PART-ORA APPROVED TRAINING ORGANISATION MANUAL
This document supports the European Union PART-ORA Approved Training Organisation Approval of:
WHITE WALTHAM AIRFIELD LIMITED trading as WEST LONDON AERO CLUB
Waltham Road, Maidenhead, Berkshire, SL6 3NJ
Tel: 01628 823272 Fax: 01628 826070 e-mail: [email protected]
PART-ORA APPROVAL REFERENCE GBR.ATO-0215
Document Reference No:
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West London Aero Club Part 1 - Organisation Management
FOREWORD
This manual has been prepared in order to support the West London Aero Club PART-ORA Approved Training Organisation Approval. This document is divided into FOUR parts.
PART 1 MANAGEMENT ORGANISATION PART 2 OPERATIONS MANUAL PART 3 TRAINING MANUAL PART 4 APPENDICES
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CONTENTS
FOREWORD
LIST OF EFFECTIVE PAGES
LETTERS OF TRANSMITTAL FOR EXPOSITION/AMENDMENT APPROVAL
EXPOSITION AMENDMENT RECORD
MANUAL DISTRIBUTION LIST
INDEX
PART 1 MANAGEMENT ORGANISATION & PROCEDURES
PART 2 OPERATIONS MANUAL – MANAGEMENT & PROCEDURES
PART 3 TRAINING MANUAL - PLAN & COURSE SYLLABI
PART 4 APPENDICES
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LIST OF EFFECTIVE PAGES
Page Revision No. Page Revision No Page Revision No. 1 Original 30 Original 59 Original 2 Original 31 Original 60 Original 3 Original 32 Original 61 Original 4 Original 33 Original 62 01/03/17 5 Original 34 Original 63 01/03/17 6 Original 35 01/03/17 64 01/03/17 7 Original 36 Original 65 Original 8 Original 37 Original 66 Original 9 Original 38 Original 67 Original 10 01/03/17 39 Original 68 Original 11 01/03/17 40 01/03/17 69 Original 12 01/03/17 41 Original 70 Original 13 01/03/17 42 Original 71 Original 14 01/03/17 43 Original 72 01/03/17 15 01/03/17 44 01/03/17 73 Original 16 01/03/17 45 Original 74 Original 17 01/03/17 46 01/03/17 75 Original 18 01/03/17 47 01/03/17 76 01/03/17 19 01/03/17 48 Original 77 Original 20 Original 49 Original 78 Original 21 Original 50 01/03/17 79 Original 22 Original 51 01/03/17 80 01/03/17 23 Original 52 01/03/17 81 01/03/17 24 Original 53 01/03/17 82 01/03/17 25 01/03/17 54 01/03/17 83 Original 26 Original 55 Original 84 Original 27 Original 56 01/03/17 85 01/03/17 28 Original 57 01/03/17 86 01/03/17 29 Original 58 Original 87 01/03/17
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Page Revision No. Page Revision No Page Revision No. 88 01/03/17 117 Original 146 Original 89 01/03/17 118 Original 147 Original 90 01/03/17 119 Original 148 Original 91 Original 120 Original 149 Original 92 Original 121 Original 150 Original 93 Original 122 Original 151 Original 94 Original 123 Original 152 Original 95 Original 124 Original 153 Original 96 Original 125 Original 154 Original 97 Original 126 Original 155 Original 98 Original 127 Original 156 Original 99 Original 128 Original 157 Original 100 Original 129 Original 158 Original 101 Original 130 Original 159 Original 102 Original 131 Original 160 Original 103 Original 132 Original 161 Original 104 Original 133 Original 162 Original 105 Original 134 Original 163 Original 106 Original 135 01/03/17 164 Original 107 Original 136 Original 165 Original 108 Original 137 Original 166 Original 109 Original 138 Original 167 Original 110 Original 139 Original 168 Original 111 Original 140 Original 169 Original 112 Original 141 Original 170 Original 113 Original 142 Original 171 Original 114 Original 143 Original 172 Original 115 Original 144 Original 173 01/03/17 116 Original 145 Original 174 Original
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Letter of Transmittal
Date: 2nd December 2015
For Manual Approval
Document Ref. No:
Original Issue
Ref. Remove Insert Brief Details of Amendment [ ]
Approved By: Chris Royle
Compliance Manager Part-ORA West London Aero Club
Date: 1st December 2015
------
FOR UK CAA USE ONLY Approved By:
For the UK Civil Aviation Authority:
Date:
Following investigation and approval by the UK CAA, a signed & stamped copy of this page shall be returned to the Part-ORA West London Aero Club for inclusion in all copies held by the company.
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DOCUMENT AMENDMENT RECORD
Amendment No Date Date Embodied Signature
Original Issue 1st January 2016
1 1st March 2017 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26
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MANUAL DISTRIBUTION LIST
1. Accountable Manager/Airfield Manager 2. Compliance Manager 3. Head of Training / CFI / Safety Manager 4. Operations 5. Flight Planning Room Library 6. UK CAA
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Contents
FOREWORD ...... 2
CONTENTS ...... 3
LIST OF EFFECTIVE PAGES ...... 4
Letter of Transmittal ...... 7
DOCUMENT AMENDMENT RECORD ...... 8
MANUAL DISTRIBUTION LIST ...... 9 CORPORATE COMMITMENT BY THE ACCOUNTABLE MANAGER ...... 20
PART 1 – Organisation Management ...... 21
Section 1: Management Procedures ...... 22 1.1 Authority and Applicability ...... 22 1.2 Structure 22 1.2.1 Scope of Training ...... 22 1.2.2 Personnel ...... 22 1.2.3 Organisation Chart ...... 23 1.2.4 Facilities ...... 23 1.2.5 Notification of changes to Organisations activities ...... 23 1.2.6 Changes not Requiring Prior Approval ...... 23 1.2.7 Terms of Approval ...... 23 1.2.8 Continued Validity ...... 24 1.2.9 Access by the Competent Authority...... 24 1.2.10 Staff Training ...... 24 1.2.11 Contracted Activities ...... 24 1.2.12 Dissemination of Information ...... 24 1.2.13 Licensing Records...... 25 1.2.14 Training Aircraft ...... 25 1.2.15 Aerodromes ...... 25 1.2.16 Personnel Requirements ...... 25 Section 2: Compliance Monitoring ...... 26 2.1 Terminology ...... 26 2.2 Specified Activity Standards ...... 26 2.2.1 Compliance Audits ...... 27 2.2.2 Non-Conformance Reports ...... 27 2.3 Responsibilities ...... 27 2.4 Regulatory Compliance ...... 27
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2.5 Compliance Monitoring Programme ...... 27 2.5.1 Audit Procedures ...... 27 2.5.2 Recording System ...... 28 2.6 Training Syllabus ...... 28 2.7 Document Control ...... 29 Section 3: Safety Management ...... 30 3.1 Scope of the Manual ...... 30 3.1.1 Safety Policy ...... 30 3.1.2 Accountable Manager ...... 30 3.1.3 Key Safety Personnel ...... 31 3.1.4 Safety Responsibilities ...... 31 3.1.5 Organisation Management Manual ...... 31 3.1.6 Operations Manual ...... 31 3.1.7 Training Manual ...... 31 3.1.8 Safety Records ...... 31 3.2 Hazard Identification and Risk Management ...... 31 3.2.1 Definitions ...... 31 3.3 Safety Reporting System ...... 32 3.3.1 Communication ...... 32 3.3.2 Just Culture ...... 32 3.4 Hazard Identification ...... 32 3.5 Risk Assessment ...... 32 3.5.1 Risk Severity ...... 33 3.5.2 Risk Likelihood ...... 33 3.5.3 Tolerability ...... 33 3.5.4 Risk Tolerability Matrix ...... 34 3.5.5 Mitigation ...... 34 3.5.6 Hazard Log ...... 34 3.6 Safety Assurance ...... 34 3.7 Safety Performance Monitoring ...... 35 3.7.1 Safety Performance Indicators ...... 35 3.7.2 Safety Data ...... 35 3.8 Management of Change ...... 35 3.8.1 General ...... 35 3.9 Incident Management ...... 36 3.9.1 Investigation ...... 36 3.9.2 Emergency Preparedness and Response ...... 36 3.9.3 Emergency Response Plan (ERP) ...... 36 3.10 Implementation ...... 36 3.10.1 Initial Contact and ERP Initiation ...... 36
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3.11 Continuous Improvement ...... 36 3.11.1 Method ...... 37 3.11.2 Reporting ...... 37 3.12 Contracted Activities ...... 37 3.12.1 External Contracts ...... 37 3.12.2 Safety Management ...... 37 3.12.3 Compliance Monitoring ...... 37 3.13 Safety Promotion ...... 37 3.13.1 Culture ...... 37 3.13.2 Training ...... 38 PART 2 – Operations Manual ...... 39
Section 1: General ...... 40 1.1 List & Description of the Operations Manual ...... 40 1.2 Administration ...... 40 1.2.1 WLAC Structure ...... 40 1.3 Responsibilities ...... 40 1.3.1 Accountable Manager ...... 40 1.3.2 Head of Training (HT) ...... 41 1.3.3 Chief Flying Instructor (CFI) ...... 41 1.3.4 Deputy Chief Flying Instructor (DCFI) ...... 41 1.3.5 ATO Safety Manager...... 41 1.3.6 Deputy Airfield Manager / Safety Manager ...... 42 1.3.7 Compliance Monitoring Manager ...... 42 1.4 Student Discipline ...... 42 1.4.1 General ...... 42 1.4.2 Alcohol ...... 43 1.4.3 Drugs ...... 43 1.4.4 Reporting and Documentation ...... 43 1.5 Approval and Authorisation of flights ...... 43 1.5.1 Authorisations ...... 43 1.5.2 Deviating from an Authorisation ...... 43 1.6 Preparation of Flying Programme ...... 43 1.6.1 Restriction on Numbers of Aircraft in Poor Weather ...... 44 1.7 Nomination of Pilot-in-Command of Aircraft ...... 44 1.8 Responsibilities of Pilot in Command ...... 44 1.8.1 Specific Responsibilities ...... 44 1.8.2 Deviation from procedures in Emergencies ...... 45 1.8.3 Responsibilities In Respect of Third Party Maintenance ...... 45 1.9 Carriage of passengers ...... 45
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1.10 Aircraft documentation ...... 46 1.10.1 Technical Log ...... 46 1.10.2 Documents to be carried in Flight ...... 46 1.11 Retention of Documents ...... 47 1.12 Flight Crew Qualification Records ...... 47 1.12.1 Currency of Licences and Ratings ...... 47 1.13 Revalidation ...... 47 1.13.1 WLAC Recency and Green Card scheme...... 47 1.14 Flight Duty Period and Flight Time Limitations (Flight Instructors) ...... 48 1.14.1 Flight Duty Period ...... 48 1.14.2 Flight Time Limitations ...... 48 1.15 Flight Duty Period and Flight Time Limitations (Students) ...... 48 1.15.1 Flight Duty Period ...... 48 1.15.2 Flight Time Limitations ...... 48 1.16 Rest Periods (Flight Instructors) ...... 49 1.17 Rest Periods (Students) ...... 49 1.18 Pilots’ Log Books ...... 49 1.19 Flight Planning (General) ...... 49 1.20 Safety Responsibilities ...... 49 1.20.1 Flight Safety ...... 49 1.20.2 Safety Equipment ...... 50 1.20.3 Radio Listening Watch ...... 50 1.20.4 Accidents and Incidents ...... 50 1.20.5 Definition of an accident ...... 50 1.20.6 Definition of a serious injury ...... 51 1.20.7 Reporting procedures ...... 51 1.20.8 Incident reporting ...... 51 1.20.9 Occurrence reporting ...... 51 1.20.10 AirProx ...... 52 1.20.11 Bird strike ...... 52 1.20.12 Wake vortices ...... 52 1.20.13 General reporting ...... 52 Section 2: Technical ...... 53 2.1 Aircraft Descriptive Notes ...... 53 2.2 Aircraft Handling ...... 53 2.2.1 Checklists ...... 53 2.2.2 Limitations ...... 53 2.2.3 Maintenance ...... 53 2.2.4 Technical Logs ...... 53 2.2.5 Deferred Defects ...... 54
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2.2.6 Emergency procedures ...... 54 2.3 Radio and radio navigation aids ...... 54 2.4 Allowable deficiencies ...... 55 2.4.1 General ...... 55 2.4.2 Aircraft with an established Minimum Equipment List ...... 55 2.4.3 Aircraft without an established MEL ...... 55 Section 3: Route ...... 56 3.1 Performance ...... 56 3.1.1 General ...... 56 3.1.2 Take-off ...... 56 3.1.3 Route ...... 56 3.1.4 Landing ...... 56 3.2 Flight planning ...... 57 3.2.1 Fuel...... 57 3.2.2 Oil ...... 57 3.2.3 Minimum Safe Altitude ...... 57 3.2.4 Navigation Equipment ...... 57 3.3 Loading 58 3.3.1 General ...... 58 3.3.2 Load Sheets ...... 58 3.4 Weather Minima ...... 58 3.4.1 Flight Instructors (VFR training day) ...... 58 3.4.2 Weather Minima - Flight Instructors (IFR training) ...... 58 3.4.3 Weather Minima, (Students day) ...... 61 3.5 Training Routes/Areas ...... 61 3.5.1 Aerodrome Opening Hours ...... 61 3.5.2 Start Up and Taxiing Procedures ...... 61 3.5.3 Circuit procedures ...... 62 3.5.4 Night Procedures ...... 62 3.5.5 VFR Circuit Departure ...... 63 3.5.6 Noise Abatement ...... 63 3.5.7 Local Flying Area ...... 63 3.5.8 Standard Cross-country Routes ...... 64 3.5.9 Prohibited and Danger Areas in the Local Flying Area ...... 64 3.5.10 Circuit Re-join Procedures ...... 64 3.5.11 After Flight Procedures ...... 65 Section 4: Personnel Training ...... 66 4.1 Responsibilities ...... 66 4.2 Instructors ...... 66 4.2.1 Initial Training ...... 66
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4.2.2 Refresher Training ...... 66 4.2.3 Standardisation Training ...... 66 4.2.4 Proficiency Checks...... 66 4.2.5 Upgrading Training...... 67 4.2.6 WLAC Instructor Standards Evaluation ...... 67 5.1 RFFS Ground Crew and Operations Staff ...... 67 5.1.1 General ...... 67 PART 3 – Training Manual – LAPL & PPL ...... 68
Section 1: The Training Plan ...... 69 1.1 The Aim of the Course ...... 69 1.2 Pre-entry Requirements ...... 69 1.3 Credits for Previous Experience ...... 69 1.3.1 LAPL ...... 69 1.3.2 PPL ...... 69 1.4 Training Syllabi ...... 70 1.4.1 Flight Training – LAPL(A) ...... 70 1.4.2 Flight Training – LAPL(H) - Not applicable ...... 71 1.4.3 Flight Training – PPL(A) ...... 71 1.4.4 Flight Training – PPL(H) - Not applicable...... 72 1.4.5 Flight Training – LAPL to PPL ...... 72 1.4.6 Flight Training – SPL to PPL(A) ...... 72 1.4.7 Theoretical Knowledge training ...... 73 1.5 Time Scale ...... 73 1.6 Training Programme ...... 73 1.6.1 General Arrangements ...... 73 1.6.2 Bad Weather Constraints ...... 73 1.6.3 Maximum Student Training Times ...... 73 1.6.4 Training Records ...... 73 1.6.5 Form of Training Records ...... 73 1.6.6 Checking of Records and Logbooks ...... 74 1.6.7 Standardisation of Entries ...... 74 1.6.8 Log Book Entries ...... 74 1.7 Safety Training ...... 75 1.7.1 Individual Responsibilities ...... 75 1.7.2 Emergency Drills ...... 75 1.7.3 Dual Checks ...... 75 1.7.4 Requirements before First Solo ...... 75 1.7.5 Requirements before First Solo Cross-country ...... 76 1.8 Tests and Examinations ...... 76 1.8.1 Flying ...... 76
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1.8.2 Theoretical Knowledge ...... 76 1.8.3 Authorisation for Test ...... 76 1.8.4 Test Reports & Records ...... 77 1.8.5 Examination Re-sit Procedures ...... 77 1.9 Training Effectiveness ...... 77 1.9.1 Identification of Unsatisfactory Progress ...... 77 1.9.2 Actions to Correct Unsatisfactory Progress ...... 77 1.9.3 Reporting & Documentation ...... 77 Section 2: Briefings and Air Exercises ...... 78 2.1 Air Exercise ...... 78 2.2 Air Exercise Reference List ...... 87 2.3 Course Structure ...... 87 2.3.1 Phase of Training ...... 87 2.3.2 Integration of Syllabi ...... 87 2.3.3 Student Progress ...... 88 2.4 Instructional Methods ...... 88 2.4.1 Pre-flight Briefings ...... 88 2.4.2 Post-flight Discussion ...... 88 2.4.3 Adherence to Syllabus ...... 88 2.4.4 Authorisation for Solo Flight ...... 89 2.5 Progress Tests ...... 89 2.5.1 Navigation Progress Test ...... 89 2.5.2 Nomination of Examiners ...... 89 2.5.3 Conduct of Progress Tests ...... 89 2.5.4 Documentation ...... 90 Section 3: Synthetic Flight Training ...... 90
Section 4: Theoretical Knowledge ...... 91 4.1 Course Structure ...... 91 4.2 Teaching Materials ...... 91 4.3 Student Progress ...... 92 4.4 Progress Testing ...... 92 4.5 Theoretical Knowledge Examinations...... 92 4.6 Examination Re-sit procedures ...... 92 4.7 Rules concerning refresher training before re –test ...... 93 4.8 Standardisation of entries in training records ...... 93 4.9 Security of Examination Papers and Records ...... 93 4.10 Theoretical Knowledge Syllabus ...... 93 Section 5: Additional Ratings and Differences Training ...... 116
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5.1 Applicability ...... 116 5.2 Privileges ...... 116 5.3 Requirements ...... 116 5.4 Acceptable Means of Compliance and Guidance Material - (AMC and GM) 119 5.5 United Kingdom Alternative Means of Compliance AltMoC1 FCL.740(b)(1) ...... 119 5.6 UK Alternative Means of Compliance with FCL.740.A(b)(1)(ii) – Revalidation of single-engine class ratings...... 120 5.7 Revalidation of a class and type ratings – aeroplane...... 120 5.8 Guidance on Differences Training ...... 120 5.8.1 Variable Pitch (VP) Propellers (all propeller aeroplanes) ...... 120 5.8.2 Retractable Undercarriage ...... 121 5.8.3 Tail Wheel...... 122 5.8.4 Completion of differences training ...... 122 6. Night Rating ...... 122 6.1 General 122 6.2 Training Programme ...... 123 6.3 Flight Training ...... 123 6.4 Theoretical Knowledge training ...... 123 6.5 Flight Training Syllabus ...... 123 6.6 Weather Constraints ...... 124 6.7 Briefings and Air Exercises ...... 124 6.8 Air Exercises ...... 124 6.9 Progress Test ...... 125 6.10 Theoretical Knowledge Instruction ...... 125 6.11 Training Record ...... 125 6.12 Course Completion ...... 125 7. Aerobatic Rating ...... 126 7.1 General 126 7.2 Pre entry requirements ...... 126 7.3 Theoretical Knowledge and Flying Training ...... 126 7.3.1 Theoretical knowledge ...... 126 7.3.2 Flying training ...... 127 7.3.3 Implementation ...... 128 7.3.4 Course Completion ...... 128
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8. The UK Instrument Meteorological Conditions Rating for aeroplanes - UK IMC (endorsed as IR (Restricted) on Part-FCL licences) ...... 129 8.1 General 129 8.2 Applicability ...... 129 8.3 Privileges ...... 129 8.4 Requirements ...... 129 8.4.1 Flying training / Experience requirements ...... 130 8.4.2 Theoretical Knowledge Examinations ...... 130 8.4.3 Flight Test ...... 130 8.5 Rating Approach Types ...... 131 8.6 Rating Revalidation and Renewal ...... 131 8.6.1 Revalidation ...... 131 8.6.2 Renewal ...... 132 PART 4 – Appendices ...... 133 Appendix 1 - WLAC Aircraft Fleet ...... 134 Appendix 2 – WLAC Approved Instructor List ...... 135 Appendix 3 - Audit Checklist ...... 136 Appendix 4 - Audit Non-Compliance Report ...... 139 Appendix 5 - Audit Completion Certificate ...... 140 Appendix 6 - Safety Report Form ...... 141 Appendix 7 - PPL(A) and LAPL(A) Pre-flight PowerPoint briefings ...... 144 Appendix 8 - WLAC Pre –First-Solo Briefing Certificate ...... 145 Appendix 9 - WLAC Pre-First Solo Local Area Briefing Certificate ...... 146 Appendix 10 - WLAC Solo Navigation Briefing Certificate ...... 147 Appendix 11 - Circuit Patterns and Noise Abatement Areas ...... 148 Appendix 12 - PPL(A) and LAPL(A) Training Records ...... 152 Appendix 13 - Student Reference Book ...... 182 Appendix 14 - PA28 Reference Notes ...... 183 Appendix 15 – What’s Different About Tailwheel Aeroplanes? ...... 184 Appendix 16 - Night rating Pre-flight PowerPoint Briefings ...... 198 Appendix 17 - The Basic Aerobatic Certificate & Rating Course ...... 199 Appendix 18 – The Standard Aerobatic Certificate Course ...... 214 Appendix 19 – The Intermediate Aerobatic Certificate Course ...... 232 Appendix 20 – IMC/IR(R) Pre-flight PowerPoint briefings ...... 247 Appendix 21 – UK IMC Rating Course Approved Syllabus produced by AOPA 248
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CORPORATE COMMITMENT BY THE ACCOUNTABLE MANAGER
PART-ORA Approved Training Organisation Manual
This document defines the organisation and procedures upon which the UK CAA PART- ORA Training approval is based.
It is accepted that these procedures do not override the necessity of complying with any new or amended regulation published by EASA from time to time where these new or amended regulations are in conflict with these procedures.
It is understood that the UK CAA will approve this organisation whilst satisfied that the procedures are being followed. It is understood that the UK CAA reserves the right, provisionally or substantively, to suspend, vary or revoke the PART-ORA approval, as applicable, if the UK CAA has reasonable cause to believe that the procedures are not being followed and / or the standards not being upheld.
These procedures are approved by the undersigned and must be complied with, as applicable, whenever training is being delivered under the terms of the PART- ORA approval.
The undersigned fully accepts the duties and responsibilities of Accountable Manager as defined in ORA.GEN.210.
Catherine SMITH – Accountable Manager
For and on behalf of: West London Aero Club
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PART 1 – Organisation Management
Section:
1 Management Procedures 2 Compliance Monitoring 3 Safety Management
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Section 1: Management Procedures
1.1 Authority and Applicability The West London Aero Club (WLAC) ATO Organisation Management Manual (OMM) is issued in accordance with Commission Regulation (EU) 1178/2011. It complies with AMC1 ORA.GEN.200 This manual shall be made available to all ATO staff.
1.2 Structure The Organisation Management Manual is structured as follows: PART TITLE CONTENTS Describes the management procedures to comply with those Management 1 applicable requirements of Part-ORA that are not included in the Procedures Opertaions Manual or Training Manuals Compliance Describes the compliance monitoring function of the management 2 Monitoring system and demonstrates compliance with ORA.GEN.200(6) Safety Describes the safety management procedures of the ATO and 3 Management demonstrates compliance with ORA.GEN.200(1), (2) and (3)
1.2.1 Scope of Training
1.2.1.1 The following EASA training courses are provided:
FIC (A) & CRI (A) PPL (A) LAPL (A) LAPL (A) to PPL (A) conversion SEP Class Rating Night Rating Aerobatic Rating
The following non EASA courses are also provided:
IMC / IR (R) UK NPPL
1.2.2 Personnel The titles and names of persons referred to in ORA.GEN.210(a) and (b) are as follows: ORA.GEN.210 Post Name Accountable Manager Catherine Smith Compliance Monitoring Manager Chris Royle Safety Manager Graham Nunn
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1.2.3 Organisation Chart See Part 2 Operations Manual para. 1.2.1
1.2.4 Facilities WLAC provides a dedicated Flight Planning Room in which current, relevant maps and charts are displayed. These include CAA ‘half million’ and ‘quarter million’ scale series as well as an Ordnance Survey 1:50,000 scale map centred on White Waltham Airfield, depicting the local Visual Reference Points. Photographs are also displayed to assist pilots in the identification of these points. In this room notice boards dedicated to Meteorology, Flight Safety and Flight planning can also be found. Additionally current AIS information and access to the AFPEX system is available electronically via the internet from a computer terminal. Three dedicated student briefing rooms are available adjacent to the Flight Planning Room. Each room is equipped with a white board and marker pens as well as a computer terminal on which the pre-flight PowerPoint briefings are loaded. Demonstration model aircraft are also available here. A dedicated Instructor Room is adjacent to the briefing rooms and provides a quiet area for instructors to rest and complete student records and associated correspondence. It is also equipped with a computer terminal Additional briefing and office space is available for instructors when not in use by other staff. A dedicated Operations Room overlooking the airfield is located opposite the Flight Planning Room. The control and authorisation of all flying is carried out by dedicated operations staff from here. Further operational and briefing material may also be found here. An a/g radio station frequency 122.6 is manned in the Operations Room. Ground Crew / RFFS personnel are controlled from this room on a separate radio system.
1.2.5 Notification of changes to Organisations activities 1.2.5.1 Any change to the Organisations activities, the scope of approval (locations where training takes place or courses), or any element of the management system, as detailed in GM1 ORA.GEN.130(a), requires the prior approval of the competent authority before the changes are implemented. 1.2.5.2 Applications for the amendment of the approval certificate are to be made prior to the commencement of any change, and accompanied by all necessary supporting documentation. In the case of a planned change of a nominated person, this should be notified to the competent authority as soon as practicable. 1.2.5.3 Unforeseen changes must be notified to the competent authority at the earliest opportunity.
1.2.6 Changes not Requiring Prior Approval 1.2.6.1 Changes to the organisation that do not require prior approval by the competent authority are to be made only when agreed with the Accountable Manager. Changes are to be fully documented prior to implementation and in accordance with the Organisation’s document control procedures. 1.2.6.2 The competent authority is to be notified of changes not requiring prior approval as soon as practicable. Notification is to be accompanied by all relevant documentation.
1.2.7 Terms of Approval The scope of the ATO’s approval is detailed in paragraph 1.2.1 above.
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1.2.8 Continued Validity The ATO approval certificate remains valid subject to the Organisation remaining in compliance with the relevant requirements and the certificate not being revoked or surrendered. 1.2.9 Access by the Competent Authority Representatives of the CAA are to be given access to all of the Organisation’s facilities, aircraft, documentation, records, data, procedures or any other material relevant to its approved activities. 1.2.10 Staff Training 1.2.10.1 All personnel will be trained and their competence assessed to perform their tasks. Staff training is the responsibility of the Head of Training in respect of instructors and the Deputy Airfield Manager / Safety Manager in respect of other staff. Managers are responsible for maintaining records of all training accomplished. 1.2.10.2 Procedures for the training of staff are detailed in section 4 of the WLAC Operations Manual.
1.2.11 Contracted Activities 1.2.11.1 Elements of WLAC’s activities may be contracted out to other organisations, whether or not they are independently certified to perform the activities. In all cases, responsibility for the activity remains with WLAC. 1.2.11.2 It is the responsibility of the Accountable Manager, through WLAC’s compliance monitoring system, to ensure that the contracted service or product remains in compliance with the applicable requirements. 1.2.11.3 All sub-contracting is to be subject to written terms and conditions and the lines of responsibility within and between organisations are to be clear and unequivocal. There are currently no sub-contractors. 1.2.11.4 In the case of contracting organisations that are not independently approved under Part-ORA to carry out the contracted activity, the CAA must be given access to the contracted organisation.
1.2.12 Dissemination of Information 1.2.12.1 All personnel are to be aware of the rules and procedures relevant to the exercise of their duties. 1.2.12.2 The Head of Training is responsible for ensuring that all instructors are aware of the contents of the relevant publications. The Deputy Airfield Manager is similarly responsible for other staff. 1.2.12.3 Signature sheets are to be maintained for each document and personnel are to certify their knowledge and understanding as follows:
Document Signature(s) Required All flight instructors, students and self fly hirers before first Operations Manual acting as PIC of a WLAC aeroplane and thereafter at every amendment. All instructors before first giving instruction on the relevant Training Manuals course and thereafter at each amendment. All staff on first taking up employment and thereafter at Organisation Management Manual each amendment.
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1.2.13 Licensing Records The Head of Training is responsible for maintaining accurate and up to date information on instructors’ licences and associated ratings and certificates, including the expiry dates of medical certificates, language proficiency and standardisation proficiency. In respect of instructors this task is delegated to the DCFI who maintains a computer database and sends an e mail reminder to the individual concerned in advance of the expiry date. This reminder does not absolve the individual instructor of the responsibility for maintaining their own qualifications. The validity of qualified pilots’ licences, ratings and certificates is monitored as part of the flight authorisation process. Every flight must be authorised in advance, in writing by an instructor or operations team member in accordance with the Part 2 Operations Manual para 1.5. Additionally photocopies of the documents described above are available for inspection in the student record folder.
1.2.14 Training Aircraft The Accountable Manager is responsible for maintaining an adequate fleet of aircraft suitably equipped for the approved courses. Details of current fleet and course suitability are listed in Appendix 1.
1.2.15 Aerodromes The Head of Training is to ensure that all aerodromes nominated for training meet the requirements of AMC1 ORA.ATO.140. A list of suitable aerodromes is advised to all instructors. White Waltham Airfield Ltd is the holder of a Public Use Aerodrome Licence number P773 issued by the CAA. Runway 29/11 is the only runway currently licensed for use at night. The RFFS Category is 1.
1.2.16 Personnel Requirements
Personnel appointed to instructional positions within the ATO must meet the following minimum requirements: Position Requirements Have extensive experience in training as an instructor in the Head of Training areas relevant to the training provided and relevant managerial experience. Hold at least the licence and, where relevant, the rating for which instruction is to be given. Flight Instructors Be entitled to act as PIC on the aircraft during flight instruction. Hold a FI(A) certificate issued in accordance with Part-FCL Hold or have held an FI(A) rating or Theoretical Knowledge Instructors have an equivalent teaching qualification and hold or have held a PPL(A).
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Section 2: Compliance Monitoring
2.1 Terminology Term Meaning Audit A systematic, independent and documented process for obtaining evidence and evaluating it objectively to determine the extent to which requirements are complied with. Corrective action Corrective actions are steps that are taken to remove the causes of an existing nonconformity or undesirable situation. The corrective action process is designed to prevent the recurrence of nonconformities or undesirable situations. It tries to make sure that existing nonconformities and situations don’t happen again. It tries to prevent recurrence by eliminating causes. Corrective actions address actual problems. Because of this, the corrective action process can be thought of as a problem solving process. Inspection An independent documented conformity evaluation by observation and judgement accompanied as appropriate by measurement, testing or gauging, in order to verify compliance with applicable requirements. Non compliance Failure to meet regulatory or other. A compliance audit makes findings of non-compliance Non conformance Nonfulfillment of a requirement. Non-conformity or non-comformances are any deviations from established procedures, programs and other arrangements related to the ATO. They may include non-compliances to regulations, but not all non-compliances are necessarily non- conformances. Observation An observation indicates that a situation has been discovered during an audit warranting clarification or further investigation in order to improve the overall status and effectiveness of the ATO. Observations do not involve situations where there is direct evidence indicating nonconformance. Observations may signal the potential for a future nonconformity. Preventive action Preventive actions are steps that are taken to remove the causes of potential nonconformities or potential situations that are undesirable. The preventive action process is designed to prevent the occurrence of nonconformities or situations that do not yet exist. It tries to prevent occurrence by eliminating causes. While corrective actions prevent recurrence, preventive actions prevent occurrence. Both types of actions are intended to prevent nonconformities. Preventive actions address potential problems, ones that haven't yet occurred. In general, the preventive action process can be thought of as a risk analysis process.
2.2 Specified Activity Standards The compliance monitoring function provides a method of ensuring WLAC’s compliance with: (a) All relevant requirements of Regulation EU 216/2008 and its implementing rules (b) Relevant national legislation as detailed in the Air Navigation Order (c) WLAC’s procedures as defined in: i. The Organisation Management manual ii. The WLAC Operations Manual iii. The Training Manual(s) for the course(s) provided (d) Any other regulatory requirements to which WLAC is subject
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2.2.1 Compliance Audits Compliance Audits are programmed by the Compliance Monitoring Manager (CMM) and conducted by auditors who are not normally involved in the day-to-day business of the area to be audited. Findings are recorded on the Audit Completion Certificate (Appendix5) and a timescale for corrective action is agreed with the responsible person. The Compliance Monitoring Manager maintains a record of any non-compliance and ensures that a follow-up audit is completed at the end of the agreed period to ensure that corrective action has been successful. Should the corrective action be ineffective it is reported to the Accountable Manager. 2.2.2 Non-Conformance Reports All staff have access to Non-Compliance Report Forms Appendix 4 which are completed and passed to the Compliance Monitoring Manager. Corrective action is decided upon in conjunction with the Head of Training and the originator of the report is informed of progress. A record of all Non-Compliance Reports and corrective or preventative actions is kept by the Compliance Monitoring Manager. 2.3 Responsibilities The compliance monitoring programme is controlled by the Compliance Monitoring Manager who is responsible to the Accountable Manager for: (a) Monitoring WLAC’s compliance with all applicable regulatory requirements (b) Monitoring compliance with the provision of the Operations, Training and Safety Management Manuals (c) Ensuring that the compliance monitoring programme is properly implemented, maintained and continually reviewed and improved (d) Ensuring that audits are conducted by suitably qualified, competent and independent personnel 2.4 Regulatory Compliance Procedures to ensure regulatory compliance are detailed in the following 3 parts of the manual: The Organisation Management Manual The WLAC Operations Manual The Training Manual for the relevant course(s) The Compliance Monitoring Manager will ensure that audits are scheduled to confirm that all procedures are being complied with in accordance with the relevant instructions. All WLAC procedures are to be audited within a 12 month period. 2.5 Compliance Monitoring Programme The Compliance Monitoring Manager will maintain a schedule of audits that ensures that all parts of WLAC are subject to audit with a 12 month period. Management and Administration will be the subject of audit during January, Flight Training during April and Ground Training during August. 2.5.1 Audit Procedures 2.5.1.1 Auditors should feel free to develop their own techniques for conducting audits that promote the free passage of information between the unit that is being audited and the auditor himself. The following techniques should be used as guidelines when attempting to conduct an effective audit:
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i. Interviews or discussion with personnel ii. A review of published documents iii. The examination of an adequate sample of records iv. The witnessing of the activities which make up the operation v. The preservation of documents and the recording of observations.
