Dutch roll is a coupled lateral/directional oscillation that is usually dynamically stable but is unsafe in an aircraft because of the oscillatory nature. 

Most modern swept wing aircraft have yaw dampers that automatically correct for Dutch roll by quickly adjusting the rudder. 

A Machmeter is an instrument which provides an indication of the Mach Number(M), which is the ratio between the aircraft True Air Speed (TAS) and the local speed of sound (LSS). 

Fuel Requirements

CAR 602.88 (1) This section does not apply in respect of any glider, balloon or ultra-light aeroplane.

(2) No pilot-in-command of an aircraft shall commence a flight or, during flight, change the destination aerodrome set out in the flight plan or flight itinerary, unless the aircraft carries sufficient fuel to ensure compliance with subsections (3) to (5).

(3) An aircraft operated in VFR flight shall carry an amount of fuel that is sufficient to allow the aircraft

(a) in the case of an aircraft other than a helicopter,

(i) when operated during the day, to fly to the destination aerodrome and then to fly for a period of 30 minutes at normal cruising speed, or

(ii) when operated at night, to fly to the destination aerodrome and then to fly for a period of 45 minutes at normal cruising speed; or

(b) in the case of a helicopter, to fly to the destination aerodrome and then to fly for a period of 20 minutes at normal cruising speed.

(4) An aircraft operated in IFR flight shall carry an amount of fuel that is sufficient to allow the aircraft

(a) in the case of a propeller-driven aeroplane,

(i) where an alternate aerodrome is specified in the flight plan or flight itinerary, to fly to and execute an approach and a missed approach at the destination aerodrome, to fly to and land at the alternate aerodrome and then to fly for a period of 45 minutes, or

(ii) where an alternate aerodrome is not specified in the flight plan or flight itinerary, to fly to and execute an approach and a missed approach at the destination aerodrome and then to fly for a period of 45 minutes; or

(b) in the case of a turbo-jet-powered aeroplane or a helicopter,

(i) where an alternate aerodrome is specified in the flight plan or flight itinerary, to fly to and execute an approach and a missed approach at the destination aerodrome, to fly to and land at the alternate aerodrome and then to fly for a period of 30 minutes, or

(ii) where an alternate aerodrome is not specified in the flight plan or flight itinerary, to fly to and execute an approach and a missed approach at the destination aerodrome and then to fly for a period of 30 minutes.

(5) Every aircraft shall carry an amount of fuel that is sufficient to provide for:

(a) taxiing and foreseeable delays prior to take-off;

(b) meteorological conditions;

(c) foreseeable air traffic routings and traffic delays;

(d) landing at a suitable aerodrome in the event of loss of cabin pressurization or, in the case of a multi-engined aircraft, failure of any engine, at the most critical point during the flight; and

(e) any other foreseeable conditions that could delay the landing of the aircraft.

Source: From Ground Up 3.8.4 Prop Reversing:

Description:

Hydromechanical Low Stops prevent inadvertent movement of the throttle levers into beta range during the flight.

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.

Take-off Weight Limitations

705.56 (1) No person shall conduct a take-off in an aircraft if the weight of the aircraft

(a) exceeds the maximum take-off weight specified in the aircraft flight manual for the pressure-altitude and the ambient temperature at the aerodrome where the take-off is to be made; or

(b) after allowing for planned fuel consumption during the flight to the destination aerodrome or alternate aerodrome, exceeds the landing weight specified in the aircraft flight manual for the pressure-altitude and the ambient temperature at the destination aerodrome or alternate aerodrome.

(2) In the determination of the maximum take-off weight referred to in subsection (1) for an aeroplane,

(a) the required accelerate-stop distance shall not exceed the accelerate-stop distance available (ASDA);

(b) the required take-off run shall not exceed the take-off run available (TORA); and

(c) the required take-off distance shall not exceed the take-off distance available (TODA).

(3) For the purposes of subsection (2), the following factors shall be taken into account:

(a) the pressure-altitude at the aerodrome;

(b) the ambient temperature;

(c) the runway slope in the direction of take-off; and

(d) not more than 50 per cent of the reported headwind component or not less than 150 per cent of the reported tailwind component.

