Revised 25 May 2012

Lesson 1 Time: 50 mins

LCol Appels

Air Standardsand

Course Standards

Introduction• Welcome to the Tow Conversion Course and the start of

your training as a Glider Tow Pilot

• Your Mission: To safely, efficiently, and consistently place gliders at their designated release point and release altitude.

• A few key points:

• You are in a support role• You are here to facilitate glider pilot training / familiarization flying• The majority of our glider pilots are very young and inexperienced• The more you know about glider ops, the better tow pilot you’ll be• REMEMBER - It’s all about the glider!!

ACGP Program Overview

• Nationally controlled, Regionally delivered program

• Spring and Fall Familiarization Flying Program• Summer Glider Pilot Training Program• Staff Training (Glider Instructor and Tow Pilot)• Conversion Courses (Power, Soaring, Winch)

• Approximately 55,000 glider flights annually (7,000 in British Columbia)

• 320 glider pilots trained annually (45 in BC)

Program Overview• ACGP partnership between DND and ACL

• Contract for Goods and Services between DND and ACL• Aircraft owned by BC League• Operational Control of aircraft assigned to DND• Maintained to TC standards by AMEs (DND Employees)

• Four Gliding Wings in BC

• GWOpsO report to RCA Ops O thru D/RCA Ops O

• Split Reporting Relationship• RCA Ops answers to DCdts and 2 Cdn Air Div for flying operations• RCA Ops subordinate to CO RCSU (Pac) for all other matters

Orders and Instructions• ACGP Orders and Publications

• A-CR-CCP-242/PT-005 ACGP Manual• A-CR-CCP-244/PT-005 Tow Aircraft Conversion Course• L19 Aircraft Operating Instructions (AOI) & Checklists• C182 Aircraft Operating Instructions (AOI) & Checklists• RCA Ops (Pac) O&I Volume 2 – Regional Flying Orders• RCA Ops (Pac) O&I Volume 2 Annex A – Local Flying Orders• Pilot Information Files (PIFs)

• Related Orders• A-GA-135-001/AA-001 Flight Safety for the CF• A-PD-050-001/PF-001 Flight Instructor Manual• B-GA-100-001/AA-001 CF Flying Orders• 19 Wing Flying Orders (for RGS Operations)

A-CR-CCP-242/PT-005• Gliding Program Manual

• 2 Cdn Air Div / ACGP SET

• Details the standards, SOPs, and training for the Air Cadet Gliding Program

A-CR-CCP-242/PT-005

Ch 1 – Air Standards

Ch 2 – SGS 2-33 AOI’s and Gliding SOPs

Ch 3 – Glider Pilot Course – Trg Plan

Ch 4 – Glider Instructor Course

Ch 5 – Conversion Courses

Ch 6 – Manual of Glider Flight Training

A-CR-CCP-242/PT-005

• You MUST be familiar with all relevant sections of the 242, specifically:

– Chapter 1 – Air Standards– Chapter 2 – Standard Operating Procedures

• This will be examinable material on your Open Book and Closed Book Exams

Aircraft Operating Instructions

• Provide mandatory operating instructions and information regarding the L19 or C182

• Part 1 – Aircraft Description• Part 2 – Normal Procedures• Part 3 – Emergency Procedures• Part 4 – Operating Limitations

• Appendices – Performance Data

Regional Flying Orders

• RCA Ops (Pac) O&I Volume 2

• Issued by RCA Ops O

• Compliments and amplifies 242

• May be more restrictive than 242 but may not contravene

• All personnel must read and sign annually to signify understanding and compliance

Local Flying Orders

• RCA Ops (Pac) O&I Vol 2 – Annex A

• Issued by RCA Ops O

• Provides detailed SOP related to a specific location

• Airfield layout• Primary / Alternate landing areas• Off-Field Landing Areas• Traffic Patterns• Tow Patterns• Flying Training Areas• ATC procedures• Emergency Response Plan

• Must sign annually as having read and understood

Pilot Information File (PIF)• Maintained at all RGS and Gliding Sites

• Contains supplementary operational, training, maintenance, flight safety data that are not available in existing publications

• Temporary in nature

• Pilots to sign as having read to signify understanding and compliance

Your Mission…• You are responsible for reading, understanding, and

following all applicable orders (CAR, 242, O&I Vol 2)

• Know the Local Flying Orders, including practice areas, tow patterns, and standard operating procedures

• As tow pilots, you should also understand operations at the OTHER end of the tow rope!!

• Legal Disclaimer: Willful or negligent violations of orders may result in grounding and possible disciplinary action

Pilot Training Record (PTR)• Nationally mandated record keeping

• RCA Ops Stds O maintains PTR on all personnel involved in flying operations in the ACGP

• TC Licenses and Medical Certificate

• ACGP Qualifications

• Related Qualifications (DND 404, First Aid, VSS/PRC)

• Results of flying training courses

• Results of APC Exams and Flights

• Results of Currency, Proficiency, and Upgrade flights

• Flying Times summary

Air Standards – Tow Pilot• Qualified Tow Pilots may be authorized by

the RCA Ops O to

1. Conduct local towing at gliding sites & RGS2. Conduct cadet famil & demo flights in tow aircraft

• Must have at least 75 hrs PIC on type prior to being authorized to conduct demo flights during towing operations

• Must be trained and qualified to conduct cross country towing operations

Air Standards - Medication• 242 and B-GA-100 prohibit aircrew from

using any drug without supervision of a flight surgeon or CAME

• 242 identifies a limited number of OTC and prescription medications that may be take without any restriction (including acetaminophen – Tylenol)

• Rule of Thumb – never self medicate!

Air Standards - Alcohol• Alcohol and airplanes don’t mix.

• B-GA-100, the 242, O&I Vol 2 and CARs all prohibit flying under the influence of alcohol

• This is a “cardinal sin”, and breach of orders related to alcohol and flying duties will result in immediate termination of employment.

Air Standards - Alcohol• No consumption within 12 hours prior to flight

• No consumption within 8 hours prior to duty

• Consumption within 24 hours of flying shall:

• Be of a moderate amount

• Be consumed at a rate which will ensure complete body clearance before duty (ie: BAC = 0)

• Not affect subsequent flying performance based on a full work day period (ie: no hangover)

Prohibited Manoeuvres

• Any / All Aerobatics are PROHIBITED

• Close Formation Flying is PROHIBITED

• Unnecessary Low Flying is PROHIBITED

Air Standards – Duty Limits• Duty day commences on reporting for ground or flight

duty, and ends when released from duty

• Duty Day shall not normally exceed 12 hours, followed by 12 hours of crew rest

• Under no circumstances shall Duty Day exceed 14 hours, which is normally followed by 14 hours of crew rest

• Under exceptional circumstances, the CO RGS or Gliding Site Comd may declare reduced crew rest, provided that 8 hours of uninterrupted rest is assured.

Air Standards – Duty Limits• Max Continuous Cockpit Time of 2.5 hours

• Cross Country Flights excepted• Normal Tow Shift duration 1.5 – 2.0 hours• 30 minutes rest after each 2 hrs of cockpit duty time

• Max Daily Instructional Flight Time – 5 hours

• Max Daily Flight Time – 8 hours (cross country excepted)

• 30 Day Maximum (all sources) – 120 hours

• 90 Day Maximum (all sources) – 300 hours

• 12 Month Maximum (all sources) – 1,000 hours

Air Standards - Currency

• Tow pilots must maintain 60 day currency on-type

• Check and Standards Pilots must maintain 90 day currency on-type

• Currency must consist of at least one takeoff, circuit and landing “at the controls”

Air Standards - Currency• Re-Currency - 60 to 180 days:

• Review all Critical Emergencies• Require one review mission with Check or Standards Pilot• Proficiency Check Flight (may be c/o with the review mission)

• Re-Currency - 181 to 365 days:• Review all critical emergencies• Open Book & Closed Book exams must be written• Require one review mission with Check or Standards Pilot• Proficiency Check Flight (may be c/o with the review mission)

• Re-Currency - > 365 days:• Refresher Ground School• Open and Closed Book Exam must be written• Review Flight(s) as required• Complete Annual Proficiency Check

Annual Proficiency Check• Ground Lectures

• SOPs, AOI’s, Standards, Normal & Emergency Procedures, Regional and Local Flying Orders, review upset/ground loop phenomena

• Changes to Flying Orders

• Open and Closed Book Exams

• Flight Check• Aircraft Handling and Glider Towing• Progress Card sign-off• Log Book sign-off

Air Standards – Flying Clothing• Tow Pilots shall wear “protective flight clothing” per

Scale of Issue CFS 8, D08-113AD

• CF Flight Suit (1 piece or 2 piece)• Leather Boots (flight boots / combat boots)• Flying Gloves (optional)

• Concept of Dual Layering for fire protection:

• Essential to wear 2 layers of clothing to maximize fire protection

• Next-to-skin layer to be non-synthetic material (cotton)

• Additional layer of proper underclothes enhances fire protection by order of magnitude greater than flying suit alone

Tow Conversion - Prerequisites• Eligible Member - Reg, Res, CIC, CI (restricted)

• Active with Gliding Site

• Valid PPL, CPL, or ATPL

• Current Cat 3 Medical Certificate

• L19 - Minimum 150 hrs PIC – Aeroplanes

- Tail Dragger experience recommended

• C182 – Minimum 100 hours PIC – Aeroplanes

• Meet all TC Currency and Recency requirements

• Minimum 5 hrs PIC in previous 12 months

Tow Conversion – Ground School• QS requires 6 Lectures• Ground School consists of 10 Lectures

