CPL Practice Exam 8

In aeronautics, the aspect ratio of a wing is the ratio of its span to its mean chord So for example, a wing that’s long and skinny has a high aspect ratio, and a wing that’s short and stubby has a low aspect ratio.

High aspect ratio wings have one major advantage: because the wingtip has less area, there is less vortex-induced downwash, which means a lot less induced drag..

Pitot Tube Blockage:

A pitot tube blockage can be caused by dirt, moisture, ice or even bugs. And, of course, aborted takeoffs after a failure to note “airspeed alive” on the takeoff roll, only to later find the pitot-tube cover still on, almost mockingly. Assuming a proper preflight inspection, ensuring the pitot tube is free and clear, obstructions can still unfortunately occur during flight. There are a few possible scenarios.

Effects on the Airspeed Indicator:

Blocked pitot tube with unblocked drain hole: This would result in the airspeed indicator reading zero. Because the pitot tube would not be able to sense any airflow, and the drain hole would let any residual air out, there would be no pressure differential for the airspeed indicator to measure.

Cause of Zero Reading: A blocked pitot tube with an open drain port can cause the airspeed indicator to register zero or the last known speed. However, if both the pitot tube and the drain port are blocked, the instrument could display incorrect or erratic airspeed readings.

Blocked pitot tube with blocked drain hole: With trapped dynamic pressure, the airspeed will indicate whatever speed was showing when the blockages occurred. If the aircraft’s static port remains unblocked, pressure will increase as the aircraft descends and decrease as the aircraft climbs.

If static pressure decreases during a climb, the trapped ambient pressure with allow the diaphragm to expand, showing an increase in airspeed. Conversely, descending into denser air will force the diaphragm to close, showing a decrease in airspeed. In short, the airspeed will act in a manner similar to an altimeter.

Effects on the Altimeter and Vertical Speed Indicator:

Minimal or No Effect: The blockage of the pitot tube does not directly affect the altimeter or the vertical speed indicator (VSI), as these instruments primarily rely on static pressure, not dynamic pressure. Therefore, the aircraft’s altitude and rate of climb/descent should still be accurately displayed.

Static Port Blockage:

The static port measures the surrounding atmospheric pressure and is used by several instruments, including the altimeter, airspeed indicator, and vertical speed indicator. A blockage of the static port can cause significant issues with all of these instruments.

Vertical Speed Indicator: With no changes to static air, there can be no differential pressure for the VSI to work with. With no differential pressure, the VSI will be stuck at zero, and you’ll marvel at how well you’re maintaining altitude.

Altimeter: The altimeter will freeze at whatever altitude was indicated when the static port was blocked.

Effects on the Airspeed Indicator:

Airspeed Indicator: If the static port is blocked but the pitot tube remains clear, the ASI will function but not with accuracy. If speed remains constant, and the aircraft climbs or descends, the static pressure will result in changes to your airspeed indication. It’s the same principle as a blocked pitot tube but reversed.

A climb will result in a decrease in atmospheric pressure entering the pitot tube, which will result in the ASI indicating decreasing airspeed, causing the ASI to act as a “reverse altimeter.” As long as the pitot tube is not blocked, changes in airspeed will reflect on the ASI, but not accurately.

Blocked Static Port: The airspeed indicator relies on both static and dynamic pressure. If the static port is blocked, the airspeed indicator may behave erratically because it cannot reference the correct surrounding atmospheric pressure. The result can be a false or incorrect reading of airspeed. For instance, the airspeed could appear to increase or decrease inappropriately, even when the aircraft’s speed has remained constant.

Effects on the Altimeter:

Blocked Static Port: The altimeter measures the pressure difference between the static port and a sealed reference inside the instrument. A blockage in the static port causes the altimeter to either freeze at the last known altitude or display incorrect values, depending on the altitude changes that occur. In some cases, the altimeter may continue to show an incorrect altitude that does not correspond to the aircraft’s actual height.

Effects on the Vertical Speed Indicator:

Blocked Static Port: The vertical speed indicator measures changes in static pressure over time to determine the rate of climb or descent. If the static port is blocked, the VSI will either freeze or give erroneous readings, as it cannot detect changes in atmospheric pressure correctly.