2.5.1.2 An audit should be planned with care and methodically carried out. The auditor should consider the following points as steps in the process of the audit that will assist in the planning of specific audits: i. Determine process(s) to be audited. ii. The Compliance Monitoring Manager should be consulted prior to every audit to agree the scope and depth required for that particular unit. iii. Planning and Preparation iv. Review documentation relevant to the areas/processes being audited. v. Carry out audit vi. Raise audit report vii. When the audit is completed the auditor should provide a verbal summary of his findings to the local responsible person. viii. Report findings to the Compliance Monitoring Manager ix. Once the audit is complete and the auditor has discussed the findings with the local responsible person the auditor should prepare a detailed auditor report for the Compliance Monitoring Manager and classify the severity of the non-conformities. A time frame for compliance should be included. x. Closure action xi. Verify the effectiveness of the closure action.
2.5.2 Recording System Audit Checklists (Appendix 3) have been produced in respect of Management and Administration, Flight Training and Ground Training. These set out the minimum requirements but may be added to by either the Accountable Manager or Head of Training where necessary during the pre-audit consultation phase. Upon completion of the audit the CMM will complete the Audit Completion Certificate together with any Non Conformance Report Forms. The content of these documents will be brought to the attention of the Accountable Manager / Head of Training during the post audit de brief. Any corrective action will then be agreed within timescales and where necessary a follow up audit will be arranged. The audit documentation will be securely stored for a period of 5 years.
2.6 Training Syllabus The Compliance Monitoring Manager is highly experienced in his field. Although associated with and knowledgeable of the workings of WLAC, he is independent of any of the management functions. 2.6.1 Training syllabus for Compliance Monitoring Manager It is the policy of WLAC to appoint a CMM who is already competent in the role. In the event that training is required then this may be outsourced. 2.6.2 Training syllabus for auditors It is the policy of WLAC to appoint auditors who are already competent in the role. In the event that training is required this may be outsourced.
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2.6.3 Compliance awareness training for all staff Awareness training of all staff is achieved through the regular process of internal auditing and external auditing by the CAA. In addition, compliance is a standing agenda item at all staff and instructor meetings. Communication of compliance issues are communicated and refreshed on a weekly basis via a regular e mail from the DCFI. The nature of WLAC’s operations is such that close team working and face to face briefing and communication is commonplace. WLAC also operates a confidential safety reporting system.
2.7 Document Control
A cornerstone of quality and compliance management is the control of documents. It is an essential preventive measure to ensure that only approved current documentation is used. Inadvertent use of out of date documents can have a serious negative effect upon safety. The WLAC ATO Manual is available in 6 copies and distributed as described. These are the only controlled documents. Any other copy, in whatever form is considered to have passed out of control and therefore cannot be relied upon for accuracy. Any employee or member of WLAC may initiate amendments or corrections following consultation with the Head of Training who is the document author. The HT will be responsible for making the amendments or correction(s) which must be performed as soon as possible. The relevant page(s) for all copies in circulation must then be re printed and inserted in place of the incorrect page(s).. The incorrect page(s) must then be destroyed immediately. The amendment record sheet in the front of the ATO Manual must then be completed and signed by the person making the insertion. All controlled documents will be reviewed annually as part of the Organisation Management audit process.
Appendices 3. Audit Checklists as required 4. Audit Non-Compliance Report 5. Audit Completion Certificate
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Section 3: Safety Management
3.1 Scope of the Manual This Part of the Organisation Management Manual is a reference document describing how safety is managed and: (a) is the key instrument for communicating the Company’s approach to safety to all its personnel; (b) documents all aspects of safety management, including the safety policy, objectives, procedures and individual safety responsibilities; (c) will be distributed throughout the Company to ensure that all personnel are fully aware of the system, thereby ensuring: i. That safety is a central component in our management system; ii. That safety is accounted for in all decisions and actions taken by all in the Company; iii. The needs, requirements and expectations of customers and other parties are fulfilled. 3.1.1 Safety Policy WLAC is committed to providing a safe environment in all of its operations for employees and customers alike. In addition to the human cost, an accident is amongst the most damaging commercial events that could beset the company. The avoidance of accidents is therefore its primary goal. It is committed to developing, implementing, maintaining and continually improving its strategies and procedures to ensure that all its aviation activities are performed at the highest level of safety commensurate with available resources. It is recognised that achievement of an ‘error free’ environment is unrealistic. However through its procedures for education and training and risk awareness and management, it strives to reduce risks to as low as reasonably possible. Safety is the responsibility of everyone. WLAC seeks to be a learning organisation. As such staff and customers are positively encouraged to report anything which they believe has a detrimental effect upon safety. Reports may be made anonymously or confidentially. It is the company’s policy to operate a ‘just culture’ within which confidentiality will be respected and no punitive action taken except in the case of gross negligence. An example of gross negligence might be where an individual is aware that a serious risk of harm might result from their conduct but chooses to continue regardless. Such conduct would include action as well as inaction.
Catherine SMITH – Accountable Manager
3.1.2 Accountable Manager 3.1.2.1 The Accountable Manager (AM) bears the ultimate accountability for safety in the Company. 3.1.2.2 The Accountable Manager endorses the Safety Policy; provides the human and material resources necessary for operating the SMS and achieving the safety objectives; nominates the Safety Manager, the Compliance Monitoring Manager and the Safety Committee.
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3.1.3 Key Safety Personnel
Accountable Manager Catherine Smith
Deputy Compliance Safety Head of Airfield/Safety Monitoring Manager Training/CFI Manager Manager Graham Graham Mark Green Chris Royle Nunn Nunn
3.1.4 Safety Responsibilities The safety responsibilities of key personnel are detailed in the WLAC Operations Manual, Part 2 paragraph 4 3.1.5 Organisation Management Manual 3.1.5.1 The Organisation Management Manual is a controlled document that describes the safety management processes and the interrelationship between all of its elements. The relevant Part is maintained by the Safety Manager to whom all suggestions for amendment should be made. 3.1.5.2 The Manual is subject to periodic review by the Safety Committee to ensure its continuing suitability, adequacy and effectiveness. 3.1.6 Operations Manual The Operations Manual is a controlled document that describes the procedures to be used in the operations of the WLAC’s aircraft. The Operations Manual is maintained by the Head of Training to whom all suggestions for amendment should be made. 3.1.7 Training Manual The Training Manual is a controlled document that describes the training syllabi and associated procedures for each course. The Training Manual is maintained by the Head of Training to whom all suggestions for amendment should be made. 3.1.8 Safety Records Safety records are managed and retained by the Safety Manager. All safety records are to be stored in a secure filing cabinet and retained for a minimum of 5 years from the date that they are generated.
3.2 Hazard Identification and Risk Management 3.2.1 Definitions Hazard A hazard is defined as a condition, event or circumstance that has the potential to cause harm to people or damage to aircraft, equipment or structures. Risk A risk is defined as the potential outcome from a hazard and is defined in terms of the likelihood of the harm occurring and the severity if it does.
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3.3 Safety Reporting System WLAC adopts a pro-active approach towards hazard identification and detection. To this end all personnel are encouraged to report such matters. Individuals can make a report on any safety related issues. These reports will be treated confidentially and can be made either verbally to the Safety Manager or any member of the management team or in writing using a Safety Report Form (Appendix 6). Written reports may be made anonymously by posting in the red box adjacent to the Safety Notice Board in the Flight Planning Room. Identified reports are preferred however as this allows further investigation where necessary and the provision of feed back to the reporter. Accidents or incidents should be reported initially using the Safety Report Form. Completed forms should be submitted to the Safety Manager as soon as practicable after the accident or incident has occurred. 3.3.1 Communication Safety communication is an essential foundation for the development and maintenance of a safety culture. It is the means by which awareness of safety critical information is transmitted. WLAC will achieve this by means of i) Informal staff workplace meetings and discussions ii) In house safety training iii) Publication of minutes of meetings of Safety Committee iv) Distribution of safety bulletins, magazines and accident reports published within the aviation industry including CAA publications. v) WLAC website and e mail vi) A dedicated safety notice board. 3.3.2 Just Culture 3.3.2.1 Safe flight / maintenance operations are WLAC’s most important commitment. To ensure that commitment, it is imperative to have uninhibited reporting of all incidents and occurrences that compromise safety. Whilst negligence or deliberate violation of the rules is unacceptable, it is recognised that people make mistakes and systems must be designed to be error tolerant. 3.3.2.2 The investigation of Accident, Incident and Safety reports will be entirely non- punitive. The prime objective of the investigative process is to ensure the highest possible degree of safety and not to apportion blame.
3.4 Hazard Identification A clear understanding of hazards and their related consequences is essential to the implementation of sound safety risk management. The hazard identification process is the formal means of collecting, recording, analysing, acting on and generating feedback about hazards that affect the safety of WLAC’s operational activities. Hazard identification is an ongoing process that is managed by the Safety Manager. For the purposes of this manual a distinction is made between aviation hazards and purely occupational health and safety hazards arising from the workplace.
3.5 Risk Assessment If hazards are concerned with the potential for an undesirable outcome then risk is concerned with the severity and likelihood of that outcome. The purpose of the risk assessment process is to allow WLAC to assess the level of risk. The perception of risk is individually subjective and depends amongst other things upon one’s mental model of the surrounding environment. Nonetheless a qualitative or quantitative assessment has to be made. To assist in this task a risk assessment matrix is used to determine the overall level of risk.
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3.5.1 Risk Severity 3.5.1.1 The severity of risk will be determined taking into account any mitigation measures that may already be in place. Severity should be assessed in terms of the worst possible realistic scenario. 3.5.1.2 Risk severity should be defined in accordance with the following table. SEVERITY OF CONSEQUENCES Definition Meaning Value Catastrophic Results in an accident, death or equipment destroyed 5 Hazardous Serious injury or major equipment damage 4 Major Serious incident or injury 3 Minor Results in a minor incident 2 Negligible Nuisance of little consequence 1 3.5.2 Risk Likelihood 3.5.2.1 The likelihood of an individual risk will be determined taking into account any mitigation measures that may already be in place. Determination of likelihood is not an exact science but relies on a logical, common sense analysis of the risk to arrive at a reasonable answer.
3.5.2.2 Risk likelihood should be defined in accordance with the following table: LIKELIHOOD OF OCCURRENCE Definition Meaning Value Frequent Likely to occur many times 5 Occasional Likely to occur sometimes 4 Remote Unlikely to occur but possible 3 Improbable Very unlikely to occur 2 Extremely Almost inconceivable that the event will occur 1 Improbable 3.5.3 Tolerability 3.5.3.1 When severity and likelihood have been defined, the tolerability of the risk can be determined. Tolerability is defined as either acceptable, to be reviewed or unacceptable allowing a suitable risk mitigation strategy to be developed if required.
3.5.3.2 Definitions of tolerability levels are as follows: If the risk is unacceptable, the operation or activity should stop immediately or not take place. Major mitigation will be necessary to reduce the severity if the Unacceptable risk actually occurs or reduce the likelihood of the risk occurring. Normally it is the likelihood of the occurrence that can be reduced rather than the severity. If the risk falls into the review category, the severity or likelihood of occurrence is of concern; measures to mitigate the risk to as low as reasonably practicable (ALARP) should be sought. Where the risk is still in the review Review category after this action has been taken it may be that the cost of actions required to reduce the risk further are too prohibitive. The risk may be accepted, provided that the risk is understood and has the endorsement of the Accountable Manager. If the risk is acceptable the consequence is so unlikely or not severe enough Acceptable to be of concern; the risk is acceptable. However, consideration should still be given to reducing the risk further.
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3.5.4 Risk Tolerability Matrix The tolerability of an individual risk is determined by use of the following Risk Tolerability Matrix: Risk Severity Risk Likelihood Catastrophic Hazardous Major Minor Negligible 5 4 3 2 1 Frequent Unacceptable Unacceptable Unacceptable Review Review 5 Occasional Unacceptable Unacceptable Review Review Review 4 Remote Unacceptable Review Review Review Acceptable 3 Improbable Review Review Review Acceptable Acceptable 2 Extremely Improbable Review Acceptable Acceptable Acceptable Acceptable 1
3.5.5 Mitigation 3.5.5.1 If the level of risk falls into the unacceptable or review categories, mitigation measures will be required to reduce the risk to a level as low as reasonably practicable (ALARP).Generally risk mitigation falls into three categories; i) Avoidance. The activity is suspended or avoided thereby eliminating the risk altogether ii) Reduction. The severity of the consequences are reduced or the frequency of the activity is reduced iii) Segregation. Action is taken to isolate the effects of the consequences. Fail safe systems are an example.
3.5.5.2 Mitigation measures will be determined by the Safety Committee, in consultation with the Safety Manager and Accountable Manager. When measures are implemented to mitigate the severity and / or likelihood of a risk, a further assessment of tolerability will be conducted, using the Risk Tolerability Matrix. 3.5.6 Hazard Log 3.5.6.1 The Safety Manager will maintain a Hazard Log in which is recorded any identified safety hazards, risk assessments and subsequent follow-up actions. The log will include each identified hazard, the associated risk(s), results of the risk assessment, taking into account any current mitigation measures in place, further risk mitigation measures if required and a re-assessment of the risk once the mitigation measures have been implemented, to assess whether they have achieved the desired outcome. 3.5.6.2 The Hazard Log will be reviewed regularly by the Safety Manager and at each meeting of the Safety Committee
3.6 Safety Assurance Safety Manager monitors the performance and effectiveness of the Safety Management System to ensure that the hazard identification, risk assessment and mitigation process is being implemented effectively.
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3.7 Safety Performance Monitoring 3.7.1 Safety Performance Indicators In order for safety performance to be managed effectively, WLAC uses a number of Safety Performance Indicators (SPIs) to measure performance of the system as listed below. Number of accidents Number of serious incidents Number of incidents Number of airspace infringements Runway incursions Airprox reports Mandatory Occurrence Reports Number of Safety Reports submitted 3.7.2 Safety Data To assist in the performance management process, safety data may be gathered from: Hazard and incident reports Warranty claims and customer complaints Mandatory Occurrence Reports Birdstrike Reports Airprox Reports Customer/contractor surveys Safety surveys and audit findings AAIB reports Compliance inspections
3.8 Management of Change 3.8.1 General 3.8.1.1 The operation of the organisation is dynamic and changes will frequently occur. Changes such as the introduction of new equipment, changes to facilities or scope of work, introduction of new aircraft or courses, new contractors, new procedures or changes to key staff members. 3.8.1.2 Procedures for managing change include: Risk assessment Identification of the goals and objectives and nature of the proposed change Identification of operational procedures Analysis of changes in location, equipment or operating conditions Ensuring that all personnel are made aware of and understand changes Ensuring that changes are approved by the appropriate level of management The responsibility for reviewing, evaluating and recording the potential safety hazards from the change or its implementation 3.8.1.3 The Accountable Manager is responsible for implementing any changes recommended by the Safety Committee and for ensuring that any relevant safety
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lessons are shared as widely as possible, both within WLAC and with other organisations
3.9 Incident Management 3.9.1 Investigation 3.9.1.1 Incidents will inevitably occur and can provide a valuable learning opportunity. The Safety Manager will investigate all incidents, calling on such specialist assistance that may be required and prepare a report for the Safety Committee. The committee will review the findings from all incidents and recommend to the Accountable Manager any changes that may be required to prevent a recurrence 3.9.1.2 The purpose of the investigation of an incident is not attempt to apportion blame, merely to determine what happened, when, where, how and who was involved. Every effort should be made to understand why the incident happened and, to this end it is important to establish the facts and avoid speculation. 3.9.2 Emergency Preparedness and Response An emergency is an event that is, by its very nature, high risk for victims at the immediate scene, and also for first responders and those assisting those responders. The Emergency Response Plan (ERP) exists to control the organisational response to the emergency so as to minimize the risk for all facets of the operation. The ERP is the responsibility of the Deputy Airfield Manager and a copy is contained in a manual titled “Emergency Orders“ which is kept in the Operations Office. 3.9.3 Emergency Response Plan (ERP) The ERP outlines in writing what is done when an emergency occurs, what to do after an accident happens and who is responsible for each action. A copy of the ERP is readily available in the Operations office. The ERP will be: (a) Exercised periodically to ensure the adequacy of the plan and the readiness of the people who must make it work. (b) Updated when contact information changes. (c) Briefed to all personnel along with their responsibilities.
3.10 Implementation 3.10.1 Initial Contact and ERP Initiation 3.10.1.1 It is expected that an incident or accident involving a WLAC aeroplane will, in the first instance be notified to the Operations Department by telephone. The person receiving the call will notify, by the quickest means available: The nominated Duty Instructor The Duty Safety Manager The Chief Flying Instructor
The ERP is to be initiated by the nominated Duty Instructor who is to control the plan until relieved by the Duty Safety Manager
3.11 Continuous Improvement WLAC will continuously seek to improve its safety performance. Continuous improvement of safety performance will be achieved through: proactive and reactive evaluations of facilities, equipment, documentation and procedures through safety audits and surveys; proactive evaluation of each individuals performance to verify the fulfilment of their safety responsibilities; and
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a reactive evaluation in order to verify the effectiveness of the system for control and mitigation of risk. WLAC will also continuously seek to improve its safety management processes.
3.11.1 Method Continuous improvement of safety management will be achieved through: Assessment of how the safety management processes are functioning; Identification and analysis of possible issues / challenges associated with the running of the processes; Implementing changes aimed at improving the processes; Monitoring and reviewing the effects of any changes. 3.11.2 Reporting The Safety Manager is to provide an annual report to the Accountable Manager on safety performance (how well safety is managed) and on the processes (how effectively safety management works, the stage of implementation, any issues / challenges and any proposals for improvement). The report should include a comparison with the levels achieved in previous years.
3.12 Contracted Activities 3.12.1 External Contracts 3.12.1.1 The Company may contract certain activities to external organisations for the provision of services. The ultimate responsibility for contracted activities, i.e. for the product or service provided by external organisations always remains with the Company. 3.12.1.2 A written agreement signed between WLAC and the contracted organisation shall clearly define the contracted activities and the applicable requirements. 3.12.2 Safety Management 3.12.2.1 Activities performed by sub-contractors may have an impact on safety, therefore, the contracted safety related activities need to be addressed through the WLAC's safety management and compliance monitoring programme. 3.12.2.2 As part of safety management, a risk analysis is to be carried out on any newly contracted activity as part of the change management process. If corrective and/or preventive actions need to be implemented, they are to be submitted in writing to the sub-contractors or suppliers. Effective application of these measures needs to be checked and monitored under the supervision of the Safety Manager 3.12.3 Compliance Monitoring As part of the Compliance Monitoring Programme, the Company must ensure that the contracted organisation has the necessary authorisations or approvals where required, and has the resources and competence to undertake the task. Compliance with applicable regulations, Company requirements and procedures are to be checked and monitored under the supervision of the Compliance Manager.
3.13 Safety Promotion 3.13.1 Culture 3.13.1.1 Safety Promotion is a process aimed at promoting a culture of safety by ensuring that all personnel in an organisation are aware that, at their level and in their day- to-day activity, they are key players in safety and that everyone, therefore, contributes to effective safety management.
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3.13.1.2 It is the responsibility of each manager to demonstrate his / her commitment to safety, to promote safety in everyday activities and to lead by example. 3.13.1.3 Training and effective communication on safety are two important processes supporting safety promotion. 3.13.1.4 The Safety Notice Board is maintained by the Safety Manager
3.13.2 Training 3.13.2.1 All WLAC personnel receive safety training as appropriate for their safety responsibilities. The HT and Deputy Airfield Manager are responsible for maintaining records of all safety training provided. 3.13.2.2 All personnel receive training to maintain their competencies. This includes notification of any changes to applicable regulations and rules, WLAC procedures, and safety-relevant technical matters.
3.13.2.3 The following table shows the safety training given to WLAC employees.
Contents Training Objectives Safety Policy Understand the main elements of the Safety Policy. Understand the organisation, roles and responsibilities Organisation, roles and responsibilities concerning the management of safety. Everyone to know his or her own role in the management of safety. Safety Objectives Understand the Company’s safety objectives.
Emergency Response Planning (ERP) Understand the various roles and responsibilities in the (reinforced through practical Company’s ERP. Everyone to know his or her own role simulations) in the ERP. Know the means and procedures for reporting Occurrence and hazards reporting occurrences and hazards. Safety Risk Management (SRM) Understand the Safety Risk Management process. process including roles and Everyone to know his or her own role in the SRM. responsibilities Continuous improvement of safety Understand the principles of continuous improvement performance of safety performance. Understand the basic principles of Compliance Compliance Monitoring Monitoring. Understand the Company’s responsibilities when Responsibility when contracting contracting activities. Everyone should know his or her activities own roles and responsibilities regarding this subject.
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West London Aero Club Part 2 – Operations Manual
PART 2 – Operations Manual
Sections:
1 General 2 Technical 3 Route 4 Personnel Training
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Section 1: General
WLAC is the only provider of flying training at White Waltham aerodrome. Instruction shall only be carried out by an instructor either employed or approved by WLAC. Instruction in private aircraft may take place subject to agreement between WLAC and the aircraft owner / operator. Generally, authority to use a non WLAC instructor will only be given where the instructor and the pilot receiving instruction are both either joint owners or members of the same aircraft syndicate and the training given is for refresher training or testing for the renewal of a rating. Training for the initial grant or issue of a licence or rating by non-approved instructors is not permitted.
1.1 List & Description of the Operations Manual Part Title Contents General information describing the organisation and structure of 1 General WLAC Information related to the servicing and maintenance of the 2 Technical WLAC’s aircraft and to normal, abnormal and emergency handling procedures Instructions relating to flight planning, performance and loading of 3 Route the WLAC’s aircraft Information regarding the induction, refresher and induction 4 Personnel Training training of WLAC staff and evaluation of instructional standards
1.2 Administration 1.2.1 WLAC Structure
Accountable Manager Catherine Smith
Deputy Compliance ATO Safety Airfield/ HT/CFI Monitoring Manager Safety Graham Manager Graham Manager Nunn Chris Royle Nunn Mark Green
DCFI
Flying Instructors
1.3 Responsibilities 1.3.1 Accountable Manager The Accountable Manager is the owner of White Waltham Airfield Limited and is responsible for:
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Establishing and maintaining an effective management system Ensuring that the organisation has sufficient qualified personnel for the planned tasks and activities Promoting the highest degree of safety awareness throughout the organisation Ensuring that all activities can be financed The management and operation of White Waltham aerodrome
1.3.2 Head of Training (HT) The HT is responsible to the Accountable Manager for: Ensuring that the training provided is in compliance with Part-FCL. Ensuring the satisfactory integration of flight or synthetic flight training with theoretical knowledge training. Fostering the highest degree of safety awareness throughout the organisation Liaison with the competent authority
1.3.3 Chief Flying Instructor (CFI) The CFI is responsible to the Head of Training for; The safe and efficient performance of the flying training programme The supervision of the progress of individual students The supervision and standardisation of all instructors Liaison with the Operations and Engineering departments to ensure the safe and efficient execution of the flying programme Monitoring and supervising all other flying activities at White Waltham Airfield
1.3.4 Deputy Chief Flying Instructor (DCFI) The DCFI is responsible to the CFI for ; Assistance in all of his responsibilities described above Providing a link between instructors and heads of departments to encourage team working and the achievement of WLAC’s objectives
1.3.5 ATO Safety Manager The Safety Manager is responsible to the Accountable Manager for: Acting as the focal point for ATO safety issues The development, administration and maintenance of an effective safety management system Facilitating hazard identification, risk analysis and management Monitoring the implementation of actions taken to mitigate risk Providing periodic reports to the Accountable Manager on safety performance
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Ensuring the maintenance of safety management documentation Ensuring that safety management training is available and that it meets acceptable standards Providing advice on safety matters Ensuring the initiation and follow-up of internal occurrence/accident investigations
1.3.6 Deputy Airfield Manager / Safety Manager The Deputy Airfield Manager / Safety Manager is responsible to the Accountable Manager and fulfils all of her responsibilities in her absence. In addition he is responsible for all of the functions of the ATO Safety Manager as described in para 1.3.3 above but in respect of the Aerodrome only.
1.3.7 Compliance Monitoring Manager The Compliance Monitoring Manager is responsible to the Accountable Manager for: Monitoring the compliance of WLAC with all applicable regulatory requirements Monitoring the compliance of the organisation with the provisions of the WLAC Operations, Training and Safety Management Manuals Ensuring that the compliance monitoring programme is properly implemented, maintained and continually reviewed and improved Ensuring that audits are conducted by suitably trained and independent personnel
1.4 Student Discipline 1.4.1 General 1.4.1.1 Each student has the responsibility to be fully acquainted and to comply with the provisions of WLAC Operations and Training Manuals 1.4.1.2 If a student displays an irresponsible attitude or demonstrates a clear and distinct lack of aptitude or any other behaviour not consistent with the qualities required of a pilot, suspension from training may be considered. 1.4.1.3 In particular, termination of training is likely in the event of: A deliberate and unjustifiable breach of Regulation 216/2008 or its implementing rules. Repeated failure to comply with the provisions of WLAC’s Operations and Training Manuals Any behaviour or attitude that endangers flight safety Where the student has not made satisfactory progress
1.4.1.4 The Head of Training will decide on one of the following courses of action: The issue of a formal verbal warning (A further disciplinary verbal warning will result in the termination of training) Formally advise student of concerns and possible termination Immediate termination of training
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1.4.2 Alcohol No pilot shall fly in a WLAC aircraft if he / she has consumed any alcohol within eight hours of take-off. 1.4.3 Drugs 1.4.3.1 Recreational drug use is not compatible with aviation safety and any student found to be indulging in such drug use is liable to immediate suspension from training. 1.4.3.2 No pilot is to fly a WLAC aircraft if he has taken any medication, whether prescribed or not, unless approval has been given by an Aero-Medical Examiner (AME). 1.4.4 Reporting and Documentation Details of a student’s suspension shall be recorded in the trainee training file. The trainee must be advised in writing of any intention to suspend or terminate his training.
1.5 Approval and Authorisation of flights 1.5.1 Authorisations In accordance with FCL.020, a student pilot shall not fly solo unless authorised to do so and supervised by a flight instructor. All flights in ATO aircraft are to be authorised in writing on the authorisation sheet and are to include full details of the intended flight and the limits of the authorisation. Students on solo cross-country flights are to carry with them evidence of their authorisation. Examples of the First Solo Briefing Certificate and Solo Navigation Briefing Certificate are contained in Appendices 8, 9 and 10. Powers of authorisation for flights in WLAC aircraft are delegated to flight instructors and operations staff as follows: (See also para 1.13.1 below). Appointment Authorising Powers Head of Training All flights Chief Flying Instructor All flights Flight Instructors All training flights and student solo flights including land-away flights (Unrestricted) to airfields approved by the Company Flight Instructors As for unrestricted flight instructors but excluding first solo flight by (Restricted) day and night, and first solo cross country by day and by night. Operations Staff Flights in WLAC operated aircraft by qualified licence holders Pilots wishing to land at an unlicensed aerodrome in an aircraft operated by WLAC must obtain permission from the Duty Instructor who will offer advice as to the suitability of the aerodrome and any particular operating instructions. 1.5.2 Deviating from an Authorisation The nature and limitations of the Flight Authorisation must be adhered to during the subsequent flight, except in case of emergency, or other extenuating circumstances. In such circumstances the pilot shall, as soon as possible after the flight has ended, inform the instructor who authorised the flight of the details of the subsequent excursion from his authorisation.
1.6 Preparation of Flying Programme Compilation of the daily flying programme is the responsibility of the Operations Manager. The programme is prepared from the on line booking system during the
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evening of the previous day and is displayed on the white board in the Operations Office. No changes are to be made without prior consultation with a member of the Operations Team. 1.6.1 Restriction on Numbers of Aircraft in Poor Weather Supervision of the daily flying programme is the responsibility of the Duty Instructor who will have due regard for the number of aircraft operating at any particular time and the prevailing weather conditions. At night only three aircraft at a time are allowed in the circuit. This does not include aircraft departing to or arriving from the local area.
1.7 Nomination of Pilot-in-Command of Aircraft When authorising a flight in a WLAC aircraft, the instructor is to nominate one person as pilot-in-command (PIC), bearing in mind the following requirements: (a) On dual instructional flights the instructor will always be nominated as pilot in command.
1.8 Responsibilities of Pilot in Command The pilot in command must take all reasonable steps to maintain familiarity with relevant national and EU (Part NCO.GEN.105) and agreed aviation practices and procedures; maintain familiarity with such provisions of the WLAC Operations Manual as necessary to fulfil his function. 1.8.1 Specific Responsibilities The pilot in command shall: (a) be responsible for the safe operation of the aircraft and the safety of its occupants and cargo in accordance with Part NCO.GEN.105. (b) have authority to give all commands he deems necessary for the purpose of securing the safety of the aircraft and of persons or property carried therein, and all persons carried in the aircraft shall obey such commands; (c) have authority to disembark any person, or any part of the cargo, which in his opinion, may represent a potential hazard to the safety of the aircraft or its occupants; (d) not allow a person to be carried in the aircraft who appears to be under the influence of alcohol or drugs to the extent that the safety of the aircraft or its occupants is likely to be endangered; (e) ensure that all passengers are fully briefed on: i. use of the seat belt or harness; ii. the location and operation of emergency exits; iii. the method of locating and jettisoning windows; iv. the method of opening and emergency jettisoning of cabin doors; v. the method of deploying life rafts and their subsequent operation (as appropriate); vi. the method and use of life jackets (as appropriate) vii. deployment and use of the radio beacon (as applicable); viii. other type specific safety features; ix. the prohibited use of portable electronic equipment such as mobile phones, laptop PCs etc.
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(f) ensure that all operational procedures and checklists are complied with, in accordance with the Operations Manual; (g) ensure that the weather forecast and reports for the proposed operating area and flight duration indicate that the flight may be conducted without infringing WLAC operating minima; (h) decide whether or not to accept an aircraft with un-service abilities in accordance with the list of allowable deficiencies. (i) take all reasonable steps to ensure that the aircraft, and any required equipment is serviceable; (j) ensure that aircraft refuelling is supervised with particular attention being paid to: i. the correct grade and amount of fuel; ii. fuel water checks; iii. fire safety precautions; iv. checking filler caps for security and correct replacement after refuelling; (k) take all reasonable steps to ensure that the aircraft weight and balance is within the calculated limits for the operating conditions; (l) confirm that the aircraft’s performance will enable it to complete safely the proposed flight; (m) not permit any pilot to perform any activity during take-off, initial climb, final approach and landing except those duties required for the safe operation of the aircraft; (n) take all reasonable steps to ensure that whenever the aircraft is taxiing, taking off or landing, or whenever he considers it advisable (e.g. in turbulent conditions), all passengers are properly secured in their seats, and all cabin baggage is stowed in the approved stowage; (o) ensure the pre-flight inspection has been carried out and tech log signed. 1.8.2 Deviation from procedures in Emergencies The pilot-in-command shall, in an emergency situation that requires immediate decision and action, take any action he considers necessary under the circumstances. In such cases he may deviate from rules, operational procedures, and methods in the interest of safety. 1.8.3 Responsibilities In Respect of Third Party Maintenance 1.8.3.1 In the event that third party maintenance of an WLAC Club aircraft is required away from base, the PIC is first to contact the Operations Department or Chief Engineer or his nominated deputy for authorisation. Any costs incurred for maintenance that has not been properly authorised will be wholly the responsibility of the PIC. 1.8.3.2 The PIC must ensure that, in the event of third party maintenance being required while away from base, the procedures referred to in the Technical Log are complied with.
1.9 Carriage of passengers Subject to the approval of the Head of Training and the privileges of his licence, a person may fly as PIC of a Company aircraft carrying passengers provided that the following conditions are complied with: (a) He shall not act as pilot-in-command of an aircraft carrying passengers by day unless within the preceding 90 days he has made 3 circuits, each to include take-offs and landings. Passenger carrying by night requires one of
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these circuits to be flown at night unless an IR is held. (See para 1.12.1.1. below). (Note the CAA issue certain exemptions to UK national licence holders). (b) Passengers may not be carried on student solo flights (c) Passengers may not be carried on dual instructional flights with the following exceptions: i. Another student on the same course of training may be carried if there is a training benefit to be gained. ii. CAA inspectors may be carried on any dual instructional flight. iii. Passengers may be carried on trial lessons provided that they have a clear and direct interest in the flight (e.g. parents, partner, etc.) and no remuneration of any kind is given in respect of their carriage.
1.10 Aircraft documentation 1.10.1 Technical Log 1.10.1.1 It is the responsibility of all pilots to check the aircraft technical log prior to engine start in order to establish that the aircraft is serviceable for the proposed flight. 1.10.1.2 The Daily ‘A’ Check may be conducted only by a licensed pilot or engineer. The person conducting the check is to certify its completion by inserting his signature and CAA reference number (or other authorisation reference) in the relevant boxes, along with the date and time that the check was completed. 1.10.1.3 The PIC of the aircraft is to sign the ‘Pilots Acceptance Column’ certifying that he is satisfied with the pre-flight inspection and fuel / oil states for the intended flight. 1.10.1.4 On completion of the flight, the PIC is responsible for entering the flying time, DATCON or HOBBS meter readings where appropriate, engine starts and any un- serviceability as soon as practicable after landing. 1.10.1.5 Flight time for engineering purposes is regarded as being from take-off to touch down. This should not be confused with pilot log book time in accordance with FCL.050 which is, for aeroplanes, “from the moment an aircraft first moves to taking off until the moment it finally comes to rest at the end of the flight.” 1.10.1.6 Any defect recorded in the technical log shall be cleared or deferred by a licensed engineer, or other authorised person, prior to the next flight. 1.10.1.7 Care must be taken at all times to ensure that the technical log is completed accurately, legibly and in full. 1.10.2 Documents to be carried in Flight 1.10.2.1 The following documents are to be carried on each flight as originals or copies unless otherwise specified (Part NCO.GEN.105): i. Pilots Operating Handbook or Flight Manual ii. Certificate of Airworthiness (original) iii. Airworthiness Review Certificate iv. Certificate of Registration (original) v. Noise Certificate, if applicable vi. List of specific approvals, if applicable vii. Aircraft Radio Licence, if applicable viii. Certificate of third party liability insurance ix. Aircraft Technical Log x. Details of the filed ATS flight plan
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xi. Current and suitable aeronautical charts for the route of the proposed flight xii. Procedures and visual signals information for use by intercepting and intercepted aircraft xiii. The MEL (if applicable) 1.10.2.2 In the case of flights intended to take off and land at the same aerodrome and remaining within UK airspace, items iv to ix above may be retained at the aerodrome.
