A. Documents and Airworthiness.
Ensure that questions asked are relative to the aeroplane being used for the flight test. Emphasize the
maintenance release conditions, deferred defects and number of hours remaining before the next maintenance
action is due.
B. Performance and Limitations.
The candidate may use the Pilot Operating Handbook (POH) or Aircraft Flight Manual (AFM) to determine
information other than the essential performance speeds listed in the flight test guide as
memory items. Questions relating to the POH/AFM should be “operational” questions, particularly if
temperature, wind strength, etc. existing at the time of the flight test can be utilized.
The note in the flight test guide under ‘Definitions’ (Page 5) refers to
how Vmc is generally determined for certification purposes. It is meant for
examiners and candidates. The statement..."the aeroplane is at a minimum
practical test weight with a rearmost centre of gravity" comes from Advisory Circular 23-8B that
explains the procedures for the conduct of certification tests under AWM 523.149 (FAR 23.149).
You will find that in reference to "Weight and C.G." the circular reads as follows:
- (4) Weight and C.G. For rudder limited airplanes with constant aft c.g. limits, the
critical loading for VMC testing is most aft c.g. and minimum weight. Aft c.g. provides the shortest
moment arm relative to the rudder thus the least restoring moments with regard to 63AC 23-8B 8/14/03,
maintaining directional control. VMC should be determined at the most adverse weight. Minimum practical
test weight is usually the most critical because the beneficial effect of banking into the operating
engine is minimized. Light weight is also desirable for VMC testing because the stall speed is reduced.
In this reference, it is advised that the aeroplane be loaded with the minimum practical loading that
will bring the centre of gravity to the aft limit. At the aft limit, the vertical control surfaces will have
the shortest possible moment arm for directional control as the aeroplane will yaw around it's centre of
gravity. The minimum practical weight allows determination of Vmc with minimum interference from the effects
of wing stall because at lighter weights the stalling speed is slower.
At maximum take-off weight, only the use of bank toward the operating engine will reduce the actual Vmc.
In some cases, such as the Piper Seminole, the aeroplane would likely stall before reaching the published Vmc
if it were close to the maximum take-off weight.
C. Principles of Flight - One Engine Inoperative.
As there is no written examination for this rating, this flight test item will let you assess the
candidate's practical knowledge of the challenges of a power loss on the critical engine and the resulting
performance degradation, the particular challenges of asymmetric thrust and various drag profiles.
D. Weight and Balance, Loading.
Make this a practical exercise using actual weights. Ask questions to determine the candidate's knowledge
of various weight limitations such as maximum landing weight and zero fuel weight, if applicable. Determine
the candidate’s understanding of extreme C of G locations and the resulting effect on aircraft handling and
performance.
E. Pre-Flight Inspection.
After the candidate has completed the pre-flight inspection of the aircraft, questions relating to the
flight test aeroplane should be asked. Determine if the candidate knows the function of all intakes, screens,
filters, etc. Examples: The effects of the carburetor intake filter or induction air intake filter being
blocked, their locations, or a broken spring on a landing gear downlock, etc. The candidate should be
questioned to determine what appropriate action should be taken if an unsatisfactory item is detected during
the pre-flight inspection.
The failure by the applicant to visually confirm that there is sufficient fuel for the intended flight is
disqualifying and will constitute a failure of the flight test. It is intended that this visual check be an
actual check of the tank (or tanks) as opposed to just a check of the fuel gauges. If the aircraft design
dictates that visual checks are not possible, fuel chits, fuel logs or other credible means, which in your
judgment meet the confirmation requirement, will be acceptable.
The candidate will conduct an oral passenger safety briefing. If the candidate omits the passenger safety
briefing, the examiner will ask the candidate to provide a briefing. This situation will be assessed as a
major deviation and the final assessment awarded will depend upon the quality and effectiveness of the
briefing.
F. Engine Starting and Run-up, Use of Checklists.
Check to see if the candidate uses the checklist provided for the aircraft. If
you do not agree with the content of the checklist, the candidate should not be penalized. This would be an
item for you to discuss with the CFI of the training unit and, if necessary, the Regional Superintendent -
Flight Training. The checks carried out should cover at least the items mentioned in the applicable POH/AFM.
The candidate should be questioned to determine what action would be taken if the checks revealed a problem,
(e.g. excessive magneto drop, instruments not indicating a change when mixture or carburettor heat controls,
etc. are selected and/or reset).
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