Definition of Principal
103.12  principal means

(a) in respect of an air operator,

(i) any person who is employed or contracted by the air operator on a full- or part-time basis as the operations manager, the chief pilot or the person responsible for the maintenance control system, or any person who occupies an equivalent position,

(ii) any person who exercises control over the air operator as an owner, and

(iii) the accountable executive appointed by the air operator under section 106.02;

Maximum Number of Leased Aircraft

203.07 (1) No Canadian air operator shall, pursuant to section 203.03, operate a number of leased aircraft registered in a foreign state that exceeds 25 per cent of the total number of aircraft registered to that Canadian air operator, rounded to the next highest whole number.

Flight Crew Member Qualifications

703.88 (1) Subject to subsections (6) and (7), no air operator shall permit a person to act and no person shall act as a flight crew member in an aircraft unless the person

(a) holds the licence and ratings required by Part IV;

(b) within the previous 90 days, has completed at least three take-offs and three landings

Extended Charter
700.06 No air operator shall operate an aircraft on an extended charter unless the air operator

(a) is authorized to do so in its air operator certificate; and

(b) complies with the Commercial Air Service Standards.

Minimum Visual Meteorological Conditions for VFR Flight in Uncontrolled Airspace

602.115 No person shall operate an aircraft in VFR flight within uncontrolled airspace unless

(a) the aircraft is operated with visual reference to the surface;

(b) where the aircraft is operated at or above 1,000 feet AGL

(i) during the day, flight visibility is not less than one mile,

(ii) during the night, flight visibility is not less than three miles, and

(iii) in either case, the distance of the aircraft from cloud is not less than 500 feet vertically and 2,000 feet horizontally;

(c) where the aircraft is not a helicopter and is operated at less than 1,000 feet AGL

(i) during the day, flight visibility is not less than two miles, except if otherwise authorized in an air operator certificate,

(ii) during the night, flight visibility is not less than three miles, and

(iii) in either case, the aircraft is operated clear of cloud;

Dispatch Limitations: Landing at Destination and Alternate Aerodromes

704.49 (1) Subject to subsection (3), 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

(c) in the case of a large aeroplane that is propeller-driven and equipped with reverse thrust, the weight of the aeroplane on landing at the destination aerodrome and at the alternate aerodrome will allow a full-stop landing within 80% of the landing distance available (LDA)

Take-off Minima

705.34 (1) Subject to subsection (2), no person shall conduct a take-off in an aircraft in IMC where weather conditions are at or above the take-off minima, but below the landing minima, for the runway to be used unless an alternate aerodrome is specified in the operational flight plan and that aerodrome is located

(a) in the case of a twin-engined aircraft, within the distance that can be flown in 60 minutes at the one-engine-inoperative cruise speed; or

(b) in the case of a three- or four-engined aircraft or where an air operator is authorized in its air operator certificate to conduct ETOPS with the type of aircraft operated, within the distance that can be flown in 120 minutes at the one-engine-inoperative cruise speed.

Fuelling with Engines Running

602.09 No person operating an aircraft shall permit the fuelling of the aircraft while an engine used for the propulsion of the aircraft is running and passengers are on board the aircraft or are embarking or disembarking, unless subsection 604.84(1), 704.33(4) or 705.40(3), as applicable, is complied with.

Transport of Passengers in Single-engined Aircraft

703.22 (1) Subject to subsection (2), no air operator shall operate a single-engined aircraft with passengers on board in IFR flight or in night VFR flight.

(2) An air operator may operate a single-engined aircraft with passengers on board in IFR flight or in night VFR flight if the air operator

(a) is authorized to do so in its air operator certificate; and

(b) complies with the Commercial Air Service Standards.

Maximum Flight Time

700.27 (1) An air operator shall not assign flight time to a flight crew member, and a flight crew member shall not accept such an assignment, if the member’s total flight time will, as a result, exceed

(a) 112 hours in any 28 consecutive days;

(b) 300 hours in any 90 consecutive days;

(c) 1,000 hours in any 365 consecutive days; or

(d) in the case of a single-pilot operation, 8 hours in any 24 consecutive hours.

(2) For the purpose of subsection (1), a flight crew member’s flight time includes

(a) the flight time accumulated from other flight operations; and

(b) the total flight time of a flight with an augmented flight crew.

Additional Equipment for Single-pilot Operations

704.65 No person shall operate an aircraft on a single-pilot operation in IMC unless the aircraft is equipped with

(a) an auto-pilot that is capable of operating the aircraft controls to maintain flight and manoeuvre the aircraft about the lateral and longitudinal axes;

(b) a headset with a boom microphone or equivalent and a transmit button on the control column; and

(c) a chart holder that is equipped with a light and that is placed in an easily readable position.

