipment, are functioning correctly. Therefore, if you fly with defective equipment, you are in contravention of governing regulations and your insurance may not be valid. Canadian Aviation Regulation 571.205 also requires that all defects must be recorded in the aircraft Journey Log and that unmistakable warning is given at the appropriate flight crew station by removing, placarding or tagging the affected item. Langley Flying School is a commercial operation whereby all maintenance activity, including defect control, are governed by the School’s Maintenance Control Manual. This document provides that “minor defects” can be deferred until corrective action is taken, provided the defect does not affect the airworthiness of the aircraft. If deferred, the minor defect must be noted in the aircraft’s Journey Log, including the reason for the deferral, and simultaneously noted in the Deferred Defect List attached to the front of the Journey Log. As a commercial operation, the maintenance of all aircraft must be updated on the “Aircraft Status Board” which notes deferred defects, as well as the aircraft’s scheduled maintenance. The Journey Log, the Deferred Defect List, and the Aircraft Status Board must be examined prior to each flight. In the case of privately owned aircraft, again, all defects must be recorded in the aircraft’s Journey Log, and the Journey Log must be examined prior to flight. If outstanding defects exist, the pilot must decide if these affect the airworthiness of the aircraft. If the pilot has doubts as to the effect of the defect on the aircraft’s fitness, he should obtain the advice of an AME and have the AME place a maintenance release signature in the Journey Log and thereby demonstrate he or she has taken all reasonable steps to ensure the airworthiness of the aircraft. (Note that an AME’s inspection of a defect is not legally required, although the pilot is legally responsible for a defect improperly dealt with.) PRE-TAKEOFF BRIEFING When the pre-takeoff check list is complete, and prior to broadcasting your intentions for takeoff, conduct a short takeoff briefing that includes the following: 1) Review the windsock condition and the necessary inputs on the control column for crosswind control during the takeoff acceleration. 2) Review the aircraft rotation speed—i.e., at what airspeed will you place the aircraft in a climb attitude. 3) Review the climb airspeed you plan to use, whether it is the best-rate (V y ) or best-angle (V x ) climb procedure. 4) Review any the departure procedures you are required to follow with respect to airport requirements. 5) Review the actions you will take during the departure in the event of an engine failure. Below approximately 800’ you will place the aircraft in the maximum distance glide airspeed and land straight ahead making gentle turns to avoid fixed objects. Vital actions that must be performed are 1) Fuel Pump ON; 2) Carburettor Heat ON; 3) Fuel Selector SWITCH. Above approximately 800’ you will be more aggressive in picking adjacent fields, and the same vital actions will be performed. Here is a sample: “Okay, we are going to use (takeoff) Runway 19. The length is sufficient for a normal takeoff. There is a slight crosswind from right to left (implying the use of proper aileron inputs during the takeoff roll). We will rotate at 64 MPH and climb at 86 MPH. After crossing the highway we will make a gentle turn to a heading of 160 and 2012 David L. Parry
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LANGLEY FLYING SCHOOL Flight Training Handbook

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