BRAMPTON FLYING CLUB MEMBER OPERATIONS MANUAL

BRAMPTON FLYING CLUB MEMBER OPERATIONS MANUAL

Brampton Flying Club 2008 Amended January 4, 2010

This Operations Manual has been created by the Brampton Flying Club and is provided to all Brampton Flight Centre Employees, Students, Pilot Renters, and Members as a way of ensuring that all of the Operational Requirements, Rules, and Policies are accessible and that all of the above mentioned persons know what is expected of them and are up to date on the current Operations.

Brampton Flying Club will ensure that this manual is kept up to date and accessible to all Brampton Flight Centre Employees, Students, Pilot Renters, and Members.



Table of Contents 1.) Amendment Record ..........................................................................................................................

2.) Brampton Flight Centre Operations .........................................................................................

A.) B.F.C Rules and Regulations .......................................................................................................

B.) Emergency Procedures ...............................................................................................................

C.) Dispatch Procedures ...................................................................................................................

D.) Weather Minima and Limits .......................................................................................................

E.) Other Limitations ........................................................................................................................

F.) Circuit Procedures ......................................................................................................................

G.) B.F.C Noise Abatement ..............................................................................................................

H.) Sight Seeing Flights ....................................................................................................................

I.) Instruction in Privately Owned Aircraft ......................................................................................

J.) Parking of Aircraft .......................................................................................................................

K.) Radio Procedures ........................................................................................................................

L.) Survival Equipment Policy ..........................................................................................................

M.) Fuelling of Aircraft .......................................................................................................................

N.) Flight Over Water .......................................................................................................................

O.) Winter Flying Procedures ...........................................................................................................

P.) Inspection Of Flaps ....................................................................................................................

APPENDIX ......................................................................................................................................................

Currency Requirements and Checkout requirements ......................................................................

Navigational Charts and Weight and Balance ...................................................................................

Sign-out Checklists ............................................................................................................................



1.) Amendment Record

Amend # Pages Affected Amend Date Date

Entered

Entered

By

1 1,2,3ABCD, Appendix Oct.26/08 Oct.26/08 Jon Isaac

2 3A Nov. 4/08 Nov. 4/08 Jon Isaac

3 7 Jan. 19/09 Jan. 19/09 Jon Isaac

4 6, Appendix Jan. 27/09 Jan. 27/09 Jon Isaac

5 12 – 16 Jan. 27/09 Jan.27/09 Jon Isaac

6 12 April 30/09 April 30/09 Jon Isaac

7 4-6 Jan. 4/10 Jan. 4/09 Jon Isaac

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2.) Brampton Flight Centre Operations: A) B.F.C. RULES AND REGULATIONS

1. All flying shall be conducted in accordance with the CARS, as amended, and with the Information Circulars issued from time to time by Transport Canada. Flying operations shall comply with the conditions of the Air Transport Commission and Ministry of Transport Operating Certificates issued and in force.

2. Aircraft will be available only to members in good standing (Paid up membership). Aircraft must be flown in accordance with the aircraft Pilot Operating Handbook which is provided in the document bag of all aircraft.

3. All Solo or Rental flying in club aircraft must be authorized by the Duty Manager. No aerobatics may be carried out in club aircraft.

4. All Flight Training flights will receive a pre/post flight briefing and the pre flight briefing will be recorded in the students PTR.

5. In order for a Student to fly solo they must maintain a 15 day currency. Specific exercises require a 30 day currency.

6. No solo Touch and Go’s or Stop and Go’s are allowed at the Brampton Airport in BFC flight school airplanes. They are only allowed when a BFC flight instructor is PIC of the airplane. No Touch and Go’s are permitted in any of the retractable gear aircraft with the exception of Flight Tests.

7. All cross country flights and landings at other airports by solo students must be authorized by the Chief Flight Instructor or his/her delegate. Students must call the DM at all stops.

8. All Rental and Solo flights over 25nm from CNC3 require that a flight plan is filled with FSS.

9. No flights will be conducted with BFC instructors or aircraft unless there is someone on duty to conduct flight following.

10. In case of an emergency, forced landing, or unauthorized landing away from home base, the Pilot in Command shall as soon as possible, after dealing with any emergency, contact the club, giving all particulars of the cause of the landing and its location AND SHALL NOT ATTEMPT TO TAKE OFF AGAIN WHITHOUT THE PERMISSION OF THE CHIEF FLIGHT INSTRUCTOR OR HIS DELEGATE.



11. Safety harness or seat belts must be properly fitted and secure at all times while club aircraft are in motion on the ground or in the air.

12. All passengers must receive a briefing prior to departure of the flight. This brief must contain at least the following information: Emergency exits and their operation, emergency equipment onboard (Fire extinguisher, First Aid kit, survival kit if applicable), ELT location and operation, Non-smoking requirements.

13. No Pilot in Command shall be permitted to fly a club aircraft while under the influence of intoxicating liquor, drugs or other medication capable of impairing his ability, nor shall the member be permitted to carry in a club aircraft, a passenger who is under similar influence.

14. Never attempt to swing aircraft propellers (start aircraft by turning prop). The aircraft can only be hand started if a competent person is at the controls, an AME is swinging the prop, and the wheels are suitably restrained from forward motion.

15. Pilots must report unserviceability, high risk events, hazards, incidents or accidents to the Chief Flight Instructor or delegate and/or Company Aviation Safety Officer as soon as possible.

