TP 14277

• IMC/VMC
• View Limiting Device
• Use of the Autopilot
• Pilot in Command
• Ex. 1 - Pre-flight
• Ex. 2 - IFR Operational Knowledge
• Ex. 3 - ATC Clearances
• Ex. 4 - Departure
• Ex. 5 - Enroute
• Ex. 6 - Arrival
• Ex. 7 - Holding
• Ex. 8 - Approaches
• Ex. 9 - Missed Approach
• Ex. 10 - Transition to Landing
• Ex. 11 - Emergency Procedures

The following comments and information are offered to assist you to conduct a thorough, valid and fair flight test. These suggestions will aid in making accurate assessments of the candidate’s skill and knowledge.

All flight tests will be conducted at your discretion with respect to your knowledge of local conditions, ‘Air Traffic Services’ requirements and facilities. Whenever possible, flight tests should be conducted in accordance with a filed IFR flight plan. The direct interaction between the candidate and ATS in an IFR controlled environment makes the test more valid and greatly reduces the possibility of a faulty or poorly worded simulated clearance. Faulty clearances issued by examiners have been the cause of conflicts and disputes when the results were assessed as “fail”. Some failures have been successfully appealed.

IMC/VMC

You will determine the suitable weather limits for the flight test. However, flight schools or operators may impose additional restrictions, limiting operation to specific weather conditions. (see CAR 605.30)

It is recommended that, when a candidate proposes to do a GPS approach using a type of installed equipment with which you are unfamiliar, the flight test be conducted in VMC conditions.

The aircraft must be adequately equipped to operate in icing conditions when such conditions are reported to exist or forecast to be encountered along the route of flight. The aircraft must be equipped in accordance with the standards of airworthiness under which the type certificate for that aircraft was issued in addition to meeting the requirements of CAR 602.07 - Aircraft Operating Limitations for the intended type of operation (VFR/IFR). Some aircraft appear to be adequately equipped for this type of operation, however, the information required to prove this may not be readily available to you, the examiner. Care must be exercised in making this determination.

Helicopter operations in accordance with Instrument Flight Rules (IFR) are only allowed in helicopters meeting the requirements of CAR 602.07 - Aircraft Operating Limitations. These helicopters are generally complex multi-crew, multi-engine aircraft that are not operationally practical or financially feasible for instrument rating training and testing. The likelihood of a newly endorsed pilot departing into IMC with an IFR certified helicopter without a more experienced pilot-in-command is very remote. Therefore, it is considered acceptable normal practice to simulate IFR flight in VMC with less complex helicopters that are restricted to VFR operations only.

View Limiting Device

There is a requirement to have an effective means of excluding the outside visual reference available, in order to simulate instrument flight conditions. Its use is recommended. Nevertheless, you decide to what extent the device is to be used. This will depend on traffic, weather and other operational circumstances. When the candidate is using the device, you will ensure a safe level of visibility at all times.

Use of the Autopilot

Many aircraft used for Instrument Rating flight tests have autopilots on board. The use of autopilots is encouraged, as they provide assistance to pilots facing heavy workloads during flight. The candidate may elect to use an autopilot, however it is recommended that at least one approach be conducted without the assistance of an autopilot. This is of greater importance during an initial Instrument Rating flight test.

Pilot in Command

CARs 401.26 and 401.27 state in part: “the holder of a valid private pilot license or higher may act as pilot-in-command of any aircraft for the sole purpose of the holder’s flight test where the test is conducted in accordance with CAR 401.15, and no passenger other than the examiner is carried on board...” This means that for the purpose of this flight test, the candidate is deemed to hold a valid instrument rating and may act as pilot-in-command. Therefore, there is no requirement for you to issue a temporary instrument rating to the candidate so that an IFR flight plan can be filed.

Ex. 1 - Pre-flight

1A - Obtaining Weather Information

You will ensure that the candidate has obtained all the necessary weather information for the proposed flight. The candidate should brief you on the weather to be encountered during the test.

Many candidates obtain their weather briefing from a briefer via telephone. You may wish to have a printed copy of the weather information to aid in questioning the candidate on the interpretation and application of weather reports and forecasts.

You should verify the candidate’s knowledge of the CARs and the CAP General by asking specific questions regarding weather minima. Confirm that the candidate knows the standard take-off minima and the minima they used to determine their flight planned alternate.