1 - Course Standards & Air Standards2 - Regional & Local Flying Orders3 - Aircraft Systems and Aircraft Performance Data4 - Tail Dragger Handling (L19 Conversion only)5 - Aircraft Normal Operating Procedures6 - A/C Emergency Operating Procedures7 - Glider Towing Normal Procedures8 - Glider Tow Emergency Procedures9 - Threat and Error Management10 - Review of Past Flight Safety Incidents

• Open Book Exam (85% pass mark)• Closed Book Exam (85% pass mark)

Tow Conversion – Flying• 12 Air Lessons

• 5 Dual Instructional Trips• 5 Solo Trips• Aircraft Handling Flight Test• Glider Towing Checkout and Flight Test

• Approximately 8.5 hours Dual

• Approximately 5.0 hours Solo

Tow Conversion – Progress Cards

• Each sequence is graded on a Progress Card

• Air exercises taught / flown are graded against Proficiency Level standards

• Each candidate has a progress card binder

• Binder contains a summary sheet at front to be kept up-to-date

Proficiency Levels (PL)

• PL5 - completed task without assistance & without error

• PL 4 - completed task without assistance, only minor errors, self-analyzed/corrected

• PL3 - completed task with minor errors requiring minimal verbal cues to analyze/correct

• PL2 - completed task but required verbal and/or minor physical assistance to avoid major errors. Further practice required

• PL1 - incapable of completing task, required verbal and/or physical assistance to avoid major errors

Course Standards – PL’s• PL3 is required on all sequences prior to

solo flight being authorized

• Flight Test requires PL4 on all critical exercises

Course Standards - OFR

• Each flight will be assigned an Overall Flight Rating (OFR) based on whether you meet the required PLs for that flight

• Standard Exceeded• Achieved Standard• Achieved Standard with Difficulty• Marginal• Unsatisfactory

Tow Qualification• The RCA Ops O may grant the Tow Pilot Qualification

provided that:

• Candidate has successfully completed the Tow Conversion Course

• Candidate has passed Aircraft Handling Flight Test and Glider Towing Flight Test to required standards

• Candidate has completed at least 10 glider tows (may be reduced to 5 tows for candidates who are also qualified glider pilots)

Revised 24 May 2012

Lesson 2 Time: 50 mins

LCol Appels

RCA Ops (Pac) O&I Volume 2

Regional Flying Orders

Remember Your Mission…• Reading, understanding, and following all

applicable orders:

• A-CR-CCP-242/PT-005

• RCA Ops (Pac) O&I Vol 2 – Regional Flying Orders

• Comox Local Flying Orders (RGS)

• Gliding Site Local Flying Orders

O&I Vol 2 - Highlights• Authority for Flight

• ALL flights must be authorized by RCA Ops O or Deputy• Published flying / gliding schedule is authorization for flight• Other flying requires prior authorization of RCA Ops O or Deputy

• Daily Ops Briefings• A daily ops briefing is required prior to start of all flying ops

• Launch Control Officer (LCO)• LCO is required for all flying operations with limited exceptions

O&I Vol 2 - Highlights• Pilot Log Books

• All pilots shall maintain current log books

• All pilots shall have their personal logbooks available for inspection prior to flying at any gliding site.

• Annual proficiency checks, currency checks and upgrade checks shall be annotated in log book

» Adhesive Stickers applied to appropriate page, » particulars of training completed » signed by the Check or Standards Pilot

O&I Vol 2 - Highlights• Minimum Fuel

• There is NO EXCUSE to run out of fuel…

• Be conservative – if in doubt, refuel

• Remember, aircraft fuel gauges are inherently unreliable

• L19 – No Takeoff when either fuel gauge in the “No Takeoff” arc

• C182 – No Takeoff with less than 15 USG total remaining, or when a low fuel alert has been triggered on the ground or in level flight

O&I Vol 2 - Highlights• Tow Rope Lengths

• Minimum rope length specified for different towing operations

• A loop of coloured tape shall be applied to the tow plane end of the rope just below the end of the splice to indicate length

• The colour of the tape will be as follows:

» 400’ – RED – Cross-Country

» 300’ – GREEN – Training

» 200’ – BLUE - Familiarization.

O&I Vol 2 - Highlights• Famil / Demo Flying in Tow Aircraft

• Under conditions where gliding operations not possible, tow aircraft are used to conduct famil / demo flights

• For Demo flights in tow aircraft during glider towing, the PIC must have at least 75 hours PIC on type

• Tow aircraft familiarization flying is prohibited in weather below VFR minimum (SVFR is not authorized)

• The embarkation / disembarkation of passengers from an aircraft with a running engine is authorized under specific conditions

O&I Vol 2 - Highlights• Weather Minima for tow aircraft:

• VFR Operations shall conform to CARs

• VFR OTT is prohibited

• SVFR is prohibited for Glider Tow and Famil / Demo

• Night VFR must be pre-authorized by RCA Ops O or Deputy. Pilots must be night rated and current for night operations

O&I Vol 2 - Highlights

• Weather Hazards• Watch for hazardous weather• Low Vis / Low Ceiling / Precip / Convective Activity• Watch for shifting or increasing winds• Tow pilots shall notify SC / LCO of changing

conditions and potential hazards

• Cross Country Flights• Flight plan required on all flights >25NM• Tow rope length is 400’ (minimum 300’)• Tow rope shall not have weak link• Tow rope to be used for maximum of 10 tows

O&I VOl 2 - Highlights• Area Checks

• Pilots new to a specific operating location must complete an Area Check with a Check or Stds Pilot

» Briefing on Local Flying Orders» Local Flight» Log Book Entry

• Intended to ensure that you are familiar with local operating procedures

PIFs

• Review Current PIFs

RGS Flying Orders

• O&I Vol 2 Chapter 9 – RGS (Pacific)• Read and Heed

• O&I Vol 2 Annex A – Appendix 1 - Comox • Read and Heed

CFB Comox

• Lots of military traffic…

• Lots of civilian (commercial) traffic…

• Be familiar with what to watch for and expected arrival and departure paths

CFB Comox Operations• The Comox Control Zone is Class D airspace subject to

ATC Control

• To ensure safety when mixing military and commercial traffic with glider operations, specific procedures are established for gliding ops.

• Details regarding Comox Gliding Operations are provided at O&I Vol 2 Annex A Appendix 1 – Comox

Civilian Training Areas

- Flight Training Units operate from Courtenay Airpark, Campbell River, and Qualicum Beach

- Local Practice Areas frequently used

• Elev -- 84 ft• Rwy -- 18 / 36 5,000 ft• - 12 / 30 10,000 ft• Freqs - ATIS - 118.6

- GND - 119.75- TWR - 126.2- TML - 123.7

• RH Ccts 30 and 36Helipad 1

Helipad 2

Helipad 3

Glider HangerBox 18 / 36

Box 12 / 30

QRA Arrestor Gear

Arrestor Gear

Aerodrome LayoutRunway 18 / 36

Runway 12 / 30

Taxiway “F”

Taxiway “E”

Taxiway “D”

Taxiway “A”

Taxiway “B”

Taxiway “C”

“Abandoned” Runway

Comox – Circuit Ops• Normal Circuits

• Circuit height for non-jet aircraft = 1000 ft ASL

• Circuit height for jet aircraft = 1500 ft ASL

• RH Circuits for Runway 30 and 36 (unless otherwise directed by ATC)

• Circuits to Taxiway Alpha• ATC Approval required

• Circuit normally conducted to the SOUTH side of Alpha

Comox Ops - Highlights• 19 Wing Flying Orders require all powered aircraft to

contact Ground for clearance to start engines

• Do not overfly the QRA at low altitude

• Do not over-fly sensitive areas below 1500 ft AGL• Explosives Storage Area (Bomb Dump) • Explosive Ordinance Disposal Site (EOD Site) – When Active• 25 Meter Range – When Active

• Watch for Arrestor Cables on 12 / 30• ATIS and ATC Notifications of cable status• Land BEYOND them if using 12 or 30

Gliding “Boxes” - Comox• Box 18 / 36

• Gliders land on grass adjacent to Rwy• Gliders / Tugs launch from west side of main runway• Tugs land on centre of main runway

• Box 12 / 30• Gliders land on grass between Rwy 12 and Taxiway Alpha• Gliders / Tugs launch from Taxiway Alpha• Tugs land on Taxiway Alpha

RGS Flying Orders

Ground Operations

ATC Procedures - Gliders

ATC Procedures – Tow Planes

TUGG Call Signs / XPDR Codes

- Tugg 1 (C182 C-FCGS) – 0171

- Tugg 2 (C182 C-FTUG) – 0172

- Tugg 3 (C182 C-FTRY) – 0173 (Not Operational)

- Tugg 4 (C182 C-FOAR) – 0174 (Not Operational)

- Tugg 5 (L19 C-GKNK) – 0175

- Tugg 6 (L19 C-GRGS) – 0176

- Tugg 7 (L19 C-FTAL) - 0177

“Uncontrolled” Operations

Hold On Tow

Runway 36 Procedures

Box 36 Practice Area

Alpha 12 - Procedures

Box 12 Practice Area

Alpha 30 - Procedures

Box 30 Practice Area

Towing – Climb Sectors

Towing – Departure Orbits (Optional)