16. SOLO LOW FLYING IS PROHIBITED. All solo flights must be carried out at an altitude of at least 1000 ft above the ground except when taking off or landing. If a pilot encounters bad weather, safety will be the deciding factor in selecting an altitude at which to fly and IF THIS IS BELOW 1000’ AGL THE PILOT MUST REPORT IMMEDIATELY AFTER LANDING.

17. The Chief Flight Instructor has the authority to check the flying ability of any licensed club member wishing to fly club aircraft, and such checks may include a request that the member pilot demonstrate his ability to competently handle the club aircraft under existing conditions.

18. All taxiing will be done slowly and with due regard to safety. Aircraft must always be stopped at a safe distance from hangars or building and aircraft engines must never be started or run in a hangar.

19. All aircraft engines must be stopped before passengers board or exit from a rental aircraft.

20. All flights must carry 60 minutes fuel reserve except, as specifically authorized. Student pilots are restricted to flights within our designated practice area, bounded by Bellwood Lake, Luther Marsh, Shelburne and the Town of Orangeville.



21. Prior to each flight, the Pilot in Command must review the appropriate aircraft journey log for defects. Aircraft defects are to be reported to the Dispatch Desk and entered directly into the aircraft journey logbook. A red card will then be placed in the aircraft dispatch slot and the aircraft will be grounded until repaired or deferred.

22. The Pilot in Command shall as per CAR 602.71/72, before commencing a flight, be familiar with the available information and available weather information that is appropriate to the intended flight.

23. No flight shall commence unless the aircraft is clear of any ice, snow, frost, and any other contaminate on its critical surfaces.

24. When not in use all aircraft must be chocked or tied down, as conditions require.

25. To rent aircraft, the Pilot in Command must be current on club aircraft or have a check flight with a Brampton Flying Club employed instructor. Refer to Ops Manual Appendix for currency requirements chart and check on type requirements.

26. If a transaction is made with a balance remaining, the Brampton Flying Club is authorized to debit the members credit card on account.

27. Brampton Flying Club is a private airport, and freelance instruction and any form of solicitation is prohibited.

28. No commercial aeronautical operation, commercial operation of any kind or any type of operation or activity shall be conducted at the airport unless specifically authorized and under such terms and conditions as may be prescribed by the airport operation. For the purpose of this regulation the rental of privately registered aircraft for remuneration shall be construed to be a commercial aeronautical operation.



B) EMERGENCY PROCEDURES

Refer to Emergency Procedures Manual located at the front desk

C) DISPATCH PROCEDURES

Pre-Flight Procedure:

1. The pilot will take the flight contract sheet to the Dispatcher.

2. The Dispatcher will have Pilot fill out Daily Flight Record and turn out aircraft documents to Pilot only after the signature sections of the daily flight record are signed.

3. All training and rental flights must be authorized to fly by a Duty Manager. If the Duty Manager is not available then training flights are to be authorized by a qualified flight instructor. Rental flights can be authorized by a dispatcher.

4. The Rental or solo pilot will complete necessary planning with aircraft documents and then go to the Duty Manager who will review pilot’s documents and authorize pilot using appropriate checklist. If it is necessary for a Flight Instructor and/or Dispatcher to sign out a pilot they will use company sign out checklists to ensure the pilot is in compliance with BFC policies and procedures.

5. The Duty Manager will provide the key for the aircraft once the checklist has been complete and the pilot is approved for the flight. The DM will sign the authorization line of the flight contract to indicate the pilot is approved for flight.

6. Approved checklist for flight following to be kept for the duration of the flight.

7. Dispatcher/DM to enter daily flight record information into flight watch computer.

8. Dispatcher will enter flight into billing system.



Fig. 1

Flight Following

Flight Following is the monitoring of a flight's progress, the provision of such operational information as may be required by that flight and the notification of appropriate Flight Training Unit and search-and-rescue authorities if the flight is overdue or missing.

The pilot-in-command is solely responsible for Flight Watch but shall be supported by the Flight Training Unit’s provided Flight Following System containing the following elements:

1) A flight follower qualified and knowledgeable in the alerting procedures, on duty and able to respond to requests by the pilot-in-command for information related to the flight. Such information shall include meteorological information without analysis or interpretation



2) The progress of each flight from its commencement to its termination, including any intermediate stops, shall be monitored, which may be done by the same person above

3) The pilot-in-command shall be responsible for passing messages concerning aeroplane landings and departures from point of origin, enroute stops, and final destination to the person described above.

Flight Following Procedures:

In order for the Brampton Flying Club to perform a Flight Following function it has a number of

tools to accommodate this.

The Duty Manager and the dispatchers will be trained as Flight followers and have defined

definitions of an overdue / missing aircraft and procedures for what to do in these situations. A

flight follower will be on duty at all times while Brampton Flying Club Aircraft are flying to

provide support for the PIC.

In order to track the progress of flights the use of a flight information display will be utilized. This

display will include information on the aircraft Reg, PIC, route of flight, ETD, ETA, etc. which is

transposed from the Daily Flight Record sheet used to dispatch the flight. In addition to this each

flight will have a flight tracking sheet (attached to sign out checklists) for recording intermediate

stop times and additional information where required.

The flight follower will have access through the internet based NavCanada weather website and

through the phone based Flight Information Service at 1-866-992-7433 the information that a PIC

may need. They can provide the weather information without analysis only.

Overdue Aircraft:

A flight will be considered to be “overdue” when it is more than 30min past its ETA on the Daily

Flight Record and Flight Information Display.

Overdue aircraft procedures are identified in the emergency procedures manual.