1B - Flight Planning

It is recommended that you contact the candidate at least one day before the test and assign the flight route. If that is not possible, the candidate should be allowed at least 45 minutes to do the flight planning, excluding weight and balance computations. To make the task more realistic, it is recommended that you assign a route that will be flown on the flight test. If that is not possible, choose a route that can be at least partially flown.

Ask questions on aircraft holding and approach airspeeds for reference during the flight test. Ensure that the candidate knows that these declared airspeeds would be the “standard airspeeds” for assessing the holding and approach items. It is recommended that the answers given by the candidate be recorded.

The candidate should be asked to calculate the weight and balance using actual weights.

1C - Cockpit Checks

Ask the candidate to perform all checks out loud in order to avoid any misunderstandings. Ensure that the candidate verifies navigation aids and that all the flight instruments required for the planned flight are functioning and airworthy. Should the candidate omit flight instrument or navigation aid checks, you will ask the candidate to complete the checks prior to take-off. This will be assessed as a major error and the final assessment awarded will be dependent upon the effectiveness of the check carried out.

If the flight is to be conducted under “simulated IFR”, it is important that the examiner be very specific in the pre-flight briefing of the “simulated” IMC to be encountered during the flight. This will clarify the requirement to ensure that the aircraft instruments and navigation aids are indeed functional and serviceable.

Ex. 2 - IFR Operational Knowledge

Use oral questions to assess the candidate’s level of knowledge of IFR procedures. Prepare questions ahead of time in accordance with the guidance in Chapter 2, Principles of Evaluation, Oral Questions. This item is considered an air item, as operational knowledge will also be evaluated during the flight.

Ex. 3 - ATC Clearances

If the instrument rating flight test is being conducted on an aircraft that is type certified for operation by a single pilot, then the candidate will be expected to handle all of the radio communications and will be assessed accordingly. If the aircraft is type certified for operation by two pilots, then the candidate will be expected to copy and read back at least the initial IFR clearance. The pilot not flying may handle subsequent radio communications. Nevertheless, the candidate will be responsible for all communications throughout the test irrespective of who is communicating with ATC. It may happen from time to time, due to operational and “flight test” circumstances, that you will be required to do some of the communication with ATC. If this is the case, it should be kept to a minimum. A good approach is to let the candidate know that you are pretending to be a passenger on board the aircraft and that the candidate will be expected to handle or be responsible for monitoring and acting on all radio communications.

It is recommended that the flight test be conducted in accordance with a filed IFR flight plan. However, should you choose to do the flight test in accordance with a VFR flight plan, it is absolutely essential that simulated clearances and instructions issued to the candidate be realistic and contain the proper usage of aviation/ATC phraseology. Ensure that the candidate reads back all clearances. If there is any doubt or confusion regarding a simulated clearance or instruction, it should be clarified immediately.

Ex. 4 - Departure

The tolerances listed in the Flight Test Guide - Instrument Rating assume no unusual circumstances. Consideration will be given for unavoidable momentary deviations from these tolerances due to circumstances beyond the reasonable control of the candidate. The key in making an evaluation is to determine if the deviation from the tolerance is due to a lack of skill or due to the circumstances or weather/wind conditions. If the candidate recognizes the deviation immediately and takes corrective action such action would mitigate in favour of the candidate.

Prior to take-off, in the interest of better cockpit co-ordination, the candidate will complete a crew briefing with the examiner on the intended departure procedure, takeoff considerations and procedures to be used in the event of an actual engine failure during takeoff and initial climb. The crew briefing is not part of the take-off evaluation but essential to safety in the event of an actual emergency.

The candidate’s awareness and consideration for other aircraft while manoeuvring on ramps and taxiways will be evaluated as part of the departure.

Ex. 5 - Enroute

The enroute phase begins on interception of the outbound leg or the top of climb, whichever occurs first, and ends at the beginning of the arrival phase.

Ex. 6 - Arrival

The arrival phase starts at the top of descent or the clearance limit of the enroute phase and ends at the Initial Approach Fix.

