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Transport Canada modifies Flight Tests to assess stabilized approaches

cessna 172 on departure

The General Aviation Safety Campaign (GASC) was established in June 2017 and since has endeavoured to identify the most common contributory factors in aviation accidents. The GASC created working groups to look to key areas and phases of flight that were particularly hazardous. The GASC divided into nine working groups addressing various areas of interest.

The result of these working groups identified that major contributors of fatal aviation accidents are caused by in-flight loss of control. The more interesting thing is these accidents usually occur during a few critical phases of flight: you guessed it – when you’re at a lower altitude and don’t have enough time to recover.

Some of the specifics of their findings can be found on Transport’s website here

Most loss of control (LOC) accidents ocour during the arrival phase of flight, the base to final turn and on final. Over 20 years of similar research in the U.S. has aligned with these findings. Stalling the aircraft near the ground is very dangerous. One particular area of interest was the topic of stabilized approaches. Transport Canada listened, and has now incorporated the testing of stabilized approaches for the RPL, PPL, CPL and multi-engine flight tests.

transport canada
Transport Canada logo. Image from tc.gc.ca.

The new flight test guidelines will be incorporated into the Flight Test Guides on March 1, 2019. They’ll be available on the Transport Canada website then for download. IFR tests already have this criteria in place, but it will be new for all other flight tests. 

The testing involves ensuring the pilot understands what constitutes a stabilized approach. We’ve always been instructed on what makes a stabilized approach during training, the only difference now is it will be a formally and officially tested skill. So what does it mean to have a stabilized approach? Our instructors have always maintained that a good approach results in a good landing. It’s all part of safety and to make our passengers more comfortable.

One thing that comes to mind is to state at a specific point in the approach is checking in on a specific point in the approach, say 200 AGL, whether your approach is :stable.”  Have you reached your target airspeed and are you flying the attitude? Have you chosen your final flap setting, if applicable? Do you have your wind inputs in, if you face a crosswind? Is the runway clear? If you’re not stabilized according to the criteria set out in the guide, you’ll be expected to initiate an overshoot.

Things we’ve always done, but now will be officially tested on. 

Look for your next handy flight test guide from Transport Canada here

 

 

 

 

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Convert an FAA certificate to a Canadian private pilot license

Pre flight check on a Cesna 172

A little while ago someone asked us how to convert an FAA certificate to a Canadian Private pilot license.

Applicants are required to write a conversion examination consisting of several topics that have mainly to do with Canadian air law. Regulations should be reviewed as they apply to airplanes in VFR operations.  These are found in the table below.

CARS – are Canadian Aviation Regulations and found on Transport Canada’s website. The AIM is the Aeronautical information Manual and may also be found on the TC website, and you can download a a pdf copy of the publication.

Below are the specific subjects that need to be studied for the exam.

CARs Part I, Subpart 1 GENERAL PROVISIONS
101.01 – Interpretation (definitions as needed)
CARs Part IV, Subpart 1 FLIGHT CREW PERMITS, LICENCES AND RATINGS
401.05 – Recency Requirements
401.26 – Private Pilot Licence, Aeroplanes – Privileges
CARs Part IV, Subpart 4 MEDICAL REQUIREMENTS
404.04 – Issuance, Renewal, Validity Period and Extension of a Medical Certificate
CARs Part VI, Subpart 1 AIRSPACE
Division I – Airspace Structure, Classification and Use
Division II – Aircraft Operating Restrictions and Hazards to Aviation Safety
CARs Part VI, Subpart 2 OPERATING AND FLIGHT RULES
Division I – General
Division II – Operational and Emergency Equipment requirements
Division III – Flight Preparation, Flight Plans and Flight Itineraries
Division IV – Pre-Flight and Fuel Requirements
Division V – Operations at or in the Vicinity of an Aerodrome
Division VI – Visual Flight Rules
Division VIII – Radiocommunications
Division IX – Emergency Communications and Security
CARs Part VI, Subpart 5 AIRCRAFT REQUIREMENTS
Division I – Aircraft Requirements – General
Division II – Aircraft Equipment Requirements
TC AIM – GEN GENERAL
1.0  – General Information
3.0 – Transportation Safety Board of Canada
TC AIM – AGA AERODROMES
7.19 – Aerodrome Lightning – Aircraft Radio Control of Aerodrome Lightning (ARCAL)
TC AIM – COM COMMUNICATIONS
5.15 – Radio Communications – Phone Use During Radio Communication Failure
TC AIM – RAC RULES OF THE AIR AND AIR TRAFFIC SERVICES
2.0  – Airspace – Requirements and Procedures
3.6 – Flight Planning – Flight Plans and Flight Itineraries (Opening)
3.12 – Closing
4.0 – Airport Operations
5.0 – VFR En Route Procedures
TC AIM – SAR SEARCH AND RESCUE
3.9 – Emergency Locator Transmitter – Schedule of Requirements
TC AIM – MAP AERONAUTICAL CHARTS AND PUBLICATIONS
2.0  – Aeronautical Information – VFR
6.0 – Aeronautical Information Circulars – General
TC AIM – LRA LICENSING, REGISTRATION AND AIRWORTHINESS
3.9 – Pilot Licensing – Recency Requirements
TC AIM – AIR AIRMANSHIP
1.6 – General Information – Canadian Runway Friction Index
2.12 – Flight Operations – Flight Operations in Winter