V₁ is the Takeoff decision speed also known as the Critical Engine failure recognition speed. 

It is maximum speed during the takeoff roll at which the pilot can take the first action to abandon the takeoff and stop the aircraft. As a consequence, the "stop" decision must be made before actually reaching V₁. Above V₁, the takeoff must be continued unless there is reason to believe that the aircraft will not fly. An engine failure identified before V₁ should always result in a rejected takeoff.

When operating above 13,000 ft ASL. Once before the first assignment and every 3 years thereafter.

3.11 ANAESTHETICS

Questions are often asked about flying after anaesthetics. With spinal or general anaesthetics, or with serious operations, pilots should not fly until their doctor says it is safe to do so.

It is difficult to generalize about local anaesthetics used in minor operations or dental work. Allergic reactions to these, if they occur, are early and by the time the anaesthetic has worn off the risk of side effects has passed. However, after extensive procedures (such as the removal of several wisdom teeth), common sense suggests waiting at least 24 hr before flying.

CAR 605.29 Flight Control Locks

No operator of an aircraft shall permit the use of a flight control lock in respect of the aircraft unless

(a) the flight control lock is incapable of becoming engaged when the aircraft is being operated; and

(b) an unmistakable warning is provided to the person operating the aircraft whenever the flight control lock is engaged.

Unforeseen Operational Circumstances

CAR 604.102 (1) Flight duty period may be extended by up to three hours if

(a) the pilot-in-command, after consultation with the other flight crew members, considers it safe to do so;

(b) the flight duty period is extended as a result of an unforeseen operational circumstance that occurs after the beginning of the flight duty period;

(c) the next minimum rest period is extended by an amount of time that is at least equal to the length of the extension of the flight duty period; and

(d) the pilot-in-command notifies the private operator of the unforeseen operational circumstances and of the length of the extension of the flight duty period.

Reference: CARs 704.49

No person shall dispatch or conduct a take-off in an aeroplane unless

(a) in the case of a turbo-jet-powered aeroplane, the weight of the aeroplane on landing at the destination aerodrome and at the alternate aerodrome will allow a full-stop landing within 60% of the landing distance available (LDA);

(b) in the case of a large aeroplane that is propeller-driven, the weight of the aeroplane on landing at the destination aerodrome and at the alternate aerodrome will allow a full-stop landing within 70% of the landing distance available (LDA); or

Minimum Altitudes and Distances CAR 602.14

(2) Except where conducting a take-off, approach or landing or where permitted under section 602.15, no person shall operate an aircraft

(a) over a built-up area or over an open-air assembly of persons unless the aircraft is operated at an altitude from which, in the event of an emergency necessitating an immediate landing, it would be possible to land the aircraft without creating a hazard to persons or property on the surface, and, in any case, at an altitude that is not lower than

(i) for aeroplanes, 1,000 feet above the highest obstacle located within a horizontal distance of 2,000 feet from the aeroplane,

(ii) for balloons, 500 feet above the highest obstacle located within a horizontal distance of 500 feet from the balloon, or

(iii) for an aircraft other than an aeroplane or a balloon, 1,000 feet above the highest obstacle located within a horizontal distance of 500 feet from the aircraft; and

(b) in circumstances other than those referred to in paragraph (a), at a distance less than 500 feet from any person, vessel, vehicle or structure.

Permissible Low Altitude Flight

602.15 (1) A person may operate an aircraft at altitudes and distances less than those specified in subsection 602.14(2) where the aircraft is operated at altitudes and distances that are no less than necessary for the purposes of the operation in which the aircraft is engaged, the aircraft is operated without creating a hazard to persons or property on the surface and the aircraft is operated

(a) for the purpose of a police operation that is conducted in the service of a police authority;

(b) for the purpose of saving human life;

(c) for fire-fighting or air ambulance operations;

(d) for the purpose of the administration of the Fisheries Act or the Coastal Fisheries Protection Act;

(e) for the purpose of the administration of the national or provincial parks; or

(f) for the purpose of flight inspection.