Missing Aircraft:

A flight will be considered “missing” when it is more than 60min past its ETA on the Daily Flight

Record and Flight Information Display.

Missing Aircraft procedures are identified in the emergency procedures manual.

Post Flight Procedures:

1. Upon completion of the flight the PIC shall notify the Brampton Flying Club Flight Follower of the time they landed and any pertinent information relating to the flight.

2. The documents for the aircraft will be returned to the Dispatcher.

3. The PIC will debrief the flight with the DM or for Solo Students their Instructor.

4. Dispatch will complete the check in and billing procedures.

D) WEATHER MINIMA and LIMITS

Day to day weather decisions concerning suitability for circuit, practice area, or cross

country flying will be made by the Chief Flight Instructor or his delegate.

WEATHER MINIMA

Local Dual and Rental Flying: As specified in the Canadian Air Regulations 602 Division 4 and AIM

RAC Figure 2.8, Minimum Altitude 1000’ AGL.

Solo Circuit Student Flying:

Visibility: 6 miles

Cloud Base: 1500’ AGL

Wind: Less than 20 KTS

Cross Wind: Less than 7 KTS

No precipitation



Solo Practice Area Student Flying:

Visibility: 6 miles


Wind: Less than 20 KTS


No precipitation Dual Cross Country:

Visibility: 6 Miles


Temperature: Above –30, Below +35°C

Solo Cross Country:

Visibility: 6 Miles

Cloud Base: 3000’ AGL,

Wind: Less than 20 KTS,


Temperature: Above –20 C, Below +35°C

Improving or stable conditions

Solo Flights Night Limitations:

In order for solo flights to be released there must be enough time before sunset for the flight to be completed twice.

E.g. Flight is to take 1.5hrs, Sunset is 6pm local. Flight can not be dispatched later than 3pm.

Crosswind Limitations:

Dual: The limit recommended in the appropriate Pilot Operation Handbook

Solo: ½ of the recommended limit specified in the POH rounded up to the nearest whole number

Marginal VFR Aircraft Rental:

The Front Desk staff will seek the advice of Chief Flight Instructor or a Flight

Instructor in the event that the weather requirements for rentals seem to be

marginal VFR. The Chief Flight Instructor or Delegate has the authority to deny the

rental to the customer if the weather conditions are deemed to be unsafe or

marginal.



IFR TRAINING FLIGHTS:

IFR Training flights must comply with all IFR legal requirements CARs 602 Dev 7

BFC IFR WX minima – 1000 Ft AGL Ceiling, 3 miles Vis from CYYZ Metar/TAF

The forecast must be for the expected flight time of the training trip and the arrival time back to Brampton plus another 3 hours past that point.

Flight Tests and Company Training Flights are exempt from this new policy

Pilots are not permitted to fly in known icing conditions or thunderstorms

Severe Weather: In order to ensure that flying in severe weather is prevented the Brampton Flying Club has developed a Severe Weather Policy:

SEVERE WEATHER POLICY

POLICY # BFC – 012

PURPOSE:

To provide guidance on what to do when operations may be affected by Severe Weather.

SCOPE:

Primary:

To protect the Health and Safety of employees, contractors, and customers from the dangers involved

with severe weather.

Secondary:

To protect Brampton Flying Club Assets from damage as a result of severe weather.

ROLES AND RESPONSIBILITIES:

CFI OR DELEGATE:

- Identify severe weather condition exists and assigns a level of alert



- Advise Dispatch of level of alert

- Ensure Dispatch performs required duties

- Determines if Instructors need to be recalled

- Email Staff in the event of a Winter storm alert level High

DISPATCHER(S):

- Post Storm alert level on whiteboard

- Advise Flight Line Manager/Supervisor, Mtce Manager/Supervisor, Airport

Manager/grounds staff

- Advise students, rental pilots, instructors of level of storm alert and if necessary

limit flying to rental, student pilots

- Advise Instructors to clear flying in High alert conditions with CFI or delegate.

FLIGHT LINE MANAGER/SUPERVISOR:

- Ensures all staff are aware of situation

- Ensures all planes are secured/placed in hangars

- Ensures fuel pumps are shut off

- Ensure that ramp staff are inside club house before storm hits

FLIGHT LINE :

- Ensure all aircraft are secured at all times with an alert of medium or high in

summer

- Advise dispatch of any lightning strikes

- Shut down fuel pumps when alert of High issued during summer

STANDARDS:

Alerts will be based on time of year and weather situation

SUMMER:

Alert Levels:

High – Storms within 15nm of airport, lightning strikes observed by staff within area

Medium – Forecast Thunderstorms with TEMPO condition or greater, or PROB condition of

Thunderstorms forecast with cells observed on radar within 30nm

Low – PROB condition of thunderstorms in forecast but no cells observed on radar

Procedures for above:



Levels will be indicated on the white board at front desk as per CFI or delegates instruction

High – Recall all solo /rental pilots, instructors advised of situation and limited to circuit flights only

per CFI or delegates approval

Med – Limit solo / rental pilots to circuit only, instructors advised of situation

Low – Solo/Rental pilots and Instructors advised of level and reason

WINTER:

Winter poses many problems with both operations and safety. Below are the Environment Canada

definitions of particular hazardous types of winter weather.

Freezing Rain Warning

Freezing Rain Warnings are issued when freezing rain is expected to last for 1 hour or more, or if slippery or hazardous walking or driving conditions due to freezing precipitation is expected.