1.11 Retention of Documents Technical Logs shall be maintained for the life of the aircraft plus 2 years. Completed Technical Logs will be archived by month and year. Copies of Technical logs of non-WLAC aircraft used for approved training shall be retained for a period of 3 years. When such aircraft are used only for short periods, copies of the relevant technical log pages are to be retained with the associated training record(s) for audit purposes.
1.12 Flight Crew Qualification Records The Chief Flying Instructor is responsible for maintaining an up-to-date record of the validity of staff and student licences, ratings and certificates and standardisation. He is to ensure that personnel are not permitted to fly if any required qualification is not valid. A list of flight crew authorised to instruct on behalf of WLAC is maintained as Appendix 2.
1.12.1 Currency of Licences and Ratings 1.12.1.1 All pilots are to be in possession of a valid pilot licence and medical certificate before acting as pilot in command of a WLAC aircraft. Student pilots shall hold a valid medical certificate. In order to be valid: The licence and medical certificate must be signed by the holder. The medical certificate expiry date must not have been exceeded. The licence must contain a valid Certificate of Renewal / Revalidation for the aircraft type or class to be flown unless it is an LAPL which does not require such a certificate and currency maintained in accordance with FCL.140.A. The licence must contain a valid Language Proficiency Rating. For flight under IFR, the licence must contain a valid IR, IR(R), EIR or IMC(R). If the flight involves flight at night, the licence must contain a valid IR or a night rating or a night qualification (unless the pilot is undergoing training for a night qualification). If carrying passengers, the requirement for a minimum of three take-offs and landings within the previous 90 days must be met (one of which must be at night if carrying passengers at night unless valid IR held). 1.12.1.2 A pilot who holds a licence issued by another ICAO State shall ensure that the licence is valid in all respects demanded by that State. This includes a medical certificate valid in the state of licence issue.
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Students who have not flown within the previous 14 days are required to undergo a dual check with an instructor before being authorised to fly solo. (See Part 3 Training Manual para1.7.3) Qualified licence holders wishing to fly a WLAC operated aircraft must show log book evidence of having previously flown, in command of an aircraft of similar class or type, within the previous 28 days. If this requirement is not met then the pilot should undergo a dual check with an instructor. The content and duration of this check will be commensurate with the pilot’s overall experience and recency. The HT / CFI has discretion in this matter. Upon conclusion of a satisfactory check flight the instructor will endorse the pilot’s logbook. The absence of such a signature indicates that the check was not satisfactory and that further training is required. In certain circumstances qualified licence holders may apply for the issue of a “Green Card”. Possession of such a card extends the recency period to two months. These cards are issued and signed by the HT / CFI on a discretionary, individual basis taking into account the pilot’s experience as described above. Unless otherwise endorsed these cards apply to nose wheel aircraft only. In exceptional cases they may be endorsed for tail wheel. See para 1.5.1.4 above regarding powers of staff to authorise a flight.
1.14 Flight Duty Period and Flight Time Limitations (Flight Instructors) 1.14.1 Flight Duty Period (a) Maximum daily flight duty period should not exceed 12 hours after which a minimum rest period of 12 hours must be taken. (b) Maximum weekly flight duty period should not exceed 50 hours. (c) Maximum monthly flight duty period should not exceed 200 hours.
1.14.2 Flight Time Limitations (a) Maximum daily flying hours should not exceed 6 (b) Maximum monthly flying hours should not exceed 100 (c) Maximum annual flying hours should not exceed 900
NB Part time instructors who are also employed in commercial aviation are personally responsible for ensuring that they do not exceed legal or company flight time limitations.
1.15 Flight Duty Period and Flight Time Limitations (Students) 1.15.1 Flight Duty Period (a) Maximum daily flight duty period should not exceed 10 hours (b) Maximum weekly flight duty period should not exceed 50 hours (c) Maximum monthly flight duty period should not exceed 200 hours 1.15.2 Flight Time Limitations (a) Maximum daily flying hours should not exceed 4 (b) Maximum monthly flying hours should not exceed 40 (c) The duration of each training flight should normally not exceed 1 hour.
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1.16 Rest Periods (Flight Instructors) (a) Minimum rest periods between consecutive duty periods should be no less than 12 hours. (b) Instructors should not work for more than 6 consecutive days without taking a rest period of at least 24 hours. Instructors are entitled to 4 days off in any 28 day period.
1.17 Rest Periods (Students) (a) Minimum rest periods between flights should be no less than1 hour (b) Minimum rest periods between consecutive duty periods should be no less than 12 hours.
1.18 Pilots’ Log Books 1.18.1.1 All pilots are to maintain their personal logbooks in accordance with the provisions of AMC1 FCL.050 1.18.1.2 In particular, pilots are to ensure that the following particulars are recorded in their current log book: The name and address of the holder. Particulars of the holders licence (if any) to act as a member of the flight crew of an aircraft. The name and address of the holder’s employer (if any). 1.18.1.3 On completion of a course of training, the Chief Flying Instructor is to inspect each trainee’s logbook and certify that it contains an accurate record of the flights carried out. 1.18.1.4 Instructors employed by WLAC should present their logbooks for inspection by the HT at the end of each calendar month
1.19 Flight Planning (General) Prior to each flight, the pilot-in-command is responsible for the proper planning of the flight. In particular, the PIC is to take into account: Current meteorological reports and forecasts Weather minima NOTAMs Aerodrome information Current charts and amendments Aircraft mass and balance Aircraft performance
1.20 Safety Responsibilities 1.20.1 Flight Safety 1.20.1.1 The Safety Manager is responsible for monitoring the standards of flight safety within WLAC and for ensuring that all information affecting flight safety is disseminated immediately to all flying personnel. 1.20.1.2 Notwithstanding the above, all personnel have a personal responsibility towards flight safety. Anyone who discovers a factor affecting flight safety, or who wishes or discuss any matter affecting safety, should contact the Safety Manager.(See Part 1 Organisation Management S.3 Safety Management).
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1.20.2 Safety Equipment 1.20.2.1 All pilots are to ensure that they are familiar with the use of the fire extinguishers fitted to the WLAC’s aircraft. 1.20.2.2. Prior to each flight pilots are to ensure that the fire extinguisher and first aid kit have been inspected within the preceding 12 months. 1.20.3 Radio Listening Watch Pilots are to ensure that a listening watch is maintained on a suitable radio frequency throughout the flight. In normal circumstances, pilots are to be in receipt of at least a Basic Service. Pilots should also be aware of the “Listening Squawks” allocated to certain Air traffic Service Units (ATSU’s) in particular 4572 allocated to Farnborough Radar frequency 125.250. 1.20.4 Accidents and Incidents 1.20.4.1 Any pilot involved in an accident or incident in an ATO aircraft is to complete an internal Safety Report form (Appendix 6). Once completed, the report is to be passed to the Safety Manager. 1.20.4.2 The Safety Manager is to investigate any incident or occurrence involving WLAC aircraft or any other operational matter. This in no way absolves WLAC or aircraft commanders from their duty under the Air Navigation Order or EU regulations to report accidents or incidents. (See 120.9 below). 1.20.4.3 The object of an internal investigation of an accident or incident is as follows. To find out what happened. To find out why it happened. To recommend measures to prevent it happening again. 1.20.4.4 It is not the purpose of an investigation to find a scapegoat or to allocate blame. 1.20.5 Definition of an accident 1.20.5.1 Regulation (EU) No 996/2010 Article 2 states: ‘accident’ means an occurrence associated with the operation of an aircraft which, in the case of a manned aircraft, takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked …. in which: (a) A person is fatally injured or seriously injured as a result of: - Being in the aircraft or, - Direct contract with any part of the Aircraft, including parts which have become detached from the aircraft - Direct exposure to jet blast. Except when the injuries are from natural causes, self-inflicted or inflicted by other persons, or when the injuries are to stowaways hiding outside he areas normally available to the passengers and crew or, (b) The aircraft sustains damage or structural failure which adversely affects the structural strengths, performance or flight characteristics of the aircraft and would normally require major repair or replacement of the affected component, except for engine failure or damage, when the damage is limited to a single engine, (including its cowlings or accessories), to propellers, wing tips, antennas, probes, vanes, tyres, brakes, wheels, fairings, panels, landing gear doors, windscreens, the aircraft skin (such as small dents or puncture holes) or minor damages to main rotor blades, tail rotor blades, tail rotor blades, landing gear, and those resulting from hail or bird strikes, (including holes in the radome; or (c) The aircraft is missing or is completely inaccessible.
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1.20.6 Definition of a serious injury 1.20.6.1 ‘Serious injury’ means an injury that is sustained by a person in an accident and which involves one of the following; i. hospitalisation for more than 48 hours, commencing within 7 days from the date the injury was received ii. a fracture of any bone (except simple fractures of fingers, toes, or nose); iii. lacerations which cause severe haemorrhage, nerve, muscle or tendon damage iv. injury to any internal organ v. second or third degree burns affecting more than 5% of the body surface vi. verified exposure to infectious substance or harmful radiation. 1.20.7 Reporting procedures 1.20.7.1 Following an accident, it is the responsibility of the pilot concerned to ensure that the appropriate reporting procedures are followed. 1.20.7.2 The following sequence must be observed. Inform the WLAC Duty Instructor immediately and by the quickest means possible - the person receiving the call will inform the HT. Inform the competent authority as soon as possible - in the UK this is the Chief Inspector, Air Accident Investigation, Department of Transport. Inform the local police as soon as possible - see Civil Aviation (Investigation of Accidents) Regulations 1996. 1.20.7.3 The accident report form should be completed as soon as possible, and submitted to the responsible authority (with a copy to the HT) within 72 hours. This form will be supplied by WLAC. 1.20.7.4 For further information, see AIC P 61/2015 ‘Aircraft Accidents and Serious Incidents - Duty to Report’ 1.20.8 Incident reporting 1.20.8.1 ‘Incident’ means an occurrence, other than an accident associated with the operation of an aircraft which affects or could affect the safety of operation. 1.20.8.2 Following an incident, it is the responsibility of the pilot concerned to ensure that the appropriate reporting procedures are followed. 1.20.8.3 The following sequence must be observed. Inform WLAC immediately and by the quickest means possible – WLAC will inform the HT. Complete an incident report form, and submit it to the HT within 3 days - the relevant form will be supplied by WLAC. 1.20.9 Occurrence reporting 1.20.9.1 An 'occurrence' means any safety related event which endangers or which if not corrected or addressed, could endanger an aircraft, its occupants or any other person. 1.20.9.2 Mandatory Occurrence Reporting, with respect to private pilots, is governed by Regulation (EU) 376/2014 Section 5. These reportable occurrences are no longer listed in CAP 382 which only applies to aircraft subject to Annex II of the Basic Regulation (EC) 2016/2008. They are however listed in Annex V of Commission implementing Regulation (EU) 2015/1018.
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1.20.9.3 All pilots or any persons must report such occurrences to the CFI / HT. 1.20.10 AirProx 1.20.10.1 An airprox report shall be made whenever a pilot or controller considers that the horizontal or vertical distance between aircraft has been such that the safety of the aircraft was, or may have been, compromised. 1.20.10.2 Pilots wishing to make an airprox report should immediately inform ATC. If this is not possible, then the report should be made as soon as possible after landing, by telephone, to any UK ATCC. 1.20.10.3 A follow-up report on Form CA 1094 should then be submitted to the UK AirProx Board within seven days. 1.20.10.4 For further information, see General Aviation Safety Sense leaflet 13A and UK AIP, ENR Section 1.14. 1.20.11 Bird strike 1.20.11.1 Any bird strikes or near miss is to be reported. Online reporting is preferred at www.caa.co.uk/birdstrikereporting Where online reporting is not possible, reports may be made using Form SRG\2004 (see Chapter 5 of CAP 772 and Article 227 of the ANO 2009). … the commander of an aircraft shall make a report to the CAA of any birdstrike occurrence which occurs whilst the aircraft is in flight within the United Kingdom. The report shall be made within such time, by such means and shall contain such information as may be prescribed …
Nothing in this article shall require a person reporting any occurrence … which he has reason to believe has been or will be reported by another person … A person shall not make any report … if he knows or has reason to believe that the report is false in any particular. … ‘birdstrike occurrence’ means any incident in flight in which the commander of an aircraft has reason to believe that the aircraft has been in collision with one or more than one bird. 1.20.12 Wake vortices Any pilots experiencing wake vortex problems are to report the incident on Form SRG 1423. See AIC P001/2015 ‘Wake Turbulence’. Helicopter activity takes place at the aerodrome and pilots should be aware of the hazards posed by rotor downwash. 1.20.13 General reporting All accidents, occurrences and airproxes involving approved training courses, including dual sorties with instructors, are to be notified to Approvals Support, CAA Shared Services Centre.
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Section 2: Technical
2.1 Aircraft Descriptive Notes
Technical details of the aircraft used for training can be found in the relevant Pilots Operating Handbook or Flight Manual. TypeAnnex POH/FM Ref. Revision A PA 18 See individual aircraft B PA28 See individual aircraft C Slingsby T67 See individual aircraft D Pitts S2 See individual aircraft
2.2 Aircraft Handling 2.2.1 Checklists Aircraft are to be operated in accordance with the relevant checklist. Where any conflict is found between the checklist and the manufacturer’s Pilot’s Operating Handbook, the latter is to take precedence. Any conflict between the checklist and the Pilot’s Operating Handbook is to be reported to the Head of Training without delay. All pilots are to be in possession of the appropriate checklist for the aircraft they are flying. Pilots are to comply with the handling notes and checklist for each specific aircraft type flown. 2.2.2 Limitations Aircraft are to be operated within the limitations laid down in the Pilot’s Operating Handbook and the provisions of Part NCO. Should any limitation be exceeded inadvertently, the fact is to be recorded in the technical log and the Head of Training is to be informed without delay. If any structural or engine operating limitation is exceeded, the aircraft is to be landed as soon as is practicable and is not to be flown again except with the permission of the Head of Training. 2.2.3 Maintenance Aircraft owned by WLAC are maintained by West London Aero Club Engineering Department which is holds a Part 145 Approval (UK.145.00394) and Part M Sub Part G (UK.MG.0379) together with Airworthiness Review Certificate renewal privileges. Additionally the WLAC fleet may be supplemented with leased aircraft. Maintenance of these aircraft may be performed either by the owner or WLAC Engineering by agreement. 2.2.4 Technical Logs It is the responsibility of all pilots, including trainee pilots on solo training exercises, to check the aircraft technical log prior to engine start in order to establish that the aircraft is serviceable for the proposed flight. The PIC of the aircraft is to sign the ‘Captain’s Acceptance’ certifying that he is satisfied with the pre-flight inspection and fuel/oil states for the intended flight.
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On completion of the flight, the PIC is responsible for entering the flying time and any un-serviceability. If a solo trainee has any doubts concerning the serviceability of the aircraft then the matter is to be discussed with an instructor. Any defect recorded in the technical log is to be cleared or deferred by a licensed engineer, or other authorised person, prior to the next flight. Care must be taken at all times to ensure that the technical log is completed accurately, legibly and in full. 2.2.5 Deferred Defects Any aircraft defect that seriously hazards flight safety is to be rectified before the aircraft’s next flight. The decision as to whether a defect seriously hazards flight safety may be taken only by authorised certifying staff as defined in EASA Part M Rectification of any aircraft or operational defect that does not seriously hazard flight safety may be deferred but it must be rectified as soon as practicable after it is reported and within any time limits specified in the applicable maintenance data. Defects are to be reported verbally, in the first instance, to a member of Operations Department. Any defect not rectified before flight is to be recorded in the specific aircraft Deferred Defect Log kept in the Operations office. Rectification of aircraft defects may be deferred only by authorised certifying staff as defined in EASA Part M. Rectification of operational defects may be deferred by the pilot Defects are considered to be failure or malfunction of, or damage to, an aircraft’s structure, systems and associated equipment that may affect its airworthiness. Deferred defects and the action taken to correct them must also be recorded in the relevant aircraft logbooks
2.2.6 Emergency procedures Pilots should remember that in any emergency situation the priority should always be to ‘fly the aircraft’. In case of emergency, the procedures laid down in the relevant checklist are to be followed. Where any conflict is found between the checklist and the Pilot’s Operating Handbook, the latter is to take precedence. Any conflict between the checklist and the Pilot’s Operating Handbook is to be reported to the Head of Training without delay.
2.3 Radio and radio navigation aids All aircraft are fitted with VHF radio and basic navigational aids. No aircraft is to fly without at least one VHF radio operational except with the specific consent of the Head of Training or CFI and not in connection with flying training.
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2.4 Allowable deficiencies 2.4.1 General Aircraft are to meet the minimum airworthiness requirements at all times and all equipment required by European and national legislation, appropriate to the type of flight intended, is to be fitted and working. 2.4.2 Aircraft with an established Minimum Equipment List Under Part-NCO of the Air Operations Regulation an approved Minimum Equipment List is not mandatory for training aircraft. However, if an approved MEL is required under any other Part of the Regulation (e.g. if the aircraft is also used for commercial air transport), its provisions are to apply to the aircraft when used for training 2.4.3 Aircraft without an established MEL For dual instructional flying in aircraft that do not have a minimum equipment list established under the Air Operations Regulation, the component or system listed in column 1 of the following tables may be inoperative prior to the flight commencing, taking account of the environmental conditions indicated in columns 2 and 3, subject to the remarks in column 4. Allowable Deficiencies – Single-Engine Aircraft Acceptable (1) Deficiency (4) Remarks (2) Day (3) Night Cockpit or cabin lights Strobes/Flashing beacon Landing light/Taxi light Navigation (Position) lights OAT gauge Flight to remain clear of known icing conditions Pitot heater Flight to remain clear of known icing conditions Cabin heating Airspeed indicator One may be unserviceable if two are fitted, subject to legal Altimeter requirement for the flight VSI No solo student flights permitted Attitude indicator Day VMC only VMC only. No stall/spin awareness/avoidance training Turn co-ordinator permitted. No solo student flights permitted Directional gyro No solo student flights permitted Continue to destination only if no requirement for radio at VHF comms destination Intercom For non-instructional flights only Radio navaids / GPS Subject to legal requirement for the flight Transponder Subject to legal requirement for the flight. No solo student flights permitted Fuel contents gauge Visual inspection must be carried out before every flight. (See para 3.2.1 below).
Dual instruction only excepting stall/spin Stall warning device awareness/avoidance training.
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Section 3: Route
3.1 Performance 3.1.1 General 3.1.1.1 Part NCO Sub Part C. Pol.100 & 110 places on the pilot in command of an aircraft the responsibility to ensure that having regard to the performance of the aircraft in the conditions to be expected on the intended flight, and to any obstructions at the places of departure and intended destination and on the intended route, it is capable of safely taking off, reaching and maintaining a safe height thereafter and making a safe landing at the place of intended destination. 3.1.1.2 Prior to each flight in a WLAC aircraft, pilots are to ensure that the calculated performance of the aircraft is sufficient to allow the intended flight profile to be completed. 3.1.2 Take-off A performance calculation should be performed in every case where any doubt exists as to the ability of the aircraft to take off safely taking into account the aircraft mass, runway conditions (eg length, surface, slope and elevation) and meteorological conditions (eg wind, temperature).To assist in this task reference should be made to the UK AIP and data published in the specific Pilot’s Operating Handbook / Flight Manual. The UK AIP is available via the internet in the Flight Planning Room and therefore constantly updated. The individual aircraft POH’s / Flight Manuals are also located here The minimum performance required is the calculated data plus application of the CAA recommended Safety Factors. These are published in Aeronautical Information Circulars (AIC) and General Aviation Safety Sense Leaflet Number 7. A copy of the latest AIC and a complete collection of these leaflets are displayed on the Safety Notice Board in the Flight Planning Room. 3.1.3 Route Cruise performance data is derived from the aircraft POH / Flight Manual. So that the aeroplane climb performance does not fall below the prescribed minima. Some manuals give take-off and landing weights that should not be exceeded at specific combinations of altitude and temperature (WAT limits). Unless included in the Limitations section, these weight restrictions are mandatory for commercial operations. They are however recommended for non-commercial operations and are calculated using the altitude and temperature at the relevant aerodrome. Where WAT limits are not given the following procedure is recommended; At the expected take-off and landing weights the aeroplane should be capable of a rate of climb of 700 ft/min if it has a retractable undercarriage or 500 ft/min if it has a fixed undercarriage. The rates of climb should be assessed at the relevant aerodrome altitude and temperature in the en-route configuration at the-en route climb speed and using maximum continuous power. 3.1.4 Landing A performance calculation should be performed in every case where any doubt exists as to the ability of the aircraft to land safely taking into account the aircraft mass, runway conditions (eg length, surface, slope and elevation) and meteorological conditions (eg wind, temperature).To assist in this task reference
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should be made to the UK AIP and data published in the specific Pilot’s Operating Handbook / Flight Manual. The UK AIP is available via the internet in the Flight Planning Room and therefore constantly updated. The individual aircraft POH’s / Flight Manuals are also located here The minimum performance required is the calculated data plus application of the CAA recommended Safety Factors. These are published in Aeronautical Information Circulars (AIC) and General Aviation Safety Sense Leaflet Number 7. A copy of the latest AIC and a complete collection of these leaflets are displayed on the Safety Notice Board in the Flight Planning Room.
3.2 Flight planning 3.2.1 Fuel 3.2.1.1 Prior to each flight the PIC is to ensure that sufficient fuel has been loaded to complete the intended flight including a reserve to allow for diversion to the farthest nominated alternate and to allow the aircraft to land with sufficient fuel to fly for a further 45 minutes at cruise power plus a contingency of 10 per cent. 3.2.2 Oil 3.2.2.1 Before starting the engine of an ATO aircraft, the pilot is to ensure that the engine oil level exceeds the minimum stated in the Pilot’s Operating Handbook /Flight Manual. PA28 aircraft are generally maintained at 6 quarts. 3.2.3 Minimum Safe Altitude 3.2.3.1 Before departing on a cross-country flight, pilots are to calculate a minimum safe altitude for each leg of the intended route: If, during the flight, the weather conditions are such that the minimum safe altitude cannot be maintained in VMC with good ground reference, the flight is to be terminated and the aircraft landed as soon as practicable. 3.2.3.2 Minimum safe altitude is to be calculated as follows: Locate the highest obstruction 5nm either side of track/turning points/destination. Round up to the nearest 100ft then add 1000ft. In respect of Exercise 10b Stalling and Exercise 11 Spinning & Spin Avoidance Training reference must be made to the aircraft POH/FM to ensure that the aircraft is recovered to normal controlled flight not lower than 3,000’ agl. 3.2.4 Navigation Equipment The PIC should ensure that before departure the aircraft’s navigational equipment is checked for serviceability relevant to the lesson plan and in accordance with the WLAC MEL, that the student ensures that they carry with them the necessary equipment (stopwatch, chart, plotter etc).
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3.3 Loading 3.3.1 General 3.3.1.1 No WLAC aircraft is to take-off at a mass greater than the maximum authorised Take-Off Mass (MTOM). To achieve this it may be necessary to reduce the fuel load carried (with due regard to the fuel required for the flight as detailed in the flight planning requirements at paragraph 3.2 above) or to reduce the payload. In addition, pilots are to ensure that: (a) The aircraft mass will be below the Maximum Landing Mass (MLM) before the first landing or touch and go. (b) The crew/passenger/baggage/ballast distribution results in a C of G position within the flight envelope published in the Pilot Operating Handbook / Flight Manual having due regard for the purpose of the intended flight. (c) A copy of the aircraft’s latest Mass and Balance Report is held in the aircraft Technical Log or the aircraft’s documents folder. 3.3.2 Load Sheets 3.3.2.1 It is the responsibility of the PIC to ensure that an aircraft is loaded in such a way as to meet the limitations related to all up weight and centre of gravity detailed in the appropriate flight manual or pilot’s operating handbook. If any doubt exists as to the proper distribution of an aircraft’s load, a load sheet is to be prepared, in accordance with the instructions in the relevant Pilot’s Operating Handbook/ Flight Manual, showing both longitudinal and lateral centre of gravity.
3.4 Weather Minima
3.4.1 Flight Instructors (VFR training day) (a) Minimum cloud base, visibility and wind velocity for dual instructional flying: i. In the circuit 800 ft,agl 4 km and 30 kts ii. In the Local Flying Area 1500 ft amsl 6km and 30 kts iii. For cross country flights 1500 ft amsl 6 km and 30 kts (b) Maximum crosswind as demonstrated value in POH / Flight Manual
3.4.2 Weather Minima - Flight Instructors (IFR training) (a) For take-off, minimum cloudbase 800 ft agl 4km and 30 kts. (b) For landing at White Waltham no instrument approach facilities exist. It will therefore be necessary to descend below MSA (if possible) and proceed visually toward the aerodrome. If this is not possible then a diversion to the planned alternate is necessary. (c) It should be borne in mind that the eastern part of the White Waltham ATZ lies within the London Control Zone Class D airspace and is described as the Local Flying Area (LFA). Under the terms of a written agreement between NATS and WLAC flights may take place within the LFA, without compliance with the IFR, under the following circumstances; i. Aircraft to remain below cloud and in sight of surface ii. Maximum altitude 1500ft, provided that aircraft can remain at least 500 ft. below cloud; otherwise altitude 1000ft iii. Minimum flight visibility 3km
Instructors should be aware of the VFR weather minima requirement at night to remain 1,000 ft above highest point within 5 nm of track.
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Minimum Weather Conditions DAY TIME Colour Code Restrictions
Max Cross Cloud Base Surface Wind VIS Minimum Wind (incl. (SCT or more) Gust) Code to be determined by the most restricting of the following figures based on EGLL METAR
<4KM <800ft agl +30kts Red No Flying
Dual Training Red/ Circuits only. 4KM 800ft agl 30kts a/c limit Amber IMC departures
Student solo + PPL circuit 6KM 1,000ft agl 20kts 10kts Amber flying. IMC departures
Dual Instruction Local Area + Green/ 6KM 1,500ft amsl 30kts a/c limit PPL holder Amber w/o IMC Rating
Full Flying 10KM (Student or 2,000ft amsl 20kts 10kts Green Solo more navigation 2500 amsl’)
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Minimum Weather Conditions Colour Restrictions NIGHT TIME Code Cloud Base Max Cross Minimum Surface Wind VIS (SCT or Wind (inc. more) Gust) Code to be determined by the most restricting of the following figures based on EGLL METAR
No Flying <8KM <1,000 ft agl Red +25kts
Dual Circuit Red/ Training only. 8KM 1,000 ft agl 25kts a/c limit Amber IMC Departures
Dual + PPL
10KM 1,800 amsl 20kts a/c limit Amber local area and circuits only
Student Solo Circuits. Green/ 10KM 1,800 ft amsl 20kts 10kt PPL + Dual Amber Local Area.
IMC Pilots 10KM or 2,500 ft amsl 20kts 10kt Green Full Flying more
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3.4.3 Weather Minima, (Students day) (a) Minimum cloud base, visibility and wind velocity for solo flights: i. In the circuit 1000ft agl 6 km and 20kts ii. In the Local Flying Area 2000 ft amsl 10km and 20 kts iii. For cross country flights 2500 ft 10km and 20 kts (b) Maximum crosswind 10 kts or as demonstrated value in POH / Flight Manual Note: Student weather limits may vary according to experience at the discretion of the authorising instructor.
3.5 Training Routes/Areas 3.5.1 Aerodrome Opening Hours (a) The published hours of operation of White Waltham Airfield are i) Summer 0800 – 2000 or 30 minutes after sunset if earlier ii) Winter 0800 – 30 minutes after sunset. Night flying takes place on an ad hoc basis during the winter period from 30 minutes after sunset. A weather decision as to whether night flying will take place is made by the Duty Instructor before 1500 hours. Night flying is for training purposes only and available only to home based aircraft. (b) Other out of hours operations are similarly restricted to home based aircraft and with the prior consent of the Operations Department. (c) The use of White Waltham aerodrome by non-home based aircraft is subject to PPR by telephone. (d) Fuel is available on a self-service basis during normal operating hours but ground crew assistance is only available until one hour before aerodrome closure. (e) The cost of fuel purchased elsewhere will be refunded upon production of a receipt bearing the aircraft registration, date, place and amount of uplift. In the case of fuel purchased abroad the “Reuters” currency exchange rate pertaining on the date of purchase will be used.
3.5.2 Start Up and Taxiing Procedures (a) Aircraft parking is achieved in rows, on the grass, in front of the WLAC clubhouse which is located on the eastern side of the aerodrome. The closest row is reserved for visitors and the second row for WLAC aircraft. Privately owned aircraft may park in any of the remaining rows. Aircraft are not allocated to specific parking spaces. A tensioned steel cable runs along each row to facilitate the tying down of aircraft. Helicopter parking is available in the centre of the airfield or elsewhere as directed by Operations. (b) Pilots of aircraft which require hand swinging of propellers should exercise utmost caution. Only personnel trained and competent in this task should be employed. These aircraft must have brakes applied or be chocked before starting. A competent person should either be in the cockpit or in a position where they can easily operate the controls. Pilots may request assistance from the Ground Crew. (c) At night navigation / strobe lights should be switched on and the taxi / landing light flashed immediately before start as a warning to others.
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Strobe lights / landing lights should be used with consideration for the preservation of night vision of other pilots. (d) Pilots should obtain aerodrome information prior to taxy. This may be done using the air / ground station “Waltham Radio” on frequency 122.6 MHZ. (e) There are no taxiways at White Waltham. Pilots may taxi directly to the runway holding points marked by signs. It is important to listen out and look out before crossing any of the runways not in use. (f) Taxiing should be performed at a safe speed commensurate with the aircraft type and nature of the surface. Extreme caution should be exercised when taxiing due to the presence of bad ground. The location of the bad ground is displayed in the Operations Office. (g) Power and pre take off checks are carried out at the runway holding points. Circuits are variable and it is expected that a 360 degree clearing turn in the direction of the circuit is carried to visually check for other aircraft before lining up. 3.5.3 Circuit procedures (a) White Waltham is an uncontrolled aerodrome and therefore the rules of the air apply. . Circuits are flown at 800 ft agl using a QFE derived by deducting 5 hectopascals from the Heathrow Airport QNH. (b) Standard R/T calls are required (including EFATO) (c) Bad weather circuits may be flown, not below 500 agl, when appropriate. This fact should be transmitted as an adjunct to the standard circuit calls. (e) Instructors authorising a student first or second solo flight in the circuit should transmit the fact on the RT immediately before take-off. This serves to inform other pilots and also Ground Crew. The student should be told to prefix the standard calls with the prefix “Student” (f) Circuit patterns with noise abatement areas are at Appendix 11. (g) Aerobatics may take place inside the ATZ with the permission of WLAC Operations Department. Aerobatics are confined to that area West of the Heathrow CTR to a maximum height 2,300’ aal and a minimum height 800’ aal. Pilots holding the appropriate Display Authorisation may operate to a lower height with the agreement of the CFI. Aerobatics are allocated slot times 1100-1120, 1300-1320 and 1500-1520. Weather minima are cloud base 2,500’ and visibility 5km. Pilots performing aerobatics are to remain in two-way radio contact with an observer on the ground at all times. The observer will also visually monitor the ATZ and listen out on the a/g frequency for incursion by non-radio or unauthorised aircraft and warn the aerobatic pilot immediately. Final responsibility for traffic separation rests with the aerobatic pilot.
3.5.4 Night Procedures Only runways 11/29 & 07/25 are licensed for night use. See para 3.5.1 above regarding availability. Runway lighting consists of a portable, battery LED system. The position of the lights are permanently marked on the airfield surface. The lights are not available in low visibility daytime conditions due to the time taken to set up. Runway 11 – 13 pairs of white edge lights will be provided 66 metres apart with 8 green threshold lights and 6 red stop-way lights.
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Runway 29 – A displaced threshold is used on this runway. 11 pairs of white edge lights will be provided 66 metres apart with 10 green threshold lights in the form of a ‘wing bar’ and 6 red stop-way lights.
Approach guidance and Airfield Identification A 3.5 degree Abbreviated Precision Approach Path Indicator (APAPI) is available on both runways. They are positioned to the right hand side of Runway 11, the left hand side of Runway 29 and right hand side of Runway 25. A portable green aerodrome identification beacon flashing “WW” in morse code is deployed adjacent to the “Black Hangar”. The windsock is illuminated during night operations. The Airfield manager is responsible for the provision and maintenance of the lighting system. The lighting system is deployed and returned by Ground Crew.
Night circuit procedures During night operations the WLAC a/g will be operated from the elevated “tower” position and all R/T calls will be acknowledged. Pilots are expected to report when “airborne”. The number of aircraft operating within the circuit is limited to 3 but not including those aircraft intending to depart to or arrive from the local area. See para 3.6.2 (c) above regarding use of aircraft lights.
3.5.5 VFR Circuit Departure (a) Circuit departures should be achieved by following the circuit pattern until the required departure leg is achieved. (b) Any non-standard departures should be advised by RT
3.5.6 Noise Abatement (a) WLAC makes strenuous efforts to minimise the impact of aircraft noise on the local community. To this end WLAC publishes and makes available a leaflet entitled “Circuit Noise Abatement Procedures” .This comprehensively describes and illustrates the circuit patterns to be flown together with the location of noise sensitive areas to be avoided. The WLAC website also provides similar information including video.
3.5.7 Local Flying Area (a) WLAC conducts general handling training in two areas. Broadly, these are to the west of Reading and to the north of the Chiltern Hills in the Vale of Aylesbury. (b) When flying in these areas pilots should at least be in possession of a Basic Service from either Farnborough Radar West frequency 125.250 or Farnborough Radar North frequency 132.8 or Benson Zone frequency 120.9.When appropriate pilots should consider the option of maintaining a listening watch with Farnborough West and using the listening squawk 4572. (c) Pilots conducting aerobatics in the local area are to inform WLAC Operations before departure of their intended practise area. This is achieved through use of the “booking out” procedure and a dedicated grid map. This is to ensure that any noise nuisance is not concentrated in one area. The same area should not be used more than once in a day. Should
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an aerobatic related noise complaint be received then the pilot concerned undertakes to contact the aggrieved person by telephone upon return.
3.5.8 Standard Cross-country Routes (a) Instructors have discretion in the choice of cross country routes provided they satisfy the necessary criteria. Due to the presence of controlled airspace it is not possible to set heading from overhead the aerodrome. Instead these routes should be planned to begin and end at one of the locally designated Visual Reference points either “November”, “Whiskey” or “Sierra”.
