Perranporth Flying Club Ltd. – Flying Order Book
PERRANPORTH FLYING CLUB LIMITED
FLYING ORDER BOOK AND AERODROME RULES
These Orders, Rules and Procedures are applicable to Perranporth Flying Club Ltd members flying aircraft operated by the Club. Some rules apply also to members flying their own aircraft. Orders and Rules pertaining to Club aircraft represent Best Practice and it is recommended that members apply them, where appropriate, to the operation of their own aircraft.
Perranporth Flying Club is a Declared Training Organisation (DTO) in compliance with EASA Aircrew Regulation, Commission Regulation (EU) No 1178/2011 of 3 November 2011 which lays down the technical requirements and administrative procedures related to civil aviation aircrew pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council.
This document is in compliance with the non-mandatory requirement for a DTO to use an Operations Manual, a Training Manual or an equivalent document such as a Flying Order Book [ref CAP 1637 para 8.1].
Annual renewal of Club Membership is a declaration that this Flying Order Book has been reviewed by the Club Member.
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Record of Amendments
Revision Date Change Description Section 1.0 20/3/2019 Addition of Declared Training Organisation Procedures and All update to reflect the ANO, Ed 5. 2.0 15/04/2019 Removal of Declared Training Organisation Administrative All Procedures 3.0 29/02/2020 Post Review by Head of Training All
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CONTENTS SECTION 1 AUTHORISATION AND DOCUMENTATION ...... 1-1 Order No. 1.1 - Air Navigation Order & Rules of the Air ...... 1-1 1.1.1 Precedence ...... 1-1 Order No. 1.2 - Club Membership ...... 1-1 Order No. 1.3 - Possession of a Current Licence and Certificates ...... 1-1 1.3.1 Pilot-In-Command ...... 1-1 1.3.2 Medical Certificate ...... 1-1 1.3.3 Student Pilots ...... 1-1 1.3.4 Validity ...... 1-1 1.3.5 Other States ...... 1-1 Order No. 1.4 - Flight Authorisation and Authorisation Sheets ...... 1-2 1.4.1 Training Flights ...... 1-2 1.4.2 Dual Instructional Flights ...... 1-2 1.4.3 Student Solo Flights ...... 1-2 1.4.4 Flights by Qualified Pilots in Club/School aircraft ...... 1-2 1.4.5 Flights Over Water and Hostile Terrain in Club/School Aircraft ...... 1-2 1.4.6 Pilot Responsibilities...... 1-2 Order No. 1.5 - Requirements for Solo Flying ...... 1-2 1.5.1 Qualified Pilots ...... 1-2 1.5.2 Student Pilots ...... 1-3 1.5.3 Sunset ...... 1-3 Order No. 1.6 - Regulations for Carriage of Passengers ...... 1-3 1.6.1 Provisions ...... 1-3 1.6.2 90 Day Rule ...... 1-3 1.6.3 28-day Rule ...... 1-3 1.6.4 Prizes ...... 1-3 1.6.5 Cost Sharing ...... 1-3 Order No. 1.7 - Booking Out ...... 1-3 Order No. 1.8 - Completion of Technical Log and notification of Defects ...... 1-4 1.8.1 Brakes on/off Times ...... 1-4 1.8.2 Defects ...... 1-4 1.8.3 Deferred Defects ...... 1-4 Order No. 1.9 - Compilation of Pilot’s Logbooks ...... 1-4 1.9.1 Responsibility ...... 1-4 1.9.2 Student Pilots ...... 1-4
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1.9.3 Flight Tests ...... 1-4 Order No. 1.10 - Charges for flying and other services ...... 1-4 1.10.1 Publication ...... 1-4 1.10.2 Payment ...... 1-4 Order No. 1.11 - Booking of Flights ...... 1-4 1.11.1 Conditions ...... 1-4 1.11.2 Entry of Bookings ...... 1-4 SECTION 2 AIRCRAFT HANDLING ...... 2-1 Order No. 2.1 - Aerodrome Checks Before Flight ...... 2-1 Order No. 2.2 - Aircraft Checks Before Flight ...... 2-1 2.2.1 Pre-Flight ...... 2-1 Order No. 2.3 - Precautions when starting engines ...... 2-1 2.3.1 Fire Extinguisher ...... 2-1 2.3.2 Location ...... 2-1 2.3.3 Taxi Path ...... 2-1 2.3.4 Anti-collision Light ...... 2-1 2.3.5 Navigation Lights ...... 2-1 2.3.6 Prohibition of Hand Swinging ...... 2-1 2.3.7 Clear Prop ...... 2-1 Order No. 2.4 - Running-up Procedures ...... 2-2 2.4.1 Into Wind ...... 2-2 2.4.2 Designated Areas ...... 2-2 Order No. 2.5 - Turns After Take-off ...... 2-2 2.5.1 Minimum height ...... 2-2 2.5.2 Noise Abatement ...... 2-2 2.5.3 15° of Bank ...... 2-2 Order No. 2.6 - Unusual Manoeuvres ...... 2-2 2.6.1 Prohibition of Aerobatics ...... 2-2 2.6.2 HASELL Checks...... 2-2 2.6.3 Recovery Height ...... 2-2 Order No. 2.7 - Practice Forced Landings ...... 2-2 2.7.1 Student Authorisation ...... 2-2 2.7.2 Student PFL Briefing: ...... 2-2 2.7.3 Qualified Pilots ...... 2-3 2.7.4 Standardised European Rules of the Air5005 ...... 2-3 Order No. 2.8 - Disruption on Ground ...... 2-3 2.8.1 Repeated PFLs ...... 2-3
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2.8.2 Engine Failure after Take-Off ...... 2-3 2.8.3 No EFATO practice or exercise shall be undertaken from Runway 27...... 2-3 Order No. 2.9 - Low Flying Regulations ...... 2-3 2.9.1 Pilots shall comply with low flying rules ...... 2-3 2.9.2 Not Below 500ft AGL...... 2-3 2.9.3 Reporting of infringements ...... 2-3 2.9.4 Glide Clear ...... 2-3 Order No. 2.10 - Instrument Flying ...... 2-3 2.10.1 Qualifications ...... 2-3 2.10.2 Students ...... 2-4 2.10.3 Safety Pilot ...... 2-4 2.10.4 ATC Clearance ...... 2-4 Order No. 2.11 - Refuelling Procedure ...... 2-4 2.11.1 Location ...... 2-4 2.11.2 Checks ...... 2-4 2.11.3 Fire Precautions...... 2-4 2.11.4 Authorisation ...... 2-4 2.11.5 Fuel Type ...... 2-4 2.11.6 Clearing the Facility ...... 2-4 2.11.7 Spillage ...... 2-4 Order No. 2.12 - Running Changes...... 2-4 2.12.1 Prohibition ...... 2-4 SECTION 3 GENERAL FLYING ORDERS ...... 3-1 Order No. 3.1 - Minimum Altitude/Height for Training ...... 3-1 3.1.1 Recovery Height ...... 3-1 3.1.2 VFR Navigation ...... 3-1 3.1.3 Circuit Height ...... 3-1 Order No. 3.2 - Weather Minima and Wind Limits ...... 3-1 3.2.1 Weather Minima VFR ...... 3-1 3.2.2 Weather Minima IFR (Cloud base in feet / Visibility in metres) ...... 3-2 3.2.3 Wind Limitations ...... 3-2 Order No. 3.3 - Preparation for Cross-Country and Navigation Flights ...... 3-2 Order No. 3.4 - Safety Altitude ...... 3-2 3.4.1 IFR Flight ...... 3-2 3.4.2 VFR Flight ...... 3-3 Order No. 3.5 - Action when Uncertain of Position ...... 3-3 3.5.1 When to Initiate Lost Procedure ...... 3-3
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3.5.2 Logical and Calm Approach ...... 3-3 3.5.3 Principal Causes ...... 3-3 3.5.4 Uncertain of Position Actions ...... 3-3 Order No. 3.6 - Action when Lost ...... 3-4 3.6.1 Contact ATC Unit / D&D ...... 3-4 3.6.2 Weather, Daylight and Fuel ...... 3-4 3.6.3 Line Feature ...... 3-4 3.6.4 Action after obtaining a Fix ...... 3-4 Order No. 3.7 - Landing at an Unauthorised or Unintended Destination ...... 3-4 3.7.1 Inform the Club ...... 3-4 3.7.2 Authorisation to Take-Off ...... 3-4 3.7.3 Security ...... 3-4 Order No. 3.8 - Care of Aircraft Away from Base...... 3-4 3.8.1 Aircraft Protection...... 3-4 3.8.2 Charges ...... 3-4 3.8.3 Recovery to Base ...... 3-4 Order No. 3.9 - Forced or Precautionary Landing ...... 3-4 3.9.1 Responsibility for Aircraft ...... 3-5 3.9.2 Authorisation to Take-Off ...... 3-5 3.9.3 The Press ...... 3-5 3.9.4 Damage ...... 3-5 Order No. 3.10 - Aircraft Loading and Weight and Performance Limitations ...... 3-5 3.10.1 Weight & Performance ...... 3-5 3.10.2 Maximum Weight ...... 3-5 3.10.3 Weight and Centre of Gravity calculations are to be made for all flights: ...... 3-5 3.10.4 MAUW & CoG ...... 3-5 3.10.5 Take-off and Landing Performance shall be calculated: ...... 3-5 Order No. 3.11 - Flying Over the Sea or Hostile Terrain ...... 3-6 3.11.1 Emergency Procedures ...... 3-6 3.11.2 Life Jackets ...... 3-6 3.11.3 Passenger Brief ...... 3-6 3.11.4 Flight Plan ...... 3-6 3.11.5 Risk Assessment ...... 3-6 Order No. 3.12 - Consumption of Alcohol and Taking of Drugs before Flight ...... 3-6 3.12.1 Eight Hour Rule ...... 3-6 3.12.2 Passengers ...... 3-6 3.12.3 Prescription Drugs...... 3-6
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3.12.4 Recreational Drugs ...... 3-6 Order No. 3.13 - State of Health ...... 3-6 3.13.1 Physical and Mental Health ...... 3-6 3.13.2 Mandatory Reporting ...... 3-7 Order No. 3.14 - Order No 14 – Wake Turbulence ...... 3-7 3.14.1 Separation ...... 3-7 Order No. 3.15 - Night Flying ...... 3-7 3.15.1 Perranporth airfield is not available ...... 3-7 3.15.2 30 mins before Sunset ...... 3-7 Order No. 3.16 - Charity Flights ...... 3-7 3.16.1 Warning re Raffle Prizes ...... 3-7 3.16.2 Authorisation ...... 3-7 3.16.3 Membership ...... 3-8 Order No. 3.17 - Carburettor Icing ...... 3-8 3.17.1 Awareness ...... 3-8 3.17.2 Use of Carburettor Heat ...... 3-8 SECTION 4 RULES OF THE AIR AND ATC ...... 4-1 Order No. 4.1 - Aerodrome Opening Hours ...... 4-1 4.1.1 Opening Hours ...... 4-1 4.1.2 Variation by NOTAM ...... 4-1 4.1.3 Out of Hours ...... 4-1 Order No. 4.2 - Taxying Procedures ...... 4-1 4.2.1 Radio Check ...... 4-1 4.2.2 Brakes ...... 4-1 4.2.3 Speed when Taxiing ...... 4-1 4.2.4 Exit/Entry of Hangars ...... 4-1 4.2.5 Parking ...... 4-1 4.2.6 Chocks ...... 4-2 Order No. 4.3 - Instructions/Signals from ATC ...... 4-2 4.3.1 Air Ground Radio Information ...... 4-2 4.3.2 A/G Instructions on Ground ...... 4-2 4.3.3 Light signals ...... 4-2 4.3.4 Signals Square ...... 4-2 Order No. 4.4 - Circuit Procedures ...... 4-2 4.4.1 Simultaneous Runways ...... 4-2 4.4.2 Circuit Height ...... 4-2 4.4.3 Circuit Direction ...... 4-2
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4.4.4 Parachuting ...... 4-2 4.4.5 Hang Gliding / Para Gliding etc ...... 4-3 Order No. 4.5 - Lookout near and within the circuit ...... 4-3 4.5.1 Lookout General ...... 4-3 4.5.2 Lookout in the Circuit ...... 4-3 4.5.3 Joining ...... 4-3 4.5.4 Position Reporting...... 4-3 Order No. 4.6 - Departures and Arrivals ...... 4-3 4.6.1 VFR Circuit Departure ...... 4-3 4.6.2 VFR Circuit Re-join ...... 4-3 Order No. 4.7 - Local Noise Abatement Requirements ...... 4-3 4.7.1 Departures ...... 4-4 4.7.2 Arrivals ...... 4-4 Order No. 4.8 - Local Flying Area ...... 4-4 4.8.1 Definition ...... 4-4 4.8.2 Culdrose Air Station...... 4-4 4.8.3 Private Landing Strips ...... 4-4 Order No. 4.9 - Prohibited and Danger Areas ...... 4-4 4.9.1 Planning ...... 4-4 4.9.2 Avoidance Minima ...... 4-4 Order No. 4.10 - Action after Landing ...... 4-5 4.10.1 Radio ...... 4-5 4.10.2 After Landing Checks ...... 4-5 4.10.3 Parking ...... 4-5 4.10.4 Shutdown Checks ...... 4-5 4.10.5 Exit of Aircraft ...... 4-5 4.10.6 Last Flight of Day ...... 4-5 Order No. 4.11 - Use of Radiotelephony ...... 4-5 4.11.1 Requirement for a Licence ...... 4-5 4.11.2 Phraseology ...... 4-5 4.11.3 Listening Watch ...... 4-6 4.11.4 Operation of Aircraft Radios ...... 4-6 Order No. 4.12 - Radio Failure Procedure ...... 4-6 Order No. 4.13 - Night Flying - ATC and Emergencies ...... 4-6 4.13.1 Restriction ...... 4-6 4.13.2 Night Flights ...... 4-6 4.13.3 Authorisation ...... 4-6
