TP 14277

6. Taxiing (and Canopy Inflation for Powered Parachutes)

If significant wind exists, the candidate is expected to correctly use the controls to minimize the risk of an upset. If the test is conducted under zero or light wind conditions, it is appropriate that, while taxiing, the candidate be asked to demonstrate how the controls should be held under varying wind conditions, for example crosswind, or a wind blowing from a front or rear quarter. Except when making minor left and right turns to verify proper functioning of the flight instruments and when other traffic and conditions permit, the candidate is expected to make use of the centre-line markings on taxiways where available.

Powered Parachute Candidates: must show knowledge of the elements of canopy inflation and taxiing.

Seaplane Candidates: will be required to demonstrate taxiing at slow speeds, on the step, sailing, docking or beaching, a simulated or actual approach to a buoy (mooring), and turns to downwind and into wind.

7. Take-off

It is recommended that the examiner not request a specific take-off, rather it is recommended that the examiner request that the candidate conduct a take-off using the correct procedures for the actual wind condition, runway surface and length. This may mean a soft field, short field, crosswind, normal or a combination take-off.

Aircraft configuration and airspeeds utilized should be those specified in the operating manual, taking into consideration existing conditions. If the candidate uses an airspeed that varies from the recommended speed, they must be able to explain why.

Powered Parachute Candidates: will be expected to confirm, before take-off, that the canopy is fully inflated and suspension lines are straight with no twists or tangles.

Seaplane Candidates: while it will not always be possible to assess the candidate’s ability to conduct a glassy water take-off, if real glassy water conditions are available in proximity to the take-off site, an effort should be made to carry out this procedure.

8. Stall

Recovery from the stall exercise will be completed at the height recommended by the manufacturer, or no less than 2,000 feet above ground level, whichever is the greater.

The examiner must be aware of the manufacturer's recovery recommendations for the type of aircraft to be used on the flight test.

9. Pilot Navigation

The aim of this exercise is to confirm that the candidate can use an aeronautical chart to effectively navigate from one place to another (map read).

The examiner will assign the location and the candidate will carry out this exercise. This is not a test of pure navigational skills but is an assessment of ability to proceed to a destination using mental dead reckoning and available geographic features such as rivers, roads, railway tracks etc.

Care must be taken in assigning this exercise. Candidates are not expected to be aware of their exact location after carrying out high altitude flight test manoeuvres. The examiner must allow time, and if required, be of some assistance while the candidate arranges the chart and determines their exact location. Following this procedure, the examiner will assign the location.

With respect to the estimated time of arrival, and the actual time of arrival at the proposed destination, no hard numbers have been established as criteria. Examiners may accept an estimated time of arrival for this exercise which is reasonable, and which would ensure that a successful trip to the chosen destination could be made. Many examiners have the candidate fly the complete exercise to the selected site in order to carry out the precautionary landing exercise at that site. In this case the site should be an airstrip that is unfamiliar to the candidate.

10. Precautionary Landing

This exercise is not to be used as an emergency procedure and the scenario used by the examiner should not indicate such conditions to the candidate.

The examiner will assign a potential landing area, and the candidate will confirm the selected site as being suitable for landing or not (inspection).

The aim of the exercise is for the candidate to be able to carry out an organized procedure to determine the suitability of an unfamiliar airstrip. Provided the procedure used is organized and logical and the aircraft configuration is as stipulated in the operating manual, examiners should not be adversely influenced if the procedure varies slightly from the preferred procedure.

11. Forced Landing

The engine failure will be simulated in accordance with the method recommended by the manufacturer. If practical, the engine failure should be simulated from 3,000 ft. AGL and without advance warning from the examiner. The examiner should ensure that some choice of landing area exists within the field of vision of the candidate and within gliding range of the aircraft. Provided the aim of the exercise is accomplished in an organized manner, the examiner should not be adversely influenced if the procedure used varies slightly from the examiner’s preferred procedure.

As this is a simulated procedure, the candidate will be expected to demonstrate good airmanship by clearing the engine at appropriate intervals during the descent. Where the flight test aircraft is equipped with flaps, the practice of leaving some power on and achieving a normal descent angle and airspeed by using flap is acceptable. Examiners should determine during the pre-flight briefing the candidate’s intention with regard to the procedure to be used during this item.

Occasionally a candidate will, after commencing the forced landing, indicate a preference for another landing area. Normally a change in the intended landing area during the approach is not acceptable, as one of the main items the examiner assesses during this test item is the candidate's ability to fly a gliding approach to a pre-selected landing area. The only condition under which a change of site would be acceptable would be when the change was made from an altitude and a point in the approach that a landing could still be made on the original landing area. Such a change would be acceptable if upon reaching the lower altitude, the candidate observed an obstruction on approach or that field surface conditions were not suitable and such conditions were not apparent when the approach as commenced, but another suitable or obstruction free area is selected.

12. Overshoot

The overshoot may be called for and assessed from a landing approach, the forced landing or precautionary landing. Where the operating manual specifies aircraft configuration, procedures and airspeeds, they must be used.

13. Emergency Procedures

If the flight test aircraft is one with which the examiner is not thoroughly familiar, the operating manual should be studied before asking the candidate to demonstrate the ability to deal with various simulated emergencies.

Examiners should use a random sampling system, varying the emergency procedures requested to prevent the examiners flight test from becoming predictable to candidates, and to ensure all emergency procedures have been covered in training. One method of testing an emergency procedure on the ground that many examiners find effective is to assess this item either prior to engine start-up or upon returning to the apron, just before or after the engine is shut down. If shutdown, the examiner places the throttle, mixture, related switches, and the various ancillary controls etc., in the position they would normally be in for an engine running at cruise power. The examiner will then describe to the candidate, an emergency situation such as an engine fire. The examiner may then make an assessment based on how the candidate actually positions the appropriate controls, switches or valves associated with the drill rather than assessing a rote statement of how things should be done. Using this method should preclude a student from receiving a favourable assessment based on the ability to recite an emergency drill when, in fact, they have no understanding or appreciation of the action the drill requires. Only one emergency is required for the ultra-light aeroplane flight test.

Seaplane Candidates: the examiner will assess the ability to recognize and recover from abnormal situations, such as, a dig, a bounce, a submerging float and porpoising.

14. Circuit

Evaluation of this item will be based on the candidate’s demonstration of correct circuit procedures for any of the aerodromes being used for the flight test.

This exercise must be assessed on a continuing basis throughout the flight test and a mark awarded only after the final landing. This will ensure that the candidate is assessed on the departure and entry procedures as well as a complete circuit after a take-off leading to a landing.

15. Approach and Landing

In assessing the candidate’s ability to land within a pre-determined touchdown zone it is not intended that examiners turn this item into a spot landing exercise. The main aim of the item is to determine that correct procedures and techniques are used in addition to achieving some accuracy.

Seaplane Candidates: while it will not always be possible to assess the candidate’s ability to conduct a glassy water approach and landing, if real glassy water conditions are available in proximity to the landing site, an effort should be made to carry out this procedure.

16. Slipping
(Not a flight test item for powered parachute, weight shift or two-axis control candidates).

During the normal course of the flight test, there are a number of opportunities to assess the slipping manoeuvre, such as during a forced landing approach, the landing approach or the precautionary approach. Examiners should vary their request from candidate to candidate to confirm the status and extent of training actually being given by the FTUs. Any significant skidding manoeuvre is not acceptable.