(b) Suggested routes for the 80nm LAPL qualifying cross country include; White Waltham – Sywell White Waltham – Kemble White Waltham – Goodwood
(c) Suggested routes for the150nm PPL qualifying cross country include; White Waltham – Kemble – Sywell – White Waltham White Waltham – Goodwood – Kemble – White Waltham White Waltham – Thruxton – Sywell – White Waltham White Waltham – Gloucester – Sywell – White Waltham
3.5.9 Prohibited and Danger Areas in the Local Flying Area Pilots should be aware of the presence of the two Restricted Areas R101 (Aldermaston) and R104 (Burghfield). Similarly Danger Area 129 (Weston on the Green) to the north east of Oxford must be avoided. 3.5.10 Circuit Re-join Procedures In accordance with the agreement with NATS, all flights to and from White Waltham Aerodrome shall not enter the London CTR outside the lateral and vertical limits of the White Waltham Local Flying Area unless prior co- ordination has been effected by White Waltham air / ground and Heathrow Terminal Control or a clearance has been obtained by the aircraft concerned. Re-joining the circuit is achieved via the overhead. The procedure is standard except that the overhead join is flown at 1300 ft QFE due to the proximity of the London CTR. On occasion aerobatics may take place in the overhead. This will be advised via air / ground. During such times overhead joins are not possible and joining aircraft will be advised to join on the most appropriate circuit leg. (See para 3.5.3 above). Circuit re-joins may be accomplished from one of the three locally designated visual reference points ie “November”, “Whiskey” or “Sierra”. For students and the inexperienced re-joining from “Whiskey” is recommended. Whiskey” is located at the easily identifiable town of Reading and the aerodrome may be found by following the railway line heading approximately 060 degrees. Standard RT phraseology will be employed.
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3.5.11 After Flight Procedures After landing, aircraft may vacate the runway to the left or right advising that they have done so. There are no taxiways at White Waltham and pilots may taxy direct to parking but exercise caution when crossing runways not in use. WLAC aircraft should be left with sufficient fuel for 2 hours further flying. If refuelling takes place then the aircraft should be refuelled to no more than “tabs” in each tank so as not to compromise the mass and balance of the next flight. At the end of the day WLAC aircraft should be secured and covered.
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Section 4: Personnel Training
4.1 Responsibilities The Chief Flying Instructor is responsible for the supervision of all flight and theoretical knowledge instructors and the standardisation of all flight instruction. The CFI is also responsible for maintaining appropriate records.
The Deputy Airfield Manager is also the Airfield Safety Manager and responsible for the safety training of RFFS Ground Crew and Operations staff. He is responsible for maintaining appropriate records.
4.2 Instructors
4.2.1 Initial Training The induction training given to flight instructors before commencing instructional duties at WLAC will include; i. WLAC organisation, personnel, procedures and standardisation ii. Theoretical knowledge instruction on the aircraft types on which instruction is to be given iii. WLAC documentation (Operations Manual, Training Manual, Organisation Management Manual, etc.) iv. Maintenance procedures including allowable deficiencies / MEL v. Theoretical knowledge training programme vi. Flight training programme vii. Emergency and safety training viii. Local area familiarisation / standardisation check Induction training given to theoretical knowledge instructors before commencing instructional duties with WLAC, will include the above except ii), iv) and viii) but will include a test lecture.
4.2.2 Refresher Training Refresher training will be considered whenever requested by an instructor and whenever considered necessary by the HT or CFI. This may arise as a result of a recommendation arising from a standardisation or proficiency check.
4.2.3 Standardisation Training All instructors are required to undertake standardisation training at least once every 12 months. Failure to comply may result in suspension of further instructional duties until this training has been completed. The content of the training will be at the discretion of the HT and will reflect the needs of the individual as well as the organisation at that time. See also Part 3 Training Manual para 2.4.3
4.2.4 Proficiency Checks Flight instructor proficiency checks may be combined with standardisation training. These may be conducted either by an FIC or the HT or another senior instructor nominated by the HT. A report of the training / check will be retained in the instructor’s personal file.
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4.2.5 Upgrading Training Upgrade training may be requested by instructors at any time and will be considered as a part of the instructor’s personal development programme.
4.2.6 WLAC Instructor Standards Evaluation In addition to standardisation and proficiency checking by WLAC, all instructors have a personal responsibility to maintain their professional qualifications and improve their competence. Competence includes knowledge, understanding, skills attitudes and behaviours. Through reflective practice instructors should identify their own areas of weakness and seek to improve. As far as possible, WLAC will support the instructor in this aim.
5.1 RFFS Ground Crew and Operations Staff
5.1.1 General For full details of policy and training of RFFS Ground Crew and Operations staff see “ West London Aero Club Initial Emergency Response Training Manual “ held in the Operations Office . The aerodrome is maintained at RFFS Category 1.
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PART 3 – Training Manual – LAPL & PPL
Sections: 5 The Training Plan 6 Briefings and Air Exercises 7 Synthetic Flight Training 8 Theoretical Knowledge 9 Additional Ratings & Differences Training
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Section 1: The Training Plan
1.1 The Aim of the Course The aim of the LAPL(A) course is to train the student pilot to act as PIC under the Visual Flight Rules in single-engine piston aeroplanes (land) or TMGs with a maximum certificated mass of 2000kg or less and a maximum of three passengers such that there are never more than four persons on board the aircraft. The aim of the PPL course is to train the student pilot to act as PIC or co-pilot under the Visual Flight Rules.
1.2 Pre-entry Requirements There are no pre-entry requirements for either the LAPL course or the PPL course. However, before flying solo in a WLAC aircraft, a student pilot must: Fulfil any pre-requisites for first solo, either from Part-FCL, national legislation or WLAC rules, for example: Be at least 16 years of age Have passed the WLAC “Pre First Solo Brief / Checklist”. Although not a legal requirement it is expected that prior to first solo students will have passed the Air Law and Operational Procedures theoretical knowledge exam. Hold a valid medical certificate issued in accordance with Part-MED Have completed the relevant emergency drill training detailed at paragraph 1.7.2 below Demonstrate evidence of English language proficiency equivalent to at least ICAO Level 4
1.3 Credits for Previous Experience 1.3.1 LAPL Applicants for a LAPL who have prior experience as PIC may be credited towards the requirements for licence issue on the basis of a pre-entry flight test. The amount of credit shall be decided by the ATO where the pilot undergoes the training course. Credit awarded shall not: exceed the total flight time requirement as PIC exceed 50% of the total hours required for licence issue include the requirements of FCL.110.A (a) (2) ie 6 hours of supervised solo flight time , including at least 3 hours of solo cross country flight time with at least 1 cross country flight of at least 150 km (80nm), during which 1 full stop landing at an aerodrome different from the aerodrome of departure shall be made. 1.3.2 PPL 1.3.2.1 The holder of a pilot licence on another category of aircraft (except balloons) may, at the discretion of the Head of Training, be credited with 10% of their total flight time up to maximum of 10 hours towards the flight time requirement for PPL(A) licence issue. The amount of credit given in this case shall not include; the requirements of (FCL.210.A (a)(2) ie 10 hours of supervised solo flight time including at least 5 hours of solo cross country flight time with at least 1 cross country flight of at least 270 km (150 nm) during which full stop landings at 2 aerodromes different from the aerodrome of departure shall be made.
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1.3.2.2. Applicants for a PPL holding a LAPL shall complete the training course at paragraph 1.4.5 below 1.3.2.3 Applicants for a PPL(A) holding an LAPL(S) with a TMG extension shall complete the training course at paragraph 1.4.6 below 1.3.2.4 Further credits for Qualified Military Pilots may be available in accordance with CAA/22Gp policy as detailed in the current issue of CAP 804.
1.4 Training Syllabi 1.4.1 Flight Training – LAPL(A) The LAPL(A) course comprises a minimum of 30 hours of flight instruction, including 24 hours of dual flight instruction and 6 hours of supervised solo flight time, including 3 hours of solo cross-country flight time. The list below does not necessarily represent the order in which instruction is given.
Flight Time Flt Sortie Total Remarks Dual Solo 1 Effects of Controls 1.2 1.2 Ex.4; 5a 2 Straight and Level 1.2 2.4 Ex.6; 5b 3 Climbing/Descending 1.0 3.4 Ex7; 8 4 Turning/Descending 1.0 4.4 Ex.9; 8 5 Slow Flight 1.0 5.4 Ex.10a 6 Stalling 1.0 6.4 Ex.10b 7 Spin Avoidance/Circuits 1.0 7.4 Ex.11; 12; 13 8 Circuits 1.0 8.4 Ex12; 13; 12/13E 9 Circuits 1.0 9.4 Ex12; 13; 12/13E 10 Circuits (incl Progress Test 1) 1.0 10.4 Ex12; 13; 12/13E 11 First Solo 0.3 10.7 Ex.14 12 Circuit Consolidation 1 0.6 0.7 12.0 Ex12; 13; 12/13E 13 Circuit Consolidation 2 0.5 1.0 13.5 Ex12; 13; 12/13E 14 Advanced turning/GH Revision 1.0 14.5 Ex.5-13; 15 15 FLWOP (incl Progress Test 2) 1.0 15.5 Ex.5-13; 15; 16 16 Solo GH 1.0 16.5 Ex.5-13; 15; 16 17 Precautionary Landings 1.0 17.5 Ex.5-13; 15-17 26 Nav (incl Progress Test 3) 1.0 18.5 Ex.5-13; 15-17 18 Nav 1 1.0 19.5 Ex.18a 19 Nav 2 1.5 21.0 Ex.18a 20 Nav 3 1.0 22.0 Ex.18a
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21 Nav 4 (VFR Diversion) 1.5 23.5 Ex.18a 22 Nav 5 (Land-away incl Progress Test 4) 1.5 25.0 Ex.18a 23a LAPL Cross country 1 1.0 26.0 Ex.18a 23b LAPL Cross country 2 1.0 27.0 Ex.18a 24 Nav 6 (Low level & Poor visibility) 1.0 28.0 Ex.18b 25 Nav 7 (Introduction to Radio Navigation) 0.5 28.5 Ex.18c 27 Progress Test 5 1.5 30.0 As Required
1.4.2 Flight Training – LAPL(H) - Not applicable 1.4.3 Flight Training – PPL(A) The PPL(A) course comprises 45 hours of flight instruction including at least 25 hours of dual flight instruction and 10 hours of supervised solo flight time, including 5 hours of solo cross country flight time. The list below does not necessarily represent the order in which instruction is given. Flight Time Flt Sortie Total Remarks Dual Solo 1 Air Experience / Effect of Controls 1 1.2 1.2 Ex.3; 4(i) 2 Effect of Controls 2 / Straight and Level 1 1.2 2.4 Ex. 4(ii); 6(i); 5a 3 Straight and Level 2 1.3 3.7 Ex. 6(ii); 5b 4 Climbing / Descending 1.2 4.9 Ex.7; 8(i) 5 Turning / Descending 2 1.2 6.1 Ex.8(ii); 9 6 Slow Flight / Stalling 1 1.3 7.4 Ex.10a 7 Stalling 2 / Revision 1.2 8.6 Ex.10b; 10c 8 Circuits 1.0 9.6 Ex.12; 13 9 Circuits 1.0 10.6 Ex.12; 13; 12/13E 10 Circuits 1.0 11.6 Ex.12; 13; 12/13E 11 Circuits ( incl Progress Test 1) 0.8 12.4 Ex.12; 13; 12/13E 12 First Solo 0.3 12.7 Ex.14 13 Circuit Consolidation 1 0.5 0.5 13.7 Ex.12; 13; 12/13E 14 Circuit Consolidation 2 0.3 0.7 14.7 Ex.12; 13; 12/13E 15 Circuit Consolidation Solo 1.0 15.7 Ex.12; 13; 12/13E 16 Circuit Consolidation Solo 1.0 16.7 Ex.12; 13; 12/13E 17 Circuit Consolidation Solo 1.0 17.7 Ex.12; 13; 12/13E 18 Advanced turning / GH Revision 1.0 18.7 Ex.5-13; 15 19 PFL's / Circuits (incl Progress Test 2) 1.0 19.7 Ex.5-13; 15; 16 20 Solo GH 1.0 20.7 Ex.5-13; 15 21 Precautionary Landings / GH Revision 1.0 21.7 Ex.5-13; 15-17
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22 Solo GH 1.0 22.7 Ex.5-13; 15; 16 23 Dual GH 1.0 23.7 Ex.5-13; 15-17 24 Solo GH 1.0 24.7 Ex.5-13; 15; 16 25 Dual IF 1.0 25.7 Ex.19 26 Solo GH 1.0 26.7 Ex.5-13; 15; 16 27 Dual IF 1.0 27.7 Ex.19 28 Nav 1; Intro 1.5 29.2 Ex.18a 29 Nav 2 (incl Progress Test3) 1.5 30.7 Ex.18a 30 Nav 3 Solo Nav 1.5 32.2 Ex.18a 31 Nav 4 VFR Diversion 1.5 33.7 Ex.18a; 18b 32 Nav 5 L/A 1.5 35.2 Ex.18a; 18b 33 Nav 6 L/A 1.5 36.7 Ex18a; 18b 34 Solo Nav 1.5 38.2 Ex.18a 35 Radio Nav (incl Progress Test 4) 1.5 39.7 Ex.18c 36a PPL Cross country 1 1.0 40.7 Ex.18a 36b PPL Cross country 2 1.0 41.7 Ex.18a 36c PPL Cross country 3 1.0 42.7 Ex.18a 37 GH Skills Test Rev (Progress Test 5) 1.3 44.0 Ex.5-13; 15-17 38 Solo GH Skills test Rev 1.0 45.0 Ex.5-13; 15; 16
1.4.4 Flight Training – PPL(H) - Not applicable. 1.4.5 Flight Training – LAPL to PPL Specific requirements for applicants holding an LAPL(A). Applicants for a PPL(A) holding an LAPL(A) shall have completed at least 15 hours of flight time after the issue of the LAPL(A), of which at least 10 hours shall be flight instruction completed in a training course at an ATO. This training course shall include at least 4 hours of supervised solo flight time , including at least 2 hours of solo cross country flight time with at least 1 cross country flight of at least 270 km (150 nm) , during which full stop landings at 2 aerodromes different from the aerodrome of departure shall be made.(FCL.210.A PPL(A)). The training course design is bespoke taking into account the previous experience of the student. The course will be sufficient to enable the student to pass the Skill test in accordance with FCL.235. 1.4.6 Flight Training – SPL to PPL(A) Specific requirements for applicants holding an LAPL(S) with a TMG extension. Applicants for a PPL(A) holding an LAPL(S) with TMG extension shall have completed ; (1) at least 24 hours of flight time on TMG after the endorsement of the TMG extension and (2) 15 hours of flight instruction in aeroplanes in a training course at an ATO, including at least the requirements of FCL.210.A(a)(2) i.e. (3) 10 hours of supervised solo flight time, including at least 5 hours of solo cross country flight time with at least 1 cross country flight of at least 270 km (150 nm) during which full stop landings at 2 aerodromes different from the aerodrome of departure shall be made.
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The training course design is bespoke taking into account the previous experience of the student. The course will be sufficient to enable the student to pass the Skill test in accordance with FCL.235. 1.4.7 Theoretical Knowledge training See Section 4 below
1.5 Time Scale A full-time course of flight training for either licence is expected to take at least four weeks to complete. However, in most cases, course length will be dictated by the student’s availability and will take considerably longer. The flight training syllabi detailed above show the minimum training required. As detailed in Part 2 of this Manual, each exercise has a completion standard that is to be achieved before moving on to the next exercise.(See also WLAC student training record grading system in Appendix 12). In the event that the required standard is not achieved in the minimum time allocated, it will be necessary to repeat all or part of the exercise, which is likely to result in the course being extended beyond the minimum hours.
1.6 Training Programme 1.6.1 General Arrangements WLAC operates an internet based flight training booking system to which students and members have access and booking rights. These bookings are monitored and controlled by the Operations Department. The system is structured around the daily flying programme and the availability of WLAC aircraft. At the end of each day the programme for the next day is transferred to the wall mounted white board in the Operations Office. Only Operations Staff are authorised to make changes to the programme. 1.6.2 Bad Weather Constraints The WLAC weather minima are described in Part 2 Operations Manual para 3.4 1.6.3 Maximum Student Training Times Maximum training times and rest periods are set out in Part 2 Operations Manual paras 1.14 to 1.17 1.6.4 Training Records A formal record must be kept of all training. All instructors may have access and students may have supervised access to these records otherwise the records are to be regard as confidential Students should be invited to read their records periodically so that they are fully aware of their progress and to countersign the record to indicate that they have done so. The records should not leave WLAC premises and will be filed securely. At the completion of training the records will be archived for a period of 5 years. 1.6.5 Form of Training Records The format of the WLAC theoretical knowledge and flight training records are contained in Appendix 12. It is a paper format. A computerised system is available for non EASA training and short duration courses such as refresher, tailwheel and complex differences. The record shows Student personal details and evidence that the pre-requisites for first solo were met.
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The minimum amount of theoretical knowledge training was completed, all items in the syllabus were covered and the candidate reached a satisfactory standard before being recommended for test Relevant emergencies training was completed to an adequate standard Details of each flight including time of take-off and landing, duration, exercises completed and a narrative report of the student’s performance and progress That all appropriate elements of the training were completed prior to the student being recommended for the theoretical knowledge examinations and the skill test That the requirements of FCL.025(b)(3) regarding attempts/sittings were met. 1.6.6 Checking of Records and Logbooks Instructors are responsible for supervising the completion of their students’ logbooks. The logbooks should be checked for accuracy against the student record after every 10 hours of training. The instructor should initial, in pencil the date upon which the check was made. Instructors should present their own logbooks to the CFI for examination at the end of each month. 1.6.7 Standardisation of Entries The instructor who delivered the training is responsible for the completion of each record as soon as possible after the conclusion of the training. Only an instructor who has been appointed as ‘lead instructor’ may sign the recommendation for examination/skill test. Only the HT / CFI may authorise a student to undertake the final PPL Licensing Skills Test. All theoretical and flight training must be completed, the minimum number of hours flown, logbooks and training records checked for accuracy and completeness including the relevant CAA All training records are to be completed legibly and the unnecessary use of abbreviations avoided. Students should be encouraged to countersign their records as in para 1.6.4 The purpose of the narrative report is to create a record of what was briefed, what was taught, what was unable to be completed and an assessment of performance and what has to be repeated. It should be impersonal and objective. It should serve as an aid memoire to the instructor to facilitate the planning of the next lesson as well as providing the student with an opportunity to review progress. A grading scheme (e.g. A-F) is included in the flight record with an explanation of the operation meaning of the grades. An exercise that results in a grade below C must be repeated. Three consecutive flights graded D and below as well as a flight graded F must be brought to the attention of the HT / CFI using the Remedial Action Alert (RAA) form. 1.6.8 Log Book Entries Students’ logbooks are to be completed in accordance with Article 79 of the Air Navigation Order 2009, as amended and AMC1 FCL.050.See para 1.6.6 regarding the checking of logbooks.
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1.7 Safety Training 1.7.1 Individual Responsibilities 1.7.1.1 The Chief Flying Instructor has overall responsibility for safety training on the PPL course. 1.7.1.2 Individual flight instructors are responsible for ensuring that their students complete safety training in accordance with the following instructions. 1.7.2 Emergency Drills Emergency drills are to be taught and refreshed in accordance with the syllabus. Prior to first solo students must be trained to deal with brake, radio and engine failures. They must know how to deal with engine fire on start-up and in the air. They must know how to perform go arounds from base leg and final approach in the circuit (in the appropriate landing configuration) and go arounds resulting from mis- landing. They must also be proficient in dealing with simulated engine failure after take-off and in the circuit. In addition the student should also have undergone at least 2.5 hours of stall spin awareness training. Full details of the pre-first solo requirements are listed in the “WLAC Pre-first solo Briefing Certificate” (Appendix 8). Prior to flying solo outside of the circuit students must have received dual instruction in practice forced landings, the use of Farnborough LARS and a simulated diversion either to Blackbushe (EGLK) or Wycombe (EGTB). Instructors should be mindful of the need to refresh these emergencies at appropriate times.
1.7.3 Dual Checks Only an unrestricted FI may authorise a student first solo in the circuit or outside of the ATZ. After first solo each further solo flight is to be preceded by a dual check until the solo consolidation phase has been completed. Thereafter a dual check is required prior to further solo if the student has not flown within the previous 14 days. The check should encompass key items such as EFATO, PFL’s and anything else the instructor feels necessary. Progress checks may be required at any stage of training but see para 1.8.1 below. A Navigation Progress Check (NPC) must be completed before the student is authorised to fly the solo qualifying cross country exercise. The NPC will be conducted by HT/CFI or another examiner / senior instructor so nominated.
1.7.4 Requirements before First Solo Before being permitted to fly solo for the first time, a student must: (a) Have satisfactorily completed Exercises 1-13 of the PPL(A) syllabus or appropriate exercise numbers for other syllabi (b) Have satisfactorily completed the emergency drill training detailed at para 1.7.2 above (c) Have passed the pre-solo flight Progress Test and WLAC Technical Exam Section 1 (d) Hold a valid medical certificate or declaration as appropriate.
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1.7.5 Requirements before First Solo Cross-country Before being authorised to undertake a first solo cross-country flight, a student must: (a) Fulfil the requirements for first solo in paragraph 1.7.4 above (b) Have passed the pre-solo cross-country flight Progress Test
1.8 Tests and Examinations 1.8.1 Flying (a) Progress Tests In addition to the Navigation Progress Test described in para 1.7.3 above and 2.5 below, a Progress Test may be carried out in connection with the identification of unsatisfactory student progress as described in para 1.9 below. This will normally be carried out by the CFI or an instructor nominated by the CFI.
(b) Skill Test The PPL (LAPL) Skill Test is taken when all training is complete and the candidate has passed Progress Test 3. The test is conducted by an examiner designated by the competent authority in accordance with Standards Document 19(A) and appointed by HT/CFI.
1.8.2 Theoretical Knowledge (a) Progress Tests See Section 4 below. In addition to the formal syllabus of Theoretical Knowledge instruction, WLAC requires that students pass Sections 1,2 and 3 of the “Technical Examination PA-28 “Warrior 2/3” .The examination format is ‘open book’ and therefore the pass mark is 100%. Section1 should be passed prior to first solo, Section 2 prior to qualifying cross country and Section 3 prior to Licensing Skills Test.
(b) Theoretical Knowledge Examinations See Section 4 below.
1.8.3 Authorisation for Test (a) PPL Skill Test In accordance with FCL.030(b) it is the responsibility of the ATO to recommend a candidate for the PPL/LAPL Skill Test. Formal recommendation is made on Form SRG 2128 by the Head of Training or other authorised person. This certificate may not be signed until: . All training is complete . The candidate has passed the final flight progress test . The candidate has passed all of the theoretical knowledge examinations
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(b) Theoretical Knowledge Examinations Candidates may only sit a theoretical knowledge exam if recommended by an instructor who considers that all the necessary instruction has been given, sufficient learning has taken place to enable the candidate to be successful and the progress test has been passed. (See Section 4 below)
1.8.4 Test Reports & Records Theoretical knowledge examination answer sheets are retained by the HT in secure storage for 5 years. 1.8.5 Examination Re-sit Procedures See Section 4 below.
1.9 Training Effectiveness 1.9.1 Identification of Unsatisfactory Progress The CFI is to assess training effectiveness periodically by reviewing each student’s performance. It is also the responsibility of the student’s FI to bring to the attention of the CFI any lack of progress. This should be in written form using the WLAC Remedial Action Alert form. 1.9.2 Actions to Correct Unsatisfactory Progress In the event of unsatisfactory progress the CFI should arrange a meeting with the student and instructor to discuss remedial action. The outline of the meeting should be recorded. A change of instructor may be considered .The CFI should closely monitor the situation and consider observing some of the training flights himself. Further failure by the student to progress could result in suspension from training. 1.9.3 Reporting & Documentation Unsatisfactory progress is reported, investigated and recorded using the WLAC Remedial Action Alert form. The form should be retained with the student training record.
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Section 2: Briefings and Air Exercises
The list below does not necessarily follow the order in which the instruction is given (See Appendix 7 containing copies of Pre-Flight Briefings)
2.1 Air Exercise
Ex 1a Familiarisation with the Aeroplane Aim: To learn the characteristics of the aeroplane used on the course. Briefing The characteristics of the aeroplane Cockpit layout Airframe and engine systems Use of the check list(s) and drills Aircraft controls Air Exercise N/A Completion N/A Standard
Ex 1b Emergency Procedures Aim: To learn essential emergency procedures Briefing Emergency Drills Action in the event of a fire on the ground or in the air: Engine fire Cockpit/cabin fire Electrical fire System failure drills as applicable to type Escape exits Escape drills including use of emergency equipment Air Exercise N/A Completion N/A Standard
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Ex 2 Preparation for and Action After Flight Aim: To learn the actions required before flight and how to secure the aircraft after flight. Briefing Flight authorisation and aircraft acceptance Serviceability documents Equipment required for flight (maps, etc.) External & internal checks Harness, seat and rudder pedal adjustment, (student comfort) Starting and after starting checks System/power/serviceability checks (as applicable) Closing down/shutting down the aircraft (including system checks) Parking, leaving the aircraft (including safety/security as applicable) Completion of the authorisation sheet and aircraft serviceability documents Air Exercise N/A Completion N/A Standard
Ex 3 Familiarisation Aim: To gain air experience and familiarisation with the airborne environment Briefing N/A Air Exercise: Local area familiarisation Familiarisation with the cockpit layout, ergonomics, controls Demonstrate cockpit procedures Demonstrate stability and control Completion N/A Standard
Ex 4 Effect of Controls Aim: To learn the effects of the cockpit controls and the functions of the instruments Air Exercise: Primary effects when laterally level and when banked Further effects of aileron and rudder Effects of: airspeed & slipstream power trimming controls flaps other controls, as applicable Operation of: mixture control carburettor heat and/or other controls cabin heating/ventilation Completion Demonstrate an understanding of the effects of the cockpit controls and the functions of the Standard instruments
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Ex 5 Taxiing Aim: To learn to manoeuvre the aircraft on the ground Ground Pre-taxi checks Exercise: Starting, control of speed and stopping Engine handling Control of direction and turning Turning in confined spaces Parking area procedure and precautions Effects of wind and use of flying controls Effects of ground surface Freedom of rudder movement Marshalling signals Instrument checks Air traffic control procedures Completion Demonstrate the ability to manoeuvre the aircraft safely on the ground Standard
Ex 5b Taxiing Emergencies Aim: To learn the correct actions in the event of emergencies during taxi Ground Brake failure Exercise: Steering failure Completion Demonstrate the correct actions in the event of an emergency during taxi Standard
Ex 6 Straight & Level Flight Aim: To learn to fly the aircraft in a constant direction, at a constant level and in balance, at selected power settings, with and without flap Air Exercise: At normal Cruising Power: Attaining and Maintaining Straight and Level Flight Demonstration of Inherent Stability Control in Pitch, including use of Elevator Trim control Lateral Level, Direction and Balance, use of Rudder Trim controls as applicable At Selected Airspeeds (Use of Power): Effect of Drag and use of Power (Two Airspeeds for one Power Setting) Straight and Level in Different Aeroplane Configurations (Flaps, Landing Gear) Use of Instruments to achieve Precision Flight Airmanship
Completion Achieve and maintain straight & level flight, in balance, within: Standard Height - +150ft, Heading - +10°, Speed - +5kts
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Ex 7 Climbing Aim: To learn to enter and maintain a climb in a constant direction and to level off at selected altitudes/heights Air Exercise: Entry and maintaining the normal Maximum Rate Climb Levelling Off Levelling Off at Selected Altitudes Climbing with Flaps down Recovery to normal Climb En Route Climb (Cruise Climb) Maximum Angle of Climb Use of Instruments to achieve Precision Flight Airmanship Enter a climb maintaining direction within +10°. Maintain a steady climb whilst maintaining Completion heading within +10° and speed within +5kts. Level from a climb within 150ft of a selected Standard altitude/height maintaining heading within +10°. Display basic airmanship
Ex 8 Descending Aim: To learn to enter and maintain a descent in a constant direction and to level off at selected altitudes/heights Air Exercise: Entry and maintaining the Glide Levelling Off Levelling Off at Selected Altitudes Descending with Flaps down Powered Descent – Cruise Descent (inc. effect of Power/Airspeed) Sideslipping (on suitable types) Use of Instrument to achieve Precision Flight Airmanship Enter a descent maintaining direction within +10°. Maintain a constant rate of descent whilst Completion maintaining heading within +10° and speed within +5kts. Level from a descent within 150ft of a Standard selected altitude/height maintaining heading within +10°. Display basic airmanship
Ex 9 Turning Aim: To learn to complete a level turn at medium angles of bank onto selected headings Air Exercise: Entry and maintaining Medium Level Turns Resuming straight flight Faults in the Turn (incorrect Pitch, Bank, Balance) Climbing Turns Descending Turns Slipping Turns (on suitable types) Turns to Selected Headings, use of Gyro Heading Indicator and Compass Use of Instruments to achieve Precision flight Airmanship Enter a turn at 30°AOB maintaining level flight within +150ft and maintaining balance. Maintain a Completion constant angle of bank whilst maintaining level flight within +150ft and speed within +5kts, in Standard balance. Recover to straight and level flight on a selected heading within +10° whilst maintaining level flight within +150ft, in balance. Display basic airmanship
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Ex 10a Slow Flight Aim: To learn to manoeuvre the aircraft safely at slow speed Air Exercise: Airmanship Safety Checks Introduction to Slow Flight Controlled Slow Flight in the Clean Configuration at:
Vs1 + 10 knots & with Flaps Down
Vso + 10 knots: Straight & Level Flight Level Turns* Climbing & Descending* Climbing & Descending Turns* Controlled Slow Flight in the Clean Configuration at:
Vs1 + 5 knots & with Flaps Down
Vso + 5 knots: Straight & Level Flight Level Turns* Climbing & Descending* Climbing & Descending Turns* Descending ‘Unbalanced’ Turns at Low Airspeed – the need to maintain Balanced Flight* Application of full power with correct attitude and balance to achieve normal climb speed * Not required for LAPL(A) Completion Demonstrate the ability to manoeuvre the aircraft safely at slow speed. Maintain speed +5kts Standard -0kts Display basic airmanship
Ex 10b Stalling Aim: To recognise and recover from an approaching stall with minimum height loss. To learn the effect of power and flap on the stalling characteristics of the aircraft Air Exercise: Airmanship – Safety checks The symptoms of the Stall Stall Recognition & Recovery Recovery Without Power Recovery With Power Recovery when a Wing Drops at the Stall Stalling with Power ‘ON’ & Recovery Stalling with Flap ‘Down’ & Recovery Maximum Power Climb (straight & turning flight) to the point of Stall with uncompensated YAW – Effect of unbalance at the stall when climbing power is being used.* Stalling & Recovery during Manoeuvres involving more than 1G (accelerated stalls, including secondary stalls & recoveries) Recoveries from Incipient Stalls in the landing and other configurations & conditions* Recoveries at the Incipient Stage during change of Configuration* * Not required for LAPL(A) Demonstrate the ability to recognise the signs of the approaching stall, particularly in the landing Completion and approach configurations, and to execute the standard recovery, minimising height loss. Standard Display basic airmanship
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Ex 11 Spin Avoidance Aim: To learn to recognise the signs of an incipient spin and to recover with minimum height loss Air Exercise: Airmanship - Safety checks Stalling and recovery at the incipient spin stage (stall with excessive wing drop, about 45°) Instructor induced distractions during the stall To recognise the approach of an incipient spin and to take the correct actions to avoid it Completion developing Standard Display basic airmanship
Ex 12 Take-off & Climb to Downwind Position Aim: To learn to take-off, enter the climb and position the aircraft on the downwind leg of the circuit Air Exercise: Pre-take-off checks Into wind take-off Safeguarding the nose wheel Crosswind take-off Drills during and after take-off Short take-off and soft field procedure/techniques including performance calculations Noise abatement procedures Airmanship Completion Demonstrate the ability to follow the correct circuit pattern. Display basic airmanship Standard
Ex 13 The Circuit, Approach and Landing Aim: To learn to take-off and land facing into wind, crosswind and downwind Air Exercise: Circuit procedures, downwind, base leg Powered approach and landing Safeguarding the nosewheel Effect of wind on approach and touchdown speeds, use of flaps Crosswind approach and landing Glide approach and landing Short landing and soft field procedures/techniques Flapless approach and landing Wheel landing (tail wheel aeroplanes) Noise abatement procedures Airmanship Demonstrate the ability to follow the correct circuit pattern, to maintain the correct approach path Completion and safely land the aircraft in various configurations Standard Display basic airmanship
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Ex 12/13E Emergencies in the Circuit Aim: To learn to take the correct actions in the event of an emergency occurring in the circuit area Air Exercise: Aborted take-off Engine failure after take-off Mis-landing/go-around Missed approach Completion Demonstrate the ability to carry out the correct actions in the event of an emergency occurring in Standard the circuit area.