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4.13.4 Simulated Emergencies ...... 4-6 4.13.5 Diversion Planning ...... 4-6 Order No. 4.14 - Infringement of Controlled Airspace ...... 4-7 4.14.1 Use of aids ...... 4-7 4.14.2 Flight Near Controlled Airspace ...... 4-7 4.14.3 Infringement Event ...... 4-7 Order No. 4.15 - Parachuting ...... 4-7 4.15.1 Location of Landing Area ...... 4-7 4.15.2 No Overhead Re-joins ...... 4-7 4.15.3 Communications ...... 4-7 4.15.4 5 Minutes to Drop ...... 4-7 4.15.5 Two Minutes to Drop ...... 4-8 4.15.6 Parachute Safety Zone - Ground ...... 4-8 4.15.7 Engine Start ...... 4-8 SECTION 5 CHECK LISTS...... 5-1 Order No. 5.1 - Use of Checklists ...... 5-1 5.1.1 Availability ...... 5-1 5.1.2 Compliance ...... 5-1 5.1.3 Precedence ...... 5-1 SECTION 6 EMERGENCY DRILLS ...... 6-1 Order No. 6.1 - Engine Failure After Take-Off (Single Engine) ...... 6-1 6.1.1 Land Ahead ...... 6-1 6.1.2 If this is not possible carry out the following actions: ...... 6-1 Order No. 6.2 - Crash Action ...... 6-1 6.2.1 Actions ...... 6-1 Order No. 6.3 - Fire in the air (SE) ...... 6-1 Order No. 6.4 - Fire on the Ground...... 6-2 6.4.1 Drill ...... 6-2 Order No. 6.5 - Forced Landing Without Power ...... 6-2 6.5.1 Actions ...... 6-2 Order No. 6.6 - Forced Landing with Power ...... 6-3 6.6.1 Planning ...... 6-3 6.6.2 Early Decision ...... 6-3 6.6.3 Actions ...... 6-3 Order No. 6.7 - Ditching ...... 6-3 6.7.1 Pre-flight Preparation ...... 6-3 Order No. 6.8 - Radio Failure ...... 6-3
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6.8.1 Operation ...... 6-3 6.8.2 Checks ...... 6-4 SECTION 7 ...... 7-1 Order No. 7.1 - Requirement to Report Accidents...... 7-1 7.1.1 Reportable Accidents ...... 7-1 7.1.2 Notification ...... 7-1 7.1.3 Information ...... 7-1 7.1.4 Preservation of Evidence ...... 7-1 Order No. 7.2 - Requirement to Report Occurrences...... 7-2 7.2.1 Reportable Occurrences ...... 7-2 7.2.2 Notification ...... 7-2 7.2.3 Procedure ...... 7-2 Order No. 7.3 - Requirement to Report an AIRPROX ...... 7-2 7.3.1 Criteria ...... 7-2 7.3.2 Initial Report ...... 7-2 7.3.3 Scope ...... 7-2 Order No. 7.4 - Bird strike and Near-Miss Reporting...... 7-2 7.4.1 Mandatory ...... 7-2 7.4.2 Notification ...... 7-2 SECTION 8 LOCAL REGULATIONS ...... 8-1 Order No. 8.1 - Smoking Prohibitions ...... 8-1 8.1.1 Smoking is prohibited in: ...... 8-1 Order No. 8.2 - Safety Airside and in the Hangar ...... 8-1 8.2.1 Safety Brief ...... 8-1 8.2.2 Safety of Passengers...... 8-1 8.2.3 Use of Aircraft Tug ...... 8-1 8.2.4 Moving Aircraft in the Hangar ...... 8-1 Order No. 8.3 - Care of Flying Equipment ...... 8-1 8.3.1 Responsibility of PIC ...... 8-1 Order No. 8.4 - Disciplinary Action for Breach of Local Orders and Regulations ...... 8-1 8.4.1 Non-compliance with Flying Orders ...... 8-1 8.4.2 Disrepute ...... 8-1 8.4.3 Students ...... 8-2 8.4.4 Endangering Aircraft Persons or Property ...... 8-2 Order No. 8.5 - Indemnity for Personal Injury ...... 8-2 8.5.1 Verification of Adequate Insurance ...... 8-2 8.5.2 Pilots and Personal Injury ...... 8-2
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8.5.3 Insurance Brokers ...... 8-2 APPENDIX A - NOISE ABATEMENT ...... 1 A.1 General ...... 1 A.2 Notes by Runway: ...... 1 APPENDIX B - IMPLEMENTATION OF SAFETY POLICY ...... 1 B.1 Safety Policy ...... 1 B.2 Identification of Hazards and Risks ...... 1 B.2.1 Annual Review and Changes ...... 1 B.3 Mitigations ...... 1 B.4 Safety Reporting System ...... 1 B.4.1 Occurrence Reporting ...... 1 B.4.2 Immediate reaction to a Safety Problem ...... 2 B.5 Record Keeping ...... 2 B.5.1 Risk Register ...... 2 B.5.2 Occurrence Reports ...... 2 B.6 Immediate reaction to a Safety Problem ...... 2 B.7 Promulgation of Safety Policy ...... 2 B.8 Compliance with Safety Policy ...... 2 APPENDIX C - SAFETY REPORTING SYSTEM ...... 1 C.1 Introduction ...... 1 C.2 Regulations ...... 1 C.3 72 Hour Rule ...... 1 C.4 Mandatory Occurrence Reporting ...... 1 C.4.1 Criteria from the regulation ...... 1 C.5 Reporting Procedure ...... 2 C.5.1 Contemporaneous Record ...... 2 C.5.2 Inform Head of Training ...... 2 C.5.3 Download Reporting Form ...... 2 C.5.4 Complete Form ...... 2 C.5.5 Upload the form ...... 2 C.5.6 Locally store the report ...... 3 C.5.7 Register Report ...... 3 C.6 Voluntary Occurrence Reports...... 3 C.6.1 Criteria ...... 3 C.6.2 Internal Occurrence reports ...... 3 C.7 Analysis...... 3
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APPENDIX D - COST SHARING ...... 1 D.1 Introduction ...... 1 D.2 Legal Framework ...... 1 D.3 Direct Costs ...... 1 D.4 Membership ...... 1 D.5 Authorisation ...... 2 D.6 Risk assessment ...... 2 D.7 Safeguarding ...... 2 D.8 Introductory Flights ...... 2 FIGURES Figure 1 - Noise Sensitive Areas...... 2 Figure 2- Runway 23 ...... 3 Figure 3 - Runway 05 ...... 4 Figure 4 - Runway 09 ...... 5 Figure 5 - Runway 27 ...... 6
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FOREWORD This Flying Order Book is the primary reference for Students, Pilots, Instructors, and Officers of Perranporth Flying Club Ltd. (PFCL) for all matters related to flying from Perranporth Airfield. Procedures concerning the management of the Declared Training Organisation (DTO) compliment this Flying Order Book but are published separately. Reference 1. The latter is primarily for the reference of Instructors and Officers of the Club. The orders are common to the operation all aircraft including microlights. Orders specific to or not applicable to microlights are annotated as such. PFCL may be read interchangeably with the Cornwall Microlights School. The Flying Order Book is organised as follows:
• The main body concerns flying operations of the PFCL and its members at Perranporth Aerodrome. These Orders shall be read and signed for before a student or new club member goes solo and by all members once a year.
• Appendices for: oThe Safety Policy that underpins the Flying Orders oThe Safety Reporting System for the reference of Members in the event of an occurrence. oThe law concerning Cost Sharing. Noncompliance attracts a custodial sentence.
The Flying Order Book is supported by additional documents, See References:
References ID and Title Reference Issue Date 1.Declared Training Organisation Administration PFCL 1.1 20/3/2019 and Reporting 2.Safety Policy Statement PFCL 1 07-01-2019 3.Flying Operations Risk Register PFCL - 29-12-2018 4.Assessment of the Airfield for Safe Operations PFCL 1.2 09-04-2019 5.Standard Training Programmes for PPL(A) and Pooley Latest LAPL(A) 6.Annual Reports of DTO activity PFCL 7.Training Records PFCL 8.Mandatory and voluntary occurrence reports PFCL 9.DTO CAP1637 Compliance Matrix PFCL Latest 06-01-2019 10.Air Navigation Order 2016 and Regulations CAP 393 Amd 5 28/09/18 11.Cost Sharing Flights CAP 1589 2 2/08/2018 12.Sharing of the Direct Costs of a Flight by up to ORS4 1274 01/08/2019 Six People CAA 13.Trial and Introductory Flights PFCL 1 23/10/2018
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SECTION 1 AUTHORISATION AND DOCUMENTATION
Order No. 1.1 - Air Navigation Order & Rules of the Air Pilots are to comply with the Air Navigation Order 2016 (ANO) [ref 10], Air Navigation (General) Regulations and the Rules of the Air, latest edition. 1.1.1 Precedence No order or instruction in this order book or any other publication shall override the ANO. Order No. 1.2 - Club Membership The pilot-in-command of any Club aircraft or aircraft based at Perranporth Aerodrome shall be a member of Perranporth Flying Club Ltd. (PFCL). Order No. 1.3 - Possession of a Current Licence and Certificates 1.3.1 Pilot-In-Command All pilots shall be in possession of the following documents before acting as Pilot in Command of an aircraft.
•a valid pilot licence and current rating for the aircraft type
•a valid Medical Certificate A copy of these shall be retained by PFCL before flying a Club aircraft 1.3.2 Medical Certificate The certificate shall be appropriate to the licence type and the privileges to be exercise thereby. A self-declared medical, where the licence is a UK national licence, shall be registered. 1.3.3 Student Pilots Student pilots shall be in possession of a valid medical certificate prior to First Solo and must ensure that it will remain valid for all subsequent solo flights. Student Pilots shall have passed the Air Law Examination prior to First Solo. 1.3.4 Validity For a licence to remain valid: a) The licence and medical certificate shall be signed by the holder. b) The licence expiry date (where applicable) shall not have been exceeded. c) The medical certificate expiry date shall not have been exceeded. d) The licence shall contain a valid Certificate of Revalidation for the Class or Type of aeroplane to be flown. e) For flight in IMC the licence shall contain a valid IMC rating or a valid IR or have embedded privileges (UK CPL and ATPL) unless the pilot under IMC instruction is accompanied by a suitably qualified flight instructor. f) If the flight involves flight by night the licence shall contain a night rating or qualification (unless the pilot is undergoing training for such rating). 1.3.5 Other States A pilot who holds a licence issued by another ICAO State shall ensure that the licence and medical certificate is valid in all respects demanded by that State.