Freezing Drizzle Warning

Freezing Drizzle Warnings are issued when freezing drizzle is expected to last 6 hours or more, or if slippery or hazardous walking or driving conditions due to freezing precipitation is expected.

Winter Storm Watch

Winter Storm Watches are issued when conditions are favorable for the development of severe winter weather such as: a Blizzard, Snowfall, Winter Storm, Freezing Rain, or possible future Weather Warning.

Winter Storm Warnings

Winter Storm Warnings are issued where there is a combination of weather elements that produce the weather related hazard.

Winter Storm Warnings are issued when:

Some type of precipitation is expected to occur and, One winter warning criterion (snowfall, wind, wind chill, freezing rain) is met or expected to be

met and, Criterion for another winter warning type is approached or exceeded.

Blizzard Warnings

Blizzard warnings are issued when all of the following conditions are expected to last 4 hours or more south of the Arctic tree line and 6 hours or more north of the Arctic tree line:



Temperatures colder than 0°C. Widespread reduction of visibility to less than 1 km due to snow and/or blowing snow. Sustained wind speeds or gusts of 40 km/h or more.

Winter Alert Levels:

High:

The CFI or delegate will designate a storm alert of High in the winter when these conditions exist:

- Freezing Dizzle or Rain reported or Environment Canada warnings

- Blizzard Warnings

- Winter Storm Warnings with accompanying severe weather

- Temperatures below -30oC

Med:

The CFI or delegate will designate a storm alert of Med in the winter when these conditions exist:

- Winter Storm Warning without accompanying severe weather

- Winter Storm Watch


- Known Snow Squall activity

- Forecast Freezing precipitation

Low:

The CFI or delegate will designate a storm alert of Low in the winter when these conditions exist:


- Forecast snow



Procedures for above:

Levels will be indicated on the white board at front desk as per CFI or delegates instruction

High – Recall all flights, no flying until level dropped to Med or Low

Med – No solo flights, rental pilots limited to circuit and local flying (within 25nm only), instructors

advised of situation (CFI or delegate to impose restrictions on instructors as necessary)

Low – Solo/Rental pilots and Instructors advised of level and reason

*Note if temperatures with wind chills are extreme it is up to the DM’s discretion to release flights,

this will be determined by type of flight and preparedness of the flight’s crew

OPERATIONS SHUTDOWN:

At times during the winter months due to major storms there may be an operational need to close the

Airport for all or part of the day to members and staff alike, this will be done in the interest of Safety

for our staff and members.

Overnight Accumulations:

- 0cm – 15cm: Delayed operations in the morning due to snow removal

- 16cm – 30cm: Airport Operations closed until 12pm

- 31+cm : Airport closed

When the airport is closed there will be a airport status voicemail initiated by the morning Duty

Manager to advise all staff and members of the Airport being closed. The phone system will be

updated in the morning and throughout the day with information about the closure and an email will

be sent out to all members advising of the closure.

Note: Not all heavy snow fall and severe weather occurs over night. The Duty Manager in consultation

with the management staff can decide to close the Airport throughout the day if for staff and member

safety it is deemed necessary.

COMMUNICATIONS:

CFI or delegate, dispatch, flight line, Instructors, and all others concerned will be advised of the alert

level and the appropriate actions through use of telephones, paging system, 2 ways radios, and air to

ground radios



The Morning Duty Manager will access the phone system to change the voicemail message. The email

warning will be sent out by either the CASO, GM, or Airport Manager

TRAINING AND IMPLEMENTATION:

All department managers will ensure that their staff are aware of the policy and their roles and

responsibilities.

Training of roles and responsibilities to be recorded in Orange binders.

E) OTHER LIMITATIONS

Fuel: All flights in Brampton Flight Centre aircraft must carry a minimum of 60 minutes fuel reserve.

Practice Area Boundaries: Student Pilots are restricted to the designated practice area bounded by

Bellwood Lake, Luther Marsh, Shelburne and Orangeville.

Aircraft Defects: Aircraft defects affecting airworthiness are to be reported at the dispatch desk and

entered directly into the aircraft Journey Log book. A red card will then be placed in the aircraft

dispatch slot and the aircraft grounded until repaired.

Securing Your Aircraft: All aircraft should be tied down in a proper location on the ramp. Store tie-

downs in the baggage compartment for the duration of the flight, rather than leaving them on the

ramp. In windy conditions, a control lock and chocks should be used. In winter, cowl cover and

engine block heater utilized whenever applicable.

Procedure In the Event of Unscheduled or Forced Landing: After any unauthorized or forced landing

the pilot must call the club immediately and shall not attempt to take off again without permission

of the Chief Instructor or his delegate.

F) CIRCUIT PROCEDURES

Brampton is a very busy airport. It is imperative that all pilots operating in the vicinity have

unquestionable knowledge concerning circuit procedures at uncontrolled airports as outlined in the

Aeronautical Information Manual (section RAC 4.5.2B). Refer to AIM Section RAC Figure 4.6 for the

Standard Left-hand Circuit Pattern. In addition, there are numerous things we can do as pilots to

help relieve the congestion sometimes encountered in the airport area. These are as follows:



1. When possible private aircraft could do run-ups on their parking pads rather than the taxiway intersection (NOTE: No aircraft are to be run-up on the main ramp).

2. After fuelling, please move your aircraft well clear of the fuelling area. 3. While holding for take-off, stop just short of the active runway holding line. From this

position the final approach can clearly be seen. 4. After take-off, climb straight out. A left turn should be started at 1400’ above sea level.