AIM RAC 6.3.2.2 Instrument Flight Rules (IFR) Flight Plan

Visual Meteorological Conditions (VMC): If the failure occurs in VMC, or if VMC are encountered after the failure, the pilot- in-command shall continue the flight under VFR and land as soon as practicable.

Light behind a Medium: 4 miles

Heavy behind a Heavy: 4 miles

Medium behind a Heavy: 5 miles

Light behind a Heavy: 6 miles

ECG for a CAT 1 medical:
Under 30: ECG on initial exam
Between 30-40: ECG within 24 months
Above 40: ECG within 12 months

Medical validity period for CAT1 medical:
Flying 2 crew, commercially, with passengers and single pilot without passengers: Normal 12 month validity
Over 40 years of age in a single pilot operating with passengers: then only 6 months
60 years or older: then only 6 months

Reference: CAR 404.04

(6.1) The validity period of a medical certificate for a commercial pilot licence, a multi-crew pilot licence — aeroplane and an airline transport pilot licence, if the holder of the licence is acting as a flight crew member for hire or reward, is 12 months.

(6.2) However, the validity period of a medical certificate referred to in subsection (6.1) is reduced to 6 months if

(a) the holder of the licence is 40 years of age or older and is conducting a single-pilot operation with passengers on board; or

(b) the holder of the licence is 60 years of age or older.

(6.3) The holder of a commercial pilot licence or an airline transport pilot licence may exercise the privileges of a private pilot licence until the end of the applicable validity period for the private pilot licence.

ECG for a CAT 1 medical:
Under 30: ECG on initial exam
Between 30-40: ECG within 24 months
Above 40: ECG within 12 months

Medical validity period for CAT1 medical:
Flying 2 crew, commercially, with passengers and single pilot without passengers: Normal 12 month validity
Over 40 years of age in a single pilot operating with passengers: then only 6 months
60 years or older: then only 6 months

Reference: CAR 404.04

(6.1) The validity period of a medical certificate for a commercial pilot licence, a multi-crew pilot licence — aeroplane and an airline transport pilot licence, if the holder of the licence is acting as a flight crew member for hire or reward, is 12 months.

(6.2) However, the validity period of a medical certificate referred to in subsection (6.1) is reduced to 6 months if

(a) the holder of the licence is 40 years of age or older and is conducting a single-pilot operation with passengers on board; or

(b) the holder of the licence is 60 years of age or older.

(6.3) The holder of a commercial pilot licence or an airline transport pilot licence may exercise the privileges of a private pilot licence until the end of the applicable validity period for the private pilot licence.

ECG for a CAT 1 medical:
Under 30: ECG on initial exam
Between 30-40: ECG within 24 months
Above 40: ECG within 12 months

Medical validity period for CAT1 medical:
Flying 2 crew, commercially, with passengers and single pilot without passengers: Normal 12 month validity
Over 40 years of age in a single pilot operating with passengers: then only 6 months
60 years or older: then only 6 months

Reference: CAR 404.04

(6.1) The validity period of a medical certificate for a commercial pilot licence, a multi-crew pilot licence — aeroplane and an airline transport pilot licence, if the holder of the licence is acting as a flight crew member for hire or reward, is 12 months.

(6.2) However, the validity period of a medical certificate referred to in subsection (6.1) is reduced to 6 months if

(a) the holder of the licence is 40 years of age or older and is conducting a single-pilot operation with passengers on board; or

(b) the holder of the licence is 60 years of age or older.

(6.3) The holder of a commercial pilot licence or an airline transport pilot licence may exercise the privileges of a private pilot licence until the end of the applicable validity period for the private pilot licence.

Reference: TC AIM 3.3.

Mandatory Reportable Accident

In the case of an accident:

(a)  a person is killed or sustains a serious injury as a result of:

(i)  being on board the aircraft,

(ii)  coming into direct contact with any part of the aircraft, including parts that have become detached from the aircraft, or

(iii)  being directly exposed to jet blast, rotor down wash or propeller wash,

(b)  the aircraft sustains structural failure or damage that adversely affects the aircraft’s structural strength, performance or flight characteristics and would normally require major repair or replacement of any affected component, except for:

(i)  engine failure or damage, when the damage is limited to the engine, its cowlings or accessories, or

(ii)  damage limited to propellers, wing tips, antennae, tires, brakes, fairings or small dents or puncture holes in the aircraft’s skin, or

(c)  the aircraft is missing or inaccessible.