Revised 28 May 2012

Lesson 3A Time: 50 mins

LCol Appels

C182 Aircraft Systems

Outline• Aircraft General Description • Engine and Propeller• Lubrication System• Fuel System• Electrical System• Flight Controls• Instruments• Communications and Navigation • Heating Ventilation & Defrosting• General Equipment• Emergency Equipment

C182 - General• Four place single engine aircraft built by Cessna Aircraft

• Tricycle Gear

• Semi-monocoque all-metal construction with high wing

• Heavily modified for Glider Towing ( > 30 major and minor mods )

Special Modifications• Aerodynamic Modifications

• Wing Leading Edge Cuffs (increased chord, airfoil shaping)• Wing Tip Extensions with washout (18 inches each side)• Vortex Generators (Wing, VStab, HStab)

• Power Plant• Air Plains / Continental IO520D Engine• Hartzell 3 Blade CS Prop

• Other Mods• Beefed Up NLG Fork• Bubble Windows and Skylight Windows• Electronic Engine Monitoring System • “Militarized” Cockpit• Gross Weight Increase

Dimensions

• Overall length 28 ft 6 inches

• Wing span 39 ft 7 inches

• Height 8 ft 6 inches

• Max Ramp Weight – 3110 lbs• Max Takeoff Weight – 3100 lbs• Max Landing Weight – 2950 lbs

Cockpit Layout

Power Plant

• Engine

• Continental IO520D• Six-cylinder• horizontally-opposed• Fuel Injected• 300 BHP @ 2850 rpm

• Propeller• Hartzell PHC-G3YF-1RF• 3 Bladed / 78 inch diameter• Constant Speed• Engine Oil as hydraulic medium

Power Plant Controls

• Plunger Type

• Centre Console

• Alternate Air• Throttle• Prop Control (vernier)• Mixture (vernier)

Engine Instruments• Engine Data Management System (EDMS)

installed in place of conventional instruments

Engine Parameters

• Tachometer (prop RPM)• Manifold Pressure• Cylinder Head Temperature• Exhaust Gas Temperature• Oil Temperature• Oil Pressure

Other Parameters

• Percent BHP• Volt Meter / Ammeter• Fuel Quantity (gauges)• Fuel Flow Rate (sensor)• Fuel Totalizer• Carburetor Air Temperature• Outside Air Temperature• Hobbs Meter

EDM 930 – Key Features• Color coded analogue and digital displays

• Secondary display through Remote Auxilliary Display (RAD on LHS of panel)

• RPM and MP• Alarms (when active)

• Provides alarms when operating limits exceeded• Color Coded Indications• Master Alarm on EDM 930 and RAD• Visual only – no audio

Engine Cooling

• Engine is air cooled

• Cooling rate can be controlled by mechanical cowl flaps

• Control lever on centre pedestal

Engine Lubrication• Cooler, pump, sump, and interconnecting lines

• Capacity 12 quarts

• Normal operating level 11-12 quarts. • Top up when oil level drops below 10 quarts• Minimum oil level is 9 quarts

• Dipstick and filler cap - left-hand side of engine

• Recommended Oil 20W50 for winter operations25W60 for high temperature operations

Oil – Dipstick

Oil – Filler Cap

Fuel System• Two vented bladder tanks (one in each wing)

• 80 USG total fuel capacity (480 lbs)• 75 USG useable fuel (450 lbs)• 2 x float type fuel gauge (displayed on EDM 930)

• Key features• 3 position fuel valve (L / R / Both) • Single Vent system• Electric Prime via Auxiliary Pump• Tank Drains (3) + engine strainer drain• Feeder Tank with Emergency Shutoff Valve• Fuel Totalizer and Fuel Flow Rate Indications (EDM 930)

Refueling

• Only acceptable fuel is 100 LL

• During refueling, set Fuel Selector Valve L or R to prevent cross feeding

• During refueling, you must use a ladder or a step stand

Ignition System• Dual Magnetos• Independent of electrical system• Mag Switch (key) on front instrument panel

Electrical System• 28 Volt DC electrical system

• Power Generation / Storage• 24 Volt / 60 amp alternator• 24 Volt / 11 amp-hr lead-acid battery • Approx 30 minutes emergency power with normal VFR load

• Power Control• Master Switch (Split Rocker Alternator / Battery)• Circuit Breakers (instrument panel)• Voltage Regulator • Ammeter / Voltmeter (EDM 930)• Alternator Warning (EDM 930)

Aircraft Lighting

• Taxi / Landing Lights

• Wing Tip Pulse Lights

• Navigation lights

• Wing Tip Strobe lights

• Interior Lights

Wing Tip Pulse Lights• High Intensity Discharge (HID) Lights

• X – Both lights OFF• S – Starboard light ON• P – Port light ON• S+P – Both lights ON• A44 – lights alternate at 44 pulses / min• B44 – both lights flash at 44 pulses / min• A88 – lights alternate at 88 pulses / min• A120 – lights alternate at 120 pulses / min

Electrical System Controls

Flight Controls

• Manual flight controls (dual left and right)

• Yoke• Rudder Pedals with Steerable Nose Wheel and Toe Brakes

• Control Locks (pin through pilot’s control yoke)

• Elevator Trim• Rudder Trim

• Electric flaps (0 to 35 degrees)

Flap Switch

Trim

• Elevator Trim

• Rudder Trim

Brakes

• Hydraulic disc brakes on each main wheel

• C182 is a heavy aircraft, braking will be much less effective than you’re used to on C150 or C172

• Parking Brake is controlled by using the handle under the RH side of the pilot’s instrument panel

Flight Instruments

• Standard “6 Pack”

• Electric Instruments• Turn-and-slip

• Vacuum Instruments• Attitude indicator• Direction indicator

• Pitot-static Instruments (ASI, Altimeter, VSI)

Cabin Heat and Vent• Heater muff attached to exhaust manifold,

controlled from plunger control in front cockpit on RHS instrument panel

• Cabin Heat

• Cabin Fresh Air

• Windscreen Defrost

• Fresh Air vents (wing roots)

Cabin Heat and Vent Controls

Avionics

• Avionics Master Switch

• Garmin GMA340 Monitor Panel / Intercom

• Garmin SL40 VHF Transceiver

• Garmin Aera 500 VFR GPS

• Garmin GTX 327 Transponder (Mode C)

Audio Panel

GPS

Radio

Transponder

Monitor Panel

• Select radio(s) to monitor • Select radio to transmit• Intercom controls (separate pilot & copilot)• Select NAVAIDS (feature not enabled)• Marker Beacon (feature not enabled)

Garmin SL40

• COM 1 on Monitor Panel• Dual Frequency Flip-Flop VHF Radio• Can monitor Standby frequency

Garmin Aera 500 GPS

• VFR GPS• Moving Map Display• Extensive Data Base• Point to Point or Route Navigation• Terrain Hazard Warning Feature

Garmin GTX 327 Transponder

• Mode C Function

• Keypad selectable Squawk Code

• Selectable Functions including count up and count down timers (FUNC, START/STOP, CLR)

ELT• 406 MHz Emergency Locator Transmitter

• Located in rear fuselage behind rear seat• Auto activated by sudden deceleration• 2 Position switch (Arm, On) on LLHS Instrument Panel

Tow Hook and Release

• Tost Tow Hook System

• Rear Mounted• Mounted to tow bridle below empennage

• Emergency Release System

• Cable release• Release handle centre of instrument panel • Pull handle aft with a firm tug

Glider Release Handle

• Centre Console

• Pull to Release

Fire Extinguisher

Other Safety Equipment

• Life Preservers

• Constant Wear for operational aircrew• Emergency vests in pouches in wing root panels –

for actual emergency use only

• First Aid Kit – Baggage Compartment

• CO Detector – Chemical Sensor on Panel

• Survival Kit – Mission Kit carried when required

Revised 28 May 2012

Lesson 3B Time: 30 mins

LCol Appels

C182

Aircraft Performance Data

Weight and Balance

• Maximum Ramp Weight – 3110 lbs• Maximum Takeoff Weight - 3100 lbs• Maximum Landing Weight – 2950 lbs• Basic Empty Weight – approx 1850 lbs• Max Fuel Weight (75 USG) – 450 lbs• Useful Load – approx 1360 lbs

• Use current Weight and balance data from Aircraft Journey Log

Takeoff Performance

• AOI Charts extracted directly from C182 POH and various STCs / Supplemental Data

• Charts are conservative, as they do not reflect extensive modifications.

• Actual performance will be better than specified.

• Typical Ground Roll (SL, 2500 lbs, OAT 20C)

Normal Ground Roll = 800 ftGround Roll on Tow = 1200 ft

Climb Performance

• AOI Charts extracted directly from C182P POH and various STCs / Supplemental Data

• Charts are conservative, as they do not reflect some aerodynamic enhancements.

• Actual performance will be better than specified

• Typical Rate of Climb:

Typical ROC at 2500 lbs = 1500 fpmTypical ROC at MAUW = 1000 fpmTypical Air Tow ROC = 700 – 900 fpm

Cruise Performance

• Tables from AOI reflect actual aircraft performance as evaluated during ATP

• Tables for

• 2,000ft ASL• 4,000ft ASL• 6,000 ft ASL• 8,000 ft ASL• 10,000 ft ASL

Example – Cruise Performance – 2,000 ft MSL

Example – Cross Country Towing

Landing Performance

• AOI Charts are not available. Landing performance data is extracted directly from C182P OEM POH

• Charts are conservative, as they do not reflect extensive modifications.