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Order No. 1.4 - Flight Authorisation and Authorisation Sheets 1.4.1 Training Flights All training flights that take place under the jurisdiction of PFCL shall be authorised by a PFCL Instructor qualified on type. Where such a flight will involve multiple sectors, each sector shall be separately authorised. 1.4.2 Dual Instructional Flights The instructor conducting the flight shall self-authorise the flight. 1.4.3 Student Solo Flights All solo flights made by student pilots are to be authorised by an instructor before the flight. The instructor authorising the flight is responsible for ensuring that the student has been fully briefed for the flight. When the instructor is a FI (Restricted), a FI shall be present. 1.4.4 Flights by Qualified Pilots in Club/School aircraft Flights by qualified pilots shall be either self-authorised or by a PFCL instructor. Such authorisation only confirms that the nature of the intended flight is acceptable to PFCL. 1.4.5 Flights Over Water and Hostile Terrain in Club/School Aircraft Flights over water and hostile terrain that preclude a safe forced landing as a result of engine failure, with a risk exposure of greater than 15 minutes, shall be authorised by the Head of Training. 1.4.6 Pilot Responsibilities The Pilot in Command is to initial the Technical Log before flight. This is to signify that the following actions have been performed: a) Checked suitability of the weather for the proposed flight. b) Confirm that the aircraft and its equipment are serviceable for the flight and that the Check A has been completed. c) Confirm the aircraft safety and survival equipment (Life jackets, life raft, locator beacon, protective clothing, rations) are appropriate for the flight. d) Confirm there is enough time available on the aircraft to complete the flight before the next scheduled maintenance. e) All NOTAMS relevant to the proposed flight have been checked. f)Maps, charts and navigational equipment are available. g) All other crew members and passengers have been briefed on possible contingencies affecting the safety of the flight. h) Verify that ratings applicable to the flight and medical are current i)Verify compliant with 90-day rule if carrying passengers Order No. 1.5 - Requirements for Solo Flying All pilots shall have demonstrated their competence to a PFCL instructor and have read the Flying Order Book prior to flying solo in a PFCL aircraft, and at least every twelve months thereafter. They are to check from time to time whether any amendments have been incorporated. An amendment list is at the front of these orders. Incorporated amendments and temporary orders are at the front. 1.5.1 Qualified Pilots A qualified pilot who has not flown an aircraft within the past 28 days shall undergo a check flight with an instructor prior to any further flight as pilot-in-command.
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1.5.2 Student Pilots Student pilots with less than 2 hours solo flying time shall not fly solo if they have not flown a Club aircraft within the past 14 days. 1.5.3 Sunset All flights shall be arranged to terminate 30 minutes prior to sunset. Order No. 1.6 - Regulations for Carriage of Passengers 1.6.1 Provisions Subject to the privileges of his licence a member of the Club may fly as pilot-in-command of a Club aircraft carrying passengers provided that: a)Each passenger is at least a temporary member of the Club. b)Each passenger shall be briefed in the use of seat belts, normal exit, and if fitted, emergency exit, and emergency actions i.a.w the ANO. c)When the flight involves any passage over water, each passenger shall be briefed in the use of life jackets and dinghies and evacuation procedures i.a.w the ANO. d)Any passenger occupying the front seat shall be fully briefed to avoid any interference with the controls. 1.6.2 90 Day Rule It is a legal requirement that before carrying any passengers, pilots shall have conducted 3 take offs and landings as the sole manipulator of the flying controls in the previous 90 days. If any part of the flight will be by night the pilot must have completed at least one of these 3 landings by night in the previous 90 days. 1.6.3 28-day Rule Notwithstanding Order No 1.6.2 above, a qualified pilot who has not flown a Club aircraft within the past 28 days shall undergo a check flight with an instructor prior to any further flight as pilot-in-command (see Order No. 1.5.1). 1.6.4 Prizes Passengers who may have acquired the right to fly by virtue of a competition or raffle prize shall not be flown by club members. Such flights may constitute a Public Transport Flight. Whilst there exists a provision to fly passengers on Charity Flights, all such cases shall be referred to the CFI (see Order No. 3.16 -Charity Flights). 1.6.5 Cost Sharing Club members may conduct cost sharing flights in Club Aircraft in accordance with ‘cost sharing’ rules for EASA aircraft, as described in Article 6 (4a) of Commission Regulation (EU) No 965/2012. These include flights arranged through social media such as “Wingly”. Members are cautioned that cost sharing relates to the direct costs only (Hire or Fuel and Landing Fees) and no greater proportion than (no. of passengers)/(no. of passenger+1). Order No. 1.7 - Booking Out The Pilot-In-Command (PIC) of a flight must complete the booking out procedure giving details of the flight legs and any landing away from Perranporth.
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Where the aircraft is based at Perranporth, it is a courtesy to advise the CFI or another member on site of intentions including to be away overnight for the management of the hangar. Order No. 1.8 - Completion of Technical Log and notification of Defects 1.8.1 Brakes on/off Times At the conclusion of each flight the Brakes Off and Brakes On times; to the nearest 5 minutes, are to be entered into the aircraft technical log, along with a record of any defects that have arisen during the flight. 1.8.2 Defects If a defect has arisen and there is doubt about the serviceability of the aircraft, then either a licenced engineer or a Club instructor shall be consulted before any further flight is undertaken. 1.8.3 Deferred Defects Either a licenced engineer or a Club instructor may defer defects which do not affect the airworthiness of the aircraft. Such defects in addition to being entered onto the technical log shall also be entered on the Deferred Defects reporting page. Order No. 1.9 - Compilation of Pilot’s Logbooks 1.9.1 Responsibility Pilots are responsible for ensuring that they maintain a personal logbook in accordance with the ANO. Details of all flights are to be entered into the logbook as soon as practical after each flight. 1.9.2 Student Pilots Student Pilots are to log all flight details including the exercise numbers appearing on the Technical Log. 1.9.3 Flight Tests Details of all flight tests and proficiency checks are to be entered in the logbook together with details of any instrument flying. Before claiming any flight time as PICUS, the PIC shall sign the entry in the logbook to verify the details. Order No. 1.10 - Charges for flying and other services 1.10.1 Publication Charges for flying instruction, the hire of aircraft, ground training, examination fees and any other services, will be fixed by the Company and displayed on the Club web site and may be subject to revision from time to time. The posting of the Company list on the web site is deemed to be notice of such changes. 1.10.2 Payment All pilots will pay the charges due on the completion of any flight or service. Order No. 1.11 - Booking of Flights 1.11.1 Conditions Subject to the availability of aircraft, persons may book in advance a time for instruction or for the hire of an aircraft and must be available at least 15 minutes before that time. If the person concerned is not ready to commence at the time booked, and the aircraft is required for any other purpose, the person may either forfeit the flight or have it curtailed accordingly. 1.11.2 Entry of Bookings Only PFCL Staff are to enter bookings on the booking sheet.
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SECTION 2 AIRCRAFT HANDLING
Order No. 2.1 - Aerodrome Checks Before Flight Prior to each training flight the Pilot in Command shall verify that a visual inspection of the airfield including checking the runway and taxiways has been conducted each day before the start of flying and again if there are reports of Foreign Object Debris (FOD) on the runway. Order No. 2.2 - Aircraft Checks Before Flight 2.2.1 Pre-Flight Prior to each flight the aircraft shall be checked in accordance with the specified checklist for the type of aircraft. Whilst all checks are most important, particular attention shall be paid to the following: a) The first flight of the day shall be a “Check A” i.e. A full walk round b) In winter ensure that the airframe is free of all ice, snow and frost prior to attempting to move any control surfaces. c) On the first flight of the day ensure that the fuel has been properly checked for the presence of water or contamination. d) Immediately prior to take-off ensure that the door(s) and all seat belts are secure. e) Immediately prior to take-off ensure that the flying controls have full and free movement, particularly if the aircraft has an autopilot. Order No. 2.3 - Precautions when starting engines 2.3.1 Fire Extinguisher Prior to starting the aircraft engine(s) the pilot shall ensure that he is aware of the nearest fire extinguisher in addition to the aircraft fire extinguisher. 2.3.2 Location No engines are to be started when the aircraft is wholly or partly inside a hangar or when the slipstream will be directed through open hangar doors either when starting or taxiing away. 2.3.3 Taxi Path Consideration should be given to the area in front of the aircraft to ensure that there is enough space to taxi the aircraft. 2.3.4 Anti-collision Light By day the anti-collision beacon shall be selected on prior to engine start to warn ground personnel or any person(s) in the vicinity. 2.3.5 Navigation Lights At night both the anti-collision beacon and the navigation lights shall be on prior to engine start, and the landing light shall be flashed twice to warn any ground personnel. 2.3.6 Prohibition of Hand Swinging Pilots shall not start a Club aircraft’s engine by hand-swinging the propeller. 2.3.7 Clear Prop Pilots are to shout ‘Clear Prop’ prior to starting any engine in a manner such that any person near the aircraft can clearly hear the warning.
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Order No. 2.4 - Running-up Procedures 2.4.1 Into Wind Where possible the aircraft shall be positioned into wind prior to performing the power checks. Where this is not possible, the aircraft shall be turned at 45 degrees to the taxiway to avoid any damage to following aircraft resulting from the use of high engine power. 2.4.2 Designated Areas At airfields with designated run-up areas the power checks shall be carried out at these areas.
Order No. 2.5 - Turns After Take-off 2.5.1 Minimum height Pilots shall not make turns immediately after take-off below 500ft above ground level unless required to as part of a noise abatement procedure or for purposes of terrain clearance (see Order No. 4.7 -). 2.5.2 Noise Abatement When noise abatement procedures require pilots to turn below 500ft, no turn shall be commenced until the aircraft has passed the screen height of 50ft or the end of the runway. No turns are to be commenced until the aircraft has achieved the published climb speed. 2.5.3 15° of Bank The angle of bank shall not exceed 15 degrees in climbing turns for single-engine aircraft. Order No. 2.6 - Unusual Manoeuvres 2.6.1 Prohibition of Aerobatics No aerobatic manoeuvres, except spins where permitted in the handbook, are permitted in any of the Club aircraft. 2.6.2 HASELL Checks Prior to any unusual manoeuvres, such as stalls or spins, HASELL checks shall be carried out. For any subsequent manoeuvres either HASELL or HELL checks shall be performed. 2.6.3 Recovery Height All unusual manoeuvres, such as stalls, shall be carried out with enough height being available to recover by 3000 ft above ground level. Order No. 2.7 - Practice Forced Landings 2.7.1 Student Authorisation Students shall only carry out practice forced landings under the supervision of a PFCL Instructor. Solo practice forced landings (PFL) are only to be carried out following a briefing from a PFCL Instructor. 2.7.2 Student PFL Briefing: a) Minimum altitude for training b) Location c) Requirement not to use the same field continually d) Requirement to comply with low flying rules e) Fuel pump ON and Use of Carb Heat f) Engine warming (at least every 1000ft) g) Requirement for LOOKOUT
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2.7.3 Qualified Pilots Qualified pilots are encouraged to practice forced landings on a regular basis. Before flight they are to obtain a briefing from a Club instructor. Pilots may conduct glide approaches on the aerodrome at their discretion. 2.7.4 Standardised European Rules of the Air5005 Pilots conducting a practice forced landing shall comply with Standardised European Rules of the Air, SERA.5005(f)(2).Thus, solo pilots shall not descend below 500ft AGL or less than 500ft above the highest obstacle within a radius of 500ft from the aircraft when conducting a practised forced landing. Instructors must use their discretion to ensure that the aircraft does not come within 500ft of any person, vehicle, vessel, aircraft or structure (SERA.5005(f) Official Record Series 4 (ORF4) No 1174 General Permissions § 3). Order No. 2.8 - Disruption on Ground 2.8.1 Repeated PFLs Repeated practice forced landings shall not be carried out in the same area to minimise disruption to people on the ground. 2.8.2 Engine Failure after Take-Off EFATO practice shall only be initiated by a qualified Flight Instructor, Flight Instructor (Restricted) or a Flight Examiner. On initiating an EFATO the exemption to SERA.5005(f) for any aircraft taking off is invalidated. Aircraft shall not be placed in such a position that contravenes (ORF4) No 1174. ATC or the ground station shall be notified by using the phrase ‘FANSTOP’. On initiating the climb away, the phrase ‘CLIMBING’ shall be used. 2.8.3 No EFATO practice or exercise shall be undertaken from Runway 27. Order No. 2.9 - Low Flying Regulations 2.9.1 Pilots shall comply with low flying rules 2.9.2 Not Below 500ft AGL Club aircraft shall not be flown below 500ft AGL except when taking off and landing and when conducting a Practice Forced Landing under the supervision of a Club instructor (see Order No 6). 2.9.3 Reporting of infringements If for any reason, such as bad weather, a pilot has reason to fly below 500ft above ground level; the circumstances shall be reported in writing to the CFI immediately after landing. 2.9.4 Glide Clear Pilots on cross country flights are to comply with the 1000 foot and ‘glide clear’ parameters of low flying rules. Pilots flying over built-up areas are to ensure that there are suitable fields within an arc prescribed by the aircraft wing tips for a forced landing to take place. Pilots who cannot comply with this requirement shall adjust their altitude or track to ensure that they can glide clear should an engine failure occur. Order No. 2.10 - Instrument Flying 2.10.1 Qualifications Pilots wishing to fly a PFCL aircraft in IMC shall hold a valid IMC rating, an IR, or a UK professional pilots’ licence with embedded IMC privileges. All pilots shall be in current flying practice.