...

Clamshell/Target/Bucket reverses use blocker doors to deflect the hot and cold air forward.

Cascade reversers use translating sleeves to expose cascade vanes, moving the cowling to expose cold air forward only.

Constant Mach Climb: IAS/CAS/TAS decreases
Constant Mach Descent: IAS/CAS/TAS increases

Constant IAS climb: Mach/TAS increases
Constant IAS descent: Mach/TAS decreases

Reference: CARs 704.50 Dispatch Limitations: Wet Runway — Turbo-jet-powered Aeroplanes

When weather reports or forecasts indicate that the runway may be wet at the estimated time of arrival, no person shall dispatch or conduct a take-off in a turbo-jet-powered aeroplane unless the landing distance available (LDA) at the destination airport is at least 115 per cent of the landing distance

V2 is the takeoff safety speed which must be attained at the 35 ft height at the end of the required runway distance. This is essentially the best one-engine inoperative angle of climb speed for the airplane and is a minimum speed for flight in that condition until at least 400 ft above the ground.

Reference: 704.34 Briefing of Passengers

(1) The pilot-in-command shall ensure that passengers are given a safety briefing in accordance with the Commercial Air Service Standards.

(2) If the safety briefing referred to in subsection (1) is insufficient for a passenger because of that passenger’s physical, sensory or comprehension limitations, seat orientation or responsibility for another person on board the aircraft, the pilot-in-command shall ensure that the passenger is given an individual safety briefing that

(a) is appropriate to the passenger’s needs; and

(b) meets the Commercial Air Service Standards.

(3) The pilot-in-command shall ensure that, in the event of an emergency and where time and circumstances permit, all passengers are given an emergency briefing in accordance with the Commercial Air Service Standards.

(4) The pilot-in-command shall ensure that each passenger who is seated next to an emergency exit is made aware of how to operate that exit.

At or below 6,000 feet: 200 knots

Above 6,000 ft up to and including 14,000 ft: 230 knots

Above 14,000 feet: 265 knots

Movement Area: The part of an aerodrome used for the takeoff, landing and taxiing of aircraft, and aprons.

Manoeuvering area: It is the area used for taxiing, take-off and landing.

Movement Area: The part of an aerodrome used for the takeoff, landing and taxiing of aircraft, and aprons.

Manoeuvering area: It is the area used for taxiing, take-off and landing.

Reference: TC AIM 3.3.

Mandatory Reportable Accident

In the case of an accident:

(a)  a person is killed or sustains a serious injury as a result of:

(i)  being on board the aircraft,

(ii)  coming into direct contact with any part of the aircraft, including parts that have become detached from the aircraft, or

(iii)  being directly exposed to jet blast, rotor down wash or propeller wash,

(b)  the aircraft sustains structural failure or damage that adversely affects the aircraft’s structural strength, performance or flight characteristics and would normally require major repair or replacement of any affected component, except for:

(i)  engine failure or damage, when the damage is limited to the engine, its cowlings or accessories, or

(ii)  damage limited to propellers, wing tips, antennae, tires, brakes, fairings or small dents or puncture holes in the aircraft’s skin, or

(c)  the aircraft is missing or inaccessible.

...

Reference: TC AIM 8.8

Pilots of instrument flight rules (IFR) aircraft operating within controlled or uncontrolled high-level airspace should adjust their transponder to reply on Mode A, Code 2000 and on Mode C, unless otherwise instructed by air traffic control (ATC). 

AIM RAC 11.7.4 In-Flight Procedures

(a)  Before entering RVSM airspace, the status of required equipment should be reviewed. The following equipment should be operating normally:

(i)  two independent altitude measurement systems;

(ii)  one automatic altitude control system; and

(iii)  one altitude alert system.