CAR 604.98 

(1) No private operator shall assign flight time to a flight crew member, and no flight crew member shall accept such an assignment, if the flight crew member’s total flight time in all flights conducted under this Subpart, Part IV or Part VII would, as a result, exceed

(a) 1,200 hours in a period of 12 consecutive months;

(b) 300 hours in a period of 90 consecutive days;

(c) 120 hours in a period of 30 consecutive days; or

(d) 8 hours in a period of 24 consecutive hours, if the assignment is for a single-pilot IFR flight.

Night and IMC Flights

702.42 (1) No person shall operate an aircraft at night unless the aircraft is equipped with

(a) at least one landing light; and

(b) if the aircraft is operated in icing conditions, a means of illumination or other means to detect the formation of ice.

(2) No person shall operate a multi-engined aircraft in IMC unless the aircraft is equipped with

(a) two generators or two alternators, each of which is driven by a separate engine or by a rotor drive train; and

(b) two independent sources of energy, at least one of which is not a battery, and each of which is able to drive all flight instruments requiring a source of energy and is installed so that the failure of one instrument or one source of energy will affect neither the energy supply to the remaining instruments nor the other source of energy.

Additional Equipment for Single-pilot Operations

702.43 No air operator shall operate an aircraft on a single-pilot operation in IFR flight unless the aircraft is equipped with

(a) an auto-pilot that is capable of operating the aircraft controls to maintain flight and manoeuvre the aircraft about the lateral and longitudinal axes;

(b) a headset with a boom microphone or equivalent and a transmit button on the control column; and

(c) a chart holder that is equipped with a light and that is placed in an easily readable position.

Forest Fire Aircraft Operating Restrictions

601.15 No person shall operate an aircraft

(a) over a forest fire area, or over any area that is located within five nautical miles of a forest fire area, at an altitude of less than 3,000 feet AGL; or

(b) in any airspace that is described in a NOTAM (for forest fire areas.)

Airline Transport Licence — Training Program and Recording of Time

401.11 (1) No person shall record in a personal log the flight time acquired by a co-pilot while acting as pilot-in-command under supervision, unless the flight time

(a) was acquired in accordance with an airline transport pilot licence training program approved by the Minister pursuant to subsection (2) and carried out in accordance with the personnel licensing standards; and

(b) is recorded in the personal log in accordance with the personnel licensing standards.

Delayed Reporting Time

700.52 (1) If an air operator advises a flight crew member of a delay in the member’s reporting time before the member leaves their suitable accommodation to report for duty, the duration of the flight duty period shall, for the purposes of determining the maximum flight duty period in accordance with section 700.28, be calculated starting from either the initial reporting time or the delayed reporting time, whichever results in the shorter period.

(2) Despite subsection (1), the flight duty period shall begin, if the delay in the reporting time

(a) is less than four hours, at the delayed reporting time; or

(b) is four hours or more but less than 10 hours, four hours after the initial reporting time.

AIM 11.7.2

106.02 (1) The applicant for, or the holder of, a certificate referred to in section 106.01 shall

(a) appoint an individual as accountable executive to be responsible for operations or activities authorized under the certificate and accountable on their behalf for meeting the requirements of these Regulations;

(b) notify the Minister of the name of the person appointed; and

(c) ensure that the accountable executive submits to the Minister a signed statement that they accept the responsibilities of their position within 30 days after their appointment.

(2) No person shall be appointed under subsection (1) unless they have control of the financial and human resources that are necessary for the activities and operations authorized under the certificate.

Time with no Assigned Duties

604.104 No private operator shall assign duties to a flight crew member, and no flight crew member shall accept those duties, unless the private operator provides the flight crew member with one of the following periods with no assigned duties:

(a) at least 36 consecutive hours in a period of 7 consecutive days; or

(b) at least 3 consecutive calendar days in a period of 17 consecutive days.

Reference: CAR 605.31 Oxygen Requirements for Pressurized Aircraft

All crew members and 10 per cent of passengers and, in any case, no less than one passenger.

(a) Entire period of flight exceeding 30 minutes at cabin-pressure-altitudes above 10,000 feet ASL but not exceeding 13,000 feet ASL

(b) Entire period of flight at cabin-pressure-altitudes above 13,000 feet ASL

Reference CARs 605.32

(1) Where an aircraft is operated at cabin-pressure-altitudes above 10,000 feet ASL but not exceeding 13,000 feet ASL, each crew member shall wear an oxygen mask and use supplemental oxygen for any part of the flight at those altitudes that is more than 30 minutes in duration.