Summary of Effects:

Pitot Tube Blockage:

Affects the airspeed indicator by causing it to freeze or show a zero reading.

No significant effect on the altimeter or vertical speed indicator.

Static Port Blockage:

Affects the airspeed indicator by causing incorrect or fluctuating readings.

Affects the altimeter by freezing or showing incorrect altitude.

Affects the vertical speed indicator by freezing or displaying inaccurate rate-of-climb data.

In the event of these blockages, pilots must rely on alternative instruments and procedures to manage flight, as the accuracy of key flight data may be compromised.

Dihedral is the upward angle of an aircraft’s wings.
It helps improve lateral stability.
This is a roll movement along the longitudinal axis.

The upper wing stalls first causing the wing to drop and spin to the left.

1. Effect of Climb on Air Density

As an aircraft climbs, the altitude increases, and the air density decreases. This is because atmospheric pressure decreases as altitude rises, resulting in fewer air molecules (including oxygen) in a given volume of air.

At sea level, the air is denser, containing a higher concentration of oxygen molecules.

At higher altitudes, the air becomes thinner, meaning it contains less oxygen per unit volume.

This change in air density is a key factor in how the aircraft’s engine must adjust to continue efficient operation at higher altitudes.

2. What Is the Fuel/Air Mixture?

The fuel/air mixture refers to the ratio of fuel to air (specifically oxygen) supplied to the engine for combustion. For the engine to operate efficiently, this mixture needs to be adjusted to match the amount of oxygen in the air.

At sea level, there is more oxygen in the air, so the engine requires a slightly richer mixture (more fuel for the given amount of air) to ensure that all the available oxygen is used effectively for combustion.

At higher altitudes, because there is less oxygen in the air, the engine requires less fuel to match the reduced oxygen levels in the air. Therefore, the fuel/air mixture needs to be leaned out to prevent excess fuel, which would result in inefficient combustion and power loss.

3. Why the Mixture Becomes Leaner at Higher Altitudes

As the aircraft climbs, the air density decreases, and consequently, the oxygen content per unit of air also decreases. To maintain efficient combustion and prevent the engine from running too rich (which could lead to incomplete combustion and other issues like fouling and power loss), the fuel system adjusts to reduce the amount of fuel relative to the amount of air.

Key Points:

Less oxygen at higher altitudes: With fewer oxygen molecules in the air, the engine cannot burn as much fuel unless the amount of fuel is reduced.

Leaning out the mixture: To compensate for this decreased oxygen, the engine needs to supply less fuel to maintain a proper fuel/air ratio for combustion. This adjustment is called “leaning” the mixture.

Maintaining efficient combustion: If the engine continues to supply the same amount of fuel as it did at lower altitudes (when there was more oxygen), the mixture would be too rich for the reduced oxygen at higher altitudes. This would lead to incomplete combustion, engine roughness, reduced power, and higher fuel consumption.

4. How the Mixture is Adjusted

Manual Mixture Control: In aircraft with a manual mixture control, the pilot adjusts the mixture as the aircraft climbs. As altitude increases, the pilot manually leans the mixture to reduce the fuel flow, ensuring that the fuel/air ratio remains optimal for the decreased air density.

Automatic Mixture Control: In aircraft with automatic mixture control, the system detects the air density and adjusts the fuel flow automatically to maintain the proper fuel/air mixture.

5. Consequences of Not Leaning the Mixture

If the fuel/air mixture is not leaned as the aircraft climbs, several problems can occur:

Excess fuel: At higher altitudes, the excess fuel may not burn completely due to the lower oxygen content in the air. This leads to engine roughness, inefficient combustion, and potential carbon buildup in the engine.

Power loss: A rich mixture at high altitude results in reduced engine power because not all of the fuel is combusted efficiently.

Increased fuel consumption: Running the engine with too much fuel relative to the available oxygen increases fuel consumption, leading to less efficient operation.

6. Conclusion

As the aircraft climbs, the air density decreases, which results in less oxygen in the air. To maintain optimal engine performance, the fuel/air mixture must be leaned out (less fuel relative to the available oxygen). This adjustment ensures efficient combustion, prevents engine issues, and optimizes fuel usage at higher altitudes.

