Standard Operation Procedures – Standard Training

Procedures

1ST Version – April 1ST ,2023

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Preamble
Select Aviation College is a flight training unit located in the Canadian province of Québec.
Operating since 2014, the training center has quickly made a name for itself with the diversity
of its training and its level of professionalism and safety.

This manual provides to Select Aviation College’s student pilots, pilots and instructors standard
operating procedures that shall be complied with during commercial, dual and solo training
flights. The procedures described in this manual are derived from the Transport Canada official
Publications such as the Flight Training Manual, the Flight Instructor Guide (TP 975) and flight
test guides.
The standard operating procedures described in this manual are oriented towards achieving
two main objectives:
- First, to improve safety
- Second, to promote the Select Aviation College training program core values based on
excellence, competency, performance, and results.

Additionally, this manual provides a standardized approach to training at all levels of pilot
training. As such, Select Aviation College staff instructors are expected to comply with training
procedures described herewith. Adhering to these training procedures will result in a safer
operation and more efficient training by reducing confusion, interrogations, and personal
preferences.

This manual however does not consider every possible circumstance or contingency and it does
not address specific training difficulties. Therefore, student pilots and staff instructors are
expected to exercise good judgement and airmanship to address situations not addressed in
this manual. All procedures described in this document will be reviewed regularly and amended
as necessary. Comments, questions, or feedback should be forwarded to the Chief Flight
Instructor (via the operations@selectaviation.com email address).

All limitations and references made to the POH of the aircraft are for reference only and do not
replace the manual of the aircraft you will be flying. Please refer to those books for any
questions or concerns. Should you find discrepancies, please refer to the undersigned.

Maxime Delage-Damon
Chief Flight Instructor
Select Aviation College

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Distribution list
This document was created as a basis for flight operations. It will be updated as the
organisation grows according to the feedback of the different actors.

Thus, an updated copy must always be kept in the files of the following members of the team as
well as in the library of the college:

Holder Number of copies

Accountable Executive 1
Director of Flight Operations 1
Chief Flight Instructor 1
Assistant Chief Flight Instructor 1
Supervising instructors 1 each
Flight instructors (SE and ME) 1 each
Student pilots 1 each
Flight test examiners 1 each
Aircraft documents 1 each

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Amendment list and procedure
The CFI will amend this document whenever required and distribute the updated version to all
the holders. All amended pages must show the appropriate number and date of change.
Amendments shall be indicated with a solid black vertical line next to the amended text.

Amendment Instructions must include a list of “Pages to remove”, “Pages to insert” and
“Reason for Modification”. Modified text must show a vertical line in the right margin of the
page. If a Manual or any related amendments are cancelled, all holders shall receive directions
to destroy the copies in their possession. Once the amendment has been made, the holder shall
record the change in the List of Changes found in this Section.

Amendment number Short description Date (YYYY-MM-DD) Made by

Original Original document 2023-04-01 Maxime Delage-Damon

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List of effective pages
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Table of Contents.
Preamble………………………………………………………………………………………3
Distribution list………………………………………………………………………………4
Amendment list and procedure…………………………………………………………..5
List of effective pages………………………………………………………………………6
Table of Contents……………………………………………………………………………8
1. General Information…………………………………………………………………10
1.1 Abbreviations……………………………………………………………………10
1.2 Responsibilities and duties…………………………………………………...14
1.3 Transfer of control………………………………………………………………14
1.4 Cockpit Procedures…………………………………………………………….14
1.5 Specific Systems operations………………………………………………….15
1.6 Use of must, shall, will, should, may might and can…………………….15
2.Airplane Limitations………………………………………………………………………16
2.1 Speeds..…………………………………………………………………………………16
2.1.1C150…………………………………………………………………………17
2.1.2C172…………………………………………………………………………18
2.1.3PA44…………………………………………………………………………19
2.2 Weight…….……………………………………………………………………………20
2.2.1C150……………………………………………………..………….………..21
2.2.2C172………………………………………………………..………….……..22
2.2.3PA44…………………………………………………………..…….………..23
2.3 Operating Limitations……………………………………………………….………..24
2.3.1 Engine and fuel……………………………………………………………24
2.3.2 Fuel………………………………………………………………………….24
2.3.3 Maneuvers and Load Factor……………………………………………..24
2.3.4 Type of operations………………………………………………………...25
2.4 College Limitations…………………………………………………………………..25
2.4.1 Weather Limitations………………………………………………………..25
2.4.2 Solo Limitations…………………………………………………….………….25
2.4.3 Engine Care……………………………………………………………………25
2.4.4 Flight Training Rules..…………………………………………………………28
2.4.5 Cross Country………………………………………………………………….30
3 Briefings and Calls………………………………………………………………………..34
3.1 Take-off Briefing………………………………………………………….………34
3.2 Passenger Briefing (Before engine start)……………………………….……..35
3.3 Passenger Briefing (Emergency)………………………………………….……36
4 Circuit Profile………………………………………………………………………………37
5 Operations………………………………………………………………………………….39
5.1 Winter Operations…………………………………………………………...…..39
5.2 Summer Operations…………………………………………………………......40
5.3 Gliding Range………………………………………………………………….....41
5.4 Grass Runways……………………………………………………………………42