(2) Where an aircraft is operated at cabin-pressure-altitudes above 13,000 feet ASL, each person on board the aircraft shall wear an oxygen mask and use supplemental oxygen for the duration of the flight at those altitudes.

(3) The pilot at the flight controls of an aircraft shall use an oxygen mask if

(a) the aircraft is not equipped with quick-donning oxygen masks and is operated at or above flight level 250; or

(b) the aircraft is equipped with quick-donning oxygen masks and is operated above flight level 410.

AIM RAC 9.2

Altimeter-setting and Operating Procedures in the Standard Pressure Region

602.36 (1) When an aircraft is operated in the standard pressure region, each flight crew member who occupies a flight crew member position that is equipped with an altimeter shall

(a) immediately before conducting a take-off from an aerodrome, set the altimeter to the altimeter setting of the aerodrome or, if that altimeter setting is not obtainable, to the elevation of the aerodrome;

(b) before reaching the flight level at which the flight is to be conducted, set the altimeter to 29.92 inches of mercury or 1,013.2 millibars; and

(c) immediately before commencing a descent for the purpose of landing at an aerodrome, set the altimeter to the altimeter setting of the aerodrome, if that altimeter setting is obtainable.

(2) Despite paragraph (1)(c), when a holding procedure is being conducted before landing at an aerodrome located in the standard pressure region, each flight crew member who occupies a flight crew member position that is equipped with an altimeter shall set the altimeter to the altimeter setting of the aerodrome immediately before descending below the lowest flight level at which the holding procedure is conducted.

AIM RAC 6.3.2

AIM RAC 4.5.2

ESCAT Plan 602.146 

(1) This section applies in respect of aircraft before entering into and while operating within Canadian domestic airspace or the ADIZ.

(2) The pilot-in-command of an aircraft referred to in subsection (1) who is notified by an air traffic control unit of the implementation of the ESCAT Plan shall

(a) before take-off, obtain approval for the flight from the appropriate ATC unit or FSS;

(b) comply with any instruction to land or to change course or altitude that is received from the appropriate ATC unit or FSS; and

(c) provide the appropriate ATC unit or FSS with position reports (i) when operating within controlled airspace, and (ii) when operating outside controlled airspace, at least every 30 minutes.

Passenger and Cabin Safety Procedures/

705.40 (1) An air operator shall establish procedures to ensure that

(a) passengers move to and from the aircraft and embark and disembark safely, in accordance with procedures that meet the Commercial Air Service Standards and that are specified in the air operator’s company operations manual;

(b) all passengers are seated and secured in accordance with subsection 605.26(1);

(c) subject to subsection (2), the back of each seat is in the upright position and all chair tables and carry-on baggage are stowed during movement on the surface, take-off and landing and at such other times as the pilot-in-command considers necessary for the safety of the persons on board the aircraft; and

(d) seats located at emergency exits and seats that are not located on the main deck of an aircraft are not occupied by passengers whose presence in those seats could adversely affect the safety of passengers or crew members during an emergency evacuation.

(2) An air operator may, for the transportation of any passenger who has been certified by a physician as unable to sit upright, allow the back of the seat occupied by such a passenger to remain in the reclining position during movement on the surface, take-off and landing if

(a) the passenger is seated in a location that will not restrict the evacuation of other passengers from the aircraft;

(b) the passenger is not seated in a row that is next to or immediately in front of an emergency exit; and

(c) the seat immediately behind the passenger’s seat is vacant.

Use of Oxygen

605.32 (1) Where an aircraft is operated at cabin-pressure-altitudes above 10,000 feet ASL but not exceeding 13,000 feet ASL, each crew member shall wear an oxygen mask and use supplemental oxygen for any part of the flight at those altitudes that is more than 30 minutes in duration.

(2) Where an aircraft is operated at cabin-pressure-altitudes above 13,000 feet ASL, each person on board the aircraft shall wear an oxygen mask and use supplemental oxygen for the duration of the flight at those altitudes.

(3) The pilot at the flight controls of an aircraft shall use an oxygen mask if

(a) the aircraft is not equipped with quick-donning oxygen masks and is operated at or above flight level 250; or

(b) the aircraft is equipped with quick-donning oxygen masks and is operated above flight level 410.