(b)  The pilot must notify ATC whenever the aircraft:

(i)  is no longer RVSM-compliant due to equipment failure;

(ii)  experiences loss of redundancy of altimetry systems; or

(iii)  encounters turbulence or mountain wave activity that affects the capability to maintain the cleared flight level.

(c)  In the event that any of the required equipment fails prior to entering RVSM airspace, a new clearance should be requested in order to avoid RVSM airspace.

(d)  In level cruise, it is essential that the aircraft maintains the cleared flight level. Except in contingency situations, aircraft should not deviate from the cleared flight level without an ATC clearance.

Reference: AIM RAC 2.6
ACA : FL270
NCA : FL230
SCA : FL180

Reference: AIM RAC 2.6
ACA : FL270
NCA : FL230
SCA : FL180

Reference AIM RAC 2.8.2 Class B Airspace

Class B airspace is designated where an operational need exists to provide ATC service to IFR aircraft and to control VFR flights.

All low-level controlled airspace above 12 500 ft ASL or at and above the MEA, whichever is higher, up to but not including 18 000 ft ASL, will be Class B airspace.

Control zones and associated terminal control areas may also be classified as Class B airspace.

CAR 602.62 Life Preservers and Flotation Devices

(1) No person shall conduct a take-off or a landing on water in an aircraft or operate an aircraft over water beyond a point where the aircraft could reach shore in the event of an engine failure, unless a life preserver, individual flotation device or personal flotation device is carried for each person on board.

(2) No person shall operate a land aeroplane, gyroplane, helicopter or airship at more than 50 nautical miles from shore unless a life preserver is carried for each person on board.

(3) No person shall operate a balloon at more than two nautical miles from shore unless a life preserver, individual flotation device or personal flotation device is carried for each person on board.

(4) Subject to subsection (5), for aircraft other than balloons, every life preserver, individual flotation device and personal flotation device referred to in this section shall be stowed in a position that is easily accessible to the person for whose use it is provided, when that person is seated.

(5) In cases where infant life preservers are carried on board an aircraft operated with flight attendants on board, the infant life preservers may be stowed in bulk in a location that is easily accessible to the flight attendants if

(a) the location is adjacent to a ditching emergency exit and is clearly marked as the stowage location for infant life preservers; and

(b) the operator has established procedures that require flight attendants to distribute an infant life preserver to each passenger responsible for an infant when preparing for a ditching.

602.63 Life Rafts and Survival Equipment — Flights over Water

(1) No person shall operate over water a single-engined aeroplane, or a multi-engined aeroplane that is unable to maintain flight with any engine failed, at more than 100 nautical miles, or the distance that can be covered in 30 minutes of flight at the cruising speed filed in the flight plan or flight itinerary, whichever distance is the lesser, from a suitable emergency landing site unless life rafts are carried on board and are sufficient in total rated capacity to accommodate all of the persons on board.

(2) Subject to subsection (3), no person shall operate over water a multi-engined aeroplane that is able to maintain flight with any engine failed at more than 200 nautical miles, or the distance that can be covered in 60 minutes of flight at the cruising speed filed in the flight plan or flight itinerary, whichever distance is the lesser, from a suitable emergency landing site unless life rafts are carried on board and are sufficient in total rated capacity to accommodate all of the persons on board.

(3) A person may operate over water a transport category aircraft that is an aeroplane, at up to 400 nautical miles, or the distance that can be covered in 120 minutes of flight at the cruising speed filed in the flight plan or flight itinerary, whichever distance is the lesser, from a suitable emergency landing site without the life rafts referred to in subsection (2) being carried on board.

(4) No person shall operate over water a single-engined helicopter, or a multi-engined helicopter that is unable to maintain flight with any engine failed, at more than 25 nautical miles, or the distance that can be covered in 15 minutes of flight at the cruising speed filed in the flight plan or flight itinerary, whichever distance is the lesser, from a suitable emergency landing site unless life rafts are carried on board and are sufficient in total rated capacity to accommodate all of the persons on board.

(5) No person shall operate over water a multi-engined helicopter that is able to maintain flight with any engine failed at more than 50 nautical miles, or the distance that can be covered in 30 minutes of flight at the cruising speed filed in the flight plan or flight itinerary, whichever distance is the lesser, from a suitable emergency landing site unless life rafts are carried on board and are sufficient in total rated capacity to accommodate all of the persons on board.