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6 Appendix……………………………………………………………………………………43
6.1 Plane Checklist……………………………………………………………………43
6.2 Normal Checklist Single Pilot…………………………………………………...43
6.3 Normal Checklist Two-crew……………………………………………………..43
7 Checklist Detailing………………………………………………………………………..46
8 Take-Off performance charts……………………………………………………………50
8.1 C150 Take off Distance……………………………………………………….….50
8.2 C150 Landing Distance…………………………………………………………..50
8.3 C172 Take off Distance…………………………………………………………..51
8.4 C172 Landing Distance………………………………………………….……….51
9 Radio Communications………………………………………………………………….52
9.1 Standard Communications ………………………………………………………52
10 Standard Operating Procedures Single Engine……………………………………60

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1 General information
1.1 Abbreviations
Abbreviation Definition Abbreviation Definition
AAE Above Aerodrome FACF Final Approach Course Fix
Elevation FAF Final Approach Fix
ADC Air Data Computer FAWP Final Approach Waypoint
AFCS Automatic Flight Control FD Flight Director
System FINS Flight Instructor
AGL Above Ground Level FLC Flight Level Change Mode
ALT Altitude Hold Mode FPL Flight Plan
ALTS Altitude Capture Mode FMS Flight Management
from the pre-selected System
altitude FPM Feet Per Minute
ALTV Altitude Capture Mode ft Feet
from the VNAV vertical FT Flight Test
profile Ft/min Feet per minute
AP Autopilot GA Go-Around
APR Approach mode GCU Garmin Control Unit
APV Approach with vertical GNSS Global Navigation Satellite
guidance System
ASAP As Soon As Possible GP Glide Path
ASI Airspeed Indicator GPS Global Positioning System
ATC Air Traffic Control GPWS Ground Proximity
ATS Air Traffic Services Warning System
AUX Auxiliary GSS Glide Slope
BARO Barometric Setting GTX Garmin Transponder
BAT Battery HDG Heading Mode
C Celcius HSI Horizontal Situation
CAS Crew Alerting System indicator
CB Circuit Breaker IAF Initial Approach Fix
CDI Course Deviation IAS Indicated Airspeed
Indicator IAWP Initial Approach Waypoint
COM Communication Radio ICAO International Civil aviation
CFI Chief Flight Instructor Organization
CFIT Controlled Crash Into IFR Instrument Flying Rules
Terrain ILS Instrument Landing
CRFI Canadian Runway Friction System
Index IMC Instrument
DA Decision Altitude Meteorological Conditions
DR Dead Reckoning In-Hg Inches of Mercury
EDP Engine Driven Pump IWP Intermediate Waypoint
EFB Electronic Flight Bag KIAS Knots Indicated Airspeed

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Abbreviation Definition Abbreviation Definition
kts Knots QRH Quick Reference
LDG Landing Handbook
LNAV Lateral Navigation RA Radio Altimeter
LNAV+V Lateral Navigation with RAIM Receiver Autonomous
Advisory Only Vertical Integrity Monitoring
Guidance REQ’D Required
L/VNAV Lateral RF Radius-to-Fix
Navigation/Vertical RNAV Area Navigation
Navigation RNP Required Navigation
LOC Localizer Performance
LOI Loss of Integrity ROC Rate of climb
LPV Localizer Performance ROD Rate of descent
with Vertical Guidance ROL Roll Mode
MAP Missed Approach Point RWY Runway
MAWP Missed Approach SA Situational Awareness
Waypoint SBAS Satellite-Based
Mb Millibars Augmentation System
MDA Minimum Descent SE Single engine
Altitude SIC Second in Command
ME Multi engine SID Standard Instrument
MFD Multi-Function Display Departure
MP Manifold Pressure SOP Standard Operating
MPP Mixture-Pitch-Power Procedures
MSL Mean Sea Level STAR Standard Terminal Arrival
NM Nautical Mile Route
NPA Non-Precision Approach STBY Standby
OAT Outside Air Temperature SUSP Suspend
PBN Performance Based TAWS Terrain Awareness and
Navigation Warning System
PF Pilot Flying TCAS Traffic Collision Avoidance
PFD Primary Flight Display System
PFT Pre-Flight Test TEMPCOM Temperature
PIC