Otherwise it is assumed you will be departing straight out clear of the airport area. 5. On returning to the airport, request the landing information on 123.3 and give a position

report and intentions. This alerts other aircraft of you. 6. When joining the circuit pattern straight in downwind, the aircraft may join only if no

conflict exists. Prior to joining a traffic circuit all pilots should announce their intentions. (See par. 4.5.6) All turns shall be to the left when operating in the vicinity of Brampton.

7. Position reports should be made throughout the circuit. 8. No touch and go’s unless accompanied by BFC instructor. 9. Numerous so called ‘cut-offs’ could be avoided if aircraft, when position reporting, include

their landing sequence. (e.g. “GTJ is turning base, number three to land”). 10. Aircraft operating NORDO are required to notify Brampton Airport of their intentions prior

to the flight. 11. Occasionally, on busy weekends, the line up of aircraft waiting to take off seems endless.

Most members find this frustrating and expensive. Occasionally, an over anxious pilot taxi’s out, is delayed and inadvertently forces a landing aircraft to overshoot. This procedure is not only dangerous but contrary to regulations. Traffic problems can be solved with a little common sense and good manners. For example, one club member was overheard on the radio saying, “GTJ turning base, 33 Brampton, slowing down to let a few away.” Short comments such as “GTJ, final, touch and go,” allow pilots on the ground to plan take-offs more efficiently.

12. Pilots should as much as possible avoid flying over nearby houses. Traffic patterns should be adjusted to avoid the houses sometimes under the traffic pattern. Aircraft should reach 1400’ ASL on the runway track before turning crosswind (except when observing noise abatement procedure). Landing aircraft should also plan the final leg turn at 500’ AGL or 1400’ ASL. Please avoid using nearby towns (Inglewood, Cheltenham, and Terra Cotta) as checkpoints. Roads make nice guides to fly an accurate pattern but the noise to our neighbours below is sometimes annoying.

13. After landing try not to linger on the active runway. After landing checks should be done clear of the runway holding line and not on the active.

G) B.F.C. NOISE ABATEMENT

Brampton Flying Club has always endeavoured to be a good neighbour to the residents surrounding

our airport. Your consideration of their privacy is always requested while operating your aircraft.

Departures



Always climb 500’ or higher (1400’ASL) before turning crosswind or to 800’ or higher (1700’ ASL)

before turning enroute.

Runway 33 Shortly after liftoff, make a gentle turn to track 320 magnetic to avoid flying directly over the 3

houses on the extended runway center line. Do not turn over McLaughlin Road until at least

500’ AGL and clear of built up areas.

Runway 26 Maintain runway heading, avoiding houses both on the north and south of the extended

centerline then track 270 magnetic to avoid the two farms on 2nd line and turn prior to large

horse farm on 3rd line.

Runway 15 Maintain runway track until 500’ AGL (1400’ASL).

Runway 08 Maintain runway track until 500’ AGL (1400’ASL) avoiding houses on Hwy 10 to the north of the

track.

Circuits

Try to avoid flying patterns directly over 2nd line west (Rwy 33) and 1st line east (Rwy15). Aircraft

noise is greatest directly below the aircraft. Instead fly downwind over the fence lines between the

1st and 2nd line west.

Reporting Points

Avoid directly flying over Inglewood, Cheltenham, Terra Cotta and the Caledon Estates on top of the ridge. Local Flying Avoid flying low around built up areas. Noise from light aircraft can cause damage to flocks or poultry, cattle, horses, and fur bearing animals when confined. Don’t practice off airport procedures or forced approaches around built up areas or agricultural buildings. Air



Regulations require you to be a minimum of 500’ AGL rural and 1000’ AGL urban and over buildings or people. Areas to Avoid - Farm on west side of Hwy 10 off Rwy 08. - Silvermoon Farms on McLaughlin (west side) 1000’ North of King St. - Homes and Estates in the Cataract area.

H) SIGHT SEEING FLIGHTS

Operation Objectives:

Safety

Safety of the passengers, pilots, and aircraft is the first priority on every flight.

Quality and Professionalism

The tour should be conducted as closely as possible to pre-arranged route(s). Factors such as ATC,

weather or any unforeseen circumstances may require deviations from that route(s).

An underlying objective must be professionalism displayed by pilots and all staff involved (flying,

scheduling, co-coordinating).

The pilot designated as lead will call ATC if required and:

Explain route. Number and type of aircraft involved. Number of times trip(s) is/are to be done. Determine if lead will do all radio work or if each aircraft will call separately. Any problems are to be explained to customer and/or co-coordinator and a satisfactory decision

reached.

Pre-Flight

Pre-flight checks of aircraft should be done ½ hour prior to arrival of tour group.



Sufficient fuel and oil should be carried and added if required. (Consider weight and balance of aircraft IE: JFW)

Each aircraft should have airsickness bags and passenger briefing cards on board.

Run-Up and Passenger Loading

Normally if conditions permit (i.e.: runway 33 is in use and area between patio and taxiway to runway 26-08 is dry) all tour aircraft will pick up passengers here.

Run ups of aircraft should be done prior to arrival of your group when aircraft are parked in position on taxiway.

Each aircraft should attempt to maintain a minimum of 90 – 100 Knots ground speed throughout the flight.

Pilots should explain the general features over which aircraft flies. (i.e. Hwy 10, Brampton, Square One, etc.)

Communications should be made by lead or as required.

Arrivals

When returning to Brampton the circuit should be flown consistent with traffic and the pattern of

the applicable runway.