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2.10.2 Students Students undergoing training may fly in IMC provided a Club instructor qualified to give instrument flight instruction accompanies them. 2.10.3 Safety Pilot When simulated instrument flying and instrument approaches are practiced in VFR with or without screens, a safety pilot shall be carried. The safety pilot shall be qualified to act as PIC on the class or type of aircraft being flown. Where practice is conducted in IMC, the safety pilot shall hold a valid instrument qualification. 2.10.4 ATC Clearance Instrument approaches shall not be conducted in VFR without the permission of ATC. Order No. 2.11 - Refuelling Procedure 2.11.1 Location Refuelling is carried out from a fuel pump at the east of the control tower. The aircraft shall, unless local rules dictate otherwise, taxy up broadside to the fuel pump in accordance with the yellow guidelines on the apron. 2.11.2 Checks Prior to refuelling the aircraft brakes shall be applied, the engine(s) shall be stopped, ignition keys removed and place on the glareshield and the battery master shall be selected to off. All passengers are to disembark. Wheel chocks are to be positioned where appropriate prior to refuelling. 2.11.3 Fire Precautions During refuelling, the refuelling bonding wire is to be attached to the aircraft and a fire extinguisher, other than the aircraft extinguisher, shall be readily available. 2.11.4 Authorisation Refuelling shall be carried out ONLY by authorised PFCL personnel and NOT by pupils or Flying Club customers, unless under the supervision of a Club instructor. 2.11.5 Fuel Type Club aircraft shall not be refuelled with MOGAS nor any fuel that is not specified in the flight manual. 2.11.6 Clearing the Facility Immediately refuelling is completed aircraft must be moved away from the fuel rig to the aircraft parking area. 2.11.7 Spillage In the event of a fuel spillage one of the following actions must be carried out before starting engines: 1) Neutralise the spillage with a neutralising agent, or, 2) Move the aircraft away from the spillage, or, 3)Wait until the spillage has evaporated. Order No. 2.12 - Running Changes 2.12.1 Prohibition Changes of crew or passengers shall not be conducted with engine(s) running. An exception is when a Club instructor vacates an aircraft prior to sending a student solo.
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SECTION 3 GENERAL FLYING ORDERS
Order No. 3.1 - Minimum Altitude/Height for Training 3.1.1 Recovery Height The minimum altitude for stall, incipient spin or any similar training shall be such that recovery can be completed by at least 3000 feet above ground level. 3.1.2 VFR Navigation The minimum planned altitude for solo VFR navigation exercises shall be 2000 feet AGL. Dual navigation training flights shall not be planned below 1500ft AGL unless the intention to practice minimum level operation is entered onto the Authorisation Sheet. 3.1.3 Circuit Height The normal circuit height at Perranporth is 1000 feet Above Aerodrome Level. The minimum height for circuit training shall be 800 ft with the exception that practice low- level circuits may be conducted at 500 ft AGL. Order No. 3.2 - Weather Minima and Wind Limits The weather minima and wind limit quoted below are the minimum limits that may be used for any planned flight in Club aircraft. Occasionally pilots may encounter worse conditions in which case they are to consider whether they should continue with the flight, return to base, or carry out a diversion. Flying Club weather limits may be more restrictive than the legal minima.
3.2.1 Weather Minima VFR
a. Student Pilots Crosswind Maximum Phase Cloud base Visibility Component surface wind Circuit 1500 QFE 7 km 10 knots 20 knots Navigation 2500 QNH 10km 10 knots 20 knots
b. PPL with less than 100 hours post licence issue (with no IMC rating) Crosswind Maximum Phase Cloud base Visibility Component surface wind Circuit 1200 QFE 5 km 12 knots 25 knots Navigation 2000 QNH 5 km 12 knots 25 knots
c. PPL with more than 100 hours PIC (with no IMC rating) Crosswind Maximum Phase Cloud base Visibility Component surface wind Circuit 1100 QFE 3 km aircraft limitation 30 knots Navigation 2000 QNH 3 km aircraft limitation 30 knots
d. Holders of professional licences Shall be limited by the privileges of their licences.
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3.2.2 Weather Minima IFR (Cloud base in feet / Visibility in metres)
a. Instrument rated pilots and CPL holders Take-off : 600 feet & 1800 metres Visual Approach : 1000 feet & 1500 metres Instrument approach : Procedure minima
b. IMC rated pilots Take-off & landing : 600 feet & 1800 metres 3.2.3 Wind Limitations Club aircraft shall not take-off from, or land at, any airfield where the surface wind speed exceeds 30 kts. The maximum demonstrated crosswind limits are:
• Cessna 150 – 15 knots. • Cessna 172 – 15 knots • PA28 – 17 knots. Order No. 3.3 - Preparation for Cross-Country and Navigation Flights Pilots are to ensure that cross-country flights are planned in accordance with the following instructions: a. Pilots are to obtain a met forecast covering the route to be flown including TAFs & METARS for the destination and alternate aerodromes. b. Pilots are to prepare a PLOG for all flights, except those remaining in the local flying area. The PLOG shall include headings; estimated times for each leg, all relevant navaid and communication frequencies and a fuel requirement calculation. c. Pilots are to ensure that the proposed flight does not infringe any Prohibited Area; applicable Restricted Area or any active Danger Area unless a Danger Area Crossing Service can be obtained. d. NOTAMS and Temporary Navigation Warnings shall be checked to make sure the proposed flight is not affected by Air Displays and Temporary Restricted Airspace etc. e. Pilots planning a sea crossing exceeding 10 nm from land, or a flight over sparsely populated areas, shall file a Flight Plan with the appropriate ATSU. f. Pilots are to use the UK AIP to obtain en-route information and for details of en-route, destination and alternate aerodromes. g. Student pilots shall not depart on a cross-country flight until the accuracy of the PLOG has been checked by a Club flight instructor. The instructor is to complete the Solo Navigation Briefing Certificate for all student Solo flights, other than local area flights. h. Pilots are to complete a Weight and Balance schedule prior to departure. Fuel planning shall take into account the fuel burn for the entire route plus ten per cent. Additional fuel shall be carried to permit flight to a nominated alternate from overhead the destination and a further 60 minutes reserve shall be carried. i. Calculations of landing distance and take-off distance are to be calculated for all airfields with which the pilot is not familiar and grass airfields. Order No. 3.4 - Safety Altitude 3.4.1 IFR Flight All flights conducted under IFR shall be planned to operate at a semi-circular level above the safety altitude. The Safety Altitude shall be 1000 feet above the highest obstacle within 5nm of the aircraft’s track. Maximum Elevation Figures (MEF) as annotated on aeronautical charts may be used to calculate the Safety Altitude by adding 1000 feet to the MEF value. In some cases, this may result in a higher flight level than desirable.
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3.4.2 VFR Flight Safety Altitude (SA) does not apply to VFR flight, however pilots are to calculate the SA for all flights as this will lead to awareness of any high ground. Pilots should not plan to fly lower than 500 feet above the highest ground within 3nm of the aircraft’s track. Order No. 3.5 - Action when Uncertain of Position 3.5.1 When to Initiate Lost Procedure The difference between being uncertain of one’s position and being lost is simply a matter of time. If it is less than 20 minutes since the last known position, then the pilot may be considered to be Uncertain of his Position. If more than 20 minutes has elapsed the Lost Procedure is to be adopted. 3.5.2 Logical and Calm Approach The pilot should not panic and must adopt a logical approach to resolving any degree of uncertainty. Bad weather may be an important factor in determining the course of action. 3.5.3 Principal Causes The principal cause of uncertainty of position is human error and can occur if the pilot believes they are lost because of the non-appearance of some ground feature which may have passed undetected in poor visibility or which may actually be directly under the aircraft. Other causes are: a) Directional Gyro incorrectly set. b) Steering incorrect heading (e.g. steering the ground speed figure instead of the compass heading or steering the heading for the previous leg). c) Failure to steer an accurate heading. d) Incorrect use or failure of radio navigation equipment. e) Failure to time from the last turning point. f) Continuing flight in unsuitable weather.
3.5.4 Uncertain of Position Actions Pilots who are uncertain of their position are to: a. Maintain VMC. b. Check the directional gyro against the compass and reset if necessary. c. Check the correct heading is being flown and if not then fly the correct heading. d. Check the time since the last known position, use thumb to measure time distance (end of thumb = 10nm = approximately 6 minutes). e. Turn on time at next turning point if possible. f. Look for recognisable features reading ‘from ground to map’. g. Climb if possible, to enhance visual range and radio reception, and if necessary, to the appropriate safety altitude. h. Assess fuel state, time to nightfall and weather. If any of these preclude safe continuation of the flight, then carry out a precautionary landing. i. Do not continue into deteriorating weather. j. Squawk 7000 (unless already allocated a squawk code). k. Ask for a radar fix from a LARS unit.
If you cannot determine your position, then continue the flight from that position or divert to the nearest suitable airfield. If after a reasonable time (20 minutes since last known position) you cannot determine your position then pilots are to carry out the Lost Procedure as in the following Order No. 3.6 -.
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Order No. 3.6 - Action when Lost 3.6.1 Contact ATC Unit / D&D Try to establish radio contact with any nearby ATC unit that has radar or VDF. If unsuccessful then try to contact the Distress and Diversion (D&D) cell on 121.50 MHz by making a PAN PAN call. Squawk 7700. 3.6.2 Weather, Daylight and Fuel Pilots are to consider the weather, light remaining and fuel state. Climb if necessary, to enhance visibility and radio range. 3.6.3 Line Feature Fly a cardinal heading towards an identifiable line feature. Fly along the feature until you can fix your position. 3.6.4 Action after obtaining a Fix Divert to the nearest suitable airfield. Order No. 3.7 - Landing at an Unauthorised or Unintended Destination 3.7.1 Inform the Club Pilots who land at an unauthorised or unintended destination are to inform the Club at the earliest opportunity of their location. Pilots are responsible for reporting their arrival to the nearest ATSU and where necessary pay any landing fees due. 3.7.2 Authorisation to Take-Off The aircraft shall not subsequently take-off without permission of the CFI or a nominated Club instructor. 3.7.3 Security The pilot shall ensure that the aircraft is secured on arrival and subsequently parked in such a position that it will not incur any weather damage Order No. 3.8 - Care of Aircraft Away from Base 3.8.1 Aircraft Protection Pilots on any flight involving a landing away from Base are to take all reasonable precautions for the aircraft’s safety and protection on the ground. At night in high wind conditions the aircraft shall be placed in a hangar if one is available. If a hangar is not available, the aircraft must be properly picketed in a sheltered position. The controls are to be securely locked. 3.8.2 Charges All charges, except for fuel and oil, incurred as a result of landing at an airfield other than Base are the responsibility of the pilot and shall be paid for at the time incurred. Fuel and oil shall also be paid for at the time of purchase, but such costs may be deducted from the pilot’s invoice on production of the relevant receipt. 3.8.3 Recovery to Base Pilots who are unable to recover the aircraft to Base will be responsible for the costs incurred in recovering the aircraft.
