Part VII - Commercial Air Services

Canadian Aviation Regulations (CARs) 2017-2

Standard 725 SCHEDULE I - PILOT PROFICIENCY CHECK (PPC) - SYNTHETIC TRAINING DEVICE

Content last revised: 2005/06/01

(1) Pre-flight Phase

Flight Planning and Equipment Examination

(a) Flight planning and equipment examinations are not mandatory when there are, in the training records, written examinations from initial or annual training for which the validity period has not expired.
(amended 1998/03/23; previous version)

(b) Flight planning shall include a practical examination on the crew's knowledge of air operator's approved Standard Operating Procedures and the Aeroplane Flight Manual including aeroplane and runway performance charts, and weight and balance procedures.
(amended 1998/03/23; previous version)

(c) The equipment examination shall consist of a display of practical knowledge of the airframe, engine, major components and systems including the normal, abnormal and emergency operating procedures and limitations relating thereto.
(amended 1998/03/23; previous version)

(2) Flight Phase

(a) Taxiing

(i) the use of the taxiing check list; and

(ii) taxiing in compliance with clearances and instructions issued by the person conducting the pilot proficiency check;

(iii) where a second-in-command is undergoing the pilot proficiency check, outlined above to the extent practicable from the second-in-command position.

(b) Engine Checks

Engine checks shall be conducted as appropriate to the aeroplane type.

(c) Take-off

(i) One normal take-off to be performed in accordance with the Airplane Flight Manual;

(ii) an instrument take-off in the minimum visibility approved for the air operator;

(iii) a take-off in a minimum of a 10 kt crosswind component;

NOTE:

Any or all of the above takeoffs may be combined.

(iv) a take off with failure of the critical engine at a speed greater than V1 and at an altitude of less than 50 feet AGL; or at a speed as close as possible to, but greater than V1 when V1 and V2, or V1 and Vr are identical; and
(amended 2005/06/01; previous version)

(v) a rejected take-off from a speed not less than 90% of the calculated V1 or as appropriate to the aeroplane type.

(d) Instrument Procedures

Instrument procedures shall consist of IFR pre-flight preparations, terminal and enroute procedures, arrival and departure procedures, system malfunctions and where applicable, the proper programming and use of Flight Management Systems, (as applicable).

(i) An area departure and an area arrival procedures shall be performed where the crew:

(A) adheres to air traffic control clearances and instructions; and

(B) properly uses the available navigation equipment and facilities;

(ii) a holding procedure;

(iii) at least two instrument approaches performed in accordance with procedures and limitations in the Canada Air Pilot or in the equivalent foreign publication, or approved company approach procedure for the facility used. One of the approaches shall be a precision approach, and one a non precision approach; and

(iv) one approach and manoeuvre to land using a scene approved for circling where the air operator is authorized for approaches at the published circling minima, and is required during initial qualification check and annually thereafter.

(e) Manoeuvres

(i) At least one steep turn in each direction with a bank angle of 45° and a change in heading of at least 180° but not more than 360°.

(ii) Approaches to stalls

For the purpose of this manoeuvre the required approach to a stall is reached when there is a perceptible buffet or other response to the initial stall entry.

The following approaches to the stall are required during initial and upgrade PPC's:

(A) one in the take-off configuration, except where a zero-flap take-off configuration is normally used in that model and type of aeroplane;

(B) one in a clean configuration; and

(C) one in a landing configuration;

One of the approaches to stall shall be performed while in a turn with a bank angle of between 15° and 30°;

(iii) Steep turns and approach to stalls are not required if the PPC is conducted via either a LOFT scenario, a scripted PPC or on a fly-by wire aeroplane, and
(amended 1998/03/23; no previous version)

(A) for an initial PPC on aeroplane, type, steep turns and approach to stalls have been satisfactorily demonstrated during initial training;
(amended 1998/03/23; no previous version)

(B) for a semi-annual or an annual PPC if:
(amended 1998/03/23; no previous version)

(I) steep turns and approach to stalls are required in the applicable annual training syllabus and they have been satisfactorily demonstrated during this training; or
(amended 1998/03/23; no previous version)