(6) The life rafts referred to in this section shall be

(a) stowed so that they are easily accessible for use in the event of a ditching;

(b) installed in conspicuously marked locations near an exit; and

(c) equipped with an attached survival kit, sufficient for the survival on water of each person on board the aircraft, given the geographical area, the season of the year and anticipated seasonal climatic variations, that provides a means for

(i) providing shelter,

(ii) providing or purifying water, and

(iii) visually signalling distress.

(7) Where a helicopter is required to carry life rafts pursuant to subsection (4) or (5), no person shall operate the helicopter over water having a temperature of less than 10^oC unless

(a) a helicopter passenger transportation suit system that conforms to paragraph 551.407(c) of the Airworthiness Manual is provided for each passenger on board;

(b) a helicopter crew member transportation suit system is provided for each crew member on board; and

(c) the pilot-in-command directs all persons on board to wear their helicopter transportation suit system.

(8) Every person who has been directed to wear a helicopter transportation suit system pursuant to paragraph (7)(c) shall wear that suit system.

(9) Paragraph (7)(a) does not apply if

(a) the flight is necessary in order to respond to a medical emergency or any other emergency that is a threat to the safety of persons and

(i) the helicopter is a transport category rotorcraft, in respect of which a type certificate has been issued, that meets the requirements of Chapter 529 — Transport Category Rotorcraft of the Airworthiness Manualthat are applicable to Category A rotorcraft,

(ii) there is insufficient time before the flight to acquire a helicopter passenger transportation suit system of the appropriate size for each passenger, and

(iii) there is a crew member in the cabin for the duration of the flight who is trained to assist passengers in an emergency evacuation in the event of a landing in water and who is able to come to the assistance of passengers; or

(b) there is a medical reason that prevents a passenger from wearing a helicopter passenger transportation suit system.

(10) A passenger who is not wearing a helicopter passenger transportation suit system for a reason referred to in subparagraph (9)(a)(ii) or paragraph (9)(b) shall be provided with a life preserver and the pilot-in-command shall direct the passenger to wear the life preserver for the duration of the flight if they are physically and medically able to do so.

Reference CAR 605.34

No persona shall operate an aircraft without a serviceable cockpit voice recorder if:

(a) a minimum equipment list has been approved by the Minister ) and the aircraft is operated in accordance with the minimum equipment list;

(b) a minimum equipment list has not been approved by the Minister in respect of the operator of the aircraft and the following conditions are met:

(i) the period during which the aircraft is operated without a serviceable cockpit voice recorder does not exceed 90 days from the day on which the cockpit voice recorder ceased to be serviceable,

(ii) aircraft technical records that indicate the date on which the cockpit voice recorder ceased to be serviceable are carried on board the aircraft,

(iii) the aircraft is required to be equipped with a flight data recorder and

(iv) the flight data recorder is serviceable;

Reference CARs 602.63 Life Rafts and Survival Equipment — Flights over Water

(1) No person shall operate over water a single-engined aeroplane, or a multi-engined aeroplane that is unable to maintain flight with any engine failed, at more than 100 nautical miles, or the distance that can be covered in 30 minutes of flight at the cruising speed filed in the flight plan or flight itinerary, whichever distance is the lesser, from a suitable emergency landing site unless life rafts are carried on board and are sufficient in total rated capacity to accommodate all of the persons on board.

(2) Subject to subsection (3), no person shall operate over water a multi-engined aeroplane that is able to maintain flight with any engine failed at more than 200 nautical miles, or the distance that can be covered in 60 minutes of flight at the cruising speed filed in the flight plan or flight itinerary, whichever distance is the lesser, from a suitable emergency landing site unless life rafts are carried on board and are sufficient in total rated capacity to accommodate all of the persons on board.

(3) A person may operate over water a transport category aircraft that is an aeroplane, at up to 400 nautical miles, or the distance that can be covered in 120 minutes of flight at the cruising speed filed in the flight plan or flight itinerary, whichever distance is the lesser, from a suitable emergency landing site without the life rafts referred to in subsection (2) being carried on board.