Order No. 3.9 - Forced or Precautionary Landing In the event of a forced or precautionary landing the pilot of the aircraft shall:
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a) Take all necessary steps to picket and protect the aircraft to prevent the risk of damage by sightseers, cattle, wind, rain etc. b) Notify the local Police and the landowner. c) Notify PFCL by the quickest possible means.
3.9.1 Responsibility for Aircraft Subsequent to any forced or precautionary landing the pilot in charge shall be responsible for the aircraft until it has been handed over to an authorised official of PFCL. 3.9.2 Authorisation to Take-Off A pilot shall not take-off after a forced or precautionary landing without having first obtained the consent of the Chief Flying Instructor. 3.9.3 The Press No information concerning the forced or precautionary landing shall be given to the Press or any other unauthorised person without express permission from either the Chief Flying Instructor or a Director of PFCL. 3.9.4 Damage If the aircraft is damaged as a result of a forced or precautionary landing it shall not be moved except in order to save life or avoid further injury until the Air Accident Investigation Branch has given permission. If the aircraft has directly or indirectly caused injury or damage to the person or property of third parties neither the pilot nor any passenger shall make any admission of liability or promise of payment. Order No. 3.10 - Aircraft Loading and Weight and Performance Limitations 3.10.1 Weight & Performance The pilot-in-command of the aircraft is to ensure that the aircraft is correctly loaded in accordance with the ANO and that it is operated in accordance with the weight or performance limitations. 3.10.2 Maximum Weight The pilot-in-command is to ensure that the maximum allowable all-up-weight is not exceeded and that the centre of gravity remains within limits for all stages of flight. Seatbelts are to be secured and the PIC is to ensure that any freight or baggage is securely fastened. 3.10.3 Weight and Centre of Gravity calculations are to be made for all flights: a. where more than two persons are carried b. if baggage is carried c. if any person of above average size or weight is carried d. for all flights where operation in the utility category is anticipated. 3.10.4 MAUW & CoG Care shall be taken to ensure that the fore and aft Centre of Gravity limits are not exceeded even though the Max AUW may not have been reached. 3.10.5 Take-off and Landing Performance shall be calculated: a. for all flights using grass runways b. at all aerodromes where the runway length is less than 3000 feet c on all days when the temperature exceeds 25 degrees C.
Pilots are recommended to read the General Aviation Safety Sense leaflet 7A (Aeroplane Performance) which can be downloaded from the CAA website.
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Order No. 3.11 - Flying Over the Sea or Hostile Terrain 3.11.1 Emergency Procedures All pilots planning to fly across extended stretches of sea beyond normal gliding distance from land or over terrain that precludes a forced landing should be acquainted with the relevant emergency procedures in the event of engine failure. 3.11.2 Life Jackets Lifejackets are to be carried for each person on board and should be worn throughout the time the aircraft is over the sea. For protracted flights over the sea, and whenever possible, a dinghy should be carried. 3.11.3 Passenger Brief In addition to the normal briefing given to passengers the pilot in command of the aircraft shall ensure that they have been briefed in the donning and using the lifejackets, the operation of the dinghy, locator beacons and other survival equipment. 3.11.4 Flight Plan For all flights planned to exceed 10nm from the coast, or when crossing an international FIR boundary, a flight plan shall be filed prior to departure. 3.11.5 Risk Assessment A risk assessment shall be made by the Pilot in Command and the CFI for any flights over the sea or hostile terrain of greater than 15 minutes in a Club Aircraft. The flight shall be authorised by the CFI. Pilots are recommended to read Safety Sense Leaflet No 21A (Ditching) which can be downloaded from the CAA website, before flying over the sea. Order No. 3.12 - Consumption of Alcohol and Taking of Drugs before Flight 3.12.1 Eight Hour Rule A pilot shall not fly any PFCL aircraft within a period of eight hours after consuming any alcoholic drink. Pilots must increase this period if more than moderate amounts of alcohol have been consumed. 3.12.2 Passengers No passenger may fly in any PFCL aircraft when under the influence of alcohol. 3.12.3 Prescription Drugs Many drugs (even common prescription drugs such as aspirin) may have an adverse effect that may not be apparent at the time they are taken. If for any reason it is necessary to take drugs, then advice from a doctor approved by the CAA shall be obtained before flying. 3.12.4 Recreational Drugs The use of recreational drugs is incompatible with flying and any pilot who has used such drugs at any time shall not fly a PFCL aircraft until he has been certified as fit by a CAA authorised doctor. Order No. 3.13 - State of Health 3.13.1 Physical and Mental Health Pilots shall not fly as PIC of a PFCL aircraft if he knows or suspects that his physical or mental condition renders him temporarily or permanently unfit to act in that capacity. Pilots who suffer any illness or injury which causes incapacitation for a period greater than 21 days shall notify the CAA and shall not act in any capacity until cleared to do so by their AME.
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3.13.2 Mandatory Reporting Anyone who knows that a pilot or Member is suffering from physical or mental condition that renders them unfit to fly MUST inform the CFI. Order No. 3.14 - Order No 14 – Wake Turbulence 3.14.1 Separation Pilots flying PFCL aircraft shall adhere strictly to the UK minimum distance and time separation requirements published by the CAA when taking-off or landing whether operating in the UK or not. These criteria are: When approaching to land a.Behind a Heavy aircraft:8nm 4min b.Behind a Medium aircraft 6nm 3 min c.Behind a Small aircraft 4nm 2min d.Behind a Light aircraft N/A When departing from: a. The same position behind other than a Light aircraft – 2 minutes. b. An intermediate position behind other than a Light aircraft – 3 minutes. Order No. 3.15 - Night Flying 3.15.1 Perranporth airfield is not available Perranporth airfield is not available for night operations (night being defined as 30 minutes after official sunset to 30 minutes before sunrise). In the absence of any information defining the local sunset or sunrise times at Perranporth it can be assumed to be twenty minutes after sunset or before sunrise at Greenwich. Should night flying training or operations be required at Newquay Airport, suitable arrangements will be made by the Company with Newquay Airport through FlyNQY. 3.15.2 30 mins before Sunset All aircraft shall be on the ground 30 minutes before sunset. (see Order No.1.5.3). Order No. 3.16 - Charity Flights 3.16.1 Warning re Raffle Prizes The carriage of a passenger on a private flight assumes that no remuneration or promise of reward has been made to the pilot concerned, other than sharing the cost as described in CAP 393. Occasionally, unsuspecting pilots may offer a flight as a raffle prize at the local school or fete. Such a flight will then become a public transport flight under UK law. Where the money paid for the ticket goes to a registered charity, and subject to meeting certain requirements, a private pilot may conduct this flight. 3.16.2 Authorisation Any pilot wishing to conduct a Charity Flight in a PFCL aircraft shall obtain permission of the Chief Flying Instructor in writing. Prior to such permission being considered the pilot shall have read and understood the relevant Articles in the ANO.
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3.16.3 Membership All passengers shall have completed and signed a Temporary Membership form. Order No. 3.17 - Carburettor Icing 3.17.1 Awareness Pilots are to be aware of the dangers of Carburettor Icing which continues to be a major cause of aircraft accidents. 3.17.2 Use of Carburettor Heat Pilots are to ensure that they are fully conversant with the use of Carburettor Heat and the symptoms of carburettor ice. They are to make regular checks for ice, especially at low engine rpm when the engine must be warmed at regular intervals. Pilots shall read the revenant CAA Safety Sense Leaflet (Piston Engine Icing).
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SECTION 4 RULES OF THE AIR AND ATC
Order No. 4.1 - Aerodrome Opening Hours 4.1.1 Opening Hours The opening hours of Perranporth Airfield may vary from time to time and can be obtained from the Aerodrome operator. 4.1.2 Variation by NOTAM Departure from these times will be notified by NOTAM. 4.1.3 Out of Hours Perranporth Airfield Limited (PAL)authority permits ‘out of hours’ flights to suitable persons. The following procedures however must be followed: a.In the case of a very early or very late departures and arrivals (day flight only) extreme care must be exercised to make sure that noise abatement procedures are strictly adhered to. b.The pilot is responsible for ensuring that the airfield movement log is correctly filled in. This may occur before or after the occasion of the movement depending on the time of the day. The pilot must still sign the movement log as soon as possible. c.The airfield main gate must be closed and locked after entrance and exit.
Failure to comply with the above may result in future ‘out of hours’ permission being withheld. Order No. 4.2 - Taxying Procedures 4.2.1 Radio Check Pilots shall contact Perranporth Air/Ground Radio on channel 119.755 after start-up for a Radio Check and airfield information prior to taxying any aircraft for flight. 4.2.2 Brakes A functional check of the aircraft braking system shall be carried out as soon as practicable after starting to taxi and prior to entering the apron after landing. The check shall be conducted in an area such that in the event of brake failure or partial brake failure there is no possibility of collision with any other aircraft or object. 4.2.3 Speed when Taxiing Taxying shall be carried out at a speed that will enable the aircraft to be brought safely to a standstill in the available stopping distance. 4.2.4 Exit/Entry of Hangars Aircraft shall not be taxied into or out of hangars. 4.2.5 Parking When parking the aircraft, either the parking brake shall be on or the aircraft shall be chocked unless it is on a slope when both the parking brake shall be on and the aircraft adequately chocked. The parking position shall as far as possible be chosen to allow the aircraft to be parked pointing into wind. Prior to vacating the aircraft, a close check shall be
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made to ensure that the Master Switch and Magnetos are switched off and the flight controls are secured. 4.2.6 Chocks Aircraft must be chocked when parked on concrete or tarmac surfaces. Order No. 4.3 - Instructions/Signals from ATC 4.3.1 Air Ground Radio Information An Air to Ground (A/G) VHF Radio service is provided on Channel 119.755 at Perranporth Airfield during the hours of watch. An Air/Ground Service only provides basic information and may not give instructions. Pilots shall notify the A/G station of their intentions at all stages of the taxi, take-off and whilst in the circuit or ATZ. Pilots are responsible for deciding the course of action in all circumstances. It should be noted that the A/G operator will have valuable safety information about other airfield activity, notably parachuting and land-yachting which will frequently be using different runways or grass areas from powered aircraft and would normally be non-radio. 4.3.2 A/G Instructions on Ground Pilots are requested to comply with requests made by A/G regarding all ground movement / taxying. However, it must always be borne in mind that the ultimate responsibility for the safety of the aircraft and passengers rests with the pilot, therefore, despite requests from A/G, or marshaller’s signals to the contrary. If any doubt exists, STOP. Do not proceed further until you are positively assured that it is safe to do so. 4.3.3 Light signals Signals may be given to an aircraft at any aerodrome using lights. Pilots are to be familiar with all light signals and shall comply with them. 4.3.4 Signals Square The Signals Square is located in the grass area north of the Control Tower. All pilots should be aware of the relevance of all signal square signs, including those indicating Gliding in progress. When the airfield is closed the ‘T’ will not be displayed and a yellow cross on a red background will be shown. Order No. 4.4 - Circuit Procedures 4.4.1 Simultaneous Runways Runways may be in simultaneous use. This is to accommodate the performance and cross wind capability of different aircraft types. Pilots are responsible for deconfliction of the intersecting circuits. 4.4.2 Circuit Height All circuits shall be flown at 1,000 feet QFE (1,300 ft QNH) at Perranporth Airfield. 4.4.3 Circuit Direction All circuits shall avoid overflying Trevellas Village. Therefore, they will be left-hand on runways 05, 09 & 19 and right-hand on the runways 01, 23 and 27. 4.4.4 Parachuting When parachuting is taking place (from altitudes up to Flight Level 150 overhead the airfield) pilots joining or departing from the airfield will pay particular attention to the status of the jump (5 or 2 minutes to drop/canopies away etc) and comply with any requests from Perranporth A/G to position accordingly.