Ex 14 First Solo Aim: To fly the normal circuit pattern and carry out a normal approach and landing Air Exercise: Normal circuit, approach and landing Completion N/A Standard
Ex 15 Advanced Turning Aim: To learn to turn the aircraft at high angles of bank (45°-60°) and to recognise and recover from a stall in the turn with minimum height loss Air Exercise: Steep turns (45°), level and descending Stalling in the turn and recovery Recoveries from unusual attitudes, including spiral dives Airmanship Enter a turn at 45°AOB maintaining level flight within +150ft and maintaining balance. Maintain a constant angle of bank whilst maintaining level flight within +150ft and speed within +15kts, in Completion balance. Recover to straight and level flight on a selected heading within +10° whilst maintaining Standard level flight within +150ft, in balance. Carry out checks and drills in accordance with the aircraft checklist. Make RT calls in accordance with CAP413. Display basic airmanship
Ex 16 Forced Landing Without Power Aim: To learn to make a safe approach and landing after a partial or complete engine failure Air Exercise: Choice of landing area, provision for change of plan Gliding distance Descent plan Key positions Engine cooling Engine failure checks Use of radio Base leg Final approach Landing Actions after landing Airmanship Demonstrate the ability to make an approach to a suitable landing area with a realistic chance of landing safely in the selected area and recover to the climb Completion Carry out checks and drills in accordance with the aircraft checklist Standard Make RT calls in accordance with CAP413 Display appropriate airmanship
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Ex 17 Precautionary Landing Aim: To learn to learn to land the aircraft safely other than at the planned airfield Air Exercise: Full procedure away from aerodrome to break-off height Occasions necessitating In-flight conditions Landing area selection Normal aerodrome Disused aerodrome Ordinary field Circuit and approach Actions after landing Airmanship Carry out checks and drills in accordance with the aircraft checklist Completion Make RT calls in accordance with CAP413 Standard Display appropriate airmanship
Ex 18a Navigation Aim: To learn to plan a cross-country flight and to navigate by visual reference Air Exercise: Flight planning Weather forecast and actual - map selection and preparation - choice of route - controlled airspace - danger, prohibited and restricted areas - safety altitudes Calculations Magnetic heading(s) and time(s) en-route - fuel consumption - mass and balance - mass and performance Flight information NOTAMS etc. - radio frequencies - selection of alternate aerodromes - aeroplane documentation Notification of the flight pre-flight administrative procedures - flight plan form Departure & En-route Organisation of cockpit workload - altimeter settings - ATC liaison in controlled/regulated airspace - setting heading procedure - noting of ETAs - maintenance of altitude and heading - revisions of ETA and heading - log keeping - use of radio - use of navaids - minimum weather conditions for continuation of flight - in-flight decisions - transiting controlled/regulated airspace - diversion procedures - uncertainty of position procedure - lost procedure Arrival, aerodrome joining procedure ATC liaison in controlled/regulated airspace - altimeter setting - entering the traffic pattern - circuit procedures – parking - security of aeroplane – refuelling - closing of flight plan, if appropriate - post-flight administrative procedures Correctly employ pre-flight planning facilities and techniques Employ correct VFR navigational techniques while maintaining heading +10°, height/altitude + Completion 150ft and speed +5kts Standard Carry out checks and drills in accordance with the aircraft checklist Make RT calls in accordance with CAP413; Display appropriate airmanship
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Ex 18b Navigation Problems at Lower Levels & in Reduced Visibility Aim: To learn to navigate accurately at low level and in reduced visibility Air Exercise: Actions prior to descending Hazards (e.g. obstacles, and terrain) Difficulties of map reading Effects of wind and turbulence Vertical situational awareness (avoidance of controlled flight into terrain) Avoidance of noise sensitive areas Joining the circuit Bad weather circuit and landing Correctly employ pre-flight planning facilities and techniques Employ correct VFR navigational techniques while maintaining heading +10°, height/altitude + Completion 150ft and speed +15kts Standard Carry out checks and drills in accordance with the aircraft checklist Make RT calls in accordance with CAP413; Display appropriate airmanship
Ex 18c Radio Navigation Aim: To learn how to use radio aids to navigation Air Exercise: Navigation procedures as necessary Use of GNSS VOR ADF/NDB* VHF/DF En-route or terminal radar Secondary Surveillance Radar DME* * Not required for LAPL(A). Employ correct VFR navigational techniques while maintaining heading +10°, height/altitude + 150ft and speed +5kts Completion Carry out checks and drills in accordance with the aircraft checklist Standard Make RT calls in accordance with CAP413 Display appropriate airmanship
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Ex 19 Introduction to Instrument Flight (Not required for LAPL(A)) Aim: To learn to fly the aircraft safely by sole reference to instruments Air Exercise: Physiological sensations Instrument appreciation Attitude instrument flight Instrument limitations Basic manoeuvres Straight and level at various airspeeds and configurations Climbing and descending Standard rate turns, climbing and descending, onto selected headings Recoveries from climbing and descending turns Carry out all exercises while maintaining height/altitude + 150ft, heading +10°, speed +15kts Completion Carry out checks and drills in accordance with the aircraft checklist Standard Make RT calls in accordance with CAP413 Display appropriate airmanship
2.2 Air Exercise Reference List Not applicable.
2.3 Course Structure 2.3.1 Phase of Training 2.3.1.1 The course is divided into three phases, each terminating in a Progress Test as follows: LAPL(A) Phase Exercises Min. Hours 1 1-13 10 2 14-18a 10 3 18b-18c 10
PPL(A) Phase Exercises Min. Hours 1 1-13 12 2 14-18a 18 3 18b-19 15
2.3.1.2 Flight exercises will normally be taught in the order detailed at paragraph 4.1 above, which ensures that they are taught in the most suitable learning sequence. If deviation from the normal order is necessary due, for example, to weather or aircraft unserviceability, the circumstances are to be detailed in the student’s training record. 2.3.2 Integration of Syllabi Theoretical knowledge instruction is provided at WLAC by a team of dedicated theoretical knowledge instructors as well as flight instructors. Students may avail
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themselves of this tuition or follow directed self-study. In either case students are given advice and supported to arrange their study to ensure that they are able to apply in the air the knowledge gained on the ground. Training is structured in order that as far as possible theoretical knowledge and practical flying training are integrated. The Air law and Operational Procedures examinations should be passed before first solo and Communications, Meteorology and Navigation are passed before the qualifying cross country. 2.3.3 Student Progress Before progressing from one phase of training to the next a student must have: (a) Completed all of the flight exercises to a satisfactory standard (b) Completed at least the minimum hours indicated at paragraph 2.3.1 above (c) Passed the relevant Progress Test
2.4 Instructional Methods 2.4.1 Pre-flight Briefings Each flight exercise, whether dual or solo, is to be preceded by a thorough pre-flight briefing. The student should be left in no doubt as to his responsibilities during the flight and the order in which exercises are to be taught / practised. As early as possible in the course, the student should expected to arrive at the briefing prepared to brief the instructor on the current meteorological and AIS information. At WLAC the pre-flight briefings for PPL, Night and IR(R) are regularly reviewed to ensure that they are up to date. They form the basis of instructor standardisation. They are available in PowerPoint format on each of the computers in the briefing rooms as well as published in the Student Reference Book. Electronic copies of these presentations are sent to instructors’ personal devices. (See Appendix 7 containing copies of pre-flight briefings). 2.4.2 Post-flight Discussion The student should be debriefed as soon as practicable after each flight. The debriefing must match the subsequent entry in the student’s training record, which the student is encouraged to read, make their own comments and sign. Differing models for debriefing exist. The “R E V I E W “ model is suggested as a useful tool for this purpose. The mnemonic is:
R –Re-integrate, Re-establish, Rapport E - Establish the aim V - Verify what happened (student’s perception followed by instructor) I - Input Information by Instructor E - Emphasise key points W -What next ?
2.4.3 Adherence to Syllabus Instructors are to give instruction in accordance with the flight training syllabus and the theoretical knowledge syllabus in this Part. It is essential that instruction is standardised to avoid confusion if the student should fly with more than one instructor. Any examples of a lack of standardisation are to be brought to the attention of the Chief Flight Instructor. See also Part 2 Operations Manual para 4.4
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2.4.4 Authorisation for Solo Flight Students are to be authorised for solo flights only after they have received a thorough pre-flight briefing from the authorising instructor. Flight instructors with restricted privileges may authorise solo students only in the presence of the supervising FI nominated by the ATO for this purpose. See also para 1.7.4 above.
2.5 Progress Tests 2.5.1 Navigation Progress Test The test is conducted by an examiner or experienced instructor nominated by the Head of Training and must be passed before the student is authorised for the qualifying solo cross-country. The test should comprise a navigation leg of approximately 25 minutes in order to allow the student to demonstrate competency with the 1:60 rule and track error correction followed by a short unplanned diversion. During the flight the student should demonstrate competency in the use of VOR and Exercise 16 Practice Forced Landing without Power. A practice PAN should also be carried out using the VHF emergency frequency 121.5. The result of the test must be recorded in the Student Record.
The test is not part of the syllabus and therefore does not count towards the minimum number of training hours required. 2.5.2 Nomination of Examiners The HT will nominate examiners for initial licensing skill tests in accordance with CAA Information Notice IN-2016/004 para 4. The specified initial skill tests include the LAPL, PPL, Class Ratings and Instrument Rating (Restricted) (IR(R)). The HT will also be responsible for the nomination of examiners for Proficiency Checks other than initial skill tests described above. 2.5.3 Conduct of Progress Tests Examiners should be experienced in the conduct of tests whilst instructors may be less so. Instructors should avoid the temptation to teach or coach on these occasions. To assist instructors the assessment criteria are;
Operate the aircraft within its limitations Complete all manoeuvres with smoothness and accuracy Exercise good judgement and airmanship Apply aeronautical knowledge of procedures and regulations Maintain control of the aircraft at all times in a manner that the successful outcome of a procedure or manoeuvre is never seriously in doubt.
Throughout the flight the aircraft should be flown as accurately as possible. The tolerances for operation are given as guidance but do not necessarily indicate that a ‘failure’ will result if any boundary is exceeded. Similarly, flight within the tolerances should not be achieved at the expense of smoothness and co- ordination.
Allowance should be made for adverse weather conditions such as turbulence and the handling qualities and performance of the aircraft used.
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2.5.4 Documentation Progress test report forms are shown are to be filed and retained in the Student Record.
Section 3: Synthetic Flight Training
Not applicable
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Section 4: Theoretical Knowledge
General
Theoretical knowledge training at WLAC is delivered via a modular course delivered by dedicated instructors at weekends. Four modules cover the 9 subjects which may be studied in any order. Module 1 should be completed before first solo and Modules 2 and 3 before solo navigation flights. The 9 exams have to be completed within 6 sittings. A sitting is regarded as a period of 10 days. The pass mark is 75%. Retakes cannot be taken in the same sitting as a failed exam. Failure to achieve passes in all 9 subjects within the 6 sittings means that a new, complete set of exams have to be re-taken. Directed self-study together with a 1 day revision / examination course is also available as an alternative to the modular course.
Crediting of theoretical knowledge (Ref CAP804 Section 4, Part L, Appendix 1A) For the issue of a PPL the holder of a LAPL in the same category of aircraft shall be credited in full towards the theoretical knowledge instruction and examination requirements.
4.1 Course Structure The theoretical knowledge training course is identical for both LAPL and PPL The syllabus of theoretical knowledge instruction for both licences is contained in AMC1 FCL.210; FCL.215. and reproduced below. AMC1 FCL.210; FCL.215 states that the theoretical knowledge instruction should include a certain element of formal classroom work but may also include such facilities as interactive video, slide or tape presentation, computer-based training and other media distance learning courses. Maintenance of the Theoretical Knowledge Student Record ensures that the requirements of FCL 025(b)(3) in respect of number of sittings are met. Examinations should be scheduled in such a way that allowance is made for re- tests should one or more papers be failed. Each paper may be attempted only once in each sitting.
4.2 Teaching Materials
Resources available to WLAC include Flight Planning and Briefing Rooms as described in Part 2 Operations Manual. Each briefing room is equipped with white board and pens, demonstration model aircraft and computer terminals loaded with PowerPoint presentations of pre-flight briefings in respect of the LAPL, PPL, Night and IR(R)) courses. Additionally overhead projectors are available. WLAC produces its own “Student Reference Book” (Appendix 13) which contains useful information relevant to operations at White Waltham Airfield as well as an A5 booklet titled “PA 28” Reference Notes (Appendix 14) which provides technical information about the training aircraft.
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4.3 Student Progress Candidates may only sit a theoretical knowledge exam if recommended by an instructor who considers that all necessary instruction has been given, sufficient learning has taken place to enable the candidate to be successful and the progress test has been passed. The recommending instructor’s name must be recorded on the exam answer sheet.
4.4 Progress Testing If progress tests appear not to meet the CAA standard format or have questions that appear to be outside the syllabus this must be raised with the HT as soon as possible. The HT will then review and amend if necessary.
4.5 Theoretical Knowledge Examinations A separate theoretical knowledge training record is contained within Appendix 12. The record contains information regarding examination dates in order that the dates of sittings and validity periods may be monitored. The theoretical knowledge examinations will be set when all relevant theoretical knowledge instruction has been completed. The examination will be completed under the supervision of a Ground Examiner approved by the competent authority for the purpose. Candidates are not to be left alone in the examination room whilst the examination is in progress. Examination papers are kept in a lockable cabinet which can be accessed only by the nominated custodian. Prior to the papers being removed from the cabinet, a room will be prepared for the exam. The trainee will not be permitted to take any mobile phones, text books or unallowable aids into the examination room. Once the invigilator is satisfied that the room and candidate are ready then he will issue the paper and blank answer sheet. The instructions to candidates will be read through and, following the candidate being satisfied, the start and finish times will be noted and the exam will commence with the invigilator in the room. Should a candidate have any issues during the exam then they are to gain the invigilator’s attention and discuss the problem in a manner that does not affect any other candidates. Should a candidate have to leave the room (to use the toilet, fetch an overlooked piece of equipment etc.) then they must be accompanied so far as is practical by the invigilator or a person deemed suitable by the invigilator. When the finish time is reached the invigilator will remove all paperwork associated with the exam and mark it in a private office. The examination is ‘closed book’ and no reference material of any kind is to be used other than that provided with the examination paper.
4.6 Examination Re-sit procedures If an applicant fails to achieve a mark of 75% or more in an individual examination then the paper may be re-taken but not within the same sitting of ten days. A maximum of 6 sittings are allowed.
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If an applicant has failed to pass one of the examination papers within 4 attempts, or has failed to pass all papers within 6 sittings or within a period of 18 calendar months counted from the end of the calendar month when the applicant first attempted an examination then he/she will be required to re-take the complete set of examination papers (FCL.025).
4.7 Rules concerning refresher training before re –test Should a candidate fail a ground exam or flight test it will be at the discretion of the CFI as to how much more training is conducted before a second attempt. The examiner may also set a mandatory minimum ground / flight training hours required before the candidate presents themself for a test which the CFI must also take into consideration
4.8 Standardisation of entries in training records Any new instructor employed by WLAC will be shown how to properly complete student records as part of their induction training. The HT / CFI will ensure that this is done.
4.9 Security of Examination Papers and Records The theoretical knowledge examination papers and answers sheets must be kept in the locked filing cabinet in the Head of Training’s office. The HT is also the nominated Custodian of Exam Papers. Student records must also be kept securely in WLAC’s premises. Students may have supervised access to their records but are forbidden from taking them away with them. A copy can be provided if necessary. Examination answer sheets and student records are retained in secure storage by the HT for 5 years.
4.10 Theoretical Knowledge Syllabus
AIR LAW AND ATC PROCEDURES
International law: conventions, agreements and organisations The Convention on International Civil Aviation (Chicago) Doc. 7300/6 Part I Air Navigation: relevant parts of the following chapters: general principles and application of the convention; flight over territory of Contracting States; nationality of aircraft; measures to facilitate air navigation; conditions to be fulfilled on aircraft; international standards and recommended practices; validity of endorsed certificates and licences; notification of differences.
Part II The International Civil Aviation Organisation (ICAO): objectives and composition.
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Annex 8: Airworthiness of aircraft Foreword and definitions Certificate of airworthiness
Annex 7: Aircraft nationality and registration marks Foreword and definitions Common- and registration marks Certificate of registration and aircraft nationality
Annex 1: Personnel licensing Definitions Relevant parts of Annex 1 connected to Part-FCL and Part-Medical
Annex 2: Rules of the air Essential definitions, applicability of the rules of the air, general rules (except water operations), visual flight rules, signals and interception of civil aircraft
Procedures for air navigation: aircraft operations doc. 8168-ops/611, volume 1 Altimeter setting procedures (including ICAO doc. 7030 – regional supplementary procedures) Basic requirements (except tables), procedures applicable to operators and pilots (except tables)
Secondary surveillance radar transponder operating procedures (including ICAO Doc. 7030 – regional supplementary procedures) Operation of transponders Phraseology
Annex 11: Doc. 4444 air traffic management Definitions General provisions for air traffic services Visual separation in the vicinity of aerodromes Procedures for aerodrome control services Radar services Flight information service and alerting service Phraseologies Procedures related to emergencies, communication failure and contingencies
Annex 15: Aeronautical information service Introduction, essential definitions AIP, NOTAM, AIRAC and AIC
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Annex 14: Volume 1 and 2: Aerodromes Definitions Aerodrome data: conditions of the movement area and related facilities Visual aids for navigation: indicators and signalling devices; markings; lights; signs; markers. Visual aids for denoting obstacles: marking of objects; lighting of objects. Visual aids for denoting restricted use of areas Emergency and other services: rescue and firefighting; apron management service.
Annex 12: Search and rescue Essential definitions Operating procedures: procedures for PIC at the scene of an accident; procedures for PIC intercepting a distress transmission; search and rescue signals. Search and rescue signals: signals with surface craft; ground or air visual signal code; air or ground signals.
Annex 17: Security General: aims and objectives
Annex 13: Aircraft accident investigation Essential definitions Applicability
National law National law and differences to relevant ICAO Annexes and relevant EU regulations.
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HUMAN PERFORMANCE Human factors: basic concepts Human factors in aviation Becoming a competent pilot
Basic aviation physiology and health maintenance the atmosphere, composition, gas laws; respiratory and circulatory systems; oxygen requirement of tissues; functional anatomy; main forms of hypoxia (hypoxic and anaemic); sources, effects and counter-measures of carbon monoxide; counter measures and hypoxia; symptoms of hypoxia; hyperventilation; the effects of accelerations on the circulatory system; hypertension and coronary heart disease.
Man and environment Central, peripheral and autonomic nervous systems Vision: functional anatomy; visual field, foveal and peripheral vision; binocular and monocular vision; monocular vision cues; night vision; visual scanning and detection techniques and importance of ‘look-out’; defective vision. Hearing: descriptive and functional anatomy; flight related hazards to hearing; hearing loss. Equilibrium: functional anatomy; motion and acceleration; motion sickness. Integration of sensory inputs: spatial disorientation: forms, recognition and avoidance; (b) illusions: forms, recognition and avoidance: o physical origin; o physiological origin; o psychological origin. approach and landing problems.
Health and hygiene Personal hygiene: personal fitness Body rhythm and sleep: rhythm disturbances; symptoms, effects and management.
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Problem areas for pilots: common minor ailments including cold, influenza and gastro-intestinal upset; entrapped gases and barotrauma, (scuba diving); obesity; food hygiene; infectious diseases; nutrition; various toxic gases and materials. Intoxication: prescribed medication; tobacco; alcohol and drugs; caffeine; . self-medication.
Basic aviation psychology Human information processing Attention and vigilance: selectivity of attention; divided attention. Perception: perceptual illusions; subjectivity of perception; processes of perception. Memory: sensory memory; working or short term memory; long term memory to include motor memory (skills).
Human error and reliability Reliability of human behaviour Error generation: social environment (group, organisation)
Decision making Decision-making concepts: (a) structure (phases); (b) limits; (c) risk assessment; (d) practical application.
Avoiding and managing errors: cockpit management Safety awareness: risk area awareness; situational awareness. Communication: verbal and non-verbal communication
Human behaviour Personality and attitudes: development; environmental influences. Identification of hazardous attitudes (error proneness)
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Human overload and underload Arousal Stress: definition(s); anxiety and stress; effects of stress. Fatigue and stress management: types, causes and symptoms of fatigue; effects of fatigue; coping strategies; management techniques; health and fitness programmes;
METEOROLOGY The atmosphere Composition, extent and vertical division Structure of the atmosphere Troposphere Air temperature Definition and units Vertical distribution of temperature Transfer of heat Lapse rates, stability and instability Development of inversions and types of inversions Temperature near the earth’s surface, surface effects, diurnal and seasonal variation, effect of clouds and effect of wind
Atmospheric pressure Barometric pressure and isobars Pressure variation with height Reduction of pressure to mean sea level Relationship between surface pressure centres and pressure centres aloft
Air density Relationship between pressure, temperature and density ISA
ICAO standard atmosphere Altimetry Terminology and definitions Altimeter and altimeter settings Calculations Effect of accelerated airflow due to topography
Wind Definition and measurement of wind Definition and measurement
Primary cause of wind Primary cause of wind, pressure gradient, coriolis force and gradient wind. Variation of wind in the friction layer Effects of convergence and divergence
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COMMUNICATIONS VFR COMMUNICATIONS Definitions Meanings and significance of associated terms ATS abbreviations Q-code groups commonly used in RTF air-ground communications Categories of messages
General operating procedures Transmission of letters Transmission of numbers (including level information) Transmission of time Transmission technique Standard words and phrases (relevant RTF phraseology included) R/T call signs for aeronautical stations including use of abbreviated call signs R/T call signs for aircraft including use of abbreviated call signs Transfer of communication Test procedures including readability scale Read back and acknowledgement requirements
Relevant weather information terms (VFR) Aerodrome weather Weather broadcast
Action required to be taken in case of communication failure Distress and urgency procedures Distress (definition, frequencies, watch of distress frequencies, distress signal and distress message) Urgency (definition, frequencies, urgency signal and urgency message)
General principles of VHF propagation and allocation of frequencies
PRINCIPLES OF FLIGHT: AEROPLANE Subsonic aerodynamics Basics concepts, laws and definitions Laws and definitions: conversion of units; Newton´s laws; Bernoulli’s equation and venture; static pressure, dynamic pressure and total pressure; density; IAS and TAS. Basics about airflow: streamline; two-dimensional airflow; three-dimensional airflow.
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Aerodynamic forces on surfaces: resulting air force; lift; drag; angle of attack. Shape of an aerofoil section: thickness to chord ratio; chord line; camber line; camber; angle of attack. The wing shape: aspect ratio; root chord; tip chord; tapered wings; wing planform.
The two-dimensional airflow about an aerofoil Streamline pattern Stagnation point Pressure distribution Centre of pressure Influence of angle of attack Flow separation at high angles of attack The lift – α graph
The coefficients The lift coefficient Cl: the lift formula The drag coefficient Cd: the drag formula
The three-dimensional airflow round a wing and a fuselage Streamline pattern: span-wise flow and causes; tip vortices and angle of attack; upwash and downwash due to tip vortices; wake turbulence behind an aeroplane (causes, distribution and duration of the phenomenon). Induced drag: influence of tip vortices on the angle of attack; the induced local α; influence of induced angle of attack on the direction of the lift vector; induced drag and angle of attack.
Drag The parasite drag: pressure drag; interference drag; friction drag.
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The parasite drag and speed The induced drag and speed The total drag
The ground effect Effect on take-off and landing characteristics of an aeroplane
The stall Flow separation at increasing angles of attack: the boundary layer: o laminar layer; o turbulent layer; o transition. separation point; influence of angle of attack; influence on: o pressure distribution; o location of centre of pressure; o CL; o CD; o pitch moments. buffet; use of controls. The stall speed: in the lift formula; 1g stall speed; influence of: The centre of gravity; power setting; altitude (IAS); wing loading; load factor n: o definition; o turns; o forces. The initial stall in span-wise direction: influence of planform; geometric twist (wash out); use of ailerons. Stall warning: importance of stall warning; speed margin; buffet; stall strip; flapper switch; recovery from stall.
Special phenomena of stall: the power-on stall; climbing and descending turns; t-tailed aeroplane;
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avoidance of spins: o pin development; o spin recognition; o spin recovery. ice (in stagnation point and on surface): o absence of stall warning; o abnormal behaviour of the aircraft during stall.
CL augmentation Trailing edge flaps and the reasons for use in take-off and landing: influence on CL - α-graph; different types of flaps; flap asymmetry; influence on pitch movement. Leading edge devices and the reasons for use in take-off and landing
The boundary layer Different types: laminar; turbulent.
Special circumstances Ice and other contamination: ice in stagnation point; ice on the surface (frost, snow and clear ice); rain; contamination of the leading edge; effects on stall; effects on loss of controllability; effects on control surface moment; influence on high lift devices during take-off, landing and low speeds.
Stability Condition of equilibrium in steady horizontal flight Precondition for static stability Equilibrium: lift and weight; drag and thrust.
Methods of achieving balance Wing and empennage (tail and canard) Control surfaces Ballast or weight trim
Static and dynamic longitudinal stability Basics and definitions: static stability, positive, neutral and negative; precondition for dynamic stability; dynamic stability, positive, neutral and negative.
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Location of centre of gravity: aft limit and minimum stability margin; forward position; effects on static and dynamic stability.
Dynamic lateral or directional stability Spiral dive and corrective actions
Control General Basics, the three planes and three axis Angle of attack change
Pitch control Elevator Downwash effects Location of centre of gravity
Yaw control Pedal or rudder
Roll control Ailerons: function in different phases of flight Adverse yaw Means to avoid adverse yaw: frise ailerons; differential ailerons deflection.
Means to reduce control forces Aerodynamic balance: balance tab and anti-balance tab; servo tab.
Mass balance Reasons to balance: means
Trimming Reasons to trim Trim tabs
Limitations Operating limitations Flutter vfe vno, vne
Manoeuvring envelope Manoeuvring load diagram: load factor; accelerated stall speed; va; manoeuvring limit load factor or certification category. Contribution of mass
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Gust envelope Gust load diagram Factors contributing to gust loads
Propellers Conversion of engine torque to thrust Meaning of pitch Blade twist Effects of ice on propeller
Engine failure or engine stop Windmilling drag
Moments due to propeller operation Torque reaction Asymmetric slipstream effect Asymmetric blade effect
Flight mechanics Forces acting on an aeroplane Straight horizontal steady flight Straight steady climb Straight steady descent Straight steady glide Steady coordinated turn: bank angle; load factor; turn radius; rate one turn.
OPERATIONAL PROCEDURES
General Operation of aircraft: ICAO Annex 6, General requirements Definitions Applicability
Special operational procedures and hazards (general aspects) Noise abatement
Noise abatement procedures Influence of the flight procedure (departure, cruise and approach) Runway incursion awareness (meaning of surface markings and signals)
Fire or smoke Carburettor fire Engine fire Fire in the cabin and cockpit, (choice of extinguishing agents according to fire classification and use of the extinguishers) Smoke in the cockpit and (effects and action to be taken) and smoke in the cockpit and cabin (effects and actions taken)
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Windshear and microburst Effects and recognition during departure and approach Actions to avoid and actions taken during encounter
Wake turbulence Cause List of relevant parameters Actions taken when crossing traffic, during take-off and landing
Emergency and precautionary landings Definition Cause Passenger information Evacuation Action after landing
Contaminated runways Kinds of contamination Estimated surface friction and friction coefficient
FLIGHT PERFORMANCE & PLANNING
MASS AND BALANCE: AEROPLANES OR HELICOPTERS Purpose of mass and balance considerations Mass limitations Importance in regard to structural limitations Importance in regard to performance limitations
CG limitations Importance in regard to stability and controllability Importance in regard to performance
Loading Terminology Mass terms Load terms (including fuel terms)
Mass limits Structural limitations Performance limitations Baggage compartment limitations
Mass calculations Maximum masses for take-off and landing Use of standard masses for passengers, baggage and crew
Fundamentals of CG calculations Definition of centre of gravity Conditions of equilibrium (balance of forces and balance of moments) Basic calculations of CG
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Mass and balance details of aircraft Contents of mass and balance documentation Datum and moment arm CG position as distance from datum
Extraction of basic mass and balance data from aircraft documentation BEM CG position or moment at BEM Deviations from standard configuration
Determination of CG position Methods Arithmetic method Graphic method
Load and trim sheet General considerations Load sheet and CG envelope for light aeroplanes and for helicopters
PERFORMANCE: Aeroplanes Introduction Performance classes Stages of flight Effect of aeroplane mass, wind, altitude, runway slope and runway conditions Gradients
SE aeroplanes Definitions of terms and speeds
Take-off and landing performance Use of aeroplane flight manual data
Climb and cruise performance Use of aeroplane flight data Effect of density altitude and aeroplane mass Endurance and the effects of the different recommended power or thrust settings Still air range with various power or thrust settings
FLIGHT PLANNING AND MONITORING Flight planning for VFR flights VFR navigation plan Routes, airfields, heights and altitudes from VFR charts x Courses and distances from VFR charts x Aerodrome charts and aerodrome directory Communications and radio navigation planning data Completion of navigation plan
Fuel planning General knowledge
Pre-flight calculation of fuel required Calculation of extra fuel Completion of the fuel section of the navigation plan (fuel log) and calculation of total fuel
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Pre-flight preparation AIP and NOTAM briefing Ground facilities and services Departure, destination and alternate aerodromes Airway routings and airspace structure
Meteorological briefing Extraction and analysis of relevant data from meteorological documents
ICAO flight plan (ATS flight plan) Individual flight plan Format of flight plan Completion of the flight plan Submission of the flight plan
Flight monitoring and in-flight re-planning Flight monitoring Monitoring of track and time In-flight fuel management In-flight re-planning in case of deviation from planned data
AIRCRAFT GENERAL KNOWLEDGE
AIRFRAME & SYSTEMS, ELECTRICS, POWERPLANT & EMERGENGY EQUIPMENT.
System design, loads, stresses, maintenance Loads and combination loadings applied to an aircraft’s structure
Airframe Wings, tail surfaces and control surfaces Design and constructions Structural components and materials Stresses Structural limitations
Fuselage, doors, floor, wind-screen and windows Design and constructions Structural components and materials Stresses and Structural limitations
Flight and control surfaces Design and constructions Structural components and materials Stresses and aero elastic vibrations Structural limitations
Hydraulics Hydromechanics: basic principles Hydraulic systems Hydraulic fluids: types and characteristics, limitations System components: design, operation, degraded modes of operation, indications and warnings
Landing gear, wheels, tyres and brakes Landing gear Types and materials
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Nose wheel steering: design and operation Brakes Types and materials System components: design, operation, indications and warnings
Wheels and tyres Types and operational limitations
Flight controls Mechanical or powered Control systems and mechanical System components: design, operation, indications and warnings, degraded modes of operation and jamming
Secondary flight controls System components: design, operation, degraded modes of operation, indications and warnings
Anti-icing systems Types and operation (pitot and windshield)
Fuel system Piston engine System components: design, operation, degraded modes of operation, indications and warnings
Turbine engine System components: design, operation, degraded modes of operation, indications and warnings
Electrics: general and definitions Direct current: voltage, current, resistance, conductivity, Ohm’s law, power and work Alternating current: voltage, current, amplitude, phase, frequency and resistance Circuits: series and parallel Magnetic field: effects in an electrical circuit
Batteries Types, characteristics and limitations Battery chargers, characteristics and limitations
Static electricity: general Basic principles Static dischargers Protection against interference Lightning effects
Generation: production, distribution and use DC generation: types, design, operation, degraded modes of operation, indications and warnings AC generation: types, design, operation, degraded modes of operation, indications and warnings
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Electric components Basic elements: basic principles of switches, circuit-breakers and relays
Distribution General: . bus bar, common earth and priority; . AC and DC comparison.
Piston engines General Types of internal combustion engine: basic principles and definitions Engine: design, operation, components and materials
Fuel Types, grades, characteristics and limitations Alternate fuel: characteristics and limitations
Carburettor or injection system Carburettor: design, operation, degraded modes of operation, indications and warnings Injection: design, operation, degraded modes of operation, indications and warning Icing
Air cooling systems Design, operation, degraded modes of operation, indications and warnings
Lubrication systems Lubricants: types, characteristics and limitations Design, operation, degraded modes of operation, indications and warnings
Ignition circuits Design, operation, degraded modes of operation
Mixture Definition, characteristic mixtures, control instruments, associated control levers and indications
Propellers Definitions and general: aerodynamic parameters; types; operating modes. Constant speed propeller: design, operation and system components. Propeller handling: associated control levers, degraded modes of operation, indications and warnings
Performance and engine handling Performance: influence of engine parameters, influence of atmospheric conditions, limitations and power augmentation systems. Engine handling: power and mixture settings during various flight phases and operational limitations.
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INSTRUMENTATION
Instrument and indication systems Pressure gauge Different types, design, operation, characteristics and accuracy
Temperature sensing Different types, design, operation, characteristics and accuracy
Fuel gauge Different types, design, operation, characteristics and accuracy
Flow meter Different types, design, operation, characteristics and accuracy
Position transmitter Different types, design, operation, characteristics and accuracy
Torque meter Design, operation, characteristics and accuracy
Tachometer Design, operation, characteristics and accuracy
Measurement of aerodynamic parameters Pressure measurement Static pressure, dynamic pressure, density and definitions Design, operation, errors and accuracy
Temperature measurement: aeroplane Design, operation, errors and accuracy Displays
Altimeter Standard atmosphere The different barometric references (QNH, QFE and 1013.25) Height, indicated altitude, true altitude, pressure altitude and density altitude. Design, operation, errors and accuracy. Displays
Vertical speed indicator Design, operation, errors and accuracy Displays
Air speed indicator The different speeds IAS, CAS, TAS: definition, usage and relationships Design, operation, errors and accuracy Displays
Magnetism: direct reading compass Earth magnetic field Direct reading compass Design, operation, data processing, accuracy and deviation Turning and acceleration errors
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Gyroscopic instruments Gyroscope: basic principles Definitions and design Fundamental properties Drifts
Turn and bank indicator Design, operation and errors
Attitude indicator Design, operation, errors and accuracy
Directional gyroscope Design, operation, errors and accuracy
Communication systems Transmission modes: VHF, HF and SATCOM Principles, bandwidth, operational limitations and use
Voice communication Definitions, general and applications
Alerting systems and proximity systems Flight warning systems Design, operation, indications and alarms
Stall warning Design, operation, indications and alarms
Radio-altimeter Design, operation, errors, accuracy and indications
Rotor or engine over speed alert system Design, operation, displays and alarms
Integrated instruments: electronic displays Display units Design, different technologies and limitations
NAVIGATION
GENERAL NAVIGATION Basics of navigation the solar system Seasonal and apparent movements of the sun
The earth Great circle, small circle and rhumb line Latitude and difference of latitude Longitude and difference of longitude Use of latitude and longitude co-ordinates to locate any specific position.
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Time and time conversions Apparent time UTC LMT Standard times Dateline Definition of sunrise, sunset and civil twilight
Directions True north, magnetic north and compass north Compass deviation Magnetic poles, isogonals, relationship between true and magnetic.