• Actual performance will be slightly better than specified

• Typical Landing Performance (SL, 2950 lbs, OAT 20C, no wind)

Ground Roll = 600 ft50 ft Obstacle = 1400 ft

Vne – Never Exceed Speed 180 MPH IAS Unless NotedMaximum Window Open Speed 120 MPH

Va – Manoeuvring Speed (MAUW) 126 MPH @ 3100 lbsVfe – Maximum Flap Speed – 0 to 10 162 MPH

Vfe – Maximum Flap Speed – 11 to 40 110 MPHVs – Stall – Flaps Up – 3100 lbs 58 MPH IASVs – Stall – Flaps 20 – 3100 lbs 53 MPH IASVs – Stall – Flaps 40 – 3100 lbs 50 MPH IAS

Vr – Liftoff Speed 60 MPHVx – Best Angle Climb Speed – 3100 lbs 63 MPH 20 deg FlapVy – Best Rate Climb Speed – 3100 lbs 90 MPH Flaps Up

Normal Climb Speed 110 MPH Flaps UpNormal Air Tow Speed 70 MPH Max 98 MPH

Best Glide Speed 80 MPH Flaps UpDownwind Speed 125 MPH Typical

Approach Speed (Flaps Up) 80 MPHApproach Speed (Flaps 20) 75 MPH Normal ConfigApproach Speed (Flaps 40) 70 MPH

Demonstrated Crosswind Limit - Takeoff – 20 KTS / Landing - 15 KTS

Stalling Speeds

ConditionAngle of Bank (degrees)

0 30 60

MAUW

Flaps Up 58 66 92

Flaps 20 53 60 84

Flaps 40 50 56 82

NOTES: 1. Speeds at 3100 lbs2. Speeds in MPH CAS3. Speeds are for Stock C182P. Actual stall speeds will

be lower due to aerodynamic modifications4. Aircraft does not exhibit conventional stall behaviour5. Stall Warning Horn – Activates 5-10 MPH before stall

Engine Limitations

• Maximum RPM -------------------- 2850• Maximum Continuous RPM ---- 2700• Normal RPM Range -------------- 2250 - 2700

• Maximum Manifold Pressure -- Full Throttle• Maximum Continuous MAP ---- 28.8”• Normal MAP Range ------------- 15” – 25”

Caution – Do not exceed 20” MAP below 2250 RPM

Engine Limitations

• Oil Pressure• Minimum (at idle) ----------------- 10 psi• Normal Operating Range ------ 30 – 60 psi• Maximum (cold oil) --------------- 100 psi

• Oil Temperature• Minimum for Run Up ------------ 75 deg F• Minimum for Take Off ----------- 75 deg F• Maximum --------------------------- 240 deg F

Engine Limitations• Cylinder Head Temperatures

• Min CHT for Runup and T/O -- 200 deg F• Normal Operating Range ------ 200 – 400 deg F• Maximum -------------------------- 460 deg F

• Exhaust Gas Temperatures• Normal Operating Range ------ 1000 – 1500 deg F• Optimum Mixture (Typical) ---- 1100 – 1300 deg F• Maximum --------------------------- Not Specified

• Suction (Vacuum Pump)• Minimum --------------------------- 4.5 in Hg• Maximum -------------------------- 5.5 in Hg

Other Flight Limitations• Maximum Landing Weight is 2950 lbs **

• Flight Load FactorsFlaps Up ------------- + 3.8 / -1.5Flaps Extended ---- +2.0 / 0

• Aerobatics are PROHIBITED

• Deliberate Spins are PROHIBITED

Maintenance• 50 Hour Check (Supplementary Check)

• 100 Hour Check

• 200 Hour Check

• 10% extension can be auth by RCEngO

• Out of Sequence Items

• Lifed Items (Listed in MCM)

Revised 28 May 2012

Lesson 3A Time: 50 mins

LCol Appels

Constant Speed Propand

EDMS

Outline• Constant Speed Propeller Operation

• Engine Power Management

• Engine Data Management System (EDMS)

Power Plant

• Engine

• Continental IO520D• Six-cylinder• horizontally-opposed• Fuel Injected• 300 BHP @ 2850 rpm

• Propeller• Hartzell PHC-G3YF-1RF• 3 Bladed / 78 inch diameter• Constant Speed• Engine Oil as hydraulic medium

Power Plant Controls

• Plunger Type

• Centre Console

• Throttle• Prop Control (vernier)• Mixture (vernier)

• Fixed pitch propellers are optimized for specific regimes of flight (climb or cruise)

• Coarse Pitch Propeller

• Will move farther forward in one turn. • Will give higher top speed• Well suited for cruise

• Fine-pitch Propeller

• Generates more thrust at low speeds. • Suited for take off and climb.

Constant Speed Propeller• A fixed pitch prop is optimized for ONE phase of

flight

• A Constant Speed Propeller would allow the pilot to adjust pitch in flight to provide improved performance in each phase of flight.

• The analogy of controlling propeller pitch is like changing gears in your car:

Advantages of CS Prop

• Reduced Take-Off Roll and Improved Climb Performance. • Fine Pitch, Higher RPM, Maximum Power Output

• Improved Fuel Efficiency and Greater Range.

• Higher Top Speed. • Coarse pitch, ensures engine does not over-speed while the propeller

absorbs high power, producing a higher top speed

• Steeper Descent and Shorter Landing Roll.

Constant Speed PropPilot selects / sets the desired RPM using Prop Control

A Speed Governor senses prop RPM, and automatically changes prop pitch to maintain constant rotational speed

CS Prop Operation1. Pilot sets prop to operate at a particular

RPM (optimized for the phase of flight) and sets throttle to get desired thrust

2. If torque (drag) drops (less torque means less thrust), prop will tend to speed up…

3. If torque increases (more thrust), prop will tend to slow down…

CS Prop Operation (cont’d)

4. Governor senses RPM change and uses hydraulics to adjust blade pitch to maintain RPM

• Engine Oil used as hydraulic medium• Prop blade angle increased by oil pressure• Prop blade angle decreased by centrifugal force and

return spring• Governor controls valve that will increase or

decrease pressure to maintain desired blade angle

5. Loss of oil pressure blades will go to fine

Power Management • Aircraft Power managed by combination of throttle

setting and propeller pitch.

• Propeller RPM - Prop Control– Related to Prop Blade Pitch– Fine Pitch (high RPM) for takeoff and climb– Course Pitch (low RPM) for cruise

• Manifold Pressure - Throttle– Pressure of fuel/air mixture induced into engine cylinders.– A direct measure of engine power

Power Management• The pilot must choose the appropriate propeller speed for

different phases of flight.

• Take-Off, Climb, Landing, O/S – High RPM (Fine Pitch)• High RPM (Fine Pitch) is used for high power / low airspeed conditions. • Take-Off and Maximum Performance Climb (maximum thrust)• Landing (increased drag on landing, and ready for a go-around if req’d)

• Normal Climb, High Speed Cruise – Medium RPM

• Max Range Cruise – Low RPM (Course Pitch) • low fuel consumption and longer range, while the advantages of low

noise and low engine wear are also enjoyed.

Power Management• When changing power settings, you must follow

the correct sequence of adjusting prop RPM and throttle setting

• Risk of exceeding engine limits (max 20” MAP at prop RPM less than 2250)

• Increasing Power• Set Prop RPM first, then apply throttle

• Reducing Power• Set throttle first, then set prop RPM

C182 Standard Prop Speeds• Take-Off / Landing / Overshoot

• 2850 RPM (Full Fine)

• Climb• Glider Towing – 2700 RPM (Full Fine) / Full Throttle• Max Performance - 2700 RPM (Full Fine) / Full Throttle• Normal Climb – 2700 RPM (Full Fine) / Full Throttle• Noise Abatement – 2500 RPM / FT

• Cruise (4000 ft ASL)• Fast Cruise – 2500 RPM / 25” MAP• Normal Cruise – 2400 RPM / 24” MAP• Circuit (approx 125 MPH) – 2400 RPM / 20” MAP

CS Prop – Challenges• Transition from fixed pitch prop to CS prop

• Understanding the mechanics of operation of CS Prop

• Managing power using RPM and MAP vice RPM only

• Remembering “Standard” power settings

• Sound cues… power reduction may not result in change in engine noise

Engine Mgmt - Mixture• For extended ground operations, aggressively

lean the mixture to prevent plug fouling. Ensure mixture is reset to RICH prior to takeoff

• For take-off, set mixture RICH.