Reference CARs 602.63 Life Rafts and Survival Equipment — Flights over Water

(1) No person shall operate over water a single-engined aeroplane, or a multi-engined aeroplane that is unable to maintain flight with any engine failed, at more than 100 nautical miles, or the distance that can be covered in 30 minutes of flight at the cruising speed filed in the flight plan or flight itinerary, whichever distance is the lesser, from a suitable emergency landing site unless life rafts are carried on board and are sufficient in total rated capacity to accommodate all of the persons on board.

(2) Subject to subsection (3), no person shall operate over water a multi-engined aeroplane that is able to maintain flight with any engine failed at more than 200 nautical miles, or the distance that can be covered in 60 minutes of flight at the cruising speed filed in the flight plan or flight itinerary, whichever distance is the lesser, from a suitable emergency landing site unless life rafts are carried on board and are sufficient in total rated capacity to accommodate all of the persons on board.

(3) A person may operate over water a transport category aircraft that is an aeroplane, at up to 400 nautical miles, or the distance that can be covered in 120 minutes of flight at the cruising speed filed in the flight plan or flight itinerary, whichever distance is the lesser, from a suitable emergency landing site without the life rafts referred to in subsection (2) being carried on board.

Reference: Life Preservers and Flotation Devices

602.62 (1) No person shall conduct a take-off or a landing on water in an aircraft or operate an aircraft over water beyond a point where the aircraft could reach shore in the event of an engine failure, unless a life preserver, individual flotation device or personal flotation device is carried for each person on board.

(2) No person shall operate a land aeroplane, gyroplane, helicopter or airship at more than 50 nautical miles from shore unless a life preserver is carried for each person on board.

LAHSO may be carried out under the following conditions: 

(a)  the LDA, measured from the threshold or displaced threshold to 200 ft short of the nearest edge of the runway being intersected must be published in the CAP and in the CFS. ATC shall also broadcast LAHSO advisories, including LDAs, through an ATIS or voice advisory, well in advance of the final approach descent;

(b)  the weather minima of a 1 000-ft ceiling and visibility of three statute miles are required. In specific cases, these criteria may be reduced by the Regional Director, Civil Aviation, but only with a written agreement between ATC and the operator;

(c)  the reported braking action must be not less than good. The runway must be bare. (No snow, slush, ice, frost, or standing water is visible from the tower or reported by a competent person. In order to accommodate small accumulations of ice or snow at the runway edge during winter operations, only the centre 100 ft of the runway must be bare.);

(d) a tailwind of less than five knots is acceptable for normal LAHSO on both dry and wet runway operations. The maximum allowable crosswind component for dry runways is 25 kt and 15 kt for LAHSO. Controllers will not initiate or approve a request for LAHSO on any runway when crosswinds on that runway exceed the maximum; 

(e) ATC must include specific directions to hold short of an intersecting runway (e.g. “cleared to land Runway 27, hold short of Runway 36”). Pilots, in accepting the clearance, must read back “cleared to land Runway 27, hold short of Runway 36.” Having accepted the hold-short clearance, pilots are obligated to remain 200 ft short of the closest edge of the runway being intersected. If, for any reason, a pilot is unsure of being able to comply with a hold-short clearance, the pilot must advise ATC immediately of non-acceptance of the clearance; it is far better to be safe than sorry; 

(f ) the lines are the same as taxiway exit and holding markings. These lines shall be located on the runway 90o to the hold- short runway centreline, 200 ft short of the nearest edge of the runway being intersected. Red and white mandatory instruction signs, illuminated for night LAHSO, shall be located at either end of the lines. 

(g) for tactical ATC reasons, controllers may offer or approve a pilot request for the use of a dry runway for landing with a tailwind not exceeding ten knots. LAHSO will not be authorized on wet runways if the tailwinds are five knots or more. 

NOTE:
LAHSO are not authorized if thunderstorms, turbulence, wind shear or other conditions exist that would adversely affect the restricted aircraft’s ability to hold short after landing. 