In an effort to prevent bunching up on final, early planning is critical. If distances become tight,

communicate your intentions to others.

Circuit size should be reasonable; the preference would be to slow the aircraft down early instead of

flying a wide pattern.

An aircraft should not land until the runway is clear of traffic.

If the runway is not free of traffic, the pilot is to go around again.

I) INSTRUCTION IN PRIVATELY OWNED AIRCRAFT

All instructors should be aware that when you are flying (instructing) in a privately owned aircraft, you should make sure the insurance policy contains a clause covering Instructors of Brampton Flight Centre. Otherwise you may be liable in cases of an accident or incident. A copy of the insurance “statement” must be submitted to the CFI and filed in the pilot’s file. Keep in mind this insurance is only valid when the A/C owner is flying. Instructors are not insured for solo flight unless they are specifically named on the policy.



J) PARKING OF AIRCRAFT

At the conclusion of each flight, the aircraft should be parked at one of the following parking spaces:

1. If the aircraft has less than half tanks or if requested by the front desk, the aircraft should be parked at the fuel pumps.

2. If the aircraft does not require fuel, it should be parked in one of the tie down areas on the apron. The front rows should be filled first. The line staff may request differently from time to time.

3. Private members aircraft should be parked only in the last row of the ramp. 4. The south side of our ramp is furnished with Hydro. Aircraft with ground-powered heaters will

be normally parked in these positions by the line staff overnight (winter) or by pilots who intend on heating aircraft between flights.

5. On cross-country flights, students should be briefed on “common sense” items with regard to aircraft parking. The following are some rules:

a. Parking brakes are not reliable; b. Chalks must always be used if the wind is over 20 Knots; c. If the aircraft is left over 10 minutes, it must be tied down; d. Aircraft to be left over night should be securely tied down with knots and ropes checked

twice “by the pilot”; e. Concrete blocks or pails are not satisfactory tie downs for club aircraft; f. If a hangar is to be used, the pilot should supervise the parking and if the door is not

closed, the aircraft should be tied down inside.

6. Aircraft requiring “quick” service (i.e. navigation light, rough run-up type snag) should be parked close to the maintenance office.

K) RADIO PROCEDURES

Standard radiotelephone technique is to be used at all times. Instructors should use the radio on

training flights only to demonstrate technique, if safety demands or if the lesson is at a stage where

the student’s attention is better focused elsewhere. Normally the mike should not be used during

critical stages of flight (example: during a landing roll or take-off roll).

Instructors are expected to use the standard radio phraseology while talking on the radios. Students will

learn by the example of the Flight Instructors and will benefit by maintaining this level of professionalism.

PIREPS should be up to the standard and be reflective of the BFC flight training operation.



Under no circumstances will Flight Instructors engage in an argument with other pilots on the radios.

L) SURVIVAL EQUIPMENT POLICY

Survival training is an important component of BFC’s pilot training program. If taught properly it will foster good, safety conscious pilots. Survival training is a part of PDM training for ground school classes. Dispatchers now have required survival training upon being hired and they will ensure that students and instructors are wearing proper attire for the climatic environment they plan to fly in. Any clothing they feel that may not be appropriate for flight will now be reported to the CFI or his/her delegate. Dispatch keeps survival kits behind the front desk that meet and/or exceed the requirements of CAR 602.61. It is expected that instructors and students take these kits with them for planned X-country flights that are to be flown into geographic areas that may necessitate their possible use. Instructors will have indoctrination training in survival upon being hired, and the entire staff will have a meeting at least annually to review survival policy and make any required amendments to the policy.

M) FUELING OF AIRCRAFT

Instructors and students are required to have training in the fuelling of aircraft. Students will receive this training from their ground school and also directly from the flight instructor. Training must encompass the procedures to follow in the event fuel is required away from CNC3. Flight instructors will be trained in fuelling procedures upon being hired. Recurrent training will take place during the first staff meeting of the new calendar year. While fuelling the aircraft must always be grounded through use of a ground wire and at no time will fuelling take place with passengers onboard the aircraft.

N) FLIGHT OVER WATER



CAR 406.54 requires that all flight training units NOT permit a person to operate a land aircraft over water, except when conducting a take-off or landing, beyond a point where the airplane can reach the shore in the event of an engine failure. Instructors are required to go over this regulation with their students as it is part of their training program outline.

O) WINTER FLYING

As winter approaches, the conscientious pilot must recognize his changing environment. For example, a short walk during the summer months can turn into a nightmare in the dead of winter.

Dress for the winter flying, wear good winter boots, a warm jacket with a parka if possible, and

make sure you carry a pair of gloves. No one expects a practice forced approach to turn into the real

thing but if it happens in winter, the elements can cause a serious problem.

Before attempting to start an aircraft engine in below freezing temperatures, familiarize yourself

with the winter operation of the power plant, inspect the winter kits for proper installation, make

sure all fuel drains work, and that sufficient samples are taken. Review the manufacturers’

recommendations for winter operation and make sure you understand them.

Take extra care around the ramp, icy conditions will persist for most of the winter, avoid walking in

front of operating aircraft.

Special caution must always be used while taxiing under winter conditions. A moderate wind will

often “weather cock” a light aircraft on a slippery taxiway. Many experienced pilots are surprised to

find that with even a slight tailwind, braking is sometimes not sufficient to avoid a collision.