Distance Units of distance and height used in navigation: nautical miles, statute miles, kilometres, metres and ft. Conversion from one unit to another Relationship between nautical miles and minutes of latitude and minutes of longitude
Magnetism and compasses General principles Terrestrial magnetism Resolution of the earth’s total magnetic force into vertical and horizontal components Variation-annual change
Aircraft magnetism The resulting magnetic fields Keeping magnetic materials clear of the compass
Charts General properties of miscellaneous types of projections Direct Mercator Lambert conformal conic
The representation of meridians, parallels, great circles and rhumb lines Direct Mercator Lambert conformal conic
The use of current aeronautical charts Plotting positions Methods of indicating scale and relief (ICAO topographical chart) Conventional signs Measuring tracks and distances Plotting bearings and distances
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DR navigation Basis of DR Track Heading (compass, magnetic and true) Wind velocity Air speed (IAS, CAS and TAS) Groundspeed ETA Drift and wind correction angle DR position fix
Use of the navigational computer Speed Time Distance Fuel consumption Conversions Air speed Wind velocity True altitude
The triangle of velocities Heading Ground speed Wind velocity Track and drift angle
Measurement of DR elements Calculation of altitude Determination of appropriate speed
In-flight navigation Use of visual observations and application to in-flight navigation Navigation in cruising flight, use of fixes to revise navigation data Ground speed revision Off-track corrections Calculation of wind speed and direction ETA revisions
Flight log
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RADIO NAVIGATION
Basic radio propagation theory
Antennae Characteristics
Wave propagation Propagation with the frequency bands
Radio aids Ground DF Principles Presentation and interpretation Coverage Range Errors and accuracy Factors affecting range and accuracy
NDB/ADF Principles Presentation and interpretation Coverage Range Errors and accuracy Factors affecting range and accuracy
VOR Principles Presentation and interpretation Coverage Range Errors and accuracy Factors affecting range and accuracy
DME Principles Presentation and interpretation Coverage Range Errors and accuracy Factors affecting range and accuracy
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Radar Ground radar Principle Presentation and interpretation Coverage Range Errors and accuracy Factors affecting range and accuracy Secondary surveillance radar and transponder Principles Presentation and interpretation Modes and codes
GNSS GPS, GLONASS OR GALILEO Principles Operation Errors and accuracy Factors affecting accuracy
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Section 5: Additional Ratings and Differences Training
WLAC offers training for the FI(R),CRI, SEP Class, Night, Aerobatic and IMC/IR(R) ratings. In addition, differences training in respect of complex, (variable pitch propeller / retractable undercarriage) and tailwheel, is also carried out.
EASA Single Piston Class Rating (Aeroplanes) 5.1 Applicability This section sets out the requirements for the Single Engine Piston (SEP) Class Rating included in EASA licences for Aeroplanes.
5.2 Privileges The privileges and conditions of the EASA Class Rating are defined in FCL.705 as follows: FCL.705 Privileges of the holder of a class rating. The privileges of the holder of a class rating are to act as pilot on the class or type of aeroplane specified in the rating. In the case of a Class rating, Articles 62(5) of the ANO renders the EASA licence and Class rating valid with the same privileges for non-EASA Aeroplanes.
5.3 Requirements
An applicant for a Part-FCL Licence, Rating or Certificate must satisfy the General Requirements applicable to all Part-FCL licences as set out in Section 4, Part A.
An applicant for the EASA Class Rating shall comply with the following Part-FCL requirements.
FCL.700 Circumstances in which class ratings are required.
FCL.705 Privileges of the holder of a class rating.
FCL.710 Class ratings – variants
FCL.720.A Experience requirements and prerequisites for the issue of class ratings-aeroplanes.
FCL.725 Requirements for the issue of class ratings.
FCL.725A Theoretical knowledge and flight instruction for the issue of class ratings – aeroplanes.
FCL.740 Validity and renewal of class ratings.
FCL.740.A Revalidation of class ratings – aeroplanes.
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For convenience the text of these requirements is reproduced below, edited for clarity. In case of doubt, reference should be made to the EASA Aircrew Regulation (Regulation 1178/2011)
FCL.700 Circumstances in which class ratings are required. (a) Except in the case of the LAPL(A), holders of a pilot licence for aeroplanes shall not act in any capacity as pilot of an aeroplane unless they have a valid and appropriate class rating, except when undergoing skills tests, or proficiency checks for renewal of class ratings, or receiving flight instruction. (b) Not applicable (c) Not applicable
FCL.705 Privileges of the holder of class rating – As above.
FCL.710 Class ratings – variants. (a) In order to extend his/her privileges to another variant of aeroplane within one class rating, the pilot shall undertake differences or familiarisation training. (b) If the variant has not been flown within a period of 2 years following the differences training, further differences training or a proficiency check in that variant shall be required to maintain the privileges, except for types or variants within the single-engine piston and TMG class ratings. (c) The differences training shall be entered in the pilot’s logbook or equivalent record and signed by the instructor as appropriate.
FCL.720.A Experience requirements and prerequisites for the issue of class ratings – aeroplanes. Unless otherwise determined in the operational suitability data established in accordance with Part-21, an applicant for a class rating shall comply with the following experience requirements and prerequisites for the issue of the relevant rating. (a) Single-pilot multi engine aeroplanes. Not applicable (b) Single-pilot high performance non-complex aeroplanes Not applicable FCL.725 Requirements for the issue of class ratings. (a) Training Course. An applicant for a class rating shall complete a training course at an ATO. (b) Theoretical knowledge examination. The applicant for a class rating shall pass a theoretical knowledge examination organised by the ATO to demonstrate the level of theoretical knowledge required for the safe operation of the applicable aircraft class.
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(c) Skill Test. An applicant for a class rating shall pass a skill test in accordance with Appendix 9 to Part-FCL to demonstrate the skill required for the safe operation of the applicable class of aeroplane. The applicant shall pass the skill test within a period of 6 months after commencement of the class rating training course and within a period of 6 months preceding the application for the issue of the class rating.
FCL.725.A Theoretical knowledge and flight instruction for the issue of class ratings – aeroplanes. Single-pilot aeroplanes-sea. Not applicable.
FCL.740 Validity and renewal of class ratings. Renewal. If a class rating has expired, the applicant shall: (a) take refresher training at an ATO, when necessary to reach the level of proficiency necessary to safely operate the relevant class or type of aeroplane; and (b) pass a proficiency check in accordance with Appendix 9 to Part- FCL.
FCL.740.A Revalidation of class ratings – aeroplanes Revalidation of single-pilot single-engine class ratings. (1) Single-engine piston aeroplane class ratings and TMG ratings.
For revalidation of single-pilot single-engine piston aeroplane class ratings or TMG class ratings the applicant shall: (a) within the 3 months preceding the expiry date of the rating,
pass a proficiency check in the relevant class in accordance with Appendix 9 to this Part with an examiner; or (b) within the 12 months preceding the expiry date of the rating, complete 12 hours of flight time in the relevant class, including: - 6 hours as PIC; - 12 take-offs and 12 landings; and - refresher training of at least 1 hour with a flight instructor (FI) or a class rating instructor (CRI). Applicants shall be exempted from this flight if they have passed a class or type rating proficiency check or skill test in any other class or type of aeroplane. (Refer to AMC4.1.1 for UK Alternative Means of Compliance). (2) When applicants hold both a single-engine piston aeroplane-land class rating and a TMG rating, they may complete the requirements of (1) in either class or a combination thereof, and achieve revalidation of both ratings. (3) When applicants hold both a single-engine piston aeroplane-land class rating and a single-engine piston aeroplane-sea class rating, they may complete the requirements of (1) (ii) in either
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class or a combination thereof, and achieve the fulfilment of these requirements for both ratings. At least 1 hour of required PIC time and 6 of the required 12 take-offs and landings shall be completed in each class. Applicants who fail to achieve a pass in all sections of a proficiency check before the expiry date of a class rating shall not exercise the privileges of that rating until a pass in the proficiency check has been achieved.
5.4 Acceptable Means of Compliance and Guidance Material - (AMC and GM) AMC and GM published by EASA may be found on the EASA website. Any UK Alternative Means of Compliance and Guidance Material published by the CAA for these requirements will be found below.
5.5 United Kingdom Alternative Means of Compliance AltMoC1 FCL.740(b)(1)
Revalidation and renewal of Class Ratings. Alt MoC1 FCL.740(b)(1) – Validity and renewal of class ratings
Renewal of Class Ratings – Refresher Training
(a) Paragraph (b)(1) of FCL.740 determines that if a class rating has lapsed, the applicant shall take refresher training at an ATO. The objective of the training is to reach the level of proficiency necessary to safely operate the relevant class of aircraft. The amount of refresher training needed should be determined on a case-by-case basis by the ATO, taking into account the following factors.
(1) the experience of the applicant; (2) the amount of time elapsed since the privileges of the rating were last used; (3) the complexity of the aircraft; (4) whether the applicant has a current rating on another aircraft type or class; (5) where considered necessary, the performance of the applicant during a proficiency check for the rating in an FSTD or an aircraft of the relevant class.
It should be expected that the amount of training needed to reach the desired level of competence will increase with the time elapsed since the privileges of the rating were last used.
(b) Once the ATO has determined the needs of the applicant, it should develop an individual training programme based on the ATO’s approved course for the rating, focussing on the aspects where the applicant has shown the greatest needs. Theoretical knowledge instruction should be included as necessary. The performance of the applicant should be reviewed during the training and additional instruction provided where necessary to reach the standard required for the proficiency check.
(c) After successful completion of the training, the ATO should provide a training completion certificate to the applicant, describing the training provided (CAA Form SRG 1107). The training completion certificate should be
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presented to the Examiner prior to the Proficiency check. Following the successful renewal of the rating the completion certificate and examiner report form should be submitted to the competent authority, together with the relevant application form if the examiner cannot sign the certificate of revalidation in Section XII of the UK-issued licence.
Note: Licence holders, ATOs and examiners are reminded that examiners are only authorised to sign the certificate of validation in Section XII (page 5 onwards) of a UK-issued licence when the rating is still shown on page 4 (Section XII) of the licence. If the rating is no longer printed on page 4 (Section XII) of the licence, but appears in the section “ratings previously held by holder”, the rating is no longer included in the licence and cannot be reinstated by an examiner. In those circumstances application for renewal of the rating must be made to the CAA so that the rating may be made valid by being included in the licence again.
5.6 UK Alternative Means of Compliance with FCL.740.A(b)(1)(ii) – Revalidation of single-engine class ratings. The requirements for a training flight with an FI or CRI, referred to in FCL.740.A(b)(1)(ii), may be satisfied by receiving instruction totalling at least 1 hour from the same instructor in the course of a maximum of three flights.
5.7 Revalidation of a class and type ratings – aeroplane
The CAA has issued an exemption for a pilot licence issued by the CAA that includes a Single Engine Piston class rating or Touring Motor Glider class rating, which may be revalidated subject to the condition that, within 12 months preceding the expiry of the rating the applicant shall:
(a) complete 12 hours of flight time in Single Engine Piston aeroplanes or Touring Motor Gliders, including 6 hours as pilot in command and 12 take-offs and 12 landings; and (b) Pass in an aeroplane, a skill test or proficiency check for any class, type, instrument or mountain rating or an assessment of competence for any Flight
Instructor, Class Rating Instructor or Instrument Rating Instructor certificate included in the applicant’s aeroplane pilot licence.
5.8 Guidance on Differences Training 5.8.1 Variable Pitch (VP) Propellers (all propeller aeroplanes) These systems make a significant difference to performance in all phases of flight. Mostly, the instruction in this section will be given to pilots converting from SEP aeroplanes with fixed pitch propellers to SEP with VP propellers and constant speed units (CSU). The system on some older types may not include a CSU and instructors must ensure that all of the system differences and handling techniques, introduced by the new type, are properly covered in the training given. Differences Training completed, for this section, on an SEP aeroplane, does not provide equivalent qualification on MEP aeroplanes.
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All Aeroplanes Principle of operation and effect on performance. System construction and function; Propeller system limitations; Engine limitations and instrumentation. Operation of throttle, mixture and propeller controls, including pre-flight checks and normal handling during: Start-up taxying; Take-off and climb; Cruise at various power settings and speeds; Low speed handing and stall/spin recovery; Approach and go-around; Landing and shut down In-flight failures, within the propeller system, including: Loss of oil pressure; Loss of governor control; Overspeed; Underspeed. Emergency handling, during: Engine failure after take-off/go around; Engine failure during other phases of flight, including approach and landing; Effect of engine failure on glide performance.
5.8.2 Retractable Undercarriage
Difference Training completed, for this section, on an SEP aeroplane, does not provide equivalent qualification on MEP aeroplanes.
Principle and effect on performance; System construction and function; Limitations – raising, lowering and extended. Operation including pre-flight checks and normal handling: After take-off; On approach/go-around and landing. In-flight system failures and emergency lowering. Operation of undercarriage during:
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Engine failure after take-off/go-around (Emergency raising – as applicable to type); Engine failure during other phases of flight, including approach and landing; Effect on glide performance.
5.8.3 Tail Wheel Differences Training completed, for this section, on an SEP aeroplane does not provide equivalent qualification on MEP aeroplanes: Physical differences; Loading and Effect of CG Position. Dynamic differences and handling during: Ground handling; Starting and taxying; Taking-off; Engine failure during take-off; Landings including 2-point “Wheelers” and 3-point landings (as applicable to type); Crosswind operations; Parking.
See Appendix 15 “What’s Different About Tailwheel Aeroplanes?”
5.8.4 Completion of differences training This will be certified by the instructor in the student’s log book. With regard to tailwheel training, the uneven nature of the grass runway surfaces at White Waltham aerodrome may preclude the teaching of “wheeler landings”. Consideration should be given to carrying out this aspect of training at either Blackbushe or Wycombe Air Park where smooth hard runways are available.
In the event that this is not done then the log book should be endorsed “Three point grass landings only”.
6. Night Rating
6.1 General
FCL.810 states that if the privileges of an LAPL(A) or a PPL(A) are to be exercised in VFR conditions at night, applicants shall have completed a training course at an ATO leading to the award of a Night Rating. The course shall comprise both flight training and theoretical knowledge instruction.
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Before completing the training at night, LAPL(A) holders shall have completed the basic instrument flight training required for the issue of the PPL(A).
When applicants hold both a single engine piston (land) and a TMG class rating, they may complete the requirements above in either class or both classes.
Training for the Night Rating may be completed during the training for a PPL(A). However the 5 hours of training is additional to the PPL(A) flying training requirements.
6.2 Training Programme
The minimum duration of the course will typically be 3 working days. The flying training programme will be undertaken in one phase flown in an SEP aircraft.
6.3 Flight Training
The course comprises at least 5 hours of flight time in the appropriate aircraft category at night, including at least 3 hours of dual instruction, including at least 1 hour of dual cross country navigation with at least one dual cross country flight of at least 50 km and 5 solo take-offs and 5 solo full stop landings.
There is no skill test. The WLAC syllabus is shown below.
6.4 Theoretical Knowledge training
There is no specified amount of theoretical knowledge instruction and no examination. However WLAC recommends that at least 2 hours instruction on night related topics be given by a suitably qualified instructor. The WLAC Syllabus is shown below.
6.5 Flight Training Syllabus
Total Lesson Dual Solo Exercise Dual
1 Exercise 1 and 6 1.0 1.0
2 Exercise 2, 3, 6 1.0 2.0
3 Exercise 4 1.0 3.0
4 Exercise 4 1.0 4.0
5 Exercise 5 1.0 5.0
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The flying exercise sequence and allocation of hours is a general guide to the conduct of the course. Minor variations to the sequence and hours are permitted when dictated by weather conditions or other operational factors.
6.6 Weather Constraints
All dual instructional flights are to be flown in accordance with the weather limitations detailed in the applicable WLAC Operations Manual.
6.7 Briefings and Air Exercises
Copies of WLAC pre-flight briefings are contained in Appendix 16
6.8 Air Exercises
The exercises of the night rating flight syllabus should be repeated as necessary until the student achieves a safe and competent standard:
(i) Exercise 1: should be completed in simulated IMC and may be completed in daylight revise basic manoeuvres when flying by sole reference to instruments; explain and demonstrate transition to instrument flight from visual flight; explain and revise recovery from unusual attitudes by sole reference to instruments.
(ii) Exercise 2: Explain and demonstrate the use of radio navigation aids when flying by sole reference to instruments, to include position finding and tracking.
(iii) Exercise 3: Explain and demonstrate the use of radar assistance.
(iv) Exercise 4: explain and demonstrate the use of landing light; explain and demonstrate night take-off techniques; explain and demonstrate night circuit technique; o explain and demonstrate night approaches (constant angle) with or without visual approach aids : practise take-offs, circuits and approaches; explain and demonstrate night emergency procedures to include: o simulated engine failure o simulated inadvertent entry to IMC (not on base leg or final); o internal and external lighting failure; o other malfunctions and emergency procedures as required by the aircraft flight manual.
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(v) Exercise 5: Solo night circuits.
(vi) Exercise 6: Explain and demonstrate night cross-country techniques;
6.9 Progress Test
A progress will be required prior to the student solo flight. This flight will be an assessment of the student’s competence with varying situations and emergencies. This may be a process of continuous assessment.
6.10 Theoretical Knowledge Instruction
The theoretical knowledge syllabus should cover the revision or explanation of:
night VMC minima; rules concerning airspace and facilities available; rules concerning aerodrome ground, runway, landing site and obstruction lighting; aircraft navigation lights and collision avoidance rules; physiological aspects of night vision and orientation; dangers of disorientation at night; dangers of weather deterioration at night; instrument systems or functions and errors; instrument lighting and emergency cockpit lighting systems; map marking for use under cockpit lighting; practical navigation principles; radio navigation principles; planning and use of safety altitude; danger from icing conditions, avoidance and escape manoeuvres.
6.11 Training Record
A copy of the Night Rating Training Record is shown at Appendix 12
6.12 Course Completion
Successful completion of this course leads to the award of the Night Rating. WLAC will issue a Course Completion Certificate which is included as part of the training record, and facilitate application for the Night Rating.
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7. Aerobatic Rating
7.1 General
The rating is required for pilots who wish to undertake aerobatic flying in EASA aircraft. (It is currently not required in the UK for pilots flying non EASA aircraft irrespective of the type of pilot licence they hold).
The SERA definition of aerobatics is “manoeuvres intentionally performed by an aircraft involving an abrupt change in its attitude, an abnormal attitude, or an abnormal variation in speed, not necessary for normal flight or for instruction for licences or ratings other than aerobatic rating”. Interestingly it does not cite examples nor includes spinning.
The UK ANO 2009 definition is “Aerobatic manoeuvres includes loops, spins, rolls, bunts, stall turns, inverted flying and any similar manoeuvre”.
7.2 Pre entry requirements
Under EASA FCL.800, a pilot may not apply for the inclusion of an aerobatic rating in a Part FCL licence until he / she has completed 40 hours as pilot in command since the issue of the licence. (In the UK this requirement has been postponed until April 2018). To be able to teach aerobatics the instructor shall hold an aerobatic rating and an aerobatic instructor certificate. There is no formal course of training for the instructor aerobatic certificate under EASA. The instructor only needs to demonstrate his ability to teach aerobatics to an FIC instructor who is qualified to teach aerobatics himself. AMC1 FCL.800 Aerobatic Rating
7.3 Theoretical Knowledge and Flying Training
The aim of the aerobatic training is to qualify licence holders to perform aerobatic manoeuvres. The ATO should issue a certificate of satisfactory completion of the instruction to licence endorsement.
7.3.1 Theoretical knowledge
The theoretical knowledge syllabus should cover the revision or explanation of: (1) human factors and body limitation: (i) spatial disorientation; (ii) air sickness;
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(iii) body stress and G-forces, positive and negative; (iv) effects of grey – and blackouts. (2) technical subjects: (i) legislation affecting aerobatic flying to include environmental and noise subjects. (ii) principles of aerodynamics to include slow flight, stalls and spins, flat and inverted; (iii) general airframe and engine limitations (if applicable). (3) limitations applicable to the specific aircraft category (and type): (i) air speed limitations (aeroplane, helicopter, TMG and sailplane, as applicable). (ii) symmetric load factors (type-related, as applicable); (iii) rolling G’s (type-related, as applicable) (4) aerobatic manoeuvres and recovery: (i) entry parameters; (ii) planning systems and sequencing of manoeuvres; (iii) rolling manoeuvres; (iv) looping manoeuvres; (v) combination manoeuvres; (vi) entry and recovery from developed spins, flat, accelerated and inverted. (5) emergency procedures: (i) recovery from unusual attitudes; (ii) drills to include the use of parachutes (if worn) and aircraft abandonment. 7.3.2 Flying training
The exercises of the aerobatic flying training syllabus should be repeated as necessary until the applicant achieves a safe and competent standard. Having completed the flight training, the student pilot should be able to perform a solo flight containing a sequence of aerobatic manoeuvres. The dual training and the supervised solo training flights should be tailored to the category of aircraft and limited to the permitted manoeuvres of that type of aircraft. The exercises should comprise at least the following practical training items:
(1) confidence manoeuvres and recoveries; (i) slow flights and stalls; (ii) steep turns; (iii) side slips;
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(iv) engine restart in-flight (if applicable); (v) spins and recovery (vi) recovery from spiral dives; (vii) recovery from unusual attitudes.
(2) aerobatic manoeuvres: (i) Chandelle; (ii) Lazy Eight; (iii) rolls; (iv) loops; (v) inverted flight; (vi) Hammerhead turn; (vii) Immelmann.
7.3.3 Implementation
WLAC adopts the AOPA syllabi for aerobatic instruction. AOPA produce three syllabi for aerobatics at “Basic”, “Standard” and “Intermediate”. level. These are reproduced in Appendices 17, 18 and 19.
7.3.4 Course Completion Successful completion of these courses leads to the award of the appropriate AOPA Certificate. The award of the Basic Certificate satisfies the requirements for the EASA Part FCL Aerobatic Rating. Upon satisfactory completion of the course WLAC will issue a Course Completion Certificate and facilitate application for the Aerobatic Rating.
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8. The UK Instrument Meteorological Conditions Rating for aeroplanes - UK IMC (endorsed as IR (Restricted) on Part- FCL licences)
8.1 General For full information regarding this rating see CAP 804 Section 5 part E and CAA Standards Document 25 8.2 Applicability The IMC Rating is a national rating and can only be endorsed onto a UK aeroplane licence. Training for the rating must follow a syllabus recognised by the CAA. WLAC follows the AOPA syllabus which is reproduced as Appendix 21. Instruction may only be given by an IRI or by an FI who is qualified to teach instrument flying. In agreement with EASA, UK JAA and National licences which contained an IMC rating issued prior to 8/4/14 that are converted to EASA licences will retain IMC privileges. On a Part-FCL licence the UK IMC appears as “IR (Restricted)”. The revalidation and renewal requirements remain the same. The IMC Rating can be added to a UK issued Part-FCL PPL until at least 8/4/17 and potentially until 8/4/19. The IR(R) may be used in EASA and non EASA aeroplanes within the UK The IMC rating cannot be added to a NPPL nor can an IR(R) be added to a LAPL
8.3 Privileges The privileges of the IMC rating are contained in Schedule 7 of the ANO 2009 The privileges of the IR(R) are as follows: The holder of the IR(R) must not fly as PIC in Class A, B, or C airspace in circumstances which require compliance with IFR The holder of the IR(R) must not fly as PIC on a Special VFR flight in a control zone in a flight visibility of less than3 km The holder of an IR(R) must not fly as PIC when the aeroplane is taking off or landing at any place if the flight visibility below cloud is less than 1800 metres The holder of an IR(R) must not fly as PIC outside the airspace of the UK in circumstances which require compliance with IFR These privileges are equivalent to the UK IMC Rating 8.4 Requirements An applicant for an IMC Rating / IR(R) shall comply with the following: Flying training / Experience requirements Theoretical Knowledge Examinations Flight test
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Rating approach types Rating revalidation and renewal 8.4.1 Flying training / Experience requirements When applying for the rating applicants must produce log book evidence of having met the following flying experience requirements. a. Experience 25 hours total experience as pilot of aeroplanes following PPL(A) or NPPL(A) (SSEA) issue. In the case of a PPL holder this may include the training for rating itself. 10 hours as PIC of aeroplanes to include 5 hours as PIC of aeroplanes on cross country flights. b. IMC Rating / IR(R)training At least 15 hours of PU/T in instrument flying with an instructor in a dual controlled aeroplane. Up to 2 hours of this training may be carried out in an EASA- STD device qualified BITD, FNPT1 , FNPT2 , up to 2 hours of which may be in other FSTDs recognised by the Authority. This training in instrument flying shall include at least 10 hours of flying by sole reference to instruments (during the IMC course).
c. Requirements for Flight Radiotelephony Operator’s Licence Applicants for the IMC Rating must hold a valid UK issued FRTOL. 8.4.2 Theoretical Knowledge Examinations
Unless credited as detailed below, applicants shall pass a written theoretical knowledge examination covering subjects drawn from the IMC Rating course syllabus and the PPL(A) syllabus including questions on the planning and execution of a typical flight under IFR outside controlled airspace. The syllabus may be found in Part II of CAP 804, Section 5, Part E. The pass mark for the IMC Theoretical Knowledge Examination is 75%. 8.4.3 Flight Test Unless credited as detailed below, an applicant for the rating must complete the required training before taking a Flight Test conducted by an Examiner authorised by the CAA. The test includes full and limited panel instrument flying, use of radio navigation aids whilst flying by sole reference to instruments, instrument approach procedures, bad weather circuits and landings. Skill Tests, revalidation and renewal Flight Tests may be completed in more than one flight but not more than three (including any extra flight required to test limited panel items, where applicable) and must be completed in a period of 28 days.
Failure in any part of the test / check will require the applicant to take the full test / check again. Where an applicant chooses not to continue with a test / check for reasons considered inadequate by the examiner, that test / check will be regarded as a failure.
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There is no limit on the number of cycles of attempts that can be made to pass the flight test / check. 8.4.3.1 Validities
The Skill Test and Theoretical Knowledge Examination must be completed (and application for the rating submitted) within the time period shown below:
Theoretical Knowledge Examination: 12 months validity for the conduct of a Skill Test and 21 months for the issue of the rating.
Skill Test: 9 months validity for the issue of the rating.
The IMC Rating / IR (Restricted) is valid for a period of 25 months after the last day of the month in which the test was successfully passed.
8.4.3.2 UK National Professional Aeroplane Licence Holders
IMC Rating privileges are contained within UK CPL(A) and ATPL(A) licences, (this does not include JAR-FCL or Part-FCL licences). There is no requirement for a separate IMC Certificate of Test for these licences.
8.5 Rating Approach Types
The syllabus for the IMC Rating / IR (Restricted) requires a minimum of training and testing in proficiency in 2 approach types. IMC Rating / IR (Restricted) holders are strongly advised to undergo further training with an appropriately qualified flight instructor before attempting to fly additional approach types.
8.6 Rating Revalidation and Renewal The privileges of an IMC Rating or IR (Restricted) must not be exercised unless the licence contains a valid Certificate of Test (C of T).
The period of validity of the C of T is 25 months after the last day of the month of the last satisfactory flight test (recorded in the Certificate of Revalidation) of the licence. Note: Holders of a UK national CPL(A) or ATPL(A) need only maintain a valid licence, medical certificate and aircraft rating.
8.6.1 Revalidation
The IMC Rating or IR (Restricted) will be revalidated by Proficiency Check.
The candidate must show logbook evidence that, in the period since the previous flight Test / Check, he has successfully completed a let-down and approach to DH / MDH, a go-around and a missed approach procedure, using an aid of a different type from that used during item (d) of the new revalidation Proficiency Check. This shall be accomplished to the satisfaction of an instructor qualified to give instrument flying instruction. Alternatively, the candidate may carry out two approach procedures using different aids during the re-validation Proficiency Check.
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8.6.2 Renewal
Where the IMC Rating or IR (Restricted) has expired by not more than 5 years, the revalidation requirements of above apply for renewal.
Where the IMC Rating or IR (Restricted) has expired by more than 5 years, the applicant shall carry out dual instruction, at the discretion of the FI or IRI as appropriate covering the IMC Rating / IR (Restricted) course, and pass a Renewal Proficiency Check including the same content as the Initial IMC Rating / IR (Restricted) Skill Test with an IMC rating examiner in a suitably equipped aircraft. If the rating has expired by more than 10 years, then the IMC Theoretical Knowledge Examination must also be passed.
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PART 4 – Appendices
Number Appendix
1 WLAC Aircraft Fleet
2 WLAC Instructor List
3 Audit Checklist
4 Audit Non-Compliance Report
5 Audit Completion Certificate
6 Safety Report Form
7 PPL(A) and LAPL(A) Pre-flight briefings
8 WLAC Pre –First-Solo Briefing Certificate
9 WLAC Pre-First Solo Local Area Briefing Certificate
10 WLAC Solo Navigation Briefing Certificate
11 Circuit Patterns and Noise Abatement Areas
12 PPL(A) and LAPL(A) Training Records
13 Student Reference Book
14 PA28 Reference Notes
15 What’s Different About Tailwheel Aeroplanes?
16 Night rating Pre-flight Briefings
17 The Basic Aerobatic Certificate & Rating Course
18 The Standard Aerobatic Certificate Course
19 The Intermediate Aerobatic Certificate Course
20 IMC/IR(R) Pre-flight briefings
21 UK IMC Rating Course Approved Syllabus
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Appendix 1 - WLAC Aircraft Fleet
Registration Aircraft Type
G-BZDA PA 28 - 161
G-BZIO PA 28 - 161
G-BZBS PA 28 - 161
G-BRDM PA 28 - 161
G-BRDF PA 28 - 161
G-BTIM PA 28 - 161
G-CEEU PA 28 - 161
G-CEGU PA 28 - 161
G-EVTO PA 28 - 161
G-GYTO PA28 - 161
G-CEZI PA28 - 161
G-BPAY PA28 - 181
G-WWAL PA28 - 180R
G-ELLA PA32 - 201
G-OFER PA18 - 150
G-GEHL 172 SP
G-OCRM SLINGSBY T67
G-UCRM SLINGSBY T67
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Appendix 2 – WLAC Approved Instructor List
Full Time Flying Instructors
Graham Nunn (HT/CFI) Examiner Simon Goatley (DCFI) David Coe Coe Examiner James Cooling Rob Humphreys (R) Amanda Lardner-Burke (R) Laurence Watermeyer (R)
Part Time Flying Instructors
Jonathan Allan Examiner Dean Calkin Alan Cassidy (R) Dan Francis Mark Green Alastair Greenway Nigel Lake Justin Lalonde FIC Instructor Clive Rose Examiner Sue Thorne Examiner Nigel Rhind Examiner Ray Ling Neil Popkin Dale Savage Alex Temple Tom White (R) Ed Yard
Theoretical Knowledge Instructors
Doug Law Vinnie Sullivan Marion Wooldridge
Part Time Class Rating Instructors
Chris Arnold Lawrence Hawthorn Julian Murfitt Tom McCormack Amy Thornton
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Appendix 3 - Audit Checklist
Audit Checklist Management & Administration – January
Y/N Remarks No Subject
1 Does the management structure accord with the ATO Operations and Training Manual?
2 Is the Head of Training properly qualified?
3 Is the Chief Flying Instructor properly qualified?
4 Are sufficient flight and ground instructors employed to maintain satisfactory student : instructor ratios?
5 Are the Flight Instructors properly qualified and current?
6 Are the instructors for Synthetic Flight Training properly qualified?
7 Is the Chief Ground Instructor properly qualified?
8 Are Theoretical Knowledge Instructors properly qualified?
9 Are the required training records properly maintained and kept for the correct length of time?
10 Are training records kept in the format described in the Training Manual?
11 Is personal information relating to ATO personnel (expiry dates of medicals, ratings, etc.) kept up to date?
12 Is the Training Manual up to date, pertinent and in the correct format & compliant with the stands document?
13 Is the training programme to the correct format and freely available to staff and trainees?
14 Is the Operations Manual up to date and pertinent to the ATO operations?
15 Is there an effective system of document control in place?
16 Is there an effective system for checking that students fulfil all requirements before entering training?
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Audit Checklist Flight Training - April
No Subject Y/N Remarks 1 Is there adequate and properly equipped flight operations accommodation? 2 Do trainees have free access to flight planning information (AIP, AICs, NOTAMS, Weather, etc.)? 3 Do trainees have free access to ATO publications (Operations and Training Manuals)? 4 Are all operations, training and planning documents up- to-date and pertinent to the courses provided? 5 Are the aircraft used for training equipped and maintained to a suitable standard (record registrations of those aircraft which were checked)? 6 Does the aerodrome meet the minimum requirements for training? 7 Was the published training programme followed both as to total hours and order of exercises (record names of those trainees whose records were checked)? 8 Were training records correctly and fully completed (record names of those students whose records were checked)? 9 Were courses completed in a reasonable time without excessive gaps? 10 Were all Skill Tests conducted by a qualified examiner not involved in more than 25% of the candidate’s training? 11 Were all trainees invited to complete a customer feedback form/course critique? 12 Is there an effective method of assessing and maintaining instructional standards? 13 Did the students meet the course pre-entry requirements and qualifications?
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Audit Checklist Ground Training - August
No Subject Y/N Remarks 1 Is the classroom accommodation sufficient for the number of trainees and satisfactory with respect to comfort, ventilation, noise, etc?
2 Is the training equipment adequate and pertinent to the training being given (OHP, White/Blackboard, Videos, Cockpit photographs, etc.)?
3 Is there a reference library containing publications giving coverage of the syllabus?
4 Is there adequate office accommodation for the instructional staff?
5 Are course materials up to date and pertinent to the training (Checklists, Flight Manuals, Course notes, etc.)?
6 Was training conducted in accordance with the approved training programme?
7 Was the ground and synthetic training logically integrated with flight training?
8 Are synthetic training devices approved for use?
9 Are maintenance and other recording, including reliability data, of STDs kept where relevant?
10 Is the accommodation for synthetic training suitable with respect to noise, ventilation, etc?
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Appendix 4 - Audit Non-Compliance Report
COMPLIANCE MONITORING FORM AUDIT NON-COMPLIANCE FORM
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Appendix 5 - Audit Completion Certificate
COMPLIANCE MONITORING FORM AUDIT COMPLETION FORM
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Appendix 6 - Safety Report Form
Safety Reporting Form
Folio No.....
To be completed by the person identifying the event or hazard.
Date of event: …………………………….. Local time: ……...…………………...……
Location: ………………………………….
Name of reporter: ……………………….. Section: …………………...
Please fully describe the event or identify hazard: Include your suggestions on how to prevent similar occurrences.
Continue on separate sheet if necessary.
In your opinion, what is the likelihood of such an event or similar happening or happening again? (Please circle your selection) Extremely improbable Improbable Remote Occasional Frequent 1 2 3 4 5
What do you consider could be the worst possible consequence if this event did happen or happened again? (Please circle your selection)
Negligible Minor Major Hazardous Catastrophic 1 2 3 4 5
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Risk Assessment, Investigation and Action Form.
Folio No: ......
Allocated to: ...... Date: ...... Contact details:......
Reported by: ...... Date reported:......
MOR filed? (yes / no):
Identified Hazard:
Associated Risk:
Existing Mitigation measures in place:
Current Level of Risk:
Further Mitigation Measures, Action Taken and recommendations:
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Revised Level of Risk:
Safety Manager comments / recommendations:
Responsible Manager comments / recommendations Date:
Accountable Manager comments / decision: Date:
Further action required / Review date / Action complete.