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4.4.5 Hang Gliding / Para Gliding etc Various aerial sporting activities frequently take place along the coastal areas within the Perranporth Circuit, from St Agnes Head to Perran Sands. Pilots are to maintain a vigilant lookout for these and give them a wide berth. Order No. 4.5 - Lookout near and within the circuit 4.5.1 Lookout General Pilots are to maintain a LOOKOUT at all times. When flying with passengers they should be encouraged to assist with this lookout. Pilots shall brief them to report other aircraft using the clock code. 4.5.2 Lookout in the Circuit Perranporth Airfield is unlicensed and circuit traffic is not protected by an Air Traffic Zone. A hazard is that traffic routes along the coast and not all aircraft contact Perranporth Radio nor use a Radar Service. Maintain a lookout for traffic outside the circuit as well as within. 4.5.3 Joining Pilots joining the circuit shall join deadside unless there is either no reported traffic or all reported traffic is in sight. No straight in approaches shall be made to 05 due noise abatement and terrain. When joining the circuit pilots are to be especially observant regarding traffic already in the circuit, departing traffic, and other traffic which may be arriving at the same time. Pilots should bear in mind that traffic already in the circuit has priority over joining traffic. 4.5.4 Position Reporting Pilots are to report entering the ATZ, and: 1.G-ABCD
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4.7.1 Departures a.All circuits to be flown in accordance with 4.4.3 b.Departures from 23, turn right as soon as a safe altitude has been achieved. c.Departures from 05 – turn left Hdg 030 as soon as it is safe to do so. d.Departures from 09 – climb straight ahead and turn left at 800ft QNH if remaining in the circuit. e.Where appropriate, reduction to climb power should be made as early as possible after take-off. Notes: 1.The above departure procedures (b to e) do not apply to inexperienced student pilots. 2.Special precaution should be made when taking off from runways 23 and 27 during strong wind conditions to avoid the ‘curl-over’. 4.7.2 Arrivals a.Arrivals to all runways shall be by re-joining dead side, descending to enter the circuit crosswind. b.Minimum power settings to be used deadside, base leg and finals.
Order No. 4.8 - Local Flying Area 4.8.1 Definition The Local Flying Area is defined by coast to the southwest of the ATZ as far as Hayle and the area extends inland as far as the Culdrose MATZ. The upper limit is recommended at FL40. This Local Flying Area is close to both the Culdrose and Newquay ATZ and pilots should be in VHF contact with one of these as appropriate whilst operating outside of the Perranporth ATZ. 4.8.2 Culdrose Air Station All pilots should be aware IFR Naval traffic may transit through the Perranporth Circuit at heights not below 2000 ft QFE without prior specific clearance. Culdrose Approach frequency is 134.050 MHz. 4.8.3 Private Landing Strips Pilots should be aware that there are two private landing strips within or close to the Local Flying Area, Truro airfield to the Southeast and Porthtowan airstrip to the Southwest. Light aircraft or microlights may be landing or departing from these strips without being in any form of radio contact. Order No. 4.9 - Prohibited and Danger Areas 4.9.1 Planning Pilots shall check the activity state of Danger Areas adjacent to their intended route when planning cross-country flights. 4.9.2 Avoidance Minima Pilots are to avoid all prohibited areas by at least half-a-mile horizontally and 500 feet vertically.
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Order No. 4.10 - Action after Landing 4.10.1 Radio After landing and the runway vacated pilots should report ‘Runway Vacated’. 4.10.2 After Landing Checks Once clear of the runway the aircraft shall be stopped, and the parking brake applied whilst the ‘After Landing Checks’ are completed. 4.10.3 Parking Prior to entering the parking area, a functional check of the braking system shall be carried out. Whenever possible the aircraft should be parked facing into wind and in addition to applying the parking brake, the aircraft shall be chocked if the parking area is not level. Nevertheless, aircraft must always be chocked when parked on a hard surface (concrete, tarmac etc). Note: Aircraft brake systems are not reliable for parking due thermal and hydraulic leakage effects. 4.10.4 Shutdown Checks On shut-down pilots are to ensure the magnetos are not live, the master switch is selected off and the fuel cock turned OFF or to the appropriate position to prevent tank to tank fuel transfer. 4.10.5 Exit of Aircraft Pilots shall remove all personal equipment and rubbish from the aircraft; leave the aircraft in the same state as they would expect to find it and complete the Technical Log. 4.10.6 Last Flight of Day After the last flight of the day the PIC shall ensure that the aircraft is refuelled. Covers shall be installed where appropriate and the aircraft shall be tied down if left outside, even if the pilot expects it to be used later in the day. Order No. 4.11 - Use of Radiotelephony 4.11.1 Requirement for a Licence No person shall operate an aircraft radio either in the air or on the ground unless that person holds a valid Flight Radio Telephony Operator’s Licence (FRTOL) or is operating under the supervision of the holder of a FRTOL. Student Pilots on solo flights are exempt under ANO from the requirement to hold a FRTOL whilst undergoing training for a pilot licence. All qualified pilots wishing to fly in command of Club operated aircraft must possess an appropriate RT licence. 4.11.2 Phraseology All persons operating an aircraft radio station shall use standard phraseology and procedures in accordance with CAP 413, The Radio Telephony Manual. a.Pilots are to be familiar with the differences between ATC, AFIS and A/G communication services. Pilots shall not request instructions from AFIS and A/G stations as they are only licensed to give information. AFIS may issue instructions up to the holding point prior to departure, and after the landing roll. b.The phrase ‘At Your Discretion’ may only be used by an AFIS controller to indicate that he has no controlling responsibilities. Pilots are not to use the phrase “… at my discretion”. Pilots shall acknowledge with either the aircraft call-sign, or ‘Roger’ followed by the aircraft call- sign.
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4.11.3 Listening Watch Pilots of radio-equipped aircraft shall notify entering and leaving an ATZ and shall maintain a listening watch on the nominated aerodrome channel of 119.755 whilst they are in the ATZ. 4.11.4 Operation of Aircraft Radios a.Pilots are to make sure that all radio equipment is switched off prior to starting engines. At airfields where start clearance is required the radio shall be switched on to obtain the clearance and then switched off again prior to starting the engine. b.After engine start the radio(s) shall be switched on and the volume and squelch controls adjusted to a comfortable level. Note: the squelch cannot be set correctly whilst the radio is receiving a signal. c.Prior to transmitting, a check shall be made to ensure that no other station is using the frequency. Always listen out before transmitting. Operators are to speak clearly and at a speed which will permit the recipient to write down any relevant information. d.All radios shall be checked on transmit and receive before departure. Order No. 4.12 - Radio Failure Procedure Aircraft inbound to Perranporth experiencing radio failure should continue as planned, but remaining outside controlled and MATZ airspace, transmitting blind if appropriate, to make standard deadside join in accordance with Order No.4.5.3 above. Order No. 4.13 - Night Flying - ATC and Emergencies 4.13.1 Restriction Perranporth Airfield is not equipped for night flying. 4.13.2 Night Flights Night flights in the UK shall be conducted in accordance with VFR, with restrictions, see SN-2012/007. Pilots planning cross-country flights at night shall plan their route to be above the safety altitude at all times. Flights are to be flown at Semi-circular Levels. Unless a LARS service is available for the entire flight, a flight plan (CA48) shall be filed for the flight. The flight rules shall be VFR. However, if the pilot is not instrument qualified the following remark shall be entered in item 18:
RMK: This flight is required to remain clear of cloud and in sight of the surface at all times.
4.13.3 Authorisation Club aircraft shall not take-off or land at an aerodrome at night without the agreement of the CFI. The aerodrome shall be equipped with lighting, which is in operation for all take-offs and landings. 4.13.4 Simulated Emergencies Engine failures and practice asymmetric shall not be conducted at night. 4.13.5 Diversion Planning Pilots are to ensure that suitable diversion aerodromes are available during the hours of any planned night flights.
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Order No. 4.14 - Infringement of Controlled Airspace 4.14.1 Use of aids Infringement of controlled airspace could at the worst lead to a fatal accident. In any event, even a minor incursion observed by a controller may result in re-direction of a public transport aircraft causing delay and considerable expense to the operator. Pilots are to use all available navigation aids including GPS to ensure that they remain clear of controlled airspace unless they have obtained a clearance to enter it. 4.14.2 Flight Near Controlled Airspace Pilots flying in close proximity to controlled airspace are to obtain a flight information service from the controlling authority whenever possible. The transponder is to be selected ON with MODE C (ALT) selected. 4.14.3 Infringement Event If a pilot enters controlled airspace without clearance he shall: a.Leave controlled airspace by the quickest safe means b.Attempt to contact the controlling authority, any nearby ATSU or if unsuccessful London/Scottish Centre, and report the occurrence; squawk 7000 with Mode C. c.Report the circumstances to the Chief Flying Instructor in writing on landing. Order No. 4.15 - Parachuting Parachuting takes place on the aerodrome. The drop zone is published on the CAA aeronautical charts and flight guides. This has a diameter of 3nm and extends to Flight Level 150. The zone is centred on the mid-point of runway 05/23. 4.15.1 Location of Landing Area The parachute landing zone is a mown patch of grass adjacent to the Southern taxi way and the West end of the hangar. The location is subject to change. Pilots shall know the current location of the landing area. 4.15.2 No Overhead Re-joins Overhead re-joins are not permitted during the hours of parachute operations 4.15.3 Communications The parachute aircraft will call “Five minutes to drop” and “Two minutes to drop” on Channel 133.405. When the Perranporth Radio Air Ground Service is manned, “Five minutes to drop”, “Two minutes to drop” and “Canopies in the air” will be Broadcast to Perranporth Traffic on channel 119.755. “All canopies on the ground” will be broadcast by either Perranporth Radio and/or Perranporth DZ on channel 119.755. The time from “Canopies in the air” to “All Canopies on the Ground is approximately 6 minutes. 4.15.4 5 Minutes to Drop At “5 minutes to drop” and outside the circuit: -
•Do not enter the DZ
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•Advise Perranporth Radio or Traffic of your intentions (G-ABCD holding at XYZ) At “5 minutes to drop” and in the circuit: -
•Land before “Two minutes to drop”.
•If in doubt, leave the circuit.
•Advise Perranporth Radio or Traffic of your intentions. 4.15.5 Two Minutes to Drop At “2 minutes to drop”: -
•Do not enter the DZ
•Leave the Circuit
•Advise Perranporth Radio or Traffic of your intentions. 4.15.6 Parachute Safety Zone - Ground No aircraft shall be on the ground with a running engine within 200m of the centre of the parachute landing zone in the period after “Two minutes to drop” and before “All canopies on the ground”. This safety zone as applicable to the location referenced in para 4.15.1 is shown below.
4.15.7 Engine Start Pilots shall ascertain the status of parachuting before engine start when their aircraft is within or will taxi through the safety zone. A call to Perranporth Radio or Perranporth DZ is advised before engine start. (Turn off avionics before start)
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SECTION 5 CHECK LISTS
Order No. 5.1 - Use of Checklists 5.1.1 Availability All pilots shall have available a checklist for the aircraft they are flying. 5.1.2 Compliance Pilots shall abide by the handling notes and checklist for each specific aircraft they are flying. 5.1.3 Precedence The handling notes or checklists shall not contradict anything set out in the Flight Manual which forms part of the aircraft Certificate of Airworthiness.
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SECTION 6 EMERGENCY DRILLS
Order No. 6.1 - Engine Failure After Take-Off (Single Engine) 6.1.1 Land Ahead Wherever possible pilots should attempt to land on the runway if there is sufficient runway remaining or alternatively land slightly to one side of the runway. DO NOT ATTEMPT TO TURN BACK.