During winter operation extra attention must be given to power plant management. Forced landings

in snow-covered fields most always leave the aircraft inverted and substantially damaged. Pilots

should ensure that their engine remains warm enough for safe operation (see owner’s manual). As

the outside air temperature goes down, fuel becomes harder to vaporize. Often in winter months, it

is too cold to fly light piston engine aircraft (approximately – 20C). Obviously power must remain

on during normal descents and especially while descending to land. To ensure safe aircraft

operation, carburetor heat is a must to prevent the formation of induction icing and pilots are

reminded that partial application of carburetor heat is not approved.

Sightseeing flights must brief passengers regarding operations of aircraft and extra care while

walking on the ramp.

Students on course at the Brampton Flying Club are not permitted to practice forced approaches

SOLO during the winter months.

1. Dress for the occasion

2. Don’t fly under conditions you can’t handle.

3. If you don’t understand winter operations for the aircraft – ask.

4. Fly high, fly fast, and fly warm.

WINTER FLYING – CHECK OUT

CLOTHING

Dress warmly.

Good boots (not bulky).

Gloves and hat (a must).

PRE-FLIGHT

* Arrive early so walk around can be done in WARM hangar.

* Drain tanks again after aircraft has been removed from hangar, checking for condensation.

Ensure a thorough inspection that includes the following:



1. Controls free and full travel.

2. Windshield clear – do not use scraper. 3. Frozen brakes – kick tires from behind. 4. Frozen drain – call maintenance.

If there is any frost, snow or ice on the critical surfaces, the flight is a NO-GO until it is removed.

STARTING ENGINE - GENERAL

Starting the engine should only be performed by the PIC or in the case of flightline or maintenance

personnel, employees who have been trained to do so in accordance with the aircraft operating

instructions.

STARTING WITH PRE-HEAT

1. Ignition switch - OFF 2. Throttle - CLOSED 3. Mixture – IDLE CUT-OFF

4. With qualified person at controls prime 2-4 strokes. Recharge primer for use after engine start. “DO NOT OVER PRIME”. a. NOTE: Should only be conducted by an instructor who has been trained by

maintenance personnel. 5. Master - ON 6. Carburetor Heat – COLD 7. Throttle - OPEN ¼” – ½” 8. Mixture – FULL RICH 9. Yell - “CLEAR PROP” 10. Start engine 11. Throttle – Adjust to 1200-1500 RPM for short period and then to 1000 RPM. 12. Oil pressure – In the green within 60 seconds. If not, SHUT DOWN 13. Primer - LOCKED

STARTING WITHOUT PRE-HEAT

After the engine starts, apply carburetor heat hot until engine runs smoothly. If engine fires but does not start, repeat start procedures at step 6 (do not prime). If engine does not start on first few attempts, shut down so as not to wear down the battery. The problem is likely frosted plugs and the engine will need pre-heat, call maintenance.

ENGINE FIRE ON START UP



1. Continue cranking, which will suck flames back into engine.

If the engine starts:

2. 1700 RPM for one minute and then shut down and call maintenance.

If the engine does not start:

3. Throttle – FULL OPEN 4. Mixture -ICO 5. Cranking – Continue 6. Use Fire Extinguisher 7. Secure the Engine (Master – OFF, Ignition – OFF, Fuel Valve – OFF) 8. Call Maintenance

NOTE: Remember that your safety comes first!

TAXI

1. Speed should be that of a fast walk/slow jog.

2. Taxi defensively.

3. Icy taxiways mean a likely weathercock – be prepared.

4. If you go off the taxiway or runway do not power out. Shut down and call for help (Flight

Line/Unicom).

2. Notify Flight Line/Unicom of any snow drift/bank on taxiways

NOTE: Make sure oil pressure & temperature gauges are in green prior to conducting Run-Up.

TAKE-OFF

1. Avoid rapid throttle advancement.

2. Ensure warm engine.

a. Oil temperature – In the green. b. Advance throttle 2-3 times, if engine does not hesitate you are ready to go.

3. Power check – ensure proper RPM after initial take-off roll.



LANDING

1. Carburetor heat - HOT

2. Use power assisted approaches.

3. Avoid low, flat approaches.

4. Anticipate a slow engine in the event of a go around and apply power smoothly.

5. Braking will be reduced on ice and snow.

6. Stay on the centerline to avoid snow banks.

RAMP

1. Secure aircraft properly with tie-downs or chocks if tie-downs are not available. 2. Insert control lock. 3. Avoid use of parking brake, as it will freeze. 4. Put on cowl cover and plug in heater.

P) INSPECTION OF FLAPS

Our school policy is that makes good sense to have a good look at the flap track and roller assembly

prior to flight. This can only be accomplished by lowering the flaps to the full down position. As the

flaps are extending any binding or jamming may be detected.



APPENDIX

Pilot Currency Guidelines

Category A Pilot – Less than 100 hours total time. Category B Pilot – Between 100 and 200 hours total experience. Category C Pilot – More than 200 hours total experience. Category D Pilot – More than 200 hours total experience and more than 50 hours on type.

Approved Currency – All pilots must have flown the aircraft type they are intending to rent as per the

chart below and a minimum of 3 hours in the last 90 days.(up to the discretion of the CFI or Flight

Instructor signing out the pilot). Note currency for Cessna type’s flows from most advanced to least

advanced, e.g. If pilot is current on C172RG and they have been previously checked out on a C172P they

are also current on that type.