• For high DA takeoffs at elevations above 3000’, set brakes and apply full power and lean mixture for max power prior to takeoff

Engine Mgmt - Mixture• During Climbs over 3000 feet, progressively

lean mixture to maintain take-off EGTs(approx 1100 – 1300 deg F)

• During Cruise, lean mixture using EDM 930. Lean to 50 deg Rich of Peak (RoP)

• During Descent and Landing, enrich mixture

Engine Mgmt – Cowl Flaps• Cowl flaps are used to modulate air flow

through the engine compartment

• Helps maintain stable operating temps

• Proper use of cowl flaps will prevent overheating, and will prevent engine damage due to shock cooling

Engine Mgmt – Cowl Flaps• Parked – OPEN – less attractive for bird nest

• Ground Operations – OPEN – do not close cowl flaps to hasten engine warm-up

• Takeoff – OPEN

• Cruise – CLOSED

• Descent and Landing – CLOSED

• Continuous Circuits - OPEN

Power Control - Summary

• Power is managed through combination of Throttle (MAP) and Propeller (RPM)

• General Principles• Fine Pitch (High RPM) for T/O, climb, landing• Course Pitch (Lower RPM) for cruise

• Normal Operation• Increasing power, PROP then THROTTLE• Decreasing power, THROTTLE then PROP

Engine Instruments• Engine Data Management System (EDMS)

installed in place of conventional instruments

Engine Parameters

• Tachometer (prop RPM)• Manifold Pressure• Cylinder Head Temperature• Exhaust Gas Temperature• Oil Temperature• Oil Pressure

Other Parameters

• Percent BHP• Volt Meter / Ammeter• Fuel Quantity (gauges)• Fuel Flow Rate (sensor)• Fuel Pressure• Fuel Totalizer (calculated)• Outside Air Temperature• Hobbs Meter

EDM 930 – Key Features• Color coded analogue and digital displays

• Secondary display through Remote Auxilliary Display (RAD on LHS of panel)

• RPM and MP• Alarms (when active)

• Provides Alerts when operating limits exceeded• Color Coded Indications• Master Alert on EDM 930 and RAD• Visual only – no audio

Cockpit Layout

Cockpit Layout

EDM 930 – Key Features• 4 buttons on the bottom of the display box control all

features

• “Normalize Mode” for more accurate ignition system checks during run-up

• “Lean Find Mode” for more accurate determination of optimum mixture setting during cruise

• Shock cooling monitoring function

• Engine data is recorded and can be downloaded to computer and analyzed after flight

EDM 930 Instrument Display

EDM 930 – Fuel Totalizer• Setting Fuel Totalizer

• EDM930 automatically prompts you to reset fuel totalizer when electrical power is first applied

• If you set your fuel totalizer to anything OTHER than full, make sure you dip your tanks first!

EDM 930 – Fuel Totalizer• To accept previous quantity, tap EXIT

• To set totalizer to FULL, tap FILL. Display will show “Total 75”, tap YES

• To change total from current or full, tap FILL, then tap CHANGE, ADD, ADJUST. Hold +/- to increase fuel quantity, Tap +/- to decrease fuel quantity

EDM 930 – Fuel Totalizer• Fuel Totalizer is MUCH more accurate than the

fuel gauges.

• Use fuel gauges to monitor or control imbalance in fuel tanks.

• NEVER use fuel gauges to confirm fuel quantity

• Dip your tanks if you start with less than full tanks• Set the totalizer

EDM 930 – Display Modes• EDM 930 display mode can be changed to provide

specific / tailored information for a particular regime of flight.

• Auto Scan – the display will step through engine data for each cylinder in sequence. This is the default setting

• Manual Scan – if you tap STEP, you can scroll through each step in the normal scan process

EDM 930 – Display Modes• Normalize Mode –used during your runup to verify

proper EGT response during your magneto check. HOLD LF to activate Normalize Mode

• Standard Mode – once you have completed your run-up you want to go back to Standard Mode. HOLD LF again to return from Normalize Mode to Standard Mode

EDM 930 - Alarms• EDM930 has a number of pre-set alarms that will

indicate when a prop or engine limit is being exceeded

• Some alarms are:

• Max Prop RPM• Max Manifold Pressure• Max or Min Oil Pressure or Temperature• Max or Min EGT or CHT• Low Fuel Pressure• Low Fuel Quantity (less than 30 minutes)• Shock Cooling (cooling rates over 50 deg F / min)

EDM 930 - Alarms• Alarms will be displayed on the main screen, as

well as on the RAD as a blinking alarm

• There is NO audible indication of an alarm

• Do NOT become fixated or distracted by an alarm!!

• Fly the aircraft!!!• Assess when safe to do so• Take appropriate measures – Alarm Codes are listed

in checklist• Clear the alarm

EDM 930 – Clearing Alarms• Tap STEP to clear the alarm for 10 minutes

• Hold STEP to clear the alarm for the remainder of the flight (not recommended)

EDM 930 – Shock Cooling• The EDM930 will provide an alarm if the cooling

rate of the cylinders exceeds 50 deg F / min

• If you get a shock cooling alarm, you need to reduce the cooling rate

• Close Cowl Flaps• Reduce Airspeed• Increase Power

• Do NOT clear Shock Cooling Alarms – once you reduce the cooling rate it will clear on its own

EDM 930 – “Lean-Find”• One of the most valuable features of the EDMS

• Allows pilots to very precisely set optimum mixture settings for cruise flight

• SOP is to set mixture so that the engine runs at approximately 50 degrees Rich of Peak

EDM 930 – “Lean-Find”• Set Cruise Power, let engine stabilize for a minute

• Tap LF to enter “Lean Find” mode

• Begin leaning mixture continuously at ¼ turn per second

• When LF mode becomes active, the square below the hottest EGT will begin blinking…

EDM 930 – “Lean-Find”• When the peak EGT is reached, the hottest EGT

Column will start to flash and the EDM930 will normally display “LEANEST”

• Note the peak EGT

• Enrich mixture until desired EGT is achieved (50 degrees below peak)

• Tap EXIT to leave Lean-Find Mode

EDM 930 – Data Recording• EDM 930 records all engine parameters at a pre-

set rate

• Ops / Maintenance can download data after flight using a USB Drive and analyze on a computer

• Very useful tool for troubleshooting engine problems

Revised 28 May 2012

Lesson 5 Time: 50 mins

LCol Appels

C182

Normal Operating Procedures

Daily Inspection (DI)

• DI must be carried out on each aircraft each day prior to flight

• Check Journey Log (snags, ongoing problems, next inspection due, time to next inspection)

• Complete the DI per Checklist

• Complete and Sign the DI Sheet

Starting Engine

• Engine is not difficult to start• 28 VDC Starter provides good turn-over rate• Smooth starts unless extremely cold

• Priming• Electric Priming (Aux Fuel Pump)

• Extreme cold start (below freezing) – 4 to 5 secs• Normal cold start – 3 secs• Warm start – little to no priming required (1-2 secs)

Engine Power Control

• Remember, power is managed through combination of Throttle & Propeller RPM

• General Principles• Fine Pitch (High RPM) for takeoff, climb, landing• Course Pitch (Lower RPM) for cruise• Avoid over-boosting or exceeding MP limit (20”

max MAP below 2250 RPM)

• Normal Operation• When increasing power, PROP then THROTTLE• When decreasing power, THROTTLE then PROP

Leaning Procedures• This aircraft is very sensitive to proper mixture setting,

particularly when operating at high power settings

• Correct leaning procedures must be followed in all phases of flight

• Leaning cannot be accomplished using RPM method (CS Prop), and must be accomplished using Peak EGT method

• To avoid engine damage, SOP is to set the mixture Rich of Peak (RoP) to achieve EGT 50 deg F cooler than peak

Leaning Procedures (cont’d)• Ground Handling

• Normal operations set mixture FULL RICH• If extended ground idling is anticipated, mixture should be

leaned aggressively• Reset mixture to FULL RICH prior to Run-Up or Take-Off

• Take-Off• Normally set mixture FULL RICH• If taking off at high altitude (>3000 ft MSL), hold brakes, apply

full power, then lean mixture as necessary for smooth running engine and maximum power

Leaning Procedures (cont’d)• Climb

• Lean progressively to maintain take-off EGT readings (approximately 1100 – 1300 deg F)

• Cruise• After altitude, airspeed and power settings have been stabilized,

lean in accordance with “LeanFind” procedure for EDM 930

• Descent / Landing• Enrich Mixture as required, resulting in a fully rich setting prior to

landing

EDM 930 “LeanFind”

Normal Takeoff• FLAPS Flaps as required (0-20 deg, 10 deg typical)

• LINE UP Position aircraft on the centreline of the runway or other take-off area.

• THROTTLE Advance throttle smoothly and promptly to FULL power.

• BRAKES As the throttle is advanced release the brakes. To avoid dragging the brakes, slide your feet down the rudder pedals till your heels touch the floor.

Normal Takeoff (cont’d)• TAKEOFF ROLL Maintain directional control with rudder.

• Ensure normal engine performance and proper airspeed indications during initial takeoff roll

• LIFT-OFF The ease back slightly on the yoke at 60 MPH to lift-off

• Climb away at climb speed appropriate for type of takeoff

• Glider Tow – FT / 2700 RPM / 70 MPH• Best Angle Climb – FT / 2700 RPM / 63 MPH• Best Rate Climb – FT / 2700 RPM / 90 MPH• Normal Climb – FT / 2700 RPM / 110 MPH• Noise Abatement Climb – Reduce Prop RPM to 2500 RPM

Minimum Run Takeoff

• FLAPS Set flaps 20 degrees

• LINE UP Position aircraft on the centreline so maximum takeoff distance is available.

• THROTTLE Hold brakes and advance throttle smoothly and promptly to FULL power.

• BRAKES Release as engine reaches full power.