The horn balance, which is forward of the hinge line, generates a downward force generating a clockwise moment that opposes the control force. This reduces the effort the pilot must put in to control the aircraft.

From the Ground UP – Balanced Controls

Controls are sometimes dynamically balanced to assist the pilot to move them. By having some of the control surface in front of the hinge, the air striking the forward portion helps to move the control surface in the required direction. The design also helps to counteract adverse yaw when used in aileron design

As carburetor heat is applied, the manifold pressure will decrease and the mixture enriches initially. This occurs because the hot air entering the carburetor is less dense than the cold air, leading to a richer fuel-air mixture. As the ice melts and clears, engine power should gradually return to normal, and engine smoothness should improve.

Wing and Ball at the same direction: Slipping turn

Wing and Ball different directions: Skidding turn

Wing either to the right or left and ball centered: coordinated turn

Carb heat introduces hot air to your carb, instead of the cold air normally drawn through the air filter. Hot air is less dense, so there is less mass of air in each cylinder cycle. The mass of fuel remains the same. So, since there is more mass of fuel per mass of air, adding carb heat richens the mixture.

As carburetor heat is applied, the manifold pressure will decrease and the mixture enriches initially. This occurs because the hot air entering the carburetor is less dense than the cold air, leading to a richer fuel-air mixture. As the ice melts and clears, engine power should gradually return to normal, and engine smoothness should improve.

AIM AIR 1.6.6

Reference: AIM AGA 7.6.4.3

Load factors in a turn:

0º = 1g
15º = 1.04g
30º = 1.15g
45º = 1.41g
60º = 2.0g

Load factor formula:

Stall speed in a turn: √(load factor) * stall speed in the clean config

The land factor for a 60 deg bank is 2 g’s

The share root of 2 is 1.41

1.41 x the stall speed (Vs – clean config) 48 knots

= 67 knots.

Stall speed in the landing config formula

1.3 x Vso= landing speed.

1.3 x 36 = 47 kCAS

In practical applications, remember to convert the answer from CAS into IAS using the  tables in POH.

Definition: The center of pressure is the average location where all the aerodynamic forces acting on a body moving through a fluid are concentrated.

As the angle of attack of an airfoil increases, up until the point of stall, the center of pressure moves forward. After the stall, the center of pressure shifts rearward.

The weight of an airplane is the force acting vertically downward toward the center of the Earth, resulting from gravity.

The lift of an airplane acts through the center of pressure, while the weight acts through the center of gravity. The center of gravity is located ahead of the center of pressure.

Longitudinal Stability

Longitudinal stability refers to the stability around the lateral axis of the airplane, commonly referred to as pitch stability.

To achieve longitudinal stability, airplanes are designed to be nose-heavy when correctly loaded, meaning the center of gravity is ahead of the center of pressure.

In the event of engine failure, the airplane will naturally enter a normal glide due to its nose-heavy characteristic, which is why the airplane requires a tailplane. The tailplane resists the tendency for the aircraft to dive by producing a negative lift. Set at a specific angle of incidence, the tailplane helps keep the tail down. In level, trimmed flight, the nose-heavy tendency is counterbalanced by the negative lift from the tailplane.

Two key factors influence longitudinal stability: (1) the size and position of the horizontal stabilizer, and (2) the position of the center of gravity.

When the angle of attack on the wings increases due to a disturbance, the center of pressure moves forward, causing the airplane’s nose to rise and the tail to drop. In response, the tailplane moves downward, increasing its angle of attack, generating more lift, and helping to restore balance.

Forward CG

1. Higher stall speed
2. More nose up attitude
3. More stable
4. Less fuel efficient (more drag)
5. Good stall recovery characteristics

Rearward CG

1. Less Stable
2. Require less trim
3. More fuel efficient (less drag)
4. Lower stall speed
5. Bad stall recovery characteristics

Forward CG

1. Higher stall speed
2. More nose up attitude
3. More stable
4. Less fuel efficient (more drag)
5. Good stall recovery characteristics

Rearward CG

1. Less Stable
2. Require less trim
3. More fuel efficient (less drag)
4. Lower stall speed
5. Bad stall recovery characteristics

What is Maneuvering Speed?