AIM RAC 2.8.6 Class F Airspace

Class F airspace is airspace of defined dimensions within which activities must be confined because of their nature, and within which limitations may be imposed upon aircraft operations that are not a part of those activities.

Class F airspace may be restricted airspace, advisory airspace, military operations areas, or danger areas and can be controlled airspace, uncontrolled airspace, or a combination of both.

Unless otherwise specified, the rules for the surrounding airspace apply in areas of Class F airspace, no matter if these areas are active or inactive.

Class F airspace is designated in the DAH (TP 1820) and published on the appropriate aeronautical charts.

AIM RAC 2.8.6 Class F Airspace

Class F airspace is airspace of defined dimensions within which activities must be confined because of their nature, and within which limitations may be imposed upon aircraft operations that are not a part of those activities.

Class F airspace may be restricted airspace, advisory airspace, military operations areas, or danger areas and can be controlled airspace, uncontrolled airspace, or a combination of both.

Unless otherwise specified, the rules for the surrounding airspace apply in areas of Class F airspace, no matter if these areas are active or inactive.

Class F airspace is designated in the DAH (TP 1820) and published on the appropriate aeronautical charts.

Standby Power

Standby power for airport lighting is addressed in TP 312, section 8.1, paragraph 8.1.3. Requirements for standby power for radio navigation aids and aeronautical communications systems are addressed under Subpart 2 of Part VIII of the CARs. This section is intended to provide information with respect to the standby power requirements for the essential elements of the ILS.

When a runway is placed on CAT II/III status, the standby power system becomes the primary source of electrical power, and commercial power will revert to the standby power source status. In this way the backup power source, commercial power, is available without interruption if the standby power supply should fail.

At airports with CAT II/III runways, a switching arrangement is installed in the control tower enabling the controller to select standby or commercial power, at will. One of the controller's actions when placing a runway on CAT II/III status is the selection of standby power as the primary source of electrical power.

Reference: CARs 704.49

No person shall dispatch or conduct a take-off in an aeroplane unless

(a) in the case of a turbo-jet-powered aeroplane, the weight of the aeroplane on landing at the destination aerodrome and at the alternate aerodrome will allow a full-stop landing within 60% of the landing distance available (LDA);

(b) in the case of a large aeroplane that is propeller-driven, the weight of the aeroplane on landing at the destination aerodrome and at the alternate aerodrome will allow a full-stop landing within 70% of the landing distance available (LDA); or

It's important to remember that the trim tab moves opposite to the flight control. If you see the elevator trim tab pointing down, it means it is forcing the elevator up, which commands a nose up pitch attitude for a climb.

If you see the right aileron trim tab pointing down, it means it is forcing the right aileron up, and also moving the left aileron to move down, causing a bank to the right for a right turn.

How Aileron and Elevator Trim Tabs Work:

Trim tabs are small adjustable surfaces attached to the trailing edge of the primary control surfaces, such as the ailerons and the elevators, of an aircraft. They are used to reduce the pilot's workload by maintaining the aircraft's desired attitude without continuous control input. Here's a detailed explanation of how aileron and elevator trim tabs work:

1. Aileron Trim Tabs:

The aileron trim tab is located on the trailing edge of the aileron, typically on the wing. It adjusts the aileron’s effectiveness by creating a small aerodynamic force that helps maintain the desired roll attitude of the aircraft without constant input from the pilot.

How They Work:

Purpose: The main purpose of the aileron trim tab is to eliminate the need for continuous pressure on the control stick or yoke to maintain level flight or a desired bank angle.

Movement: When the pilot adjusts the aileron trim, the trim tab moves in relation to the aileron. If the aircraft is rolling to one side (i.e., the aircraft is uncoordinated or rolling due to aerodynamic forces), the pilot can adjust the aileron trim tab to counteract this roll tendency.

Effect:

If the aircraft is rolling to the right and the pilot wants to stop the roll, the right aileron trim tab can be adjusted down (or left up) to create an aerodynamic force that resists the roll.

Conversely, if the aircraft is rolling to the left, the left aileron trim tab can be adjusted down to help resist the roll, keeping the aircraft level.