(II) steep turns and approach to stalls are not required in the applicable annual training syllabus.
(amended 1998/03/23; no previous version)

(f) Landings and Approaches to Landings

(i) one normal landing;

(ii) one landing from an approach in Instrument Meteorological Conditions (IMC) not greater than the minimum recommended for the approach;

(iii) one crosswind landing with a minimum of a 10 kt crosswind component;

(iv) one landing and manoeuvre to that landing with, depending on aeroplane type, engine failure as follows:
(amended 1998/09/01; previous version)

(A) for a two engine aeroplane, failure of one engine;

(B) for a three engine aeroplane, failure of the center engine combined with the failure of one outboard engine for the pilot-in-command, and failure of one outboard engine only for other than the pilot-in-command;

(C) for a four engine aeroplane, failure of two engines on the same side for the pilot-in-command and, failure of one outboard engine only for other than the pilot-in-command.

For three and four engine aeroplanes, the pilot-in-command is required to perform a two engine inoperative procedure during the initial qualification check and annually thereafter.

(v) one rejected landing and one missed approach. For the purposes of the rejected landing the landing shall be rejected at a height of approximately 50 feet when the aeroplane is approximately over the runway threshold. The rejected landing may be combined with a missed approach;
(amended 2005/06/01; previous version)

(vi) one Category II or Category III approach where these procedures are authorized in an air operator certificate. Required during the initial qualification flight and annually thereafter:
(amended 1998/09/01; previous version)

(A) where CAT II approaches are authorized in the air operator certificate, the following is required:

(I) for a pilot-in-command initial qualification:

- one CAT II ILS approach during which a practical emergency is introduced aimed at assessing crew co-ordination in decision making and the resultant missed approach; and

- a second CAT II ILS approach to a landing in CAT II weather minima;

(II) for a pilot-in-command requalification on CAT II approaches:

- at least one CAT II ILS approach to a landing annually.

(B) where CAT II and CAT III approaches are authorized in the air operator certificate, the following is required:

(I) for a pilot-in-command initial qualification:

- one CAT II ILS approach during which a practical emergency is introduced aimed at assessing crew co-ordination in decision making and the resultant missed approach; and

- a CAT III ILS approach conducted to a landing in CAT III weather minima;

(II) for a pilot-in-command requalification on CAT II and CAT III approaches:

- successive 6 month PPCs in an approved simulator will alternate CAT II and CAT III renewal checks;

(vii) one landing without the use of an auto-land system.

NOTE:

Any of the landings and approaches to landings specified in this section may be combined. A minimum of two landings are required.

(g) Normal Procedures

The crew shall demonstrate use of as many of the air operator's approved Standard Operating Procedures, and normal procedures as are necessary to confirm that the crew has the knowledge and ability to properly use installed equipment, (auto-pilot and hand flown manoeuvres as appropriate).

(h) Abnormal and Emergency Procedures

(i) The crew shall demonstrate use of as many of the air operator's approved Standard Operating Procedures and abnormal and emergency procedures for as many of the situations as are necessary to confirm that the crew has an adequate knowledge and ability to perform these procedures.

(ii) systems malfunctions shall consist of a selection adequate to determine that the crew has satisfactory knowledge and ability to safely handle malfunctions.

(iii) at least two simulated engine failures, excluding failures on the runway followed by a rejected take-off, at any time during the check.

(i) Where the PPC is conducted following initial training in a level A or B training program, the following flight checking is required within 30 days after the PPC in a synthetic training device and may be run concurrent with the flight training requirements on the aeroplane type in the applicable training program:
(amended 1998/03/23; previous version)

(i) interior and exterior aeroplane pre-flight checks;
(amended 1998/03/23; previous version)

(ii) ground handling for pilots-in-command;
(amended 1998/03/23; previous version)

(iii) normal take-off, visual circuit (where possible) and landing;
(amended 1998/03/23; previous version)

(iv) a simulated engine failure procedure after take-off (at safe altitude and airspeed);
(amended 1998/03/23; previous version)

(v) a simulated engine inoperative landing; and
(amended 1998/03/23; previous version)

(vi) a normal missed approach.
(amended 1998/03/23; previous version)

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