• TAKE-OFF. Normal attitude control and lift off technique to be used

Obstacle Clearance Takeoff

• Proceed as for Minimum Run Takeoff

• At lift-off, rotate to a pitch attitude that will maintain a best angle climb (63 MPH)

• Once clear of obstacle (or at safe altitude), perform post-takeoff check and establish a normal climb

Cruise • Cruise Power normally between 65% and 75% BHP

• Maximum Continuous Cruise Power = 75% BHP

• Cruise performance IAW AOI Cruise Performance Charts.

Local Area Operations • For local area operations, “standard” or “typical” power

settings can be used for simplicity of operations

• “24 Squared”

• 2400 RPM / 24” MAP / Approx 140 MPH IAS

• 1” MAP Reduction will reduce IAS by 3-4 MPH

Slow Flight• Can be practised clean or with any amount of flap.

• Establish a trimmed level-flight attitude and reduce power to idle.

• Adjust power to maintain altitude as the airspeed falls and when the stall warning horn blows add power to maintain horn speed.

• Fine trim adjustments are required to produce the accuracy desired.

• Slow flight is flown with emphasis on attitude flying- particularly during turns. Good lookout is emphasized.

Stalling Speeds

ConditionAngle of Bank (degrees)

0 30 60

MAUW

Flaps Up 58 66 92

Flaps 20 53 60 84

Flaps 40 50 56 82

NOTES: 1. Speeds at 3100 lbs2. Speeds in MPH IAS3. Speeds are for Stock C182P. Actual stall speeds will

be lower due to aerodynamic modifications4. Aircraft does not exhibit conventional stall behaviour5. Stall Warning Horn – Activates 5-10 MPH before stall

Stall Recovery

Spins• In clean, power-off configuration, the C182 does

not exhibit any dangerous spin characteristics.

• Deliberate spins are prohibited in C182.

• The recovery procedure is provided for use in the event the aircraft is spun unintentionally

Spin Recovery

Spiral Dive Recovery• Steeply banked dives which, if left unchanged,

tend to tighten. Resemble spins but they have flying airspeed. Attempting to recover using aft control column only tightens the spiral.

Forward Slips• Lose altitude without gaining airspeed

• Select bank angle and apply top rudder to maintain heading

• Can be slipped at any airspeed and configuration

• More difficult with increased airspeed or flap

• Exercise care when side-slipping as it involves cross controlling

• At higher airspeeds, slipping is hard on the aircraft• At lower airspeeds, slipping could induce a spin

Circuit Entry Speeds• This is NOT an L19. This aircraft is FAST, and takes time

(and distance to slow down)

• Typical Circuit Entry / Downwind conditions

• Flaps Up• 2400 RPM• 20” MAP• Approximately 125 MPH IAS

• Slower Circuit / Downwind

• Flaps 10 degrees• 2400 RPM• 18” MAP• Approximately 115 MPH IAS

Base Leg• Reduce power as required and turn to base leg• Select flap suitable to landing type and establish rate of descent• Establish approach speed and trim

• Flaps Up ------- 80 MPH• Flaps 20 ------- 75 MPH (Normal Landing Configuration)• Flaps 40 ------- 70 MPH

• Control airspeed with pitch and rate of descent with power

Final Approach• Turn onto final approach maintaining approach speed• Maintain runway centre line and proper glide slope. Counter drift using

wing down / top rudder technique

Landing• C182 has very conventional landing characteristics• Directionally Stable, easy to control

CAUTION

• C182 is very nose heavy and tends to land “flat”• Easy to land on nose gear first• Potential for significant structural damage

• Care must be taken to ensure that the aircraft is in the proper 2 point landing attitude prior to touchdown

Normal Landing

• Configure for 20 degrees flap / 75 MPH approach

• Fly a normal approach angle (power assisted), aiming for the runway end

• Flare and touchdown on centreline as close as possible to the start of the landing surface

• Raise flaps and apply brakes as required

Short Field Landing• Maximum performance landing with short runway

• Configure for 35 degrees flap / 70 MPH approach

• Fly a normal to slightly shallow approach angle (power assisted), aiming for the runway end

• Flare and touchdown on centreline as close as possible to the start of the landing surface

• Immediately raise flaps and apply maximum braking to avoid wheel lock-up

Obstacle Clearance Landing• Maximum performance landing with short runway

• Configure for 35 degrees flap / 70 MPH approach

• Fly a steep, power off approach to increase obstacle clearance, aiming for the runway end

• Flare and touchdown on centreline as close as possible to the start of the landing surface

• Immediately raise flaps and apply maximum braking to avoid wheel lock-up

Soft Field Landing• Configure for 35 degrees flap / 75 MPH approach

• Fly a normal approach angle

• Flare, maintaining slight power to delay touchdown and to permit slightly higher nose up attitude at touchdown

• Strive for a soft touchdown on centreline

• Hold nose gear off as long as possible, keeping control column full aft as nose gear settles onto the ground, and keeping it aft for ground manoeuvring

• Raise flaps, and apply brakes gently

Landing on Grass

• Well maintained grass runway offers one of the best landing surfaces for light aircraft

• Dry grass surface friction will afford much shorter landing roll than paved runway surface.

• However, wet grass will provide up to 30 % less braking capability than a wet paved surface

• Use proper soft field landing technique when landing C182 on grass

Overshoot / Missed Approach

Touch and Go

1. Raise Flaps to Takeoff Setting

2. Trim forward as required

3. Advance throttle to full power when the landing roll is fully controlled. More flap will require more forward control pressure

4. Use normal take-off techniques

5. Perform post take-off check

Fuel Management

Fuel Management (cont’d)

Fuel Management (cont’d)

Fuel Management

1. Discuss Fuel Tank Imbalances

Revised 28 May 2012

Lesson 6 Time: 30 mins

LCol Appels

C182

Aircraft Emergency Procedures

Emergencies - General• First priority is CONTROL THE AIRCRAFT

• Eliminate the problem if able• Reduce severity of the problem if able• Land aircraft in the safest area possible

• Time is ALWAYS a major factor in any emergency.

• Best outcome obtained if you react QUICKLY and CORRECTLY

• Good knowledge of aircraft• Good piloting skills• Maintain proficiency through training and practice• Memorization of critical emergency checklists

Aircraft Emergency Procedures

• Non-Critical Emergencies (Yellow Page)– Do not immediately affect safety of flight– Might progress into something more serious if not dealt with– Respond using written checklist procedures

• Critical Emergencies (Red Page)– Directly affect safety of flight– Immediate Action required– Checklist Procedures must be committed to memory

Non-Critical Emergencies

• EDM 930 Alerts

• Electrical Malfunctions

• Low Oil Pressure

• Rough Running Engine

EDM 930 Secondary Alerts

• Intended to bring information to your attention

• These are NOT critical alarms

• FLY THE AIRCRAFT!!!!!

EDM 930 Secondary Alerts

EDM 930 Primary Alerts

High Charge Rate

Battery Discharge

Alternator Malfunction

CAUTION

In the case of total electrical failure, be aware that this will result in the loss of ALL engine indications (EDM 930)

Low / Fluctuating Oil Pressure

Low Fuel Pressure

Critical Emergencies

• Aircraft Fires

• Engine Failures

• Force Landing

FMS - RestartIf an in-flight engine restart is required, the Critical Emergency Checklist will specify use of the Standard FMS Restart:

FMS – ShutdownIf an emergency engine shutdown is required, the Critical Emergency Checklist will specify use of the Standard FMS Shutdown:

Engine Fire on StartAn engine fire on start is usually the result of over-priming. The procedure suggested is designed to “suck” the fire into the engine before damage is done or the fire spreads

Engine Fire on Ground

Engine Fire in Flight

Wing Fire

Cabin FireAn electrical fire in the instrument panel is by far the most likely cause of this emergency. As such, this check should be combined with the ELECTRICAL FIRE CHECK

Electrical Fire

Engine Failure on Take-Off Roll

Engine Failure after Takeoff

Engine Failure In Flight

Forced Landing

Revised 25 May 2012

Lesson 7 Time: 50 mins

LCol Appels

Normal Glider Towing Procedures

Normal Towing Procedures• Hookup Procedures• Launch Signals• Take-Off• Climb Out• Normal Towing Patterns• Release Procedures• Tow / Glider Separation• Circuit Join and Landing• Special Considerations / SOPs

Tow Pilot Handover• The incoming tow pilot shall complete the appropriate

Between Flight Inspection (BFI) in accordance with the Aircraft Checklists:

C182

• Engine – Plugs Out – No Oil Leaks– Caps / Cowls / Doors Secure

• Fuel Quantity• Main Wheels – condition• Nose Wheel – condition• Nose Strut – inflation

L19

• Engine – Plugs Out – No Oil Leaks– Caps / Cowls / Doors Secure

• Fuel Quantity• Main Wheels – condition• Tail Wheel – condition• Leaf & Steering Springs

Hookup Procedures

• Pull tow aircraft into position (designated by orange cone or Fire Extinguisher)

• Power to idle, complete “Stop and Go” check, and await hookup by ground personnel

• Initial Hookup – Mandatory Release Check

• “Drop Rope” vs “dragging” vs “schlucking”

Launch Crew (Ground)

• Normal launch crew will consist of:

• Launch Control Officer (LCO)

• Hookup Person (hookup glider)

• Tail Person (glider tail down for launch)

• Wing Person (keep glider wings level)

• Tow Signaler

Launch Signals• Signaler may be in front of tow aircraft, or you may have to watch in

rear-view mirror for signals from the wing person, or you may work from radio signals

• “Wings Level”• Signaler with both arms extended horizontally

• “Take-Up Slack”• Signaler swings arm back and forth (pendulum)

• “All Out”• Signaler circles arm continuously

Take-Off Under Tow

• Confirm planned release height (pre-briefed, placard, or radio call from LCO)

• Wait for glider to go “Wings Level”

• Obtain Take-off Clearance or broadcast Takeoff Intentions

• Wait for next launch signals…

Take-Off Under Tow (cont’d)

• On “Wings Level”• Request Takeoff Clearance / Broadcast Intentions• Prepare for takeoff

• On “Take-Up Slack”• Slowly move forward to take slack out of rope• Slight power, ease off brakes

• On “All Out”• Release brakes and smoothly apply full power

• Continue takeoff roll…

• On L19, don’t raise the tail too early – if the rope breaks, you may nose over!!