Cat A Cat B Cat C Cat D

C152 30 days 30 days 30 days 60 days

C172 30 days 30 days 30 days 60 days

C172 RG 15 days 30 days 30 days 60 days

PA 18 15 days 30 days 30 days 30 days

_______________________________________________________________________

Pilot Checkout Requirements Category A Pilot - Less than 100 hours total time Category B Pilot – Between 100 and 200 hours total time experience Category C Pilot – More than 200 hours total time experience Category D Pilot – More than 200 hours total time experience and over 50 hours on type

Check on type guidelines (No previous type experience)

CAT A CAT B CAT C

C152 2 hours 1.5 hours 1 hour

C172 2 hours 1.5 hours 1 hour

C172RG NA 5 hours 3 hours

PA18 15 hours 10 hours 5 hours



Check on type guidelines (Previously checked out)

CAT A CAT B CAT C CAT D

C152 1 hour 0.5 hour CC CC

C172 1 hour 0.5 hour CC CC

C172 RG 2 hours 1 hour 0.5 hour CC

PA18 2 hours 1 hour 0.5 hour CC



Navigation Log and Weight and Balance forms:





Sign Out checklists:

Solo Circuit:

Preparation

Flight Planning Checklist Items Yes No

Not

Required Comments

Has the student got a weather package including

notams?

Have the student briefed DI on applicable wx and

notams?

Has a w&b been completed?

Have the landing and t/o distances been calculated?

What runways does the student expect to be using

based on TAF?

What is the x-wind for the runway

Is the student dressed for the wx i.e. winter jacket, boots,

scarf, hat, gloves?

Has the student completed the IMSAFE checklist?

Is there enough time booked for the completion of the

flight?

Flight Specific Questions

Checklist Items

Yes No

Not

Required Comments

How do you conduct a normal/performance T/O

How do you conduct a normal Landing/ performance

landings

How would you do a runway change?

Sign out Requirements

Checklist Items

Yes No

Not

Required Comments



Has the student’s PTR been stamped?

Does the student have a current medical, SPP, and radio

license?

Is the student current (15days)?

Will the flight be concluded within the BFC daylight

requirements (Night time – Length of flight planned)?

Emergency Procedures review question 1

Emergency Procedures Review question 2

Bad landing recovery question

(bounce, porpoise, balloon, wheel barrowing)

Solo Practice Area:

Preparation


Not

Required Comments

Has the student got a weather package including

notams?

Have the student briefed DI on applicable wx and

notams?


Have the landing and t/o distances been calculated?

What runways does the student expect to be using

based on TAF?

What is the x-wind for the runway

Does the student have a current map and where in the

practice area are they planning to do air exercises?

Is the student dressed for the wx i.e. winter jacket,

boots, scarf, hat, gloves?

Has the student completed the IMSAFE checklist?



Is there enough time booked for the completion of the

flight?

Flight Specific Questions

Checklist Items

Yes No

Not

Required Comments

How do you conduct a normal/performance T/O

How do you conduct a normal Landing/ performance

landings

How do you perform the exercise(s) being practiced?

What are the potential safety concerns and what do you

do about them?


Checklist Items

Yes No

Not

Required Comments


Does the student have a current medical, SPP, and

radio license?


Will the flight be concluded within the BFC daylight

requirements (Night time – Length of flight planned)?







Solo Cross Country:

Preparation


Not

Required Comments

Has the student got a weather package

including notams?

Have the student briefed DI on applicable wx

and notams?

Is the route drawn on their map including drift

lines, ½ way points, and check points?

Is the flight planning form filled out

completely?


Have the landing and t/o distances been

calculated?

What runways does the student expect to be

using based on TAF?

Are there any abnormal procedures at the

destination aerodromes?

Is the student dressed for the wx i.e. winter

jacket, boots, scarf, hat, gloves?

Has the student completed the IMSAFE

checklist?

Is there enough time booked for the

completion of the flight?

Does the student have their flight plan filled

out?

Route Specific Questions

Checklist Items Yes No

Not

Required Comments

What is the MOCA? Where did you get it?

How do you calculate GS and RETA at your

check points?



Demonstrate double angle, and open close

correction techniques

What do you do if you are lost?

When do you update your ETA with FSS?

What radio calls do you make to MF and

TWR aerodromes?



Not

Required Comments


Does the student have a current medical,

SPP, and radio license?


Will the flight be concluded within the BFC

daylight requirements (Night time – Length of

flight planned)?

Student is briefed to call at all stops?







Rental Flights:

Preparation


Not

Required Comments

Has the PIC checked the weather before

departing?

How many passengers will be on board? If

necessary has a Weight and Balance been

completed?

Is the PIC and passengers dressed for the

wx i.e. winter jacket, boots, scarf, hat,

gloves?

Is the PIC wearing proper footwear?

Are there any abnormal procedures at the

destination aerodromes?

Have you checked the aircraft documents?

Has a flight plan been filed?

Route Specific Questions


Not

Required Comments

Is the weather suitable for the PIC’s route

of flight?

Do you have an alternate route if weather

were to deteriorate?

How long is your reservation?

Is there enough time booked for the

completion of the flight?

Is the length of their booking reasonable?

Will you return to the club before the club

closes?

Do you have the necessary equipment on

board to complete your flight?





Not

Required Comments

Is the PIC current? (Flown once in 30 days

if their total flight time is less than 200

hours OR Flown once in 60 days if their

total flight time is more than 200 hours and

more than 50 hours on type)

Does the PIC have a current Canadian

medical, licence, and radio license?

Has the PIC flown 5 hours or more in the

last 3 months?

Has the PIC flown with an instructor at

least once in the past year?

How many total hours does the PIC have?

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