Maneuvering speed, or V_a, is an airspeed published by your aircraft’s manufacturer that guarantees that your aircraft will stall before you reach the maximum certified g-load.

Aircraft V_a is certified with the assumption of the movement of a single flight control surface, in a single direction, in smooth air.

The essential concept behind V_a protection is that, assuming you are at or below your V_a your aircraft will stall as you reach its’ maximum structural load (g-limit). As your plane stalls, it unloads the g’s, eliminating the risk of bending metal.

Relationship Of Weight And Maneuvering Speed

When your aircraft is certified, its maneuvering speed is determined at maximum gross weight. As your aircraft gets lighter, your maneuvering speed gets slower. This is the confusing part of maneuvering speed, but it doesn’t have to be.

Increased Weight → Increases AOA → Increases V_a

Aircraft weight affects the Angle of Attack (AOA) you fly at to maintain level flight. While a lower weight might only require one or two degrees of nose-up pitch to maintain level flight, a heavier aircraft might require a few more degrees of pitch up to stay level, assuming the aircraft’s speed and configuration remain the same.

This is because, at the same speed and configuration, a heavier aircraft needs to fly at a higher angle of attack to produce enough lift to counter the aircraft’s weight in level flight.

It’s all about degrees. Your wing will always stall at the same AOA, with most general aviation planes stalling somewhere between 16 to 20 degrees of angle of attack.

With a heavier aircraft, your AOA in cruise is closer to the critical AOA, causing you to stall at a faster airspeed. A lighter aircraft will have more degrees of AOA to increase before it encounters the critical AOA, causing you to stall at a lower airspeed.

Asymmetrical Thrust (Yaw)

Each engine’s descending propeller blade will produce greater thrust than the ascending blade when the airplane is operated under power and at positive angles of attack.

Even though both propellers produce the same thrust, the descending blade on the right engine has a longer moment arm (greater leverage) than the left engine’s descending blade. As a result, the left engine’s failure will result in the most asymmetrical thrust.

Accelerated Slipstream (Roll and Pitch)

Asymmetrical thrust (P-Factor) results in a longer moment arm to the center of thrust of the right engine than the left engine. Therefore, the center of lift is farther out on the right wing, resulting in a greater rolling tendency with a loss of the left engine. The left engine’s failure also results in a more significant downward pitching moment due to the greater loss of negative lift produced by the tail.

Fixed Pitch Prop:

On a fixed pitch prop, when the blade angle increases, it takes a bigger bite out of the air. Therefore, the RPMs will decrease.

Constant Speed Prop:

On a constant speed prop, as the name suggest, it maintains a constant RPM speed with the changing blade angles.

How a Constant Speed Propeller Works

Modern constant speed propellers work by automatically adjusting their pitch hydraulically, using a propeller governor or constant speed units and pressurized oil pumped through the propeller shaft. The pilot adjusts the pitch or propeller blade angle of a constant speed prop by moving the propeller lever.

SPEEDER SPRING

When the pilot moves the prop lever, the attached governor control lever and threaded shaft move as well. As the shaft moves, it either applies or releases pressure on the speeder spring.

Pulling back on the lever increases the pitch of the blades as well as the corresponding torque requirement needed to hold a constant engine RPM.

In the absence of increased power, both the engine RPM and the prop speed will slow. This is the high pitch/low PRM propeller blade configuration, and it is generally used once you have reached your cruising altitude.

If the prop lever is pushed forward, blade pitch decreases, along with torque requirements needed for constant RPM. Keep power the same, and the engine RPM will increase. This configuration is a low pitch/high RPM set-up that is used for takeoff.

Constant Speed Propellers and Their Function

A constant speed propeller is designed to maintain a fixed RPM regardless of changes in the aircraft’s flight conditions (such as altitude or airspeed) or power settings. This is achieved by automatically adjusting the pitch of the propeller blades. The constant speed mechanism ensures that the engine operates at optimal RPM, improving efficiency, performance, and fuel consumption.

There are two main types of constant speed propellers: one that relies on counterweights and the other that uses a hydraulic (or hydromatic) system.