AIM RAC 2.8.5

Requirements for Power-driven Aircraft

602.60 (1) No person shall conduct a take-off in a power-driven aircraft, other than an ultra-light aeroplane, unless the following operational and emergency equipment is carried on board:

(a) a checklist or placards that enable the aircraft to be operated in accordance with limitations specified in the aircraft flight manual, aircraft operating manual, pilot operating handbook or any equivalent document provided by the manufacturer;

(b) all of the necessary current aeronautical charts and publications covering the route of the proposed flight and any probable diversionary route, if the aircraft is operated in VFR OTT, night VFR flight or IFR flight;

(c) a current database, if the aircraft is operated in IFR flight, in VFR OTT flight or in night VFR flight

(d) current data covering the route of the proposed flight and any probable diversionary route, if the aircraft is operated in VFR OTT flight other than VFR OTT flight referred to in paragraph (c) and database-dependent navigation equipment is used;

(e) a hand-held fire extinguisher in the cockpit that

(i) is of a type suitable for extinguishing fires that are likely to occur,

(ii) is designed to minimize the hazard of toxic gas concentrations, and

(iii) is readily available to each flight crew member;

(f) a timepiece that is readily available to each flight crew member and that displays the time in hours, minutes and seconds;

(g) a flashlight that is readily available to each crew member, if the aircraft is operated at night; and

(h) a first aid kit.

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.

In both the Type K and J systems. The lights remain on for 15 mins

ARCAL Type K

Key the microphone 7 times initially.

Then 3 times for low intensity. or 5 times within 5 seconds for medium or 7 times for high intensity. All must be done within 5 seconds.

ARCAL Type J

Key the microphone 7 times within 5 seconds

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.

AIM COM 8.2

Dynamic hydroplaning happens when water lifts your wheels off the runway. This usually happens when a wedge of water builds up in front of your tires and lifts them off the runway. When it happens, you're literally riding on water.

The beta range is used for ground operations to slow the aircraft after landing. Below flight idle, the power levers control the blade pitch directly. With the power lever(s) in the ground idle position, the blade pitch is such that the propeller produces its minimum level of thrust. By moving the power lever from the ground idle position towards maximum reverse, the propeller blades go into reverse pitch which directs the airflow from the propeller forward. This will assist in reducing the aircraft speed during the landing roll and also will allow for intentionally moving the aircraft backwards.

An encounter with an engine stall is associated with one or more loud bangs. The bangs are similar to that of a shotgun being fired.

It may also cause fluctuations in engine parameters, cause abnormally high vibrations, and can even prompt the Exhaust Gas Temperature (EGT) to rise. From outside the aircraft, flames may also be visible from the exhaust, and, at times, from the engine's intakes.

As soon as the engine stalls, the pilot must reduce the thrust to idle by moving the thrust lever(s) of the affected engine(s) back. This should reduce the back pressure and help to stabilize the airflow. Once the engine(s) is/are at idle, the engine parameters must be checked to see if they are stable.

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.

To obtain maximum range, the thrust of the aircraft must be reduced as the airspeed for maximum range decreases with decreasing aircraft weight.

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.

Net Take-off Flight Path

705.57 (1) No person shall conduct a take-off in an aeroplane if the weight of the aeroplane is greater than the weight specified in the aircraft flight manual as allowing a net take-off flight path that clears all obstacles by at least 35 feet vertically or at least 200 feet horizontally within the aerodrome boundaries, and by at least 300 feet horizontally outside those boundaries.

(2) In the determination of the maximum weight, minimum distances and flight path referred to in subsection (1),

(a) corrections shall be made for

(i) the runway to be used,

(ii) the runway slope in the direction of take-off,

(iii) the pressure-altitude at the aerodrome,

(iv) the ambient temperature, and

(v) the wind component at the time of take-off, where not more than 50 per cent of the reported headwind component or not less than 150 per cent of the reported tailwind component is considered; and

(b) calculations shall be based on the pilot

(i) not banking the aeroplane before reaching an altitude of 50 feet,

(ii) subject to subsection (3), using 15 degrees or less of bank at or below 400 feet, and

(iii) using no more than 25 degrees of bank thereafter, aircraft speed and configuration permitting.

(3) A bank angle greater than the 15 degrees referred to in subparagraph (2)(b)(ii) may be used if it is authorized in an air operator certificate.

Reference From the Ground Up 7.4

Lambert Conformal Conic — Useful for long distances because a straight line on the map is very close to a great circle course. Most VFR charts are Lambert Conformal Conic.

Mercator — The most commonly used projection for navigating in small areas because of its accuracy and the fact that a straight line is also a rhumbline.