Feedback provided to reporter:
Internal dissemination:
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Appendix 7 - PPL(A) and LAPL(A) Pre-flight PowerPoint briefings
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Appendix 8 - WLAC Pre –First-Solo Briefing Certificate
WLAC Pre-First Solo Local Area Briefing Certificate (To be retained with the Student Record)
Student’s Name: ______
The use of R/T on the ground and in the air including use of “Student” prefix.
Right of way on ground
Right of way in the air including landing aircraft and circuit joining procedure by others aircraft. Knowledge of circuit pattern and noise sensitive areas.
Flying slowly for separation – slow/safe cruise.
Go around procedure from base leg, final approach.
Go around procedure from mis-landing.
Solo aircraft handling differences.
Emergencies Brake Failure Radio Failure Engine fire – start up/in the air Engine failure EFATO Crosswind Downwind Base Leg
Stall/spin awareness minimum 1.5 hours
Medical certificate/declaration current
Air Law/Operational procedures TK exam passed? (not mandatory)
WLAC Technical Exam S1 passed?
I certify that I have: Read and signed the West London Aero Club Operations Manual I have been briefed as above.
Student Pilot’s Signature ______Date ______Time_____
Certifying Instructors Name ______Signature ______Licence No ______
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Appendix 9 - WLAC Pre-First Solo Local Area Briefing Certificate
WLAC Pre-First Solo Local Area Briefing Certificate (To be retained with the Student Record)
Student Name: ______
Weather Forecast for local area Compare METARS with forecast
Route Requirement and method of maintaining VFR flight Minimum safety altitude (MSA) Prohibited areas Temporary Restricted Airspace including Royal Flights NOTAMS
Rejoin Circuit re-join procedure Knowledge of runways, noise abatement.
Abnormal / Action in the event of an airspace intrusion Emergency Action in the event of weather deterioration and/or fuel shortage Action on becoming lost Procedures Diversion in event of closure of White Waltham (availability of Blackbushe or Wycombe) Action in the event of an unscheduled landing
Aircraft Fuel and oil level Serviceability Mass & Balance Performance
Radio Basic service, familiarity with aircraft equipment.
I certify that I have: Read and signed the West London Aero Club Operations Manual Been briefed for the navigation exercise detailed above. Understood that, in the event of an unscheduled landing, I will contact the Duty Instructor by the quickest means and act according to his/her instructions.
Medical expiry date: ______
Student Pilot’s Signature ______Date ______Time_____
Certifying Instructors Name ______Signature ______Licence No ______
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Appendix 10 - WLAC Solo Navigation Briefing Certificate
WLAC Solo Navigation Briefing Certificate
(To be retained with the Student Record)
I certify that student pilot ______has been briefed for a solo navigation flight as follows: From: ______To: ______From: ______To: ______From: ______To: ______For an estimated ETD of______hours local on (date)______The navigation plan has been checked and the following items discussed. Weather Forecast for route Forecast for destination Forecast for alternate Compare METARS with forecast
Route Requirement and method maintaining VFR flight Selection of cruising levels Procedure for crossing zones, civil & military Regulated airspace entry/exit lane procedures Prohibited, Restricted and Danger areas Altimeter Setting Region’s Temporary Restricted Areas including Royal Flights.
Destinations PPR? Knowledge of runways, taxiways and noise abatement, joining procedures, frequencies. Land away procedure, including refuel and booking in/out
Abnormal / Action in the event of an airspace intrusion Emergency Action in the event of weather deterioration and/or fuel shortage Action on becoming lost Procedures Use of RT including use of DF and PAN procedure Action in the event of an unscheduled landing
Aircraft Fuel and oil level Serviceability Mass & Balance Performance
Radio Use of “Student” prefix Use of radio if lost MAYDAY procedure Noting frequencies for normal & emergency use
I certify that I have: Read and signed the West London Aero Club Operations Manual Been briefed for the exercise detailed above. Understood that, in the event of an unscheduled landing, I will contact the Duty Instructor by the quickest means and act according to his/her instructions.
Medical expiry date: ______
Student Pilot’s Signature ______Date ______Time_____
Certifying Instructors Name ______Signature ______Licence No ______
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Appendix 11 - Circuit Patterns and Noise Abatement Areas
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Appendix 12 - PPL(A) and LAPL(A) Training Records
PPL COURSE PRE-ENTRY DETAILS
NAME…………………………………………………………………………………… DOB……………………......
ADDRESS……………………………………………………………………………………………………….……..…..…….…
………………………………………………………………………………………………………………………….………….……
TEL NO………………………………………..
SUMMARY OF PREVIOUS EXPERIENCE
Licence and Licence number: ………………………………………………..
TOTAL HOURS: …………………………………
SINGLE ENGINE HOURS: ………………….
TYPES: …………………………………………………………………………………………….……………………….….
Number of launches (glider): ..………..………
TYPES: ……………………………………………………………………………………………………….………………..
MEDICAL EXPIRY: ……………………………….…………………….. CLASS: …………………………………..……
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West London Aero Club, White Waltham Airfield, Waltham Road, Maidenhead, Berkshire, SL4 6NJ Tel: 01628 823272
APPLICATION FOR MEMBERSHIP OF WLAC
I …………………………………………………………………….……………………….. * (full name in BLOCK CAPITALS) hereby apply to be admitted as a member of West London Aero Club in the following category: STUDENT PILOT Address: ……………………………………………………………………………………………………………………………….…….. ……………………………………………………………………………………………………………...... Telephone: ………………………………………..………… Date of Birth: …………………………...…… Evidence of Identity (Passport/Driving Licence No): ………………………………………………….………… Place of Birth: ……………………………………………… Occupation: ………...... Tel (Home): …………………………...... Tel (Mobile): ...... Tel (Business): ………………………………………..……. Email: ……………………………………………………….. Next of Kin Name: ……………………………………….. Contact No: ……………………………………………... How did you hear of WLAC? ………………………………………………………………………………………………..……...
LICENCE & RATING INFORMATION (Please complete all applicable) Licence Number: …………………………………...... Ratings Held: PPL R/T Night IMC MEP IR IF CPL ATPL Total Hours SEP: …………………………………….……... Total Hours MEP: ………………………..………….. SEP Expiry: ………………………………………….………… MEP Expiry: ………………………………………..…… Expiry Date IMC: …………………………………………... Expiry Date IR: ……………………………….……..... Medical Class: ………………………………….…………… Expiry Medical: ……………………………..………...
COMPLIANCE WITH RULES I shall comply with WLAC’s rules & bye-laws, the Air Navigation Order Regulations, the Rules of the Air & Air Traffic Control Regulations, the WLAC operations Manual/WLAC Training Manual, Aerodrome Rules & Regulations as amended & in force & any instructions given by any officer of West London Aero Club.
HEALTH WARRANTY I hereby warrant that I shall only fly in WLAC aircraft or act as a member of the flight crew of any such aircraft when I am physically fit to do so, and I am not aware of any physical condition of mine which may be hazardous in flight.
SIGNED: ………………………………………………………………………… Date: ………………………………………….……
Witnessed by Staff Member (Name and Sign): …………………………………………………………………………………………….……
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DECLARATION to be signed by the Parent or Guardian of any applicant under the age of 18
I (full name in BLOCK CAPITALS)
………………………………………………………………………………………………………………......
Of (address): ……………………………………………………………………………………………………………………
Hereby declare that I am the Parent / Guardian* of the above named applicant for membership of WLAC that I am over 18 years of age and that I have requested WLAC to admit the applicant to membership notwithstanding that he/she* is under the age of 18 years. I hereby agree in consideration of WLAC acceding to my said request that he/she* will abide by the foregoing Compliance with Rules and Health Warranty.
SIGNED: ………………………………………………………………… Date: ………………………………………
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NEXT OF KIN DETAILS
Please provide details of the person you would like us to contact in the unlikely event of an incident or accident.
NEXT OF KIN NAME: ______
ADDRESS: ______TEL HOME: ______TEL WORK: ______TEL MOBILE: ______RELATIONSHIP: ______
HEALTH & SAFETY CHECKLIST
I confirm that I have been briefed on the following items on the first day of my course and that I understand the procedures.
FIRE EXIT LOCATIONS
FIRE ALARM SYSTEM AT WLAC
ACTIONS TO TAKEIN THE EVENT OF A FIRE
LOCATION OF FIRE EXTINGUISHERS
SMOKING AREAS AT WLAC
NOMINATED FIRST AIDERS
USE OF TELEPHONES FOR EMERGENCY USE
Signed: ______Date: ______
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HEALTH AND SAFETY CHECKLIST
I CONFIRM THAT I HAVE BEEN BRIEFED ON THE FOLLOWING ITEMS ON THE FIRST DAY OF MY COURSE AND THAT I UNDERSTAND THE PROCEDURES
FIRE EXIT LOCATIONS
FIRE ALARM SYSTEM
ACTIONS TO TAKE IN THE EVENT OF A FIRE
LOCATION OF FIRE EXTINGUISHERS
SMOKING AREAS
NOMINATED FIRST AIDERS
LOCATION OF INCREASED FIRST AID FACILITIES
USE OF TELEPHONES FOR EMERGENCY USE
SIGNED ……………………………………………………………..
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WEST LONDON AERO CLUB
EASA PPL / LAPL
FLIGHT TRAINING RECORD
NAME:
LEAD INSTRUCTOR: ______
ADDITIONAL INSTRUCTOR: ______
(Should be no more than 3)
ADDRESS: ______
______
HOME PHONE: ______
MOBILE PHONE: ______
EMAIL ADDRESS: ______
CAA Ref #:
PRE-ENTRY DETAILS IF APPROPRIATE
SE Total: ME Total:
______
SE Types:
Any other flying training:
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DATE OF BIRTH: ______
Can the Candidate pass a Class 1, 2 or PPL Medical: YES / NO
Passport on File: Medical on file: Class & Expiry:
Start Date: ______Completion Date: ______
Date Print Signed
Approved to Test
Test Passed
Account Clear
Application Complete & Sent/Issued to Student
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SYLLABUS, LESSONS AND AIR EXERICISES EASA PPL SYLLABUS CHECKLIST
Ex 1 – Familiarisation Ex 2 – Before & After Flight Characteristics of Aeroplane Authorisation & a/c acceptance Cockpit Layout Serviceability documents Systems Equipment required eg Maps Check Lists, Drills, Controls External Checks Action in event of fire on ground Internal Checks Engine, cabin & electrical fires Seats & Harnesses System failures Starting & Warm Up Location & use of emergency Power Checks equipment Location & use of Exits Rundown Checks & Shutting down Parking & Security Post flight documentation
Ex 3 – Flight Experience Air Experience / Introductory flight
Ex 4 – Effects of Controls Primary effect when laterally level & Further effects of Aileron & Rudder banked Effects of: Other Controls: Airspeed / Slipstream Mixture Power Carburettor Heat Trimming Controls Cabin Heating/Ventilation Flaps Airmanship / TEM
Instructor: …………………………… Student…………………………… Date………………
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Ex 5 – Taxiing Pre Taxi checks Turning in Confined Spaces Starting, Speed Control, Stopping Effects of ground surface Engine Handling Effects of wind & use of controls Freedom of Rudder movement Parking area & procedures Instrument Checks Marshalling signals Directional control / Turning ATC procedures Emergencies: Brake Failure Steering Failure Airmanship / TEM Ex 6 – Straight & Level Ex 7 – Climbing Demonstration of inherent stability Enter, maintain & level off Attaining and maintaining at normal Max Rate Climb cruise power Control in pitch including use of trim Level off at selected altitudes Lateral level direction balance and En-Route (Cruise) Climb trim Use of Instruments for precision Climbing with flaps At selected airspeeds (use of power) Recovery to normal climb During speed and configuration Max Angle of Climb changes Flight at critically high air speeds Use of Instruments for precision Airmanship / TEM Airmanship / TEM Ex 8 – Descending Ex 9 - Turning Enter, maintain & level off Enter & maintain medium Level turns Level off at selected altitudes Faults in the turn Glide descent (Best range) Climbing & Descending turns Powered descent with/without flaps Slipping turns (on suitable types) Effects of power & airspeed Turns onto selected headings Sideslipping (on suitable types) Use of DI and Compass Use of Instruments for precision Use of Instruments for precision Airmanship / TEM Airmanship / TEM Instructor: …………………………… Student…………………………… Date………………
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Ex 10A – Slow Flight Introduction to Slow Flight Controlled flight to critically slow airspeed Application of full power with correct attitude and balance to achieve normal climb speed Airmanship -Safety Checks (HASELL) TEM Ex 10B – Stalling Symptoms Recognition Clean stall & recovery with/without Recovery from Wing Drop power Approach to stall in approach and Airmanship -Safety Checks (HASELL) landing configurations, recovery at the incipient stage Ex 11 – Spin Avoidance Safety Checks (HASELL) Mass & Balance CofG considerations Stalling & recovery at Incipient spin Instructor Induced distractions at stage (wing drop 45 deg) stall Airmanship / TEM Ex 12 – Take off & Climb to Downwind Pre take-off checks Into wind take-off Drills during & after take off Noise abatement procedures Soft / short field take-off Performance calculations Airmanship / TEM Ex 13 – Circuit Approach & Landing Circuit procedures, downwind & base Powered approach & landing leg Safeguarding nose wheel Effects of wind on approach Use of flaps Glide approach & landing Flapless approach & landing Crosswind approach & landing Short field approach & landing Soft field approach and landing Missed approach & going around Noise abatement procedures Wheeler landing (tail wheel Airmanship / TEM aeroplanes)
Instructor: ……………………… Student………………………………… Date………………
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Ex 12E/13E – Emergencies Abandoned take-off Engine failure after take-off (EFATO) Missed approach & going around Bounce & Balloon Ex 14 – First Solo Instructors brief/debrief Medical Air Law Operations Manual signed EFATO procedures current Glide Approach procedures current Flights immediately after 1st solo Leaving & Joining the circuit Local area, restrictions & map reading Use of radio aids for homing (WOD) Compass turns and errors Note: Ex 16 (PFLS should be flown at least once before leaving the circuit Ex 15 – Advanced Turning Steep turns Steep gliding turns Recovery from unusual attitudes Spiral Dive recovery Airmanship / TEM Ex 16 – Forced Landing Without Power PFL Procedures Choice of landing area/scope for change Gliding distance Descent plan Engine warming Engine failure checks Use of radio Base Leg Final Approach BRACE BRACE BRACE Actions after landing Airmanship / TEM Ex 17 – Precautionary Landing Procedures away from AD to break- Occasions necessitating off height In-flight conditions (VFR minima) Landing area selection Circuit & Approach Actions after landing Airmanship / TEM
Instructor: …………………………… Student…………………………… Date………………
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Ex 18 – Navigation Flight Planning Weather forecasts & actuals Map selection & preparation Choice of route Safety Altitudes & MEFs Wind calculations IAS & TAS calculations Max Drift Magnetic Headings Times – ETE & ETA Fuel consumption & planning Mass & Balance Performance calculations NOTAMs RATs Radio frequencies Selection of alternates Aircraft documentation Pre-flights documents & procedures PPR Flight Plans Departure Organisation of cockpit workload Departure procedures Altimeter settings ATC Liaison controlled/regulated airspace Setting heading procedures(TTT) ETA’s En-Route Maintaining Heading and Altitude Engine Management (FREDA) (HAT PLOG updates Observations & Checkpoints Course correction (TE/CA & SCA) Revision of ETA’s Use of radio Use of Nav-aids Weather minima for continuing flight In flight decisions Transiting controlled / regulated airspace Lost Procedures Uncertain vs Lost London D&D Centre (121.5) Use of VDF & QDM Use of Nav-aids SSR Codes Arrival & Joining Procedures ATC Liaison controlled/regulated Altimeter settings airspace Arrival Checks The Overhead Joining the circuit / traffic pattern Circuit procedures
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Ex 18 – Navigation – Cont. After Landing Taxiing and manoeuvring areas Parking Shutdown procedures Security of the aircraft Refuelling Check-in procedures Closing flight plans Tech Log Updates Post flight admin Ex 18B – Low Level & Reduced Visibility Actions prior to descending MEF’s & Safety altitudes Hazards Difficulties reading maps Loss of radar coverage & nav-aids Airmanship / TEM Ex 18C – Radio Navigation Non-Direction Beacons & Automatic Direction Finding (NDB & ADF) Availability, AIP, Frequencies Selection & Identification (SID) Orientation relative to beacon Use of RBI Homing NDB passage VHF Omni Range (VOR) Availability, AIP, Frequencies Selection & Identification (SID) Omni Bearing Selector (OBS) To/From Flags U/S Flags Course Deviation Indicator (CDI) Determination of radial (QDR) Intercepting & maintaining radial VOR passage Obtaining a position fix Distance Measuring Equipment (DME) Station selection & identification Modes of operation Slant distance VHF Direction Finding (VDF) Availability, AIP, Frequencies LARS & Services available RT procedures & ATC Liaison Pilots responsibilities Secondary surveillance radar (SSR) Transponders & Modes of operation SSR code selection
Instructor: …………………………. Student……………………………. Date………………
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Ex 19 – Basic Instrument Flight Physiological sensations Instrument appreciation Control & Performance Instruments Radial Scan Basic manoeuvres S&L at various speeds Climbing & descending Standard rate turns Climbing & descending onto headings Rate 1 & AoB Revision and Test Prep Syllabus completed Hours & Logbook checked Standards Document 19 Before Exam Date – Check Aircraft selected and equipment Medical Current reviewed Theory exams completed Application Form prepared / signed by CFI Copy of Passport / licence certified QXC form certified Logbook stamped & Signed
Instructor: …………………………… Student…………………………….. Date……………
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ONLY ENTER DATE WHEN EXERCISE/REQUIREMENT COMPLETED TO A SATISFACTORY STANDARD
Phase 1 – Foundation Training & Solo Preparation
Exercise Date Exercise Date
1 – Aircraft Familiarisation 10B.1 – Stalling Pt.1
1 – PAX Brief & Fire Evacuation (Ground) 10B.2 – Stalling Pt. 2
2 – Pre & Post Flight Action 11A – Incipient Spins
External Checks (min. 2 times) 12 – Take Off & Climb
4.1 – Effects of Controls Pt. 1 13 – Circuit Approach & Land
4.2 – Effects of Controls Pt. 2 12E – Rejected Take Off
5 – Taxiing 12E – E.F.A.T.O.
6.1 – Straight & Level Pt. 1 12/13S – Short/Soft Field Operations
6.2 – Straight & Level Pt. 2 13F – Flapless Approach & landing
7.1 – Climbing Pt. 1 13E – Glide Approach & Landing
7.2 – Climbing Pt. 2 12/13 – Crosswind Operations
8.1 – Descending Pt.1 13 – Go-Around
8.2 – Descending Pt. 2 Emergencies & Radio Failure
9.1 – Medium Level Turns Pt. 1 Ops Manual Signed & Medical Held
Pre Solo Exam Completed
9.2 – Medium Level Turns Pt. 2 14 – FIRST SOLO (Once all other items are complete)
10A – Slow Flight
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ONLY ENTER DATE WHEN EXERCISE/REQUIREMENT COMPLETED TO A SATISFACTORY STANDARD
Phase 2 – Local Area & Local Solo (2.0 hours Solo circuits, Ex 16 & Air Law Exam must be completed before local solo)
Exercise Date Exercise Date
18A – Local Area Orientation & Map Reading 15 - Steep Level Turns 17.2 – Bad Weather Circuits 15 – Steep Gliding Turns 18C – Radio Navigation 15 – Spiral Dive Recoveries 19 – Basic Instrument Flight 16 – Practice Forced Landings Without Diversion to Blackbushe (or other Power suitable aerodrome) and landing to include Practice PAN (121.5) and use of Farnborough LARS 16 – Engine Fire & Emergency Descent 16 – Alternator Failure 17.1 – Precautionary Landings Standard Overhead Join
Phase 3 – Navigation (Navigation & Communications Exams before Solo Nav. Meteorology before Qualifying Cross Country) Exercise Date Exercise Date 18C Radio Navigation
18A – 1st Dual Triangular 18B Problems lower levels and reduced visibility
18A – 2nd Dual Triangular 18A – Dual QXC
18A – Dual Diversions 18A – Solo QXC
18A – 1st Solo Triangular
18A – 2nd Dual Triangular
The triangular navigation routes above may be decided at the discretion of the instructor taking into account the needs of the student, weather etc.
The QXC options below are also discretionary and are examples of the most commonly flown routes. Alternative QXC routes may be flown.
1. Kemble / Sywell 1 1. Sywell not an option on Mondays as the field is unlicensed 2. Kemble / Goodwood 2 2. Goodwood not great in the winter as the field gets water logged 3. Gloucester a possibility for those that can handle the extra 3. Thruxton / Sywell 1 workload
4. Gloucester 3 / Sywell 1
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.
Phase 4 – Test Preparation (Student Record & Logbook must be presented to the CFI at the start of this phase) Exercise Date Exercise Date
Referred to Standards Document 19(A) Navigation Revision (Diversions, Position Fixes) Minimum hours completed (dual and Mock Test Completed solo) General Handling Revision (Stalls, PFL’s etc.)
All students must have a copy of the WLAC PPL Student Reference Booklet.
A Course Completion Certificate is part of SRG1105A, the PPL Application Form, which can be obtained from the CAA Website: http://www.caa.co.uk/
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WLAC STUDENT GRADING SYSTEM
The following grading system is to be used when assessing the level of achievement for each student when a report on that student has been requested. The assessor must strive to make each assessment as objective as possible.
Flight Assessment At the end of every flight, instructors and/or examiners are to complete an appropriate post-flight record and insert an assessment grade against each item covered during that sortie. Brief comments summarising the flight are to be recorded in the space provided.
The grades to be used and their definitions are as follows:
Grade A This item was performed to a very high standard and the grade records the high level of skill displayed.
Grade B The student performed this item well with comparative ease
Grade C This item was performed by the student to a satisfactory standard. The student would benefit from further practice.
Grade D The student needs further instruction or briefing before he/she is competent to fly the exercise to the required standard.
Grade E This grade should be entered in the grade3 column in red pen. The student needs further instruction or briefing before he/she is fit to fly solo. This grade represents a fail when awarded for a progress test. The HT/CFI is to be informed.
Grade F This grade should be entered in the grade column in red pen. Remedial action alert (RAA) required. The student needs considerable further instruction before he/she is fit to fly solo or to progress to the next stage of the syllabus. The RAA is to be forwarded to the HT/CFI.
Note: The RAA form should also be completed following three consecutive flights that have been graded D and below.
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FLIGHT# Date EXERCISE A/C REPORTInstructor INDEX Dual Solo Total Total Grand I/F SSAT
Dual Solo Total 1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
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# Date A/C Instructor Dual Solo Total Total Grand I/F SSAT Dual Solo Total 31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
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# Date A/C Instructor Dual Solo Total Total Grand I/F SSAT Dual Solo Total 61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
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FLIGHT EXERCISE REPORT Flight No Student Instructor Date A/C Type Registration Exercise No Description Reason for Y: Out of
Sequence Y/N
Runway Weather
Duration Grade REPORT
RECOMMENDATIONS FOR NEXT FLIGHT
Signature FI Student
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REMEDIAL ACTION ALERT FORM
PART ONE ~ To be completed by Originator
Originator: ………………………………………...... … Date: …………...... ……......
To: ……………………………………...... ……
……………………………………...... ……
PART TWO ~ To be completed by Originator
Narrative of topic/subject for resolution
Expected Resolution Date: ......
PART THREE ~ To be completed by Recipient
Narrative of action by recipient to resolve matter
Action to prevent re-occurrence (if applicable)
YES / NO Problem resolved and RAA closed? No
If YES, who resolved the matter? ......
Date: ......
If NO, indicate timescale for resolution (give date) ......
NB ~ Once RAA closed, return copies to the Originator and Administration
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WEST LONDON AERO CLUB
THEORETICAL INSTRUCTION RECORD EASA PPL(A) AND LAPL
STUDENT NAME: CAA Reference Number: CONTACT DETAILS: LEAD INSTRUCTOR:
I certify that the above named student has completed theoretical knowledge instruction in accordance with Annex 1 Part-FCL
HEAD OF TRAINING
Signed Date
Exam Air Law H.P.L. Met Comms P o F Op Proc F P & P AGK Nav. Paper
Exam Date
Paper Number
Mark/%
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THEORETICAL KNOWLEDGE EXAMINATIONS
It is recommended that the subjects should be studied in modules and the exam sittings used as indicated. The exams for a sitting must all be completed within ten consecutive days, so should be taken when the module of work is complete. Modules may be taken in any order. MODULE / SITTING 1 : Aircraft General and Principles of Flight MODULE / SITTING 2 : Meteorology and Human Performance MODULE / SITTING 3 : Air Law, Operational Procedures, Communications MODULE / SITTING 4 : Flight Planning MODULE/SITTING 5: Navigation SITTING 6 : Resits if required Three attempts at each subject are permitted (subject to the sitting rule) at the ATO (i.e. White Waltham). A fourth attempt is permitted at a CAA examination centre (Aviation House, Gatwick). A failure at the fourth attempt renders any previous exam invalid. In this case, after a period of further instruction, a new exam series is started, all of which must be taken at Gatwick. Students are responsible for booking onto the ground school courses and arranging when to sit the exams. No exam may be attempted until an instructor has reviewed a student knowledge and understanding, and has recommended that the student is ready to sit the exam on that subject. Progress checks will allow you to see how you are doing, and if you are ready to sit the exam/s. THEORETICAL KNOWLEDGE GROUND SCHOOL There is a choice between the full taught courses and one day revision, review and exam courses. Full details, dates and information are on the board in flight planning and on the WLAC web site. www.wlac.co.uk/learntofly You are responsible for booking your place for the ground school courses. Book on to the courses using the on-line booking system and make the payment in Ops at least 5 days prior to the commencement of the course. You also need to ensure that you arrange to take the exams to conform to the ‘sittings rules’ when the TKI are available to invigilate. The Air Pilots Manual or the AFE books provide good background reading and reference material.
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THEORETICAL KNOWLEDGE EXAMINATIONS
All exams must be passed within 18 months, counted from the end of the calendar month when the first exam was attempted.
All exams have to be completed within six sittings; a sitting is the attendance for taking an exam and is a time period of ten consecutive days. Only 1 attempt at a subject can be made in one sitting, but sittings can run concurrently. You are advised to ensure that you have sittings left to accommodate resits if they should be required.
The pass mark for all exams is 75%. The exams are valid for 24 months from the actual date of successfully completing all the theoretical knowledge exams.
Use the table below to record the dates of your sittings and exams attempted.
SITTING NUMBER START DATE END DATE SUBJECT 1 SUBJECT 2 SUBJECT 3
1
2
3
4
5
6
Subjects: Air Law (AL), Operational Procedures (OP), Human Performance and Limitations (HPL), Meteorology (MET), Communications (COMMS), Navigation (NAV), Flight Performance and Planning (FPP), Aircraft General Knowledge (AGK), Principles of Flight (POF).
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THEORETICAL KNOWLEDGE INSTRUCTION & EXAM SUMMARY
SUBJECT Number of Number correct Time Allowed Questions for a pass
Human Performance 12 9 25 minutes
Air Law 16 12 35 minutes
Operational Procedures 12 9 30 minutes
Navigation 12 9 45 minutes
Flight Performance & Planning 12 9 45 minutes
Principles of Flight 12 9 45 minutes
Aircraft General Knowledge 16 12 45 minutes
Communications 12 9 20 minutes
Meteorology 16 12 50 minutes
SUBJECT PROGRESS CHECK Ready to sit exam / instructor DATE EXAM / GRADE sign and date PASSED
Human Performance Air Law Operational Procedures Navigation Flight Performance & Planning Principles of Flight Aircraft General Knowledge Meteorology Communications GRADES for PROGRESS CHECKS: A – excellent B – good, should be no problem to pass. C – OK, to be secure more work needed D – Not a good idea to sit the exams until further instruction and practice undertaken.
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PRIVATE PILOT’S LICENCE LIGHT AIRCRAFT PILOT’S COURSE COMPLETION CERTIFICATE
I hereby certify that……………………………………………………………………..
has completed an approved course for the issue of a
PRIVATE PILOT’S LICENCE (A)
LIGHT AIRCRAFT PILOT’S LICENCE (A) (delete as necessary)
in Single-Engine Piston aeroplanes
conducted at White Waltham Airfield
which started on………………(Date) and finished on……………….(Date)
Hours flown on Course…………………
Hours Solo on the course: Total:………………circuits:………………….navigation:……………………
Head of Training, CFI or DCFI ………………….………….. Signature
(……………………………………..)Name
Date………………20……….
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NIGHT FLIGHT EXERCISE REPORT
Date Student Grade FI Night Rating A/C Type Reg Total Time Ex Description
Out of sequence? Reason
Omissions:
An exercise that results in a grade below C must be repeated
SEP night Previous total
This flight Course total
New total
Signatures Student
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WLAC NIGHT RATING COURSE COMPLETION CERTIFICATE
I hereby certify that…………………………………………..……………………………………..
has completed an approved course for the issue of a
NIGHT RATING
in Single-Engine Piston Aeroplanes
conducted at White Waltham Airfield
which started on…………..……………(Date) and finished on…………………………….(Date)
Hours flown on Course: …………………
Hours ground school completed: …………………….
Head of Training, CFI or DCFI ………………………………….……….………….. Signature
…………………………………………..……………. Name
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Appendix 13 - Student Reference Book
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Appendix 14 - PA28 Reference Notes
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Appendix 15 – What’s Different About Tailwheel Aeroplanes?
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because the gyroscope effect stops, and at this time, you have reduced the angle at which the plane of the propeller is moving throughthe air,so P-Factor has also been reduced. Also, when the tail comes up, you lose the traction provided by the tailwheel, so this too causes a little more rudder to be required.
One the tail is up, the aeroplane is picking up speed, so the rudder is becoming more effective. As the rudder becomes more effective, less rudder isrequired to do the same job. The typical tailwheel aeroplane takeoff may require a lot of right rudder during the initial moments of takeoff, maybe even sustained inputs of full right rudder. During the end of the takeoff, you have pretty much reduced right rudder usage to that normal during a climb. When the awroplane flies off the runway, you are essentially in a normal
climb.
Applied Force is Transferred At 90 Degrees to the Direction of Rotation
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Propwash
Spiral prop wash has a significant effect on single engine planes, notably during takeoff and climbout where you are flying at high power and low airspeed. The reason is that the vertical stabilizer (in most single engine configurations) sits in the upper half of the prop wash. So with your typical CW prop rotation, the spiral prop wash component hits the vertical stabiliser from the left, pushing it to the right, causing the plane to yaw left. This is the primary reason you need right rudder during takeoff and climbout.
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Piper Super Cub (PA18 – 250)
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Appendix 16 - Night rating Pre-flight PowerPoint Briefings
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Appendix 17 - The Basic Aerobatic Certificate & Rating Course
THE BASIC AEROBATIC CERTIFICATE AND RATING COURSE
PUBLISHED BY
CAMPBELL CONSULTANTS c/o AOPA 50a Cambridge Street London SW1V 4QQ
5th REVISED EDITION © Campbell Consultants August 2013
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APPROVED AOPA SYLLABUS BASIC AEROBATIC CERTIFICATE COURSE
5th Revised Edition 2013
AMENDMENT DATE INCORPORATED SIGNATURE LIST No.
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FOREWORD
This Syllabus and Guide, produced by the Aircraft Owners and Pilots Association, in collaboration with the British Aerobatic Association, is issued with the approval of the BLAC Board of Management and AOPA Instructor Committee for courses leading to the issue of the AOPA Basic Aerobatic Certificate.
This revision takes into account the requirements for the Aerobatic Rating (AR) needed to fly aerobatics in EASA aircraft from 1 April 2015, published by EASA in FCL.800, and in the Acceptable Means of Compliance No. 1 to FCL.800. It is compliant with, but also makes explicit interpretation of some of the non-standard terminology used in, these EASA documents. See also UK CAA publication CAP 803: Part I, Section 4, Part I.
The issue of the EASA AR requires only the completion of 5 hours of aerobatic instruction, without any proficiency test thereafter. In order that standards are seen to be maintained, the issue of the appropriate AOPA Aerobatic Certificate will remain subject to a flight during which the applicant will be able to demonstrate his or her competency. This will continue to ensure the value and status of the AOPA Certificates and will enable the pilot to gain greater reward and more justifiable self-confidence, thereby more certainly achieving the flight safety goals of the AOPA certificate training programme.
Applicant’s Name: ......
Address: ......
......
Date Training Commenced ......
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INTRODUCTION Aerobatic flight encompasses a very large repertoire of manoeuvres; much more than can be taught in a single course of training. The introduction of the EASA AR, for pilots flying EASA certificated aircraft, should not mislead pilots into thinking that simply holding such a Rating represents the completion of their aerobatic training.
This Syllabus and Guide to the AOPA Basic Aerobatic Course covers the learning of the basic aerobatic manoeuvres required to take part in Beginners’ events organised by the British Aerobatic Association (BAeA). However, it is appreciated that some pilots will wish to progress to more advanced manoeuvres and the more specialised areas of competition and display aerobatics. Further training will be required before undertaking these more advanced aerobatics. Therefore AOPA and the BAeA have formulated a series of courses which make up a programme of progressive aerobatic training. Adherence to this philosophy of continual self- improvement by all aerobatic pilots will make a much more significant contribution to flight safety than the concept that holding an AR means that they have now learned everything that they need to know.
The purpose of this publication is to give guidance to pilots who wish to obtain the AOPA Basic Aerobatic Certificate and the EASA AR. The information it contains will also be needed by those Approved Training Organisations and the instructors who intend to supervise this training.
A copy of the syllabus must be held by the pilot undergoing the aerobatic training and should be used as a record to ensure that all parts of the course have been satisfactorily completed prior to application for the Rating and Certificate. A signature block is incorporated after each relevant section for the instructor to sign when it has been completed.
FLYING TRAINING
The course consists of a minimum of five hours of aerobatic flying with an instructor who is qualified to give aerobatic instruction. These five hours will not include the portions of any particular flight that are dedicated to taking off, climbing to height and returning to land after aerobatic training is complete. Pilots who already have some previous logbook evidence of aerobatic training should refer to the conversion report published in CAP 804: Part I, Section 4, Part P, pages 32/33.
FCL.800 determines that pilots undertaking the Basic Aerobatic course may not practise unsupervised aerobatics solo until they have completed this five hours of aerobatic training, including spin recognition and recovery and have had the AR formally added to their licence.