• Glider will be airborne before you… if glider is too high, this may lift your tail

• L19 – risk of nose over• C182 – risk of wheel barrowing

Take-Off Under Tow (cont’d)

• Expect slower acceleration & longer takeoff roll

• Don’t force the aircraft out of ground effect too early!• At Normal Lift Off Speed, ease aircraft off the ground

» L19 – 50 to 60 MPH (55 MPH typical)» C182 – approx 55 MPH

• Set normal air tow speed

» L19 – 65 to 70 MPH » C182 - 70 MPH (75 if required for engine cooling)

• At safe altitude, c/o post-takeoff check and re-trim

Take-Off Under Tow (cont’d)

Normal Tow

• Anticipate the glider pilot may NOT maintain perfect position on tow

• Rudder, pitch, trim changes will be required on tow

• Maintain airspeed, direction, and coordinated flight

• Gentle turns – normally 15 degrees AOB, never exceed 30 degrees AOB

Normal Tow

• Follow normal tow pattern for runway in use

• Adjust as required for winds or other conditions

• Adjust as required for traffic

• Keep the glider within gliding distance of the airfield

• Plan your tow to arrive at the release point as you reach the release altitude!!

Contingency - Hold on Air Tow

• Comox ATC must provide release clearance to the glider prior to release (flow control)

• Glider pilot will request release just prior to release altitude / release point

• If release clearance is not requested or not granted, plan to set up a race track hold outside of the glider practice area

• If second tow aircraft airborne behind you, you may need to climb 500 feet on hold to allow for “stacking”

Contingency - Descent on Air Tow

• Can occur during x-country due to weather, or to comply with ATC instructions (altitude restrictions)

• Tow Pilot to establish approx 200 fpm descent

• Glider will normally transition to low tow position

• Glider may deploy spoilers to keep rope taut

Release Procedure

• Approaching planned release height…

• Gradually reduce power to maintain altitude and airspeed of approx 70 MPH

• Maintain for ~10 seconds for cooling of cylinders

• Await Glider Release

L19 Procedure•Reduce Power to ~2000 RPM•Maintain 70 MPH

C182 Procedure•Reduce Power to ~16” MAP•Maintain 70 MPH

Release Procedure (cont’d)

• Glider Pilot determines when to release

• Glider will climb slightly and then lower nose to generate slack in the tow rope for soft release

• This will be felt in the tow aircraft as subtle pitch changes, counter to maintain your attitude

• When glider releases, VISUALLY CONFIRM THE RELEASE and that TOW ROPE IS DROPPING AWAY. Glider will pull up slightly and turn right after release

Release Procedure (cont’d)• After glider release, reduce power to and configure

aircraft per AOI

• Complete descending LH turn (glider turns right) for separation.

• Visually confirm separation from glider

L19 Procedure• 1800 RPM• 80 MPH• Flaps as required (30 typical)• Maintain 1800 RPM for 2 min

or until CHT < 200 deg

C182 Procedure• Target Speed 95 MPH• Close Cowl Flaps• Flaps as required (35 typical)• Maintain MAP• Once initial descent is

stabilized, gradually reduce throttle to keep shock cooling below 60 deg/min

If Glider Does Not Release…

• If glider does not release at the planned release point, consider radio contact, then set up a holding pattern along the designated release area and await glider release

Circuit Join Procedure

• After confirming separation, initiate descent, remaining clear of the glider practice area

• Maintain type specific descent profile required for engine cooling

• For higher release altitudes, you may be too high to directly join the circuit. You may widen your pattern, use flaps, or do descending turns to compensate

Circuit Join Procedure

• For operational efficiency, we fly a descending profile right to final approach

• Typical circuit altitudes:

• ~1000 feet at circuit join• turn base by 500 feet • turn final by 300 feet

• Adjust as required for wind and lift/sink conditions

Landing Procedure

• Remember you’re trailing a rope and ring (normal SOP is to land with the rope)

• Higher than normal approach is required to avoid snagging the rope on obstacles:

• Trees / Power Lines / Fences / Vehicles • Aerodrome Signs• Runway Lights and Taxiway Lights

• Rule of Thumb – min alt over obstacles = ½ rope length

• Overshoots – release the rope!!!

Rope Release

• If circumstances require you to drop the rope while airborne, ensure you drop it in a clear area, with due consideration for cross winds!

Special Considerations

• Surface Winds

• Preferred Runway • Tow Aircraft Wind Limits• Glider Wind Limits (8 kt crosswind, 5 kt tailwind)

• Winds Aloft

• Gliding Distance to Field (for the glider)• Crabbing for Wind Correction• LH vs RH patterns (crosswind aloft)• Modification of Tow Patterns• Release Point Considerations

Special Considerations

• Release Height

• Different Release Heights• Modification of Towing Patterns

• Weather• Minimum Ceiling and Visibility Requirements• Precipitation• Clouds in climb sector

Special Considerations

• Traffic Management

• Glider / Tow Plane Landing Patterns

• Sequencing – Gliders have priority

• Keep track of other aircraft (air / ground)

• Keep your eyes and ears open!!

Situational Awareness• Towing operations are repetitious by nature. On a

typical tow shift you may do 7-10 tows

• Can lead to complacency and dulled state of awareness for tow pilots

• Circumstances can change quickly, and emergencies can (and DO) pop up!

• Complacency on landing can result in a ground loop!!

• Be vigilant, maintain your alertness

Rwy 36 Practice Area

Button 36 / QRA / Y in Anderton Road / Hedgeline / Knight Road / Roundabout / Button 36

X

Rwy 36 Procedures• Takeoff from Rwy 36 between

Taxiways Echo and Delta

• Cross Rwy 12 / 30

• Execute slight right turn to avoid overflying TeePee Park Campsite (no turns below 100 feet AGL)…

Rwy 36 Procedures• Turn left and fly parallel shoreline

approx ½ mile offshore until past Little River Ferry Terminal

• Left turn towards release point

• Alternate / Optional Tow pattern is for a RH 270 degree orbit after crossing runway 12 / 30

• Adjust pattern as required for winds and planned release height

• Post release, maintain clear of glider practice area, plan to arrive on LH Base for Rwy 36

X

Alpha 30 Practice Area

QRA / Y in Anderton Road / Anderton Road / McDonalds Complex / High School / Button 30

X

Alpha 30 Procedures• Takeoff from Alpha 30 (from

between Taxiway Charlie and Intersection with Rwy 18 / 36)

• Climb straight out to approximately 1500 feet AGL

Alpha 30 Procedures• Climb straight out to approximately

1500 feet AGL

• Execute LH turn towards release point

• Alternate / Optional tow pattern is to commence RH turn at safe altitude, cross shoreline at 90 degrees, then continue RH turn to cross Rwy 30 on Hdg 300 at or above 1000 ft AGL

• Adjust pattern as required for winds and planned release height

• Post release, maintain clear of glider practice area, plan to arrive on LH Base for Alpha 30

X

Alpha 12 Practice Area

Intersection of Rwy 12 extended Centreline and shoreline / sewage plant / high school / edge of field east of Foxxwood / Roundabout / Launch Point

X

Alpha 12 Procedures• Takeoff from Alpha 12 (from

between Taxiway Charlie and Intersection with Rwy 18 / 36)

• Climb straight out

• Crossing runway threshold, turn slightly right to avoid arrival corridor of Rwy 30

Alpha 12 Procedures• Continue climb in Climb Sector

• Time RH turn to arrive at release point at planned release height

• Optional tow pattern is LH 270 after crossing shoreline, climb parallel to shoreline to release point

• Post release, tow aircraft to remain clear of glider practice area

• Arrive on RH Base for Alpha 12 (do not overfly QRA)

X

Revised 24 May 2012

Lesson 8 Time: 30 mins

LCol Appels

Glider TowingEmergency Procedures

Towing Emergencies

• Established checklist procedures• Must be committed to memory

• Ground Abort• Deployed Spoilers During Tow• Premature Release / Rope Break• Release Signal (from Tow Pilot)• Power Loss While Towing• Engine Failure While Towing• Poor Climb Performance on Tow• Release Failure – Glider• Release Failure – Glider and Tow Aircraft• Tow Aircraft Upset

Towing Emergencies

General

• Specific procedures are laid out in 242 and AOIs

• Remember, the books cannot anticipate all situations or circumstances

• Remember your priorities:

AVIATE - NAVIGATE - COMMUNICATE

Ground Abort

• If safety of launch is EVER in doubt, anyone can call to abort the launch.