1) Counterweight Constant Speed Propellers

Operation:

A counterweight constant speed propeller relies on a mechanical system with counterweights and springs to control the pitch of the propeller blades.

Inside the hub of the propeller, there is a spring-loaded mechanism that adjusts the blade angle in response to changes in oil pressure sent by the governor.

Oil pressure increases (when engine speed drops) to move the blades to a fine pitch (lower angle), which increases RPM.

Oil pressure decreases (when engine speed increases) to move the blades to a coarse pitch (higher angle), reducing RPM and preventing engine over-speed.

Loss of Oil Pressure during Engine Failure:

In the event of engine failure, particularly during a loss of oil pressure, the counterweight system causes the blades to move to a full coarse pitch position.

In a coarse pitch, the blades are angled steeply, which generates more drag, reduces RPM, and allows the engine to operate at a lower power output.

The propeller blades stop turning or slow down significantly and become streamlined with the airflow, minimizing drag.

This automatic shift to a full coarse pitch position is designed to reduce drag on the engine and aircraft, which is beneficial in situations like engine failure or power loss.

Purpose and Use:

This type of propeller is typically found in twin-engine aircraft. When one engine fails, the increased drag due to the coarse pitch helps reduce the load on the remaining engine and minimizes the risk of further mechanical issues.

By streamlining the blades, drag is minimized, and the aircraft’s glide performance is optimized during engine-out situations.

2) Hydromatic Constant Speed Propellers

Operation:

A hydromatic constant speed propeller relies on hydraulic or oil pressure to change the blade pitch. This system is more complex and precise compared to the counterweight system.

The hydraulic mechanism in the hub uses oil to adjust the blades to the required pitch. The oil pressure is regulated by the propeller governor, which monitors the engine’s RPM and adjusts the pitch to maintain the desired speed.

When oil pressure is high, the propeller blades are set to a fine pitch (lower angle), which allows the engine to produce more power for climbing or high-speed cruising.

When oil pressure is low, the blades are set to a coarse pitch (higher angle), which reduces RPM and prevents over-speeding at lower power settings.

Loss of Oil Pressure during Engine Failure:

If oil pressure is lost (as might happen during an engine failure), the hydraulic system will fail to adjust the blade pitch as normal.

In this case, the propeller blades will automatically move to a full fine pitch position.

In fine pitch, the blades are set at a shallow angle, providing less resistance against the air.

This allows the engine to develop the most power possible under the circumstances, as the fine pitch reduces drag and enables the engine to run at its maximum RPM.

By allowing the engine to produce maximum RPM with minimal resistance, the aircraft can achieve the best performance during an emergency, such as maximizing the available power in case of an engine failure.

Purpose and Use:

Hydromatic propellers are commonly used in single-engine aircraft.

In the event of an engine failure, setting the propeller to fine pitch helps the aircraft maintain the highest possible engine power and best possible glide performance, since the fine pitch setting reduces drag and allows the engine to operate more efficiently with the available power.

Summary of Differences:

Counterweight Propeller:

Loss of oil pressure → Propeller moves to full coarse pitch.

Propeller blades stop turning or align with the airflow, reducing drag.

Typically used in twin-engine aircraft, where minimizing drag is important during engine failure.

Hydromatic Propeller:

Loss of oil pressure → Propeller moves to full fine pitch.

Blades are set at a shallow angle to produce maximum power and minimize drag.

Typically used in single-engine aircraft, where maintaining power and performance after an engine failure is crucial.

In essence, each type of propeller is designed with a different focus:

Counterweight systems prioritize reducing drag during an engine failure.

Hydraulic systems prioritize maintaining engine power and optimizing performance when oil pressure is lost.

AIM AIR 3.2.2 Carbon Monoxide

Carbon monoxide is a colourless, odourless, tasteless gas that is a product of incomplete combustion. Haemoglobin, the oxygen- carrying chemical in the blood, picks up carbon monoxide over 200 times more readily than it picks up oxygen. Thus, even minute quantities in the cockpit (often from improperly vented exhaust fumes) may result in pilot incapacitation.