Ex. 7 - Holding

It is recommended that the examiner direct the candidate to obtain the holding clearance from ATC. Using this method the examiner may also copy the clearance and avoid the possibility of getting into a dispute with the candidate over the validity or content of the clearance. If this is not practical, prepare and write down a holding clearance prior to departure and read it to the candidate when needed. When simulating holding clearances, it is very important that you issue a clearance that is complete, realistic and correct, using proper phraseology. Make sure that the candidate reads back the holding clearance and clearly understands what is expected. Confirm the aircraft holding speed prior to departure. Ensure that candidates know they are expected to maintain this speed during the hold.

The hold entry procedure should be one specified in the Instrument Procedures Manual (IPM), but other entry procedures that ensure remaining within the protected airspace may be used.

Ex. 8 - Approaches

The candidate will perform two different approaches on different approach facilities. This does not restrict you from conducting additional approaches due to traffic, ATC or other operational interference. One precision approach is mandatory on an initial flight test. One approach procedure should be demonstrated with a simulated failed engine for aircraft equipped with more than one engine. Particular attention should be paid to the permitted tolerances during the intermediate and final phases of the final approaches.

If the temperatures are 0°C or colder, the candidate is expected to apply temperature corrections to all minimum altitudes on the approach chart(s) used.

The candidate may fly at altitudes higher than the applicable minimum altitudes depicted on the approach chart, unless cleared otherwise by ATC, but descent during the final segment of the approach should result in reaching the MDA at a distance from the MAP approximately equal to the recommended minimum visibility. The minimum altitudes depicted on the approach chart represent hard approach floor heights above terrain or other obstacles determined during the approach design process. Descent below these altitudes compromises the approach design safety factor.

Ex. 9 - Missed Approach

To facilitate the assessment, you may ask ATC during the approach for the option of conducting a touch and go or an overshoot at the missed approach point.

Ex. 10 - Transition to Landing

Circling procedures are to be assessed, if possible. It is highly recommended that one circling procedure be assessed for the initial Instrument Rating flight test.

Ex. 11 - Emergency Procedures

You will assess the candidate on three emergency procedures. The flight test report has 4 fields (A. Engine Failure (Multi-engine), B., C. and D.) for this flight test item. In the case of a multi-engine (aeroplane or helicopter) or centre-line thrust flight test, A. is a mandatory field, followed by B. and C. In the case of a Group 3 flight test, use fields B., C. and D.

11A - Engine Failure - Multi-engine Aircraft

At least one engine failure will be tested for Group 1, Group 2 and Group 4 (Multi) Instrument Rating flight tests. An approach with the simulated engine failure will then be carried out.

The examiner must take care to ensure that the altitude, airspeed and operating limits are sufficient to provide a margin of safety when simulating an engine failure. The method of simulating engine failures or malfunctions will be discussed with the candidate during the pre-flight briefing. You will simulate the engine failure without advance warning in accordance with the method recommended by the manufacturer. In the absence of a recommended method, simulate engine failures by retarding a throttle. In all cases, advise the candidates of the emergency by stating “simulated engine failure”. You may also simulate an engine malfunction that would eventually require an engine shutdown, such as a rough running engine, an engine fire, an oil pressure drop coupled with secondary indications of oil loss such as high oil temperature or a simulated visual sighting of oil streaming back over the engine nacelle. Whatever method is used to simulate the engine failure, care should be taken to ensure that it is a realistic occurrence for the aircraft type. An engine will be shut down only in the case of an actual emergency requiring such action.

You should determine and agree on the zero thrust power setting for the aircraft type during the pre-flight briefing. Some manufacturers recommend power settings to simulate zero thrust. It is recommended that you set the appropriate power setting on the simulated failed engine once the candidate has carried out the emergency procedure for an engine failure and indicates that the propeller would be feathered.

11B, C and D - Systems Malfunctions and Emergency Procedures

If you are not thoroughly familiar with the flight test aircraft, review the POH/AFM before asking the candidate to deal with various simulated emergencies.

Although it is recommended that one of these emergencies be tested in flight, it is the sole responsibility of the examiner to determine if aeroplane performance, weather conditions and other factors permit the safe conduct of this item in flight or on the ground with engines running. Some of the items may be tested on the ground with engines shut down.

Examiners will not give the candidate multiple unrelated emergency drills at the same time. Consequential emergencies such as hydraulic failure because of an engine failure may be simulated. Invariably, most emergency checklists will take into account consequential failures.