THEORETICAL KNOWLEDGE TRAINING
The theoretical knowledge section of the course will consist of a minimum of eight hours. Four hours of briefings/lectures must be given by a person qualified to instruct in aerobatic flying and the remaining hours may be carried out through self-study under supervision.
Note: Due to the content of the course and the minimum number of flying hours required, it is particularly important that adequate theoretical knowledge instruction be given to the applicant prior to the instruction in the air.
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COURSE OBJECTIVES AOPA and the BAeA have designed this syllabus of instruction in order to encourage those pilots who wish to become proficient in the basic aerobatic manoeuvres to undertake the appropriate training through a properly structured formal course.
Satisfactory completion of the course will enable the applicant to obtain the recognised AOPA Basic Aerobatic Certificate as well as the EASA AR.
PROCEDURE TO OBTAIN THE CERTIFICATE AND RATING
An applicant may commence the course at any time after qualifying for a pilot’s licence. There are no minimum pre-entry hour or time requirements to enter the course of training. However, under EASA FCL.800, a pilot may not apply for the inclusion of an AR in a Part-FCL pilot licence until he or she has completed 40 hours as pilot-in-command since the issue of the licence. The AR is required for pilots who wish to undertake aerobatic flying in EASA aircraft, but is not required in the UK for pilots flying non-EASA aircraft irrespective of the type of pilot licence they hold.
The course of training is reflected in the syllabus contents shown on the following pages and upon completing the course applicants will be able to apply for the issue of an AR. For the issue of the AOPA Basic Certificate, they are required to have their competence assessed in the air. The application forms for the issue of the certificate must be completed by the applicant and the instructor(s) conducting the course. The airborne assessment of competency must be conducted by an instructor registered with AOPA for this purpose. This flight is additional to the 5 hours of aerobatic instruction required for the course.
Payment for the test has to be arranged between the candidate and the instructor giving the test, but a fee of £15 must be paid to AOPA to cover the cost of administering the issue of the certificate. However, if the applicant is a pilot member of AOPA, this fee will be reduced to £10. For the issue of the AR, applicants who meet the PIC requirement should apply to the CAA using Form SRG Form 2157 together with the relevant fee under normal CAA payment methods.
The application form for the AOPA Certificate consists of pages 11 and 12 of this syllabus. When the test has been satisfactorily completed, these pages should be removed and completed by the applicant, instructor and the person conducting the assessment of competency. Following this, the completed form, together with the appropriate fee, should be sent to the Administrative Secretary, AOPA, 50a Cambridge Street, London, SW1V 4QQ. Provided that the necessary requirements are met the applicant will be issued with the AOPA Basic Aerobatic Certificate.
ENVIRONMENTAL CONSIDERATIONS
Repetitive aerobatics can cause considerable annoyance to people living or working beneath. Instructors and applicants should be aware that this can lead to complaints, which in turn may lead to enforcement action and operating restrictions. AOPA is committed to defending the rights of General Aviation pilots and can do so only if all concerned take into account the needs
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of other people. In this respect, pilots are advised to abide by the advice in the leaflet ‘More Considerate Flying’ produced by the General Aviation Awareness Council.
Recoveries from all manoeuvres must be completed by a minimum of 1500 feet above the surface and a maximum height must also be observed of 500 feet below the base of regulated airspace. Greater margins are likely to be prudent until adequate experience has been gained.
EXEMPTIONS
An applicant who already has reasonable aerobatic experience and who wishes to obtain an AOPA Basic Aerobatic Certificate may apply for a flight competency test with any qualified instructor who is registered with AOPA for the purpose of conducting such tests. A satisfactory standard of performance on this test will be accepted as meeting the requirements for the issue of the Certificate. An application form completed by the candidate and signed by the instructor must be sent to AOPA together with the appropriate fee before the Certificate can be issued.
Important Note: The aerobatic manoeuvres covered in this syllabus may only be undertaken if the Owner’s/Flight Manual/Pilot’s Operating Handbook specifically states that these manoeuvres are permitted on the specific aeroplane type.
PRIMARY REFERENCE MATERIAL
EASA FCL.800 and AMC No 1 to FCL.800 The Air Navigation Order CAP 804
Safety Sense Leaflet 19 Aerobatics Handling Sense Leaflet 2 Stall/spin awareness Handling Sense Leaflet 3 Safety in Spin Training
Owner’s/Flight Manual/Pilot’s Operating Handbook – for specific type
“Basic Aerobatics”, Campbell and Tempest, 1984; Granada Technical Books, ISBN 0-246-11705-2
“Better Aerobatics”, Alan Cassidy, 2003; Freestyle Aviation Books, ISBN 0-9544814-0-2 www.aopa.co.uk www.aerobatics.org.uk
Aresti Notation Catologue and Software: www.arestisystem.com www.freestyleaviation.co.uk
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BASIC SYLLABUS (STAGE ONE) THEORETICAL KNOWLEDGE INSTRUCTION
SUBJECTS Instructor’s Name and Signature
PHYSICAL LIMITATIONS Body stresses – ‘g’ forces, +ve and -ve. Symptoms of excess 'g'. Spatial disorientation. Airsickness.
TECHNICAL SUBJECTS Legislation affecting aerobatic flying. Environmental considerations. Airframe and engine limitations – revision. Stalling and spinning – principles of flight.
LIMITATIONS APPLICABLE TO THE SPECIFIC AEROPLANE TYPE Load factors, symmetrical and rolling. Airspeed limitations. Engine (including inverted flight limitations).
AEROBATIC MANOEUVRES AND RECOVERY Entry and exit parameters, expected height gain or loss. Sequences and their analysis of height and speed. Rolling, looping and combination manoeuvres. Entry and recovery from developed spins, upright and inverted, including flat and accelerated rotation.
EMERGENCY DRILLS Recovery from unusual attitudes. Use of parachutes. Aircraft abandonment.
ARESTI SYSTEM Notation for basic aerobatic manoeuvres. (http://www.arestisystem.com)
Note: The Aresti System (Condensed) is an internationally agreed standard of aerobatic notation and has formed the basis of common understanding between pilots since the early 1970s. Teaching of the Aresti System is not required in EASA FCL.800 or its AMC. However, teaching of its basic structure and organisation remains part of the AOPA aerobatic syllabuses.
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FLIGHT TRAINING LONG BRIEFINGS
MANOEUVRE Instructor’s Name and Signature
Airmanship considerations – location, height environment and lookout. Revision of general handling manoeuvres: Advanced turning (including max rate turns) Slow flight – level, climbing and descending in combination with turns.
Stalling – entry and recovery from various flight attitudes and accelerated manoeuvre stalls. Recovery from the spiral dive.
Developed spins with emergency, non-precision, recovery.
Recoveries from markedly unusual attitudes including ‘near vertical’ and ‘semi-inverted’ Importance of avoiding ‘tail slides’ and not exceeding the Vne and the ‘rolling pull’ “g” limitations. Restarting the engine in flight; causes of rich and lean cuts.
Looping manoeuvres.
Rolling manoeuvres. Inverted Flight (according to type restrictions).
Yawing manoeuvres: stall turns (including forces on the aircraft in vertical flight).
Combination manoeuvres and safe manoeuvre entry parameters (height and speed).
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FLIGHT EXERCISES
MANOEUVRE Instructor’s Name and Signature
Airmanship – Considerations as applicable to the flight exercise. General handling – revision: Advanced turning (including maximum rate turns) Slow flight – level, climbing and descending in combination with turning flight at steeper bank angles.
Stalling – entry and recovery from stall entries made in various flight attitudes. Accelerated manoeuvre stalls and recoveries. Spin recoveries at the incipient stage from various flight attitudes. Recoveries from spiral dives.
Developed spins with emergency, non- precision recoveries.
Recoveries from markedly unusual attitudes including ‘near vertical’ and ‘semi-inverted’ Restarting the engine in flight (touch drills).
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BASIC AEROBATIC MANOEUVRES The sequence in which these are taught does not necessarily have to follow the order in which they are listed in the syllabus, although this progression is designed to introduce more complex situations gradually. In all cases, safe entry parameters, height and speed, must be considered.
MANOEUVRE Symbol Instructor’s Name and Signature
1. Chandelle and Lazy Eight; climbing at 30° - 45°, turning, descending; 180° heading change. Repeated with opposite turn for Lazy Eight. Bank angle at top between 90° and 135°.
2. Aileron (Ballistic) Roll ≈ zero 'g'.
3. Positive Barrel Roll; (heading change 60° to 90° at top).
4. Inverted Flight (according to type).
5. Straight and Level Roll.
6. Loop; pitch rate proportional to air speed (circular with no wind).
7. Stall Turn (Hammerhead); vertical attitude climbing and descending rudder applied "with" the slipstream
8. Half roll at the top of a half loop. (Immelmann)
9. Half Cuban Eight; rolling on down line; descent angle 30° - 45°.
10. Half Loop up, half Barrel Roll down. 1/4 (Quarter Clover rolling downwards) 90° heading change.
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In the build-up to the assessment of competency sequence, students should learn to fly combinations of two or three of these basic aerobatic figures. Manoeuvres 9 and 10 are not required for the EASA AR, but form part of the BAeA Beginners' repertoire.
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APPLICATION FOR THE BASIC AOPA AEROBATIC CERTIFICATE
Candidate’s Name in full (BLOCK CAPITALS) ......
Address ......
......
AOPA Membership No. (if applicable) ......
Work Telephone No:...... Home Telephone No:......
Pilot’s Licence No.: ...... Total Flying Hrs: ...... Hrs in Command ......
THIS FORM SHOULD BE ACCOMPANIED BY THE ADMINISTRATION FEE OF £15 (£10 FOR AN AOPA MEMBER). DO NOT SEND YOUR FLYING LOG BOOK UNLESS REQUESTED. ------
To be completed by the Instructor who has given the training.
Name of Training Organisation: ......
Address: ......
...... Telephone No.: ......
I certify that the above named candidate has received a minimum of 5 hours aerobatic flight instruction and 8 hours theoretical knowledge training in accordance with the requirements of the AOPA Syllabus for the Basic Aerobatic Certificate and has reached the skill level required for an Assessment of Competency.
Instructor’s Name ...... Signature ......
Aircraft Type: ...... ------ASSESSMENT OF COMPETENCY
Instructor’s Name (BLOCK CAPITALS) ......
Signature ...... Date ......
I certify that the above named candidate has successfully completed the Assessment of Competency for the AOPA Basic Aerobatic Certificate.
------AOPA Office use only YES NO Fee received Log Book required Letter sent ...... Recommended for issue
Signed ...... Date ......
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AOPA BASIC AEROBATIC CERTIFICATE ASSESSMENT OF COMPETENCY FORM
General Handling & Manoeuvres Pass Fail Comments & Queries for Debriefing
Engine/airframe – knowledge of limitations and safety aspects
Pre-flight Procedures
Slow Flight: Level, climbing, turning & descending
Stall Entries and Recoveries from various flight attitudes
Advanced (Maximum Rate) Turns
Spins with non-precision recoveries
Recoveries form Unusual Attitudes
Loop
Aileron (Ballistic) Roll
Barrel Roll
Slow (Level) Roll
Stall Turn
Half Roll off the top of a Loop
Half Cuban (rolling on down line), or
Quarter Clover rolling downwards
Combination Sequence§
Overall Airmanship
FINAL ASSESSMENT PASS
FAIL
§ Ideally this will be the current BAeA Beginners sequence, see: http://www.aerobatics.org.uk/sequences/sequence.htm
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Appendix 18 – The Standard Aerobatic Certificate Course
THE STANDARD AEROBATIC CERTIFICATE COURSE
PUBLISHED BY
CAMPBELL CONSULTANTS c/o 50a Cambridge Street London SW1V 4QQ
SECOND REVISED EDITION © Campbell Consultants FEBRUARY 2013
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APPROVED AOPA SYLLABUS STANDARD AEROBATIC CERTIFICATE COURSE
2nd Revised Edition 2013
AMENDMENT DATE INCORPORATED SIGNATURE LIST No.
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FOREWORD
This Syllabus and Guide, produced by the Aircraft Owners and Pilots Association, in collaboration with the British Aerobatic Association, is issued with the approval of the BLAC Board of Management and AOPA Instructor Committee for courses leading to the issue of the AOPA Standard Aerobatic Certificate
Applicant’s Name: ......
Address: ......
......
Date Training Commenced ......
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INTRODUCTION
Following the introduction of the EASA Aerobatic Rating (AR), the AOPA Basic Aerobatic Syllabus was amended to make it FCL.800 compliant. Thus the Basic syllabus contains everything required to train for the AR in powered aircraft. Currently, however, the issue of the AR requires only 5 hours of aerobatic training and no competency test. The AR is then valid for the duration of the licence, which itself is non-expiring.
The full discipline of aerobatic flying, however, is not so simple. There is a great deal more that can be learned than is included in the AR course. Therefore AOPA and the British Aerobatic Association (BAeA) continue to work together to provide individuals and training organisations with structured documentation to record further, post-graduate aerobatic training to those who wish to gain increasing levels of skill.
Those flying aerobatics in non-EASA aircraft can do so without holding an AR. They are nonetheless encouraged to train in a structured way using this syllabus as a guide.
This Syllabus and Guide to the AOPA Standard Aerobatic Course covers the learning of the aerobatic manoeuvres required to take part in Standard Class events organised by the BAeA. It gives guidance to pilots who wish to obtain the AOPA Standard Aerobatic Certificate and gives structure to Aerobatic Instructors helping pilots to achieve this goal.
A copy of the syllabus must be held by the pilot undergoing the aerobatic training and should be used as a record to ensure that all parts of the course have been satisfactorily completed prior to application for the Certificate. A signature block is incorporated after each relevant section for the instructor to sign when it has been completed.
FLYING TRAINING
The course consists of a minimum of six hours dual flying with an instructor who is qualified to give aerobatic instruction. (Pilots who already have appropriate aerobatic experience may qualify for a reduction in the flying hour requirement of this course).
THEORETICAL KNOWLEDGE TRAINING
The theoretical knowledge section of the course will consist of a minimum of six hours. Three hours of briefings/lectures must be given by a person qualified to instruct in aerobatic flying and the remaining hours may be carried out through self study under supervision.
Note: Due to the content of the course and the minimum number of flying hours required, it is particularly important that adequate theoretical knowledge instruction be given to the candidate prior to the instruction in the air.
COURSE OBJECTIVES
AOPA and the BAeA have designed this syllabus of instruction in order to encourage those pilots who wish to become proficient in the Standard aerobatic manoeuvres to undertake the right training through a properly structured formal course.
Satisfactory completion of the course will enable the candidate to obtain the recognized AOPA Standard Aerobatic Certificate.
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PROCEDURE TO OBTAIN THE CERTIFICATE
A candidate may commence the course at any time after qualifying for the AOPA Basic Aerobatic Certificate. There are no minimum pre-entry hour or time requirements to enter the course of training.
The course of training is reflected in the syllabus contents shown on the following pages and upon completing the course candidates will be required to have their competence assessed in the air. The application forms for the issue of the certificate must be completed by the candidate and the instructor(s) conducting the course.
The air test must be given by an instructor registered with AOPA for this purpose and it should be noted that this flight additional to the 6 hours required for the course.
Payment for the test has to be arranged between the candidate and the instructor giving the test, but a fee of £15 will have to be paid to AOPA to cover costs of administering the issue of the certificate. However, if the candidate is a pilot member of AOPA, this fee will be reduced to £10.
The application form consists of pages 11 and 12 of this syllabus. When the test has been satisfactorily completed, these pages should be removed and completed by the candidate, instructor and the person conducting the flight test section. Following this, the completed form, together with the appropriate fee, should be sent to the Administrative Secretary, AOPA, 50a Cambridge Street, London, SW1V 4QQ. Provided that the necessary requirements are met the candidate will be issued with the AOPA Standard Aerobatic Certificate.
ENVIRONMENTAL CONSIDERATIONS
Repetitive aerobatics can cause considerable annoyance to people living or working beneath. Instructors and candidates should be aware that this can lead to complaints, which in turn may lead to enforcement action and operating restrictions. AOPA is committed to defending the rights of General Aviation pilots, and can do so only if all concerned take into account the needs of other people. In this respect, pilots are advised to abide by the advice in the leaflet ‘More Considerate Flying’ produced by the General Aviation Awareness Council.
Recoveries from all manoeuvres must be completed by a minimum of 1000 feet above the surface, and a maximum height must also be observed of 500 feet below the base of regulated airspace. Greater margins are likely to be wise until adequate experience has been gained.
EXEMPTIONS
A candidate who already has reasonable aerobatic experience and who wishes to obtain an AOPA Standard Aerobatic Certificate may apply for a flight competency test with any qualified aerobatic instructor who is registered with AOPA for the purpose of conducting such tests. A satisfactory standard of performance on this test will be accepted as meeting the requirements for the issue of the Certificate. An application form completed by the candidate and signed by the instructor must be sent to AOPA together with the appropriate fee before the Certificate can be issued.
Important Note: The aerobatic manoeuvres covered in this syllabus must only be undertaken if the Owner’s/Flight Manual/Pilot’s Operating Handbook specifically states that these manoeuvres are permitted on the aeroplane type.
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PRIMARY REFERENCE MATERIAL
The Air Navigation Order
LASORS - Safety Sense Leaflet 19 Aerobatics Handling Sense Leaflet 2 Stall/spin awareness Handling Sense Leaflet 3 Safety in Spin Training
Owner’s/Flight Manual/Pilot’s Operating Handbook – for specific type
“Basic Aerobatics”, Campbell and Tempest, 1984; Granada Technical Books, ISBN 0-246-11705-2
“Better Aerobatics”, Alan Cassidy, 2003; Freestyle Aviation Books, ISBN 0-9544814-0-2 www.aopa.co.uk www.aerobatics.org.uk www.freestyleaviation.co.uk www.arestisystem.com
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STANDARD SYLLABUS (STAGE TWO)
THEORETICAL KNOWLEDGE INSTRUCTION
SUBJECTS Instructor’s Name and Signature
TECHNICAL SUBJECTS
Kinetic and potential energy Energy management Stalling and spinning – principles of flight
AIRCRAFT - SPECIFIC CHARACTERISTICS
Aileron design and adverse yaw P-factor and slipstream effects Propeller gyroscopics Weight, balance and inertia G limitations
EMERGENCY DRILLS Use of parachutes. Aircraft abandonment
ARESTI
Notation for Standard aerobatic manoeuvres Aresti System (Condensed) (http://www.arestisystem.com)
SEQUENCE APPRECIATION
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Height analysis Sequence learning and preparation Effects of headwind and crosswind on figures
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FLIGHT TRAINING LONG BRIEFINGS
MANOEUVRE Instructor’s Name and Signature
Precision recoveries from intentional spins Rotational changes during recovery Effects of relative wind on recovery attitude
Climbing and descending at 45° attitudes Flying vertical lines up and down Effect of different trim settings Difference between attitude and flight path
Hesitation Loops (P-Loops, Q-Loops and Humpty- Bumps)
(Restricted to aircraft with full aerobatic clearance to +6/-3G)
Figures combining part loops with half rolls.
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Hesitation Rolls
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FLIGHT EXERCISES
MANOEUVRE Symbol Instructor’s Name and Signature
Airmanship – Considerations as applicable to the flight exercise.
Basic Aerobatics – revision Loops Rolls using aileron Stall turns Half-Loop, Half-Roll
Spins entered from level deceleration
Spins entered after a climbing 45° line Precision spin recoveries including 1, 1¼ and 1½ turns.
Recoveries from mis-handled vertical lines, including inadvertent spins. Torque and gyroscopics at low speed.
Combination of 1/4
Half Barrel Roll up and Half Loop down (Quarter Clover rolling upwards)
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Precision Wingovers (Lazy Eights)
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STANDARD AEROBATIC MANOEUVRES The sequence in which these are taught does not necessarily have to follow the order in which they are listed in the syllabus. In all cases, safe entry parameters, height and speed, must be considered. MANOEUVRE Symbol Instructor’s Name and Signature
Half Cuban Eight (rolling on down line)
entered from descending 45° line (Goldfish)
Half Reverse Cuban Eight (rolling on up line)
Ditto followed by climbing 45° line
Half Roll and Half Loop down (Split-S)
Two-Point Roll 2
Four-Point Roll 4
Stall Turn with ¼ roll down 1/4
Hesitation Loops (P, Q and Humpty)
Combinations of Aerobatic Manoeuvres
1½-turn Spin followed by Stall Turn
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Half Reverse Cuban followed by Half Cuban
Split-S followed by Four-Point Roll
Other combinations
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APPLICATION FOR THE STANDARD AOPA AEROBATIC CERTIFICATE
Candidate’s Name in full (BLOCK CAPITALS) ......
Address ......
......
AOPA Membership No. (if applicable) ......
Work Telephone No:...... Home Telephone No:......
Pilot’s Licence No.: ...... Total Flying Hrs: ...... Hrs in Command ......
THIS FORM SHOULD BE ACCOMPANIED BY THE ADMINISTRATION FEE OF £15 (£10 FOR AN AOPA MEMBER). DO NOT SEND YOUR FLYING LOG BOOK UNLESS REQUESTED. ------
To be completed by the Instructor who has given the training.
Name of Training Organisation: ......
Address: ......
...... Telephone No.: ......
I certify that the above named candidate has received a minimum of 6 hours flight instruction and 6 hours theoretical knowledge training in accordance with the requirements of the AOPA Syllabus for the Standard Aerobatic Certificate and has reached the skill level required for a Competency Test.
Instructor’s Name ...... Signature ......
Aircraft Type: ...... ------FLIGHT COMPETENCY TEST
Instructor’s Name (BLOCK CAPITALS) ......
Signature ...... Date ......
I certify that the above named candidate has successfully completed the Flight Competency Test for the AOPA Standard Aerobatic Certificate.
------AOPA Office use only YES NO Fee received Log Book required Letter sent...... Recommended for issue
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AOPA STANDARD AEROBATIC CERTIFICATE COMPETENCY TEST FORM
General Handling & Manoeuvres Pass Fail Comments & Queries for Debriefing
Engine/airframe – knowledge of limitations and safety aspects Pre-flight Procedures Climbing and Descending 45° lines Precision Spin from level deceleration or after climbing line Quarter Clover rolling upwards or Wingover Half Cuban Eight Half Reverse Cuban Eight Recovery from mis-handled stall turn Stall turn with ¼ roll down Split-S Two-point Roll Four-Point Roll Hesitation Loop Standard Sequence – recommended 8 to 10 Figures§
Overall Airmanship
FINAL ASSESSMENT PASS
FAIL
§Ideally this will be the current BAeA Standard Known sequence, see: http://www.aerobatics.org.uk/sequences/sequence.htm
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Appendix 19 – The Intermediate Aerobatic Certificate Course
THE INTERMEDIATE AEROBATIC CERTIFICATE COURSE
PUBLISHED BY
CAMPBELL CONSULTANTS c/o 50a Cambridge Street London SW1V 4QQ
SECOND REVISED EDITION © Campbell Consultants FEBRUARY 2013
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INTENTIONALLY LEFT BLANK
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APPROVED AOPA SYLLABUS INTERMEDIATE AEROBATIC CERTIFICATE COURSE
2nd Revised Edition 2013
AMENDMENT DATE INCORPORATED SIGNATURE LIST No.
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FOREWORD
This Syllabus and Guide, produced by the Aircraft Owners and Pilots Association, in collaboration with the British Aerobatic Association, is issued with the approval of the BLAC Board of Management and AOPA Instructor Committee for courses leading to the issue of the AOPA Intermediate Aerobatic Certificate
Applicant’s Name: ......
Address: ......
......
Date Training Commenced ......
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INTRODUCTION The discipline of aerobatic flying is not so simple that all of its complexity can be mastered in a short time. There is a great deal more that can be learned than is included in the Basic Syllabus that leads to the issue of the EASA Aerobatic Rating (AR). This Syllabus follows on from the AOPA Standard Aerobatic Syllabus and is intended to facilitate structured post- graduate aerobatic training to those who wish to gain increasing levels of skill. The information it contains will also be valuable to those training organisations and instructors who intend to supervise such training. Those flying aerobatics in non-EASA aircraft can do so without holding an AR. They are nonetheless encouraged to undertake structured training using this syllabus as a guide. This document covers the aerobatic manoeuvres required to take part in Intermediate Class events organised by the British Aerobatic Association (BAeA) and gives guidance to pilots who wish to obtain the AOPA Intermediate Aerobatic Certificate. Further training will be required before undertaking more advanced manoeuvres. A copy of the syllabus must be held by the pilot undergoing the aerobatic training and should be used as a record to ensure that all parts of the course have been satisfactorily completed prior to application for the Certificate. A signature block is incorporated after each relevant section for the instructor to sign when it has been completed. FLYING TRAINING The course consists of a minimum of eight hours dual flying with an instructor who is qualified to give aerobatic instruction and who has suitable experience of Intermediate manoeuvres. (Pilots who already have some aerobatic experience may qualify for a reduction in the flying hour requirement of this course). AOPA recommends that pilots undertaking the Intermediate Aerobatics course do not practise Intermediate figures solo until they have been trained and proved competent in inverted spin recognition and recovery. AIRCRAFT CAPABILITIES To be capable of fulfilling all the requirements of this syllabus, the training aircraft must be capable of sustained inverted flight. It must be approved for flick rolling and inverted spinning. THEORETICAL KNOWLEDGE TRAINING The theoretical knowledge section of the course will consist of a minimum of six hours. Three hours of briefings/lectures must be given by a person qualified to instruct in aerobatic flying and the remaining hours may be carried out through self study under supervision. Note: Due to the content of the course and the minimum number of flying hours required, it is particularly important that adequate theoretical knowledge instruction be given to the candidate prior to the instruction in the air. COURSE OBJECTIVES AOPA and the BAeA have designed this syllabus of instruction in order to encourage those pilots who wish to become proficient in the Intermediate aerobatic manoeuvres to undertake the right training through a properly structured formal course. Satisfactory completion of the course will enable the candidate to obtain the recognized AOPA Intermediate Aerobatic Certificate.
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PROCEDURE TO OBTAIN THE CERTIFICATE A candidate may commence the course at any time after qualifying for the AOPA Standard Aerobatic Certificate. There are no minimum pre-entry hour or time requirements to enter the course of training. The course of training is reflected in the syllabus contents shown on the following pages and upon completing the course candidates will be required to have their competence assessed in the air. The application forms for the issue of the certificate must be completed by the candidate and the instructor(s) conducting the course. The flight test must be given by an aerobatic instructor registered with AOPA for this purpose and it should be noted that this flight is additional to the 6 hours required for the course. Payment for the test has to be arranged between the candidate and the instructor giving the test, but a fee of £15 will have to be paid to AOPA to cover costs of administering the issue of the certificate. However, if the candidate is a pilot member of AOPA, this fee will be reduced to £10. The application form consists of pages 11 and 12 of this syllabus. When the test has been satisfactorily completed, these pages should be removed and completed by the candidate, instructor and the person conducting the flight test section. Following this, the completed form, together with the appropriate fee, should be sent to the Administrative Secretary, AOPA, 50a Cambridge Street, London, SW1V 4QQ. Provided that the necessary requirements are met the candidate will be issued with the AOPA Intermediate Aerobatic Certificate. ENVIRONMENTAL CONSIDERATIONS Repetitive aerobatics can cause considerable annoyance to people living or working beneath. Instructors and candidates should be aware that this can lead to complaints, which in turn may lead to enforcement action and operating restrictions. AOPA is committed to defending the rights of General Aviation pilots, and can do so only if all concerned take into account the needs of other people. In this respect, pilots are advised to abide by the advice in the leaflet ‘More Considerate Flying’ produced by the General Aviation Awareness Council. Recoveries from all manoeuvres must be completed by a minimum of 1000 feet above the surface, and a maximum height must also be observed of 500 feet below the base of regulated airspace. Greater margins are likely to be wise until adequate experience has been gained. EXEMPTIONS A candidate who already has reasonable aerobatic experience and who wishes to obtain an AOPA Intermediate Aerobatic Certificate may apply for a flight competency test with any qualified instructor who is registered with AOPA for the purpose of conducting such tests. A satisfactory standard of performance on this test will be accepted as meeting the requirements for the issue of the Certificate. An application form completed by the candidate and signed by the instructor must be sent to AOPA together with the appropriate fee before the Certificate can be issued. Important Note: The aerobatic manoeuvres covered in this syllabus must only be undertaken if the Owner’s/Flight Manual/Pilot’s Operating Handbook specifically states that these manoeuvres are permitted on the aeroplane type.
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PRIMARY REFERENCE MATERIAL
The Air Navigation Order
LASORS - Safety Sense Leaflet 19 Aerobatics Handling Sense Leaflet 2 Stall/spin awareness Handling Sense Leaflet 3 Safety in Spin Training
Owner’s/Flight Manual/Pilot’s Operating Handbook – for specific type
“Better Aerobatics”, Alan Cassidy, 2003; Freestyle Aviation Books, ISBN 0-9544814-0-2 www.aopa.co.uk www.aerobatics.org.uk
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INTERMEDIATE SYLLABUS (STAGE THREE) THEORETICAL KNOWLEDGE INSTRUCTION SUBJECTS Instructor’s Name and Signature
TECHNICAL SUBJECTS
Inverted flight systems Inverted stalling and spinning Accelerated spins
AIRCRAFT - SPECIFIC CHARACTERISTICS
Permitted manoeuvres Inverted flight limitations Negative G limitations
EMERGENCY DRILLS Use of parachutes. Aircraft abandonment
ARESTI
Notation for Intermediate aerobatic manoeuvres Aresti System (Condensed) (http://www.arestisystem.com)
HUMAN FACTORS
Effects of negative G Positive G tolerance following negative G manoeuvres Disorientation in inverted flight
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FLIGHT TRAINING LONG BRIEFINGS MANOEUVRE Instructor’s Name and Signature
Sustained inverted flight, including inverted turns and steep turns. Segments of inverted loops.
Inverted stalling Precision recoveries from intentional inverted spins Rotational changes during recovery Effects of relative wind on recovery attitude
Positive flick rolls (level and 45° descending) Entry speeds and unloading Half flicks (Restricted to aircraft with full aerobatic clearance to +6/-3G)
Rolling turns to the inside and to the outside
Advanced loops square rolling avalanche
Rolling in the vertical, up and down Zero G Elevator neutral point Lack of adverse yaw at Zero G
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FLIGHT EXERCISES
MANOEUVRE Symbology Instructor’s Name and Signature
Airmanship – Considerations as applicable to the flight exercise.
Standard Aerobatics – revision Hesitation loops Hesitation rolls Precision upright spins Half cuban eights Half roll, half loop down.
Straight and level inverted flight Inverted turns Inverted steep turns (60° of bank) 180° Recovery form inverted spiral dive roll wings level, push to level inverted flight, half roll to upright
Inverted stall from level deceleration
minimum loss recovery to level inverted Inverted spins entered from level inverted Non-precision recovery Precision spin recoveries including 1 and 1½ turns.
Low speed inverted flight half square loop
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Pushing at low speed slipstream + gyro + torque!!
Outside looping segments (1) 45° segments, up and down
Avoid periods of negative G followed by a positive looping segment of more than 90°.
Outside looping segments (2) half loop up
Outside looping segments (3) stall turn, push out
Flick rolls entry speeds unloading effects of aileron stopping after ½
Rolling turns (1), inside optimum speeds flat turning aspects spatial orientation rythm
Rolling turns (1), outside differences from inside
Vertical rolling, up and down
1/4
1/4
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INTERMEDIATE AEROBATIC MANOEUVRES The sequence in which these are taught does not necessarily have to follow the order in which they are listed in the syllabus. In all cases, safe entry parameters, height and speed, must be considered. MANOEUVRE Symbol Instructor’s Name and Signature
Climbing roll, 45° up
Climbing half roll, 45° up
Inverted 1½-turn spin
Modified loops
Humpties with ¼ rolls 1/4 1/4
Outside looping figures ¼ roll up, stall turn, 1/4 push out half outside loop upwards
Flick rolls level 45° down half flick
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Inward rolling 180 turn
Outward rolling 90 turn
Eight-point roll 8
Square loop
Half square loop 1/4 ¼ roll up and down 1/4
Combinations of Aerobatic Manoeuvres
Many combinations of these figures are possible. Instructors should work with students to design short 3-figure mini-sequences which suit the characteristics of the training aircraft.
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APPLICATION FOR THE INTERMEDIATE AOPA AEROBATIC CERTIFICATE
Candidate’s Name in full (BLOCK CAPITALS) ......
Address ......
......
AOPA Membership No. (if applicable) ......
Work Telephone No:...... Home Telephone No:......
Pilot’s Licence No.: ...... Total Flying Hrs: ...... Hrs in Command ......
THIS FORM SHOULD BE ACCOMPANIED BY THE ADMINISTRATION FEE OF £15 (£10 FOR AN AOPA MEMBER). DO NOT SEND YOUR FLYING LOG BOOK UNLESS REQUESTED. ------To be completed by the Instructor who has given the training.
Name of Training Organisation: ......
Address: ......
...... Telephone No.: ......
I certify that the above named candidate has received a minimum of 8 hours flight instruction and 6 hours theoretical knowledge training in accordance with the requirements of the AOPA Syllabus for the Intermediate Aerobatic Certificate and has reached the skill level required for a Competency Test.
Instructor’s Name ...... Signature ......
Aircraft Type: ...... ------FLIGHT COMPETENCY TEST
Instructor’s Name (BLOCK CAPITALS) ......
Signature ...... Date ......
I certify that the above named candidate has successfully completed the Flight Competency Test for the AOPA Intermediate Aerobatic Certificate.
------AOPA Office use only YES NO Fee received Log Book required Letter sent ...... Recommended for issue
Signed ...... Date ......
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AOPA INTERMEDIATE AEROBATIC CERTIFICATE COMPETENCY TEST FORM
General Handling & Manoeuvres Pass Fail Comments & Queries for Debriefing
Engine/airframe – knowledge of limitations and safety aspects Pre-flight Procedures Full Roll on Climbing 45° line Precision Inverted Spin from level deceleration or after climbing line Inverted Steep Turn through at least 180° Half Outside Loop upwards Stall Turn with half vertical roll Humpty-Bump with quarter rolls up/dn Rolling Turn in or out Flick Roll, Half Flick Eight-point Roll Avalanche Square Loop Intermediate Sequence – recommended 8 to 10 Figures§
Overall Airmanship
FINAL ASSESSMENT PASS
FAIL Ideally this will be the current BAeA Intermediate Known sequence, see: http://www.aerobatics.org.uk/sequences/sequence.htm
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Appendix 20 – IMC/IR(R) Pre-flight PowerPoint briefings
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Appendix 21 – UK IMC Rating Course Approved Syllabus produced by AOPA
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