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AIR - 4.0 MISCELLANEOUS

4.1 Air Time and Flight Time

Air Time is the period of time commencing when the aircraft leaves the supporting surface and terminating when it touches the supporting surface at the next point of landing.

Flight Time is the total time from the moment an aircraft first moves under its own power for the purpose of taking off until the moment it comes to rest at the end of the flight. This should be recorded in all Pilot Log Books.

NOTE: Air Time and Flight Time should be recorded to the nearest 5 minutes, or to the nearest 6 minutes when using the decimal system as follows:

0 to 02 = .0 03 to 08 = .1 09 to 14 = .2
15 to 20 = .3 21 to 26 =   .4 27 to 32 = .5
33 to 38 = .6 39 to 44 =   .7 45 to 50 = .8
51 to 56 = .9 57 to 60 = 1.0  

4.2 Conduct of Experimental Test Flights

The C of A requires that aircraft be maintained and operated in accordance with the Aircraft Type Approval, Weight and Balance Report and Aircraft Flight Manual. If, for test demonstration or experimentation, an aircraft is to be flown outside of the approved Aircraft Flight Manual envelope, with unapproved equipment installed, with equipment intentionally disabled, or with inoperative equipment not covered by an approved Minimum Equipment List or maintenance deferral action, the C of A will be invalid. In these cases, flights may only be authorized through a Flight Permit issued by TC.

It must be emphasized that experimentation beyond the limitations imposed by the aircraft certification documentation (Type Approval, C of A, Aircraft Flight Manual, Minimum Equipment List) may be hazardous as it can reduce the safety margins designed into the aircraft and, thus, jeopardize the safety of the crew. Consequently, experimental or developmental flight testing should normally be conducted only under controlled conditions by specifically qualified aircrew after adequate engineering analysis and planning have taken place.

Before a test flight, the determinations of the conditions and limits of testing, normal and emergency procedures specific to the test, and expected aircraft handling characteristics are essential if risks are to be minimized. If companies or individuals wish to conduct a flight test program, they should apply for a Flight Permit and consult with the aircraft manufacturer and TC, who can help them to assess the risks and their capability to conduct the tests safely.

Careful planning, covering all foreseeable exigencies, is critical to safe testing.

4.3 Practice Spins

Intentional practice spins conducted at low altitudes have resulted in fatal accidents. All practice spin recoveries should be completed no less than 2 000 feet AGL, or at a height recommended by the manufacturer, whichever is the greater.

 

4.4 Cargo Restraint

4.4.1 General

Regulations, guidelines, and references have been established to assist commercial air carriers to obtain appropriate airworthiness approval and develop suitable operational procedures to ensure adequate restraint for cargo in aircraft.

4.4.2 Regulations

Canadian Aviation Regulations (CARs) 602.86, 703.37, 704.32, and 705.39 and the associated standards, govern the requirement for proper weight and balance procedures to ensure the load is properly distributed in accordance with the C of A or flight permit.

The intent of these regulations is to ensure that the loading and restraint of cargo are such that the aircraft conforms to a configuration which is in compliance with the applicable airworthiness standards at all times. If the approved C of G or floor load limits are not adhered to the aircraft is unairworthy. Similarly, if the configuration of the restraint system does not meet the standards of the basis of certification or approval for the aircraft type, the aircraft is also unairworthy.

In this context it should be understood that the term “flight” includes all phases of operation of the aircraft including the applicable emergency landing conditions. These emergency landing conditions are defined in the various airworthiness standards and are an integral part of any basis of certification or approval.

4.4.3 Guidelines

Aircraft data is normally considered to be material provided by the aircraft manufacturer, and should include identification of hardpoints, floor loads, C of G travel and related limits. Capacity of hardpoints and floor loads takes into account the properly factored gust, manoeuvre and emergency landing loads specified in the type approval of the aircraft.

The air carrier, through his flight crew and persons responsible for loading aircraft, must ensure that the cargo, as loaded, does not cause the aircraft to be unairworthy. Examples of typical loads and capacities may be provided by the aircraft manufacturer, given the calculated strength of ropes, belts, nets and containers. Unusual loads (pipe lengths, drill rod, fuel barrels, etc.) present unique problems and are likely to require specific approval of the restraint system. Where doubt exists as to the adequacy of the proposed method of restraint, the air carrier must submit a substantiating load and strength analysis to the Regional Manager of Airworthiness for engineering approval against the requirements of the aircraft certification or approval basis.

4.4.4 References

The air carrier is responsible to acquire and review the following Cargo Restraint Reference Material prior to submitting application to a region.