The symptoms of carbon monoxide poisoning are insidious. Initially, there is an inability to concentrate, thinking becomes blurred, and subsequently dizziness and headache develop. If any of these symptoms are noticed, pilots should turn off the heater, open the air ventilators and descend to a lower altitude if it is safe to do so. If oxygen is available, it should be used. If an exhaust leak is suspected, the pilot should land the aircraft as soon as possible.

Smoking is a source of carbon monoxide. Smokers carry some carbon monoxide in their blood all the time, and may have 5 to 10 percent of their haemoglobin saturated with carbon monoxide. This reduces the oxygen-carrying capacity of the blood and smokers may become hypoxic at altitudes below 10 000 ft ASL (3 050 m).

Catalytic heaters consume oxygen and can produce carbon monoxide. For this reason they should not be used on an aircraft.

High to low, look out below; Low to high, too much Sky

1. Take the current altimeter setting and subtract is from the standard. Then times that by 1000 ft.
2. Then add the altitude for a higher pressure or subtract the altitude for a lower pressure.

Answer:

1. 29.92 – 30.12 = .20 inches x 1000 = 200 ft correction
2. 200 ft + 5000 = 5200 ft. We added the 200 ft because we flew to an area of higher pressure. We are flying at a true altitude of 5200 ft MSL.

The True Airspeed Rule of Thumb under standard conditions is 2% of CAS for every thousand Feet.

2% x 100 = 2

2 x 6 (using 6,000 ft) = 12%

12% added to 100 knots = 112 Knots TAS

Means any frost, ice, slush or snow that adheres to the critical surfaces of an aircraft.

Handbook for Civil aviation Medical Examiners

Hypoxia is an insidious killer. There is a tendency for euphoria to develop while motor skills and reasoning abilities deteriorate. The result is that in many cases the pilot may become seriously hypoxic without appreciating that there is a problem. To the observer tachypnea, cyanosis, mental confusion and loss of muscle coordination are obvious. To the pilot however, the only symptoms may be slight dyspnea, dizziness, fatigue, decreasing vision and finally loss of muscular control. Night vision can be impaired at as low as 5000 ft. Tolerance to hypoxia varies from individual to individual and from time to time. Tolerance can be increased by continual exposure to high altitudes and varies with the level of the hemoglobin and the oxygen carrying capacity of the blood. It is decreased by fatigue, cold and poor physical conditioning. Even at 5,000 ft. night vision is decreased.

Types

Hypoxia is generally divided into four types.

Hypoxic hypoxia is due to a decrease in the oxygen available to the body such as typically occurs with altitude.

Hypemic hypoxia is caused by a reduction in the oxygen carrying capacity of the blood for any reason. It also occurs when hemoglobin is saturated by gases for which it has a higher affinity, the most common of which is carbon monoxide. This is not only produced by exhaust leaks into the cockpit but also by cigarette smoking. Carbon monoxide is a product of incomplete combustion and may be present at levels of 6-8% in the blood of a heavy smoker and such individuals may become significantly hypoxic at levels below 10,000 ft.

Stagnant hypoxia is a less common problem caused by a reduction in total cardiac output, pooling of the blood or restriction of blood flow. Heart failure, shock, continuous positive pressure breathing and Gforces in flight can create stagnant hypoxia. Local stagnant hypoxia can occur with tight and restrictive clothing or, in the cerebral circulation, in association with vasoconstriction due to respiratory alkalosis provoked by hyperventilation.

Histotoxic hypoxia refers to poisoning of the respiratory cytochrome system by chemicals such as cyanide or carbon monoxide but it can also be caused by the effects of alcohol. Needless to say a pilot in poor physical condition, recovering from a hangover and smoking while in flight can quickly become an unfortunate statistic!

AIM AIR 3.2.2 Carbon Monoxide

Carbon monoxide is a colourless, odourless, tasteless gas that is a product of incomplete combustion. Haemoglobin, the oxygen- carrying chemical in the blood, picks up carbon monoxide over 200 times more readily than it picks up oxygen. Thus, even minute quantities in the cockpit (often from improperly vented exhaust fumes) may result in pilot incapacitation.