Adjustment Mechanism:

Typically, the aileron trim is adjusted by a wheel or a lever in the cockpit, which mechanically or electrically moves the trim tab to create the desired amount of resistance on the aileron.

By adjusting the trim, the pilot can fine-tune the control surface so that less effort is needed to maintain straight and level flight or a constant bank angle.

2. Elevator Trim Tabs:

The elevator trim tab is located on the trailing edge of the horizontal stabilizer or elevator, and its function is to adjust the aircraft's pitch attitude.

How They Work:

Purpose: The elevator trim tab is used to relieve the pilot from constantly holding pressure on the control yoke or stick to maintain a certain pitch attitude (e.g., level flight or climb).

Movement: When the elevator trim tab is adjusted, it changes the airflow around the horizontal stabilizer, creating a force that either increases or decreases the aircraft's pitch attitude.

Effect:

If the aircraft's nose is pitched up, the pilot can adjust the trim tab downward to relieve the pressure on the yoke/stick, helping the aircraft to return to a more neutral attitude.

If the aircraft's nose is pitched down, the pilot can adjust the trim tab upward to keep the nose up and reduce the forward pressure needed on the controls.

Adjustment Mechanism:

The elevator trim can be adjusted via a wheel, knob, or lever, depending on the aircraft's design. The trim tab moves relative to the elevator, creating the necessary aerodynamic force to achieve the desired pitch attitude.

In some aircraft, especially older models, the elevator trim tab is manually adjusted, while modern aircraft often use electric or hydraulic systems to adjust the trim tab automatically.

3. Types of Trim Tabs:

Fixed Trim Tab: A fixed trim tab is simply a small piece of control surface that is set at a fixed angle to the primary control surface. It is used to create a small force that requires no further adjustment unless manually changed.

Adjustable Trim Tab: An adjustable trim tab allows the pilot to change the angle of the tab to fine-tune the aerodynamic force required to hold the desired attitude or trajectory of the aircraft.

4. Key Benefits of Trim Tabs:

Reduced Pilot Workload: Trim tabs allow pilots to relieve pressure on the control yoke or stick, especially during long flights, reducing fatigue and making it easier to maintain a steady course.

Improved Stability: Trim tabs help to counteract aerodynamic forces that cause the aircraft to deviate from its desired attitude. This can improve the overall stability of the aircraft.

Fuel Efficiency: By reducing the amount of continuous control input required, trim tabs help the aircraft maintain a steady flight attitude with minimal power, which can contribute to fuel efficiency over time.

5. Aileron vs. Elevator Trim Tabs:

Aileron Trim Tab: Primarily used to control roll, ensuring that the aircraft remains level or maintains a desired bank angle without the need for constant input from the pilot. It is particularly useful when there is asymmetric loading, such as a heavy load on one wing or a crosswind.

Elevator Trim Tab: Primarily used to control pitch, allowing the pilot to maintain the desired pitch attitude (e.g., level flight, climb, or descent) without needing to apply continuous pressure on the control stick or yoke.

Dihedral is the upward angle of the wings (or tail surface) from a horizontal axis. Dihedral makes aircraft more laterally stable, which means they are more stable when they roll left or right.

SAR: 0.46 NM/lb

SAR= fuel flow/TAS (rearrange the formula).

Fuel flow = TAS/fuel flow
Fuel Flow: 200 knots/0.46
Fuel Flow: 434 lbs/hour

Draw the reference lines for what we already know:

1. Enter from the Takeoff Weight and draw a line through the other end of the chart.
2. Enter the temperate of ISA + 10 and draw a line through the other end of the chart.
3. Enter the wind of a headwind -50 and draw a line through the other end of the chart.
4. Draw the zero wind reference line and draw a line through the other end of the chart.
5. Connect the zero wind reference line to the -50 headwind reference line , using a curved line.
6. Next, from the range of 1150 NM, slope down to meet the headwind line.
7. Draw a line to connect to the ISA reference line.
8. Connect the ISA + 10 reference line, using a curved line.
9. Finally, draw a line to the landing weight.

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

Reference: AIM AGA 7.6.4.3