  • — Airworthiness Manual, Chapters
  • 523.561
  • 525.561
  • 527.561
  • 529.561
  • 523.787
  • 525.787
  • 527.787
  • 599.787
  • — FAA Advisory Circular 43.13-2A (a general guide useful in preparing initial application to the RMA for engineering approval. It includes critical static test load factors for FAR 23, 25, 27 and 29 aircraft)
  • — FAA Advisory Circular 121-27
  • — CAR 3.392 Cargo Compartments
  • — CAR 4b.359 Cargo Compartments
  • — FAR 23.787 Cargo Compartments
  • — FAR 25.787 Stowage Compartments
  • — FAR 27.787 Cargo and Baggage Compartments
  • — FAR 29.787 Cargo and Baggage Compartments
  • — FAR 91.203 Carriage of Cargo
  • — FAR 121.285 Carriage of Cargo in Passenger Compartments
  • — FAR 121.287 Carriage of Cargo in Cargo Compartment
  • — ICAO/IATA Training Manual, Book 4, Load Planners and Cargo Handlers

4.4.5 Approval

Because of the magnitude in variety, the complexity of cargo loads and the aircraft restraints involved, the following is only a generalized approval process and requires review by the Regional Managers, Aircraft Maintenance and Commercial and Business Aviation.

  1. The carrier (applicant) reviews the preceding regulations, aircraft data and reference material, relates that to type(s) of aircraft involved and submits application to the Regional Manager, Aircraft Maintenance for engineering approval. (Application includes manufacturer’s aircraft data and type approval or certificated data, sample typical loads and proposed methods of restraint.)
  2. Concurrently, the carrier submits an application to the Regional Manager, Air Carrier concerning operational procedures for each aircraft type involved (including training) in an amendment to the Operations Manual.
  3. Following joint review, the Regional Manager, Aircraft Maintenance may issue engineering approval of the application and the Regional Manager, Commercial and Business Aviation may process the Operations Manual amendment. These are then both forwarded to the carrier. The air operator issues the amendment to the Operations Manual.
 

4.5 Collision Avoidance–Use of Landing Lights

Several operators have for some time been using a landing light(s) when flying at the lower altitudes and within terminal areas, both during daylight hours and at night. Pilots have confirmed that the use of the landing light(s) greatly enhances the probability of the aircraft being seen. An important side benefit for improved safety is that birds seem to see aircraft showing lights in time to take avoidance action. Therefore, it is recommended that all aircraft show a landing light(s) during the takeoff and landing phases and when flying below 2000 feet AGL within terminal areas and aerodrome
traffic zones.

4.6 Use of Strobe Lights

The use of high intensity strobe lights while taxiing or awaiting takeoff holding short of the active runway can be very distracting, particularly to pilots in the final stages of approach or during the initial landing phase.

It is recommended that high intensity strobe lights not be used while the aircraft is on the ground when they adversely affect ground personnel or other pilots. Circumstances permitting, high intensity strobe lights should be activated anytime the aircraft is occupying an active runway, including awaiting takeoff clearance while holding on the active runway. They should be extinguished after landing once clear of the
active runway.

High intensity strobe lights should not be used inflight when there is an adverse reflection from clouds or other weather phenomena.

4.7 Manned Free Balloon Operations

Manned free balloons shall be operated and maintained in accordance with the Canadian Aviation Regulations and related manuals or handbooks in a similar manner to other aircraft, except where specific exemptions are granted in recognition of characteristics unique to the operation or maintenance of balloons.

 

4.8 Parachute Jumping

CAR 602.26 states, “Except where permitted in accordance with section 603.37, no pilot-in-command of an aircraft shall permit, and no person shall conduct, a parachute descent from the aircraft

  1. in or into controlled airspace or an air route; or
  2. over or into a built-up area or an open-air assembly of persons.”

CAR 603.37 states, “A pilot-in-command may permit and a person may conduct a parachute descent under this Division if the person complies with the provisions of a special flight operations certificate-parachuting issued by the Minister pursuant to Section 603.38.”

Division III of the Special Flight Operations Standards contains the information required to obtain a Special Flight Operations Certificate-Parachuting and the associated standards by which the parachute descents shall be conducted.

It is strongly recommended that persons participating in parachuting activities be conversant with the procedures and standards established by associations representing parachuting activities. In Canada, there are two such associations:

Canadian Sport Parachuting Assoc. (CSPA)
300 Forced Road
Russell ON K4R 1A1
Tel.: 613-445-1881
Fax: 613-445-2698
Web site: http://www.cspa.ca/

Canadian Associates of Professional
Skydivers (CAPS)
1792 Alberni Street
Vancouver BC V6G 1B2
Tel.: 604-850-3005
Fax: 604-854-0224
Web site: http://www.caps-skydiving.com/

 

4.9 Hang Glider and Paraglider Operations

Hang gliders and paragliders are not required to be registered or to bear identification marks. There are no airworthiness standards or requirements imposed by the CARs. The CARs do not impose any training requirements for hang glider or paraglider pilots, and the regulations do not require these pilots to hold any pilot licence or permit to operate their aircraft. There is, however, a requirement to successfully complete a written examination before piloting hang gliders and paragliders in controlled airspace. Most of the sections of the CARs concerning airspace apply to hang gliders
and paragliders.

Hang glider operators may use an ultralight aeroplane to tow a hang glider. Before doing so, these operators are required to notify Transport Canada through the Recreational Aviation and Special Flight Operations Division of their nearest General Aviation office.