The symptoms of carbon monoxide poisoning are insidious. Initially, there is an inability to concentrate, thinking becomes blurred, and subsequently dizziness and headache develop. If any of these symptoms are noticed, pilots should turn off the heater, open the air ventilators and descend to a lower altitude if it is safe to do so. If oxygen is available, it should be used. If an exhaust leak is suspected, the pilot should land the aircraft as soon as possible.

Smoking is a source of carbon monoxide. Smokers carry some carbon monoxide in their blood all the time, and may have 5 to 10 percent of their haemoglobin saturated with carbon monoxide. This reduces the oxygen-carrying capacity of the blood and smokers may become hypoxic at altitudes below 10 000 ft ASL (3 050 m).

AIM AIR 3.9 ALCOHOL

Never fly while under the influence of alcohol. It is best to allow at least 24 hours between the last drink and take-off time. Alcohol is selectively concentrated by the body into certain areas and can remain in the fluid of the inner ear even after all traces of alcohol in the blood have disappeared. This accounts for the difficulty in balance that is experienced in a hangover. Even small amounts of alcohol (0.05 percent) have been shown in simulators to reduce piloting skills. The body metabolizes alcohol at a fixed rate and no amount of coffee, medication or oxygen will alter this rate. ALCOHOL AND FLYING DO NOT MIX.

If you find that you are drinking excessively or encountering problems related to alcohol, you must refrain from flying and seek assistance. Transport Canada has a policy and pathway to return to flying with the appropriate treatment and monitoring. Early intervention and active engagement are best for long-term success.

Alcohol or Drugs — Crew Members

602.03 No person shall act as a crew member of an aircraft

(a) within 12 hours after consuming an alcoholic beverage;

(b) while under the influence of alcohol; or

(c) while using any drug that impairs the person’s faculties to the extent that the safety of the aircraft or of persons on board the aircraft is endangered in any way.

AIM AIR 3.12 BLOOD DONATION

Aircraft Icing

602.11 (1) In this section, critical surfaces means the wings, control surfaces, rotors, propellers, horizontal stabilizers, vertical stabilizers or any other stabilizing surfaces of an aircraft, as well as any other surfaces identified as critical surfaces in the aircraft flight manual.

(2) No person shall conduct or attempt to conduct a take-off in an aircraft that has frost, ice or snow adhering to any of its critical surfaces.

(3) Despite subsection (2), a person may conduct a take-off in an aircraft that has frost caused by cold-soaked fuel adhering to the underside or upper side, or both, of its wings if the take-off is conducted in accordance with the aircraft manufacturer’s instructions for take-off under those conditions.

(4) Where conditions are such that frost, ice or snow may reasonably be expected to adhere to the aircraft, no person shall conduct or attempt to conduct a take-off in an aircraft unless

(a) for aircraft that are not operated under Subpart 5 of Part VII,

(i) the aircraft has been inspected immediately prior to take-off to determine whether any frost, ice or snow is adhering to any of its critical surfaces, or

(ii) the operator has established an aircraft inspection program in accordance with the Operating and Flight Rules Standards, and the dispatch and take-off of the aircraft are in accordance with that program; and

(b) for aircraft that are operated under Subpart 5 of Part VII, the operator has established an aircraft inspection program in accordance with the Operating and Flight Rules Standards, and the dispatch and take-off of the aircraft are in accordance with that program.

(5) The inspection referred to in subparagraph (4)(a)(i) shall be performed by

(a) the pilot-in-command;

(b) a flight crew member of the aircraft who is designated by the pilot-in-command; or

(c) a person, other than a person referred to in paragraph (a) or (b), who

(i) is designated by the operator of the aircraft, and

(ii) has successfully completed training relating to ground and airborne icing operations under Subpart 4 or relating to aircraft surface contamination under Part VII.

(6) Where, before commencing take-off, a crew member of an aircraft observes that there is frost, ice or snow adhering to the wings of the aircraft, the crew member shall immediately report that observation to the pilot-in-command, and the pilot-in-command or a flight crew member designated by the pilot-in-command shall inspect the wings of the aircraft before take-off.

(7) Before an aircraft is de-iced or anti-iced, the pilot-in-command of the aircraft shall ensure that the crew members and passengers are informed of the decision to do so.

AIM AIR