• Verbal & Visual Signal – “STOP – STOP – STOP”

• Release Tow Rope (glider will do the same)

• Expect glider may overtake you on RHS, so take actions as required to ensure safe separation

Deployed Spoilers During Tows

• Will significantly impair climb performance

• Can visually confirm by checking mirrors

• Advise glider pilot via radio to close spoilers

• Visual signal: large side-to-side rudder movement

• Release glider if necessary to continue safe flight

Premature Release / Rope Break• May be due to:

• Release before briefed release height (training ex or pilot error) • Rope Break

• Fly straight ahead (glider has priority to turn towards a suitable landing area)

• If turning, roll level and fly straight ahead for separation

• Radio the premature release (“Tugg XX, Glider away at XXX feet”)

• Recover to runway in use via normal procedures (glider has priority)

Release Signal

• Used by tow pilot when dealing with a serious tow aircraft emergency

• Rapidly rock your wings left to right

• If glider pilot does not respond immediately, pull your release

• If your emergency is critical, use YOUR release

Partial Power Loss

• Fly your aircraft…

• Conduct Cause Check for aircraft type (FMS)

• If safe flight can be maintained, position glider for safe recovery option before releasing glider

• Declare an emergency and turn back towards the airfield

Engine Failure on Tow

•

Jettison the glider immediately

•

Set attitude for best glide

•

Select and fly to an emergency landing area

•

Complete red page emergency procedure applicable to tow aircraft type

Poor Climb Performance

• Visually Check glider (spoilers deployed?)

• Complete Engine Cause Check (FMS)

• Modify tow pattern accordingly

• Release glider if absolutely necessary

Release Failure - Glider

• Glider Pilot will advise Tow Pilot via radio and climb additional 20’ on tow

• If radio comms are unsuccessful, Glider Pilot will signal visually:– Glider Pilot will position left and level of Tow– Glider wings will be banked briskly left/right

• Tow Pilot positions glider in suitable area and release the glider

Double Release Failure

• Glider Pilot descends to low tow and deploys full spoilers

• Tow Pilot flies modified circuit and long final allowing for normal glide path – pick the longest suitable runway!!!

• Airspeed 70 MPH (242 calls for 60, but this is unsafe for tow aircraft), 20 degrees flap, and approx 200 fpm

• Set up for final approach approx 2NM with 400 - 500 FPM descent

• During landing roll Tow Pilot positions aircraft on left of landing area, use power as necessary for separation

Tow Aircraft Upset• Caused by rapid movement of glider to

excessively high position, often accompanied by rapid lateral movement

• Glider will “pull your tail” around

• If glider gets far enough out of position, you may not have enough pitch or rudder authority to maintain control

Tow Aircraft Upset• Poor control by glider pilot can result in a “sling-

shot” effect (rapid change from left to right, or low to high)

• Vertical and horizontal forces can cause severe pitching motion of the tow aircraft and loss of control in as little as 3 seconds

• Result is complete elimination of lift by virtue of inducing a negative angle of attack

• Simultaneous horizontal force causes yaw, thus inducing a spin

• L19 Pilot killed in Tow Upset accident in 1989 (BC)

Tow Aircraft Upset• Risk of upset increases with reduction in length of

tow rope

• With short tow-rope, vertical component of load vector at the tow aircraft tail increases rapidly as glider departs from normal position

• Student glider pilots are prone to starting large movements behind the tow aircraft (vertical and lateral)

Tow Aircraft Upset

• Be VERY VIGILANT and alert for a glider pilot having difficulty on air tow

• Prompt response by tow pilot is CRITICAL

• If glider rapidly moves to extreme positions such that full control inputs can not counter pitch and/or yaw changes -- RELEASE THE GLIDER

Revised 25 May 2012

Lesson 9 Time: 30 mins

LCol Appels

Review of Accidents and Incidents

Flight Safety Accident Review

• ACGP has an excellent flight safety record, but…

• We have wrecked aircraft…

• We have killed pilots…

• Objective is to learn from the experience of others

L19 Tow Plane Upset

• July 1989 - RGS (Pac) at Princeton Airport

• RCA Ops O flying L19

• Instructor and Cadet Student in Glider for dual instructional flight.

• CIC Tow Pilot

• Glider seriously out of position early on air tow resulting in tow plane upset at low altitude

L19 Tow Plane Upset

• Tow pilot was put into an extreme nose down attitude and was unable to regain control prior to impact with the ground

• Tow pilot killed on impact

• Aircraft destroyed

• Glider released and recovered WFI

Preventive Measures

• Increased emphasis on phenomenon of Tow Plane Upset during TPCC

• Emphasis on Tow Plane Upset during Tow Plane Annual Proficiency Checks

• Increased emphasis on safety limits during Glider Pilot Instructor Course

C-GQIM - Scout Stall/Spin

• December 3, 1994• Central Region• Familiarization Flying• CIC Pilot + Cadet passenger

• After low approach, executed steep climbing left turn, aircraft rolled abruptly to right and entered a spin

C-GQIM Accident Summary

• Altitude approximately 400’ AGL• Spin Recovery initiated but unsuccessful• Aircraft impacted ground in near-vertical

attitude

• Aircraft Destroyed• Pilot & passenger both killed on impact

C-GQIM Accident Summary

• Unsafe “barnstorming” type manoeuvre

• Aircraft impacted in near vertical, nose-down attitude, slow rotating right spin

• Engine producing low power at impact

• Aircraft was near but within weight limits

• C of G aft but within tolerances

Preventative Measures

• Regulatory Issues

• ACGP prohibition on aerobatic manoeuvres

• Review CAR regulations regarding unsafe flying, particularly at low altitudes

• Emphasis on flight safety culture

• Targeted Training on TPCC• Slow flight practice

• Stall recovery in multiple configurations

• Stalls from climbing turns

C-GRGS - L-19 Ground Loop

• June 2001• Tow Pilot Conversion Course at RGS (Pac)• Circuit Exercise at Campbell River, BC• Tow Pilot Instructor + Tow Pilot Student

• Ground loop during touch-and-go (3rd circuit)

• Serious Damage to Aircraft (B Category)

C-GRGS Accident Summary

• Wind Conditions:• 1st Landing: 300 @ 5 kts• 2nd Landing: 180 @ 5 kts• 3rd Landing: calm

NOTE: Witness statements indicate a slight quartering tailwind existed at runway threshold at time of accident

C-GRGS – Accident Analysis

• L-19 landing gear has narrower track than Scout

• Greater tendency to ground loop• Greater sensitivity to tailwind landings

• Student had self-medicated within 48 hours of accident (antihistamine) – not causal

• Student did not meet minimum flying time prerequisites – not causal

C-GRGS - Accident Analysis

• Tow course instructors were unaware that student did not meet flying time prerequisites

• Instructor “lulled” into false sense of security by student’s strong performance on course

• Instructor’s hands were not near the controls during ground loop

Preventative Measures

• Regulatory Measures

• Requirement for annual review of Ground Loop phenomenon

• Targeted Training on TPCC

• Extensive ground school review of swings and ground loops

• Emphasis on proper cross wind technique and yaw control

• Demonstrate awareness of factors likely to induce swing and prompt compensation

• Standards Pilots to be “attentive hands-on controls” during critical phases of flight

C-FTAL – Ground Loop

• 14 June 2010• Pacific Region / Courtenay Airpark

• Experienced L19 tow pilot in front seat flying, conducting APC with experienced Standards Pilot in the rear seat

• Planned touch and go landing with slight rear- quartering cross wind approximately 5 kts (within operating limits)

C-FTAL Accident Analysis

• Flying pilot experienced a swing to the right and corrected with rudder, resulting in a secondary swing to the left

• Flying pilot overcorrected for the secondary swing, resulting in a ground loop to the right

• No injuries, but aircraft was heavily damaged (B Category)

Ground Loop Avoidance Training on TPCC

• Continued emphasis upon demonstrating consistent adherence to proper ground loop prevention

• Continued emphasis upon proper control inputs to correct for swing during landing roll

C-GGYS - Nose Over

• October 8, 2000• Central Region• Familiarization Flying• Experienced Pilot / Inexperienced Tow Pilot

• Near end of landing roll, tail rose past vertical and aircraft flipped on its back

• Aircraft seriously damaged (B Category)

C-GGYS Accident Analysis

• Occurred during the 9th tow of the shift• Landed longer than normal• Heavy braking used to stop by launch site• Dew on grass made surface slick

• Investigators believe that heavy braking caused the wheels to lock

C-FTGF - Nose Over

• 19 June 2010• Pacific Region• Towing in support of Glider Instructor Course

• Tow pilot was experienced military pilot with over 4000 hrs, but limited tail-dragger experience.

• Pilot had just completed TPCC

C-FTGF Accident Analysis

• Landing on Taxiway Alpha, light crosswind

• After touchdown, aircraft swung slightly to the right.

• Pilot corrected with rudder and excessive braking, as indicated by skid marks

• Tail came off the ground, brakes were not released, and prop struck ground several times, aircraft flipped over and came to rest inverted

C-FTGF Preventive Measures

• Reinforced the consequences of excessive braking

• Standardized TPCC lesson plans

• Increased emphasis on cross wind landings

What does this all mean to you??

• Note the common themes…

• Strive for perfection in your flying

• Be vigilant for hazards and risks

• Follow the rules – ALWAYS

• Don’t think it can’t happen to you… and

• Remember - COMPLACENCY KILLS