The Hang gliding and Paragliding Association of Canada (HPAC) has developed standards for pilot rating, competitions, record flights, safety procedures and reporting, as well as solo and two-place pilot instruction. Information regarding HPAC operations and procedures may be obtained from:

HPAC/ACVL
315-85 Henry Lane Terrace
Toronto ON M5A 4B8
Tel/Fax: 416-365-1947
Web page: http://www.hpac.ca
E-mail: admin@hpac.ca

 

4.10 Ultra-Light Aircraft

Pilots interested in flying ultra-light aeroplanes or Advanced Ultra-light Aeroplanes are encouraged to contact their Transport Canada regional office for information on regulation and licence requirements. See GEN 1.1.2 for addresses and telephone numbers.

Pending amendment of the CARs, the Ultra-light Aeroplane Transition Strategy outlines requirements for the operation of ultra-light aeroplanes in Canada. This document can be obtained from Recreational Aviation specialists in Transport Canada offices or from the Internet at:
http://www.tc.gc.ca/eng/civilaviation/standards/general-recavi-ultralight-menu-2457.htm

A copy of the Study and Reference Guide, Private Pilot Permit – Ultra-light Aeroplanes (TP 12804E) is available from:

North America only: 1-800-305-2059
Local number: 613-993-7284
E-mail: Services@tc.gc.ca
Fax: 613-957-4208
Internet: http://www.tc.gc.ca/

4.11 Circuit Breakers and Alerting Devices

Automatic protective devices (circuit breakers) are provided within aircraft systems to minimize distress to the electrical system and hazard to the aircraft in the event of wiring faults or serious malfunction of a system or connected equipment. Alerting devices provide the pilot with a visual and/or aural alarm to direct the pilot’s attention to a situation that may require an immediate intervention by the pilot.

Good operating practices suggest a popped circuit breaker can indicate that there is a potential problem being protected. The practice of attempting one reset should only be considered if the equipment rendered unusable is considered essential for the continued safety of the flight. Depending on the amperage of the circuit breaker and its location within the circuit being protected, resetting a popped circuit breaker may create a more adverse situation than simply leaving the circuit breaker out. Indiscriminately resetting popped circuit breakers should be avoided.

Crew members are cautioned against pulling circuit breakers on board an aircraft in order to silence an alerting or warning device that may in fact be providing a valid warning or alarm. Examples of such alarms include landing gear warning horn with certain flap/slat combinations, overspeed warnings, ground proximity warning system alerts and washroom smoke detectors. Deactivating the alerting or warning device by pulling circuit breakers compromises or may compromise the safety of flight. Exceptions would be acceptable for an obvious malfunction resulting in continuous erroneous warnings. In these cases, a defect entry in the aircraft journey log book must be made.

4.12 Design Eye Reference Point

Some aircraft manufacturers provide reference points which the pilot uses while making the seat adjustments. These reference points could be something as simple as two balls affixed to the glare shield which the pilot must line up visually. In a two-pilot aircraft the reference points could be formed by three balls in a triangle and each pilot would adjust the seat until the respective reference balls line up. The intent, of course, is to have the pilot adjust the seat in order for the eyes of the pilot to be at the optimum location for visibility, inside and outside the cockpit, as well as the correct position for access to the cockpit switches and knobs. The engineering that results in the manufacturer placing these balls on the glare shield is called ERGONOMICS. This optimum position for the pilot’s eyes is referred to as the Design Eye Reference Point.

If there is no information on the design eye reference point in the aircraft operating manual, then it is suggested that the pilot could write the manufacturer and request the information. Failing that, the following guidelines should be considered when attempting to locate the correct seat placement (height, as well as fore and aft placement):

  1. all flight controls must be free of restriction throughout the full travel of the controls;
  2. flight instruments and warning lights must be visible to the pilot without being obscured by items such as the top of the glare shield;
  3. forward out-of-the-cockpit visibility should be sufficient to ensure that things such as the nose of the aircraft do not block the view of the pilot, especially during a normal approach and landing; and
  4. the chosen seat position should be comfortable for the pilot.
 

4.13 First Aid Kits on Privately Owned and Operated Aircraft

CAR 602.60 requires a first aid kit to be carried on board every power-driven aircraft, other than an ultra-light aeroplane. The CARs include the first aid kit contents for all operators except those aircraft that are privately owned and operated. Therefore, the following is a list of the recommended items that should be carried in a first aid kit on board aircraft that are privately owned and operated:

 Quantity   Item
1 Antiseptic – wound solution, 60 ml or antiseptic swabs (10 pack)
1 Applicator – disposible (10 pack) (not needed if antiseptic swabs used)
25 Bandage – adhesive strips
2 Bandage – gauze 7.5 cm x 4.5 m
2 Bandage – triangular 100 cm folded and 2 safety pins
4 Dressing – burn 10 cm x 10 cm
2 Dressing – compress, sterile 7.5 cm x 12 cm approx.
4 Dressing – gauze, sterile 7.5 cm x 7.5 cm approx.
1 First Aid Manual – current edition
1 Hand cleaner or cleansing towelettes, 1 package
1 Pad with shield or tape for eye
1 Scissors – 10 cm
1 Splint set with padding – assorted sizes
1 Tape – Adhesive, surgical 1.2 cm x 4.6 m
1 Tweezers – splinter

Date modified:
2012-03-28