6.1.2 If this is not possible carry out the following actions:
1.Plan to land straight ahead or within 30 degrees either side 2.Select glide attitude. Trim for glide speed 3.Carry out EFATO Drill as follows:
1.Throttle ……………CLOSED 2.Mixture ……………ICO 3.Fuel Selector ………OFF 4.Fuel Pump …………OFF (if fitted) 5.Magnetos ………….OFF 6.Door ……………….UNLATCH 7.Harnesses ………….SECURE 8.Advise …………….ATC (if time permits) 9.Battery Master …….OFF (after final flap selection) Order No. 6.2 - Crash Action 6.2.1 Actions If time permits the following should be carried out prior to a crash landing: a. Turn off fuel and master switch b. Check harnesses are as tight as possible c. Open the cabin door d. Advise all passengers to adopt the brace position e. After aircraft comes to rest …. Evacuate Upwind Order No. 6.3 - Fire in the air (SE) In the event of an Engine Fire in the Air, the PIC shall carry out the following actions: Shut down the engine:
1. Throttle ……………… CLOSED 2. Mixture ……………… ICO 3. Fuel Selector ………… OFF 4. Fuel Pump …………… OFF (if fitted)
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5. Magnetos……………. OFF 6. /Demister ……... OFF
7. Make MAYDAY Call 8. Door ………………… UNLATCH 9. Harnesses …………… SECURE 10. Master Switch ……… OFF (after final flap selection) In the event of a Cabin Fire the PIC shall commence an Emergency Descent, the maximum rate can be achieved with Full Flap at the flap limiting speed. The following drill shall be completed: 1. Electrics ……………. OFF (if cause of fire) 2. Heater/Demister ……. OFF 3. Air Vents …………… OPEN 4. Fire Extinguisher …… OPERATE AS REQUIRED Order No. 6.4 - Fire on the Ground 6.4.1 Drill In the event of a Fire on the Ground the PIC shall carry out the following Drill:
1.Throttle …………….CLOSED 2.Mixture …………….ICO 3.Fuel Selector ……….OFF 4.Fuel Pump …………OFF (if fitted) 5.Magnetos ………….OFF 6.Brakes …………….OFF 7.Battery Master …….OFF 8.Evacuate ………….ASAP (consider wind direction) Order No. 6.5 - Forced Landing Without Power 6.5.1 Actions In the event of an engine failure at height the pilot shall take the following actions. 1. Adopt the glide speed and TRIM 2. Look for suitable field – Size, Shape, Slope, Surface, Surrounds, Wind 3. If height permits, investigate reason for failure: a. Fuel ………. Selection / Quantity b. Primer ……. LOCKED c. Magnetos …. ON d. Carb Heat …. OUT e. Mixture …… IN 4. Attempt Restart using Starter Motor 5. MAYDAY CALL 6. Plan descent into field aiming to land one third in 7. If engine fails to start by 1000ft AGL carry out engine shut down 8. Fuel …………… OFF 9. Magnetos ……… OFF 10. Throttle ………. CLOSED
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11. Mixture ………. ICO 12. Door …………. OPEN 13. Brakes ………… OFF 14. Master Switch … OFF (after final flap selection) Order No. 6.6 - Forced Landing with Power 6.6.1 Planning A forced landing with power, or a precautionary landing, is usually made necessary due to deteriorating weather, the approach of darkness or a low fuel state. With proper pre-flight planning and in-flight monitoring, precautionary landings can normally be avoided. 6.6.2 Early Decision If a precautionary landing is necessary, then the decision to conduct such a landing shall be taken early enough to allow as much time as possible for executing the landing. 6.6.3 Actions Pilots should take the following actions in the event of making a precautionary landing: a.Select a suitable field (Size, Shape, Slope, Surface, Surrounds, and Wind) b.In the event of deteriorating visibility approach flap should be lowered and the aircraft flown at a safe slow speed. c.Overfly the landing site to the right in the landing direction (Set the DI to360 degrees N), examining the site for any obstructions (power lines). d.On final to the landing site descend to 300ft AGL and at that height look for obvious obstructions (fences, cables, etc). e.Climb back to 500ft and complete another circuit of the field. f.On finals descend to 50ft to the right of the intended landing run and a closer inspection looking for hidden ditches, rough surface, etc g.Complete another 500ft circuit h.On final to land, unlatch the door. i.Make a short field landing with full flap, minimum airspeed and full flap j.After touch down brake firmly to a standstill in as short a run as possible.
If on any of the flypasts it is discovered that it is not safe to make another approach at a lower height, then abandon this landing site and search for another. Order No. 6.7 - Ditching 6.7.1 Pre-flight Preparation Pilots planning flight over water are advised to read GA Safety Leaflet No. 21A (Ditching). Where specific procedures are included in the Aircraft Manual then those techniques should override all others. Order No. 6.8 - Radio Failure 6.8.1 Operation Pilots are to be familiar with the radio failure procedures. In most cases radio problems are more likely to be induced by the operator.
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6.8.2 Checks In the event of a suspected radio failure the following shall be checked: a.Ensure the correct frequency has been selected and that the volume control is correctly set. b.Check radio and intercom ON. c.If a second radio is available, try that one. d.If a second headset is available, try that one or switch the radio from Phones to Speaker. e.Pilots experiencing a total radio (communications) failure are to squawk 7600 and return to base or divert and land at the nearest suitable airfield. f.Pilots shall expect to comply with light signals.
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SECTION 7
ACCIDENT; OCCURRENCE; AIRPROX & BIRDSTRIKE REPORTING Order No. 7.1 - Requirement to Report Accidents 7.1.1 Reportable Accidents A reportable accident means an occurrence associated with the operation of an aircraft which takes place between the time when any person boards the aircraft with the intention of flight until such time as all persons have disembarked there from, in which anyone associated with the aircraft, or a third party, is killed or injured or the aircraft sustains damage or structural failure which requires major repairs or replacement of the affected component. Further guidance is given in ref 8 and AIC P061/2015 (pink). 7.1.2 Notification The Captain, or if he is incapacitated, the Operator(s) shall immediately notify: The Chief Inspector, Air Accidents Investigation Branch Department of the Environment, Transport and the Regions Tel (01252 512299)
The local police authorities, and: Personnel Licensing Department (Head of Standards) FAX: 01293 573996. 7.1.3 Information Notification to the Chief Inspector of Air Accidents should have the identified abbreviation ACCID or INCID and state the following: (a)aircraft type, model, nationality and registration (b)name of the owner, the operator and the hirer, if any. (c)name of the commander. (d) date and time (UTC) of the accident or serious incident. (e)last point of departure and next point of intended landing. (f)location of the accident or serious incident. (g)numbers of crew and passengers on board at the time of the accident or serious incident, the number of crew and passengers killed or seriously injured as a result of the accident and the number of other persons killed or seriously injured elsewhere than on the aircraft; and (h)the nature of the accident or serious incident and brief particulars of the damage to the aircraft. Note: As much of this information as is immediately available should be sent to the AAIB by the quickest means available. 7.1.4 Preservation of Evidence If the accident has taken place in or over the UK the wreckage of the aircraft may not be removed or interfered with, nor should any unauthorised person be allowed access to it
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without authority, except as may be necessary for the extrication of persons or animals, removal of any mails, the prevention of damage or destruction by fire or water, or danger of obstruction to the public or to air navigation, or to other transport. An authorised person means any person authorised by the Secretary of State (the AAIB) either generally or specially to have access to any aircraft involved in an accident and includes police officers and officers of HM Customs and Excise. Order No. 7.2 - Requirement to Report Occurrences 7.2.1 Reportable Occurrences Any person should report any occurrence, which hazards or if not corrected, could hazard an aircraft, its occupants or any other person. These occurrences shall be reported in accordance with the requirements of CAP 382 (The Mandatory Occurrence Reporting Scheme: Information and Guidance) and EU Regulation 376/2014 with regard to Mandatory Occurrence Reporting [ref 8]. 7.2.2 Notification Reports of occurrences should be made using EU Aviation Reporting Portal at http://www.aviationreporting.eu/AviationReporting/ 7.2.3 Procedure The reporting procedure is detailed in Appendix C.5Reporting Procedure. Order No. 7.3 - Requirement to Report an AIRPROX 7.3.1 Criteria An AIRPROX report shall be made whenever a pilot or controller considers that the distance between aircraft as well as their relative positions and speed have been such that the safety of the aircraft involved was or may have been compromised. 7.3.2 Initial Report Pilots wishing to report an AIRPROX should, wherever possible, make their initial report by RTF to the appropriate ATSU with a follow-up report to UK AIRPROX Board using their website.https://www.airproxboard.org.uk/File-an-Airprox/File-an-Airprox/ This will help to ensure that all parties are identified, thus enabling a prompt investigation to be carried out. Initial reports must be confirmed in writing within seven days by completing the full AIRPROX reporting procedure. 7.3.3 Scope The AIRPROX reporting procedure is mainly designed to investigate incidents occurring outside controlled airspace. The AIRPROX procedures are detailed in UK AIP ENR Section 1. 14; and the UK Manual of Air Traffic Services (MATS) Part 1, Section 6, Chapter 2. Order No. 7.4 - Bird strike and Near-Miss Reporting 7.4.1 Mandatory Under the ANO, it is mandatory to report any incident causing damage to an aircraft, which might affect flight safety. Bird strike reporting is mandatory if significant damage has occurred. 7.4.2 Notification Details of all Bird strikes causing damage are to be reported in accordance with CAP382.
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SECTION 8 LOCAL REGULATIONS
Order No. 8.1 - Smoking Prohibitions 8.1.1 Smoking is prohibited in: a.The hangar. b.Within 50m of fuel installations or parked aircraft. c.Any aircraft operated by the company. d.The area of the apron. e.The Control Tower or Offices. f.The Flying Club Bunker or Cafeteria. Order No. 8.2 - Safety Airside and in the Hangar 8.2.1 Safety Brief Airside and in the hangar are a hazardous environment with the potential to injury to personnel and damage to aircraft. Students and Pilot shall have received a safety brief by an instructor before passing airside or entering the hangar. 8.2.2 Safety of Passengers The PIC shall be responsible to the safety of passengers when airside and in the hangar. 8.2.3 Use of Aircraft Tug All personnel shall be trained in the use of the tug before they use it. 8.2.4 Moving Aircraft in the Hangar No aircraft may be moved by a person who has not been trained and authorised for that activity. This includes aircraft owners. Order No. 8.3 - Care of Flying Equipment 8.3.1 Responsibility of PIC The PIC shall be responsible for all equipment loaned or borrowed from the Club. Equipment, whether or not included as part of the hire of an aircraft, shall be returned to the company in the same condition that it was supplied. This includes aircraft and all equipment including headsets. Any loss or damage whether accidental or otherwise, shall be reported to the Chief Flying Instructor. Any damage that is deemed not to be fair wear and tear, up to the value of £600, shall be payable by the pilot, together with any uninsured losses or costs which may include, but are not limited to, the a/c insurance ‘penalty’ or loss of ‘no claims bonus’ which result from the damage. However, the Directors of the Company will consider the circumstances leading up to the incident and may waive some or all of this requirement. Order No. 8.4 - Disciplinary Action for Breach of Local Orders and Regulations 8.4.1 Non-compliance with Flying Orders Members who do not comply with the Flying Order Book or any other Rules published by the Club shall be liable to disciplinary action. 8.4.2 Disrepute Members who enter into dispute with the Club, or bring the Club into any form of disrepute, shall also be liable to disciplinary action.
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8.4.3 Students Students undergoing training who breach the Club Rules shall in the first instance be interviewed by the Chief Flying Instructor, who shall enter the details of any flying related breaches in the student training record. 8.4.4 Endangering Aircraft Persons or Property In the case of practices being followed by any student, member or employee, which have been deliberately designed or have the effect of endangering aircraft, persons or property, the Company shall take all steps it deems necessary under the Air Navigation Order to prosecute those concerned and to seek adequate reparations. Order No. 8.5 - Indemnity for Personal Injury 8.5.1 Verification of Adequate Insurance It is the individual responsibility of pilots to ensure that adequate insurance is carried and that all such policy certificates are valid and current. Details of precise terms of the insurance cover under which Company aircraft are operated may be supplied on request. 8.5.2 Pilots and Personal Injury Pilots are reminded that, in line with most aircraft insurance policies, personal injury cover is only extended to third party and passengers. Pilots shall make their own arrangements for personal accident insurance. Instructors are not covered for personal liability claims or under the third-party accident liability and must make their own arrangements. 8.5.3 Insurance Brokers A list of recommended insurance brokers is available on request.
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APPENDIX A- NOISE ABATEMENT
A.1 General Figure 1 - Noise Sensitive Areas indicates the areas where these procedures seek to mitigate aircraft noise. Noise abatement procedures do not apply to students and training where standard circuits should be flown. However, training details should be planned to limit the number of consecutive circuits. Flapless, short field and other high-power approaches should be strictly limited. Runway 05/23 shall be used whenever these are within cross wind limits of the aircraft and pilot ability. All approaches to be stabilised low power or glide. Figure 2 to Figure 5 illustrate the circuit, departure and re-join tracks to mitigate noise nuisance for runways 23, 05, 09 and 27 respectively. A.2 Notes by Runway: Runway 23: Turn right once at a safe height to avoid climb out over St Agnes. Departures to North or South of Perranporth above 1800ft QNH. Re-join dead side descending at low power and cross wind at circuit height. Runway 05: Turn left heading 030° once at a safe height. Depart to East, North of Perranporth. Depart to SW from Downwind. All re-joins dead side descending at low power and cross wind at circuit height. Runway 09: Reduce RPM after take-off as appropriate for type. For departure to East, turn right 10 degrees once at a safe height. Vary departure track for multiple details. SW departures from Downwind. All re-joins dead side descending at low power and cross wind at circuit height. Runway 27: Depart to East routing North of Perranporth. All re-joins dead side descending at low power and cross wind at circuit height. No High Power approaches. All approaches to be stabilised low power or glide approaches. Anticipate sink 300m from threshold to avoid sudden application of high power where the noise is amplified by reflection off the rising ground.
Appendix A -1 29 February 2020 Perranporth Flying Club Ltd. – Flying Order Book
Figure 1 - Noise Sensitive Areas
Appendix A -2 29 February 2020 Perranporth Flying Club Ltd. – Flying Order Book
Figure 2- Runway 23
Appendix A -3 29 February 2020 Perranporth Flying Club Ltd. – Flying Order Book
Figure 3 - Runway 05
Appendix A -4 29 February 2020 Perranporth Flying Club Ltd. – Flying Order Book
Figure 4 - Runway 09
Appendix A -5 29 February 2020
Perranporth Flying Club Ltd. – Flying Order Book
Figure 5 - Runway 27
Appendix A -6 29 February 2020 Perranporth Flying Club Ltd. – Flying Order Book
APPENDIX B- IMPLEMENTATION OF SAFETY POLICY
B.1 Safety Policy This document details the implementation of the Primary Considerations of the Safety Policy of reference 2. B.2 Identification of Hazards and Risks A risk register shall be established and maintained by the Safety Representative. [ref 2] The risk register shall be in accordance with CAP1637 Appendix C in the form of an Excel spread sheet. The risk register shall record identified Hazards and Risks with severity, likelihood, unmitigated impact, mitigation or control actions, mitigated severity, likelihood and impact. Where the mitigated risk is greater than “Acceptable” this shall be signed off by the accountable manager. B.2.1 Annual Review and Changes The register shall be subject to annual review and updated when changes occur. These include:
• Staff changes
• New equipment including introduction of a new aircraft
• Changes to facilities
• New locations
• New training routes
• New Courses.
• The register shall be amended as required in the event of an occurrence. B.3 Mitigations Mitigations shall be developed to reduce the risks to as low as reasonably practical (ALARP). The mitigations shall be recorded in the Risk Register together with the means and date of implementation. B.4 Safety Reporting System The Flying Order Book defines how to operate the reporting system and comply with the following: The Safety Policy shall include procedures required to ensure compliance with the Regulations relevant to the Mandatory Occurrence Reporting scheme (EU376/2014). Guidance on the main elements of the Occurrence Reporting scheme can be found in GM1 to DTO.GEN.210(a)(3). B.4.1 Occurrence Reporting The DTO shall be aware of its obligations under EU Regulation 376/2014 with regard to Mandatory Occurrence Reporting and ensure that it operates a system whereby all events meeting the criteria
Appendix B -1 29 February 2020 Perranporth Flying Club Ltd. – Flying Order Book listed in Annex V of the regulation are reported to the Authority, using the MOR system on the CAA website. B.4.2 Immediate reaction to a Safety Problem The Safety System developed and implemented by the DTO must ensure that: 1.The DTO can implement any safety measures mandated by the CAA (see ARA.GEN.135(c)). 2.The DTO can implement any relevant mandatory safety information issued by the CAA, including Airworthiness Notices. B.5 Record Keeping It is a requirement to keep records of all reports, hazards / risks and mitigations B.5.1 Risk Register The risk register shall be created in Microsoft Excel and stored in a designated folder on the Club Personal Computer (PC). B.5.2 Occurrence Reports Occurrence reports shall be registered and stored as defined in Appendix C.5.6 Additional guidance is in CAA document CAP 1059. B.6 Immediate reaction to a Safety Problem The Head of Training is responsible for the implementation of mandatory safety measures, information and Airworthiness notices. B.7 Promulgation of Safety Policy The safety policy shall be promulgated through this Flying Order Book and its signature by members of PFCL and airfield users. A culture consistent with the Safety Policy shall be instilled in students and members as part of flying training. B.8 Compliance with Safety Policy Order No. 8.4 -Disciplinary Action for Breach of Local Orders and Regulations, defines the recourse for noncompliance with the Flying Orders which encapsulate the Safety Policy.
Appendix B -2 29 February 2020 Perranporth Flying Club Ltd. – Flying Order Book
APPENDIX C - SAFETY REPORTING SYSTEM
C.1 Introduction The appendix defines how to operate the safety reporting system in accordance with the Safety Policy of the Declared Training Organisation. C.2 Regulations The Safety Policy shall include procedures required to ensure compliance with the Regulations relevant to the Mandatory Occurrence Reporting (MOR) scheme (EU376/2014). Guidance on the main elements of the Occurrence Reporting scheme can be found in GM1 to DTO.GEN.210(a)(3). C.3 72 Hour Rule The report shall be made within 72 hours of the Occurrence. C.4 Mandatory Occurrence Reporting The DTO is obliged under EU Regulation 376/2014 with regard to Mandatory Occurrence Reporting and to ensure that it operates a system whereby all events meeting the criteria listed in Annex V of the Commission Implementing Regulation (EU) 2015/1018 of 29 June 2015, are reported to the Authority, using the MOR system on the CAA website which directs to the European Aviation Reporting Portal for smaller organisations and those who submit lower volumes of reports. C.4.1 Criteria from the regulation Article 3 of ref [8] lists the Subject matter and scope. A summary is repeated here: (a) occurrences related to the operation of the aircraft, such as: (i) collision-related occurrences. (ii) take-off and landing-related occurrences. (iii) fuel-related occurrences. (iv) in-flight occurrences. (v) communication-related occurrences. (vi) occurrences related to injury, emergencies and other critical situations. (vii) crew incapacitation and other crew-related occurrences. (viii) meteorological conditions or security-related occurrences. (b) occurrences related to technical conditions, maintenance and repair of aircraft, such as: (i) structural defects. (ii) system malfunctions. (iii) maintenance and repair problems. (iv) propulsion problems (including engines, propellers and rotor systems) and auxiliary power unit problems.
Appendix C -1 29 February 2020 Perranporth Flying Club Ltd. – Flying Order Book
(c) occurrences related to air navigation services and facilities, such as: (i) collisions, near collisions or potential for collisions. (ii) specific occurrences of air traffic management and air navigation services (iii) ATM/ANS operational occurrences (d) occurrences related to aerodromes and ground services, such as: (i) occurrences related to aerodrome activities and facilities. (ii) occurrences related to handling of passengers, baggage, mail and cargo. (iii) occurrences related to aircraft ground handling and related services C.5 Reporting Procedure C.5.1 Contemporaneous Record Record in writing the details of the occurrence at the earliest opportunity. If safe to do so, make notes in flight to be expanded on landing. C.5.2 Inform Head of Training It is recommended that the occurrence is reported to the Head of Training. The Head of Training can assist with the evaluation of the severity (Mandatory/Voluntary Report) and the online submission. C.5.3 Download Reporting Form Download a reporting form from the EASA http://www.aviationreporting.eu/AviationReporting/OFR.aspx?occsrc=2&countrycode=GB Alternative link is http://www.aviationreporting.eu/AviationReporting/ CAP1496 provides guidance on “the idiosyncrasies you will encounter”. There are separate forms for:
•Flight Operations
•Aerodrome
•ATM
•Technical
•General Aviation C.5.4 Complete Form Guidance as to how to complete the form is at: http://www.aviationreporting.eu/AviationReporting/download.aspx?name=GuidanceBehalfO fOrganisation.pdf&url=offlineReport/Organisation/documents/GuidanceBehalfOfOrganisati on.pdf C.5.5 Upload the form Upload the form at the EASA portal: http://www.aviationreporting.eu/AviationReporting/OFR.aspx?occsrc=2&countrycode=GB
Appendix C -2 29 February 2020 Perranporth Flying Club Ltd. – Flying Order Book
C.5.6 Locally store the report The electronic copy of the report shall be stored in the allocate folder on the Club PC C.5.7 Register Report The report shall be registered in the Excel file stored in the folder above C.6 Voluntary Occurrence Reports Voluntary reports may be submitted using the MOR system. C.6.1 Criteria Anything that is perceived by the individuals as having the potential to impact or potentially impact safety should be considered for reporting in liaison with the head of Training. C.6.2 Internal Occurrence reports A safety issue/occurrence that is unique to the DTO or is or would be assessed as “acceptable” with local mitigation in accordance with the DTO risk register shall be reported internally. The process is as C.5Reporting Procedure but without uploading the report to the EASA portal. C.7 Analysis The reports shall be analysed by hand at an interval not greater than one year. This is the responsibility of the Safety Representative. .
Appendix C -3 29 February 2020 Perranporth Flying Club Ltd. – Flying Order Book
APPENDIX D - COST SHARING
D.1 Introduction Club members may conduct cost sharing flights in a club aircraft in accordance with ‘cost sharing’ rules for EASA aircraft, as described in Article 6 (4a) of Commission Regulation (EU) No 965/2012. Club members shall comply with the rules set out below. D.2 Legal Framework Cost sharing flights are conducted under an exemption published under Official Record Series 1274. This exemption is valid to 30th July 2020 and may be revoked.
•This exemption is only applicable to flights conducted within the London or Scottish Flight Information Regions.
•All provisions of the ANO applicable to a non -commercial flight must be complied with.
•The only valuable consideration given or promised for the flight or purpose of the flight is a contribution to the direct costs of the flight otherwise payable by the pilot in command.
•No more than six persons (including the pilot) are carried.
•The direct costs of the flight are shared by all the occupants of the aircraft including the pilot.
•The flight is operated by a Private Individual.
•Cost shared flights can be advertised, including the use of online ‘flight sharing’ platforms. oIt is recommended that any advertising or promotion of cost-sharing flights makes it clear that they are private arrangements and not conducted in accordance with commercial air transport or, where appropriate, public transport rules. oPassengers should be made aware that the pilot may amend or cancel the flight for any reason, including at short notice. The proportion of the costs that must be shared by the pilot is not specified in the regulations; however, the Club requires that pilot contributes an equal or greater share of the direct costs of the flight that he is conducting. This is to mitigate any risk of bringing the club into disrepute. D.3 Direct Costs “Direct costs” means the cost (excluding any element of profit) directly incurred in relation to a flight, including: (a) the cost of fuel. (b) any charges payable in respect of the use of any airfield in connection with the flight; or (c) any rental or hire fees for the use of the aircraft Note: A pilot conducting a cost sharing flight in his own aircraft cannot include Annual costs in the cost sharing. Thus, the costs of keeping, maintaining, insuring and operating the aircraft over a period of one calendar year are excluded. There can be no element of profit. D.4 Membership All passengers in a PFCL aircraft shall be Members of the Club with a verified membership form.
Appendix D -1 29 February 2020
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D.5 Authorisation All cost sharing flights in a PFCL aircraft, where one or more passengers are temporary members, shall be noted in the technical journey log of the aircraft as “Cost Sharing. D.6 Risk assessment The pilot (and where applicable, the supervising instructor) shall assess the risk to the occupants of the aircraft and shall include an assessment of:
•An exemption in accordance with Official Record Series 1274 for non EASA aircraft is current. •The pilot’s experience/currency/recency (28 days for PPL, 90 for instructor, check flight within 1 year) mental and medical fitness for flight. •Familiarity with the aircraft to be used and the associated emergency procedures (see above) •The maintenance status (hours) and serviceability of the aircraft •Aircraft weight and balance and performance calculations (weigh passengers) •The demeanour of the passengers (alcohol, non-family groups) •The proposed location, route, airspace, NOTAMS and any operational restrictions •Weather forecasts, actual and trends; the flight must be conducted in accordance with VFR by day only. The Head of Training shall specify weather minima which may be pilot specific. •Any other criteria which should reasonably be considered as part of the overall risk assessment should be completed for each flight to ensure a safe and enjoyable experience for the participant/s. D.7 Safeguarding Where a passenger is a minor, this shall be conducted with the consent of the parent or guardian. If the Pilot has not been cleared by the Declaration and Barring Service, a responsible adult should accompany the minor. D.8 Introductory Flights An alternative to “Cost Sharing” is to conduct an “Introductory Flight”. See Reference 13.
Appendix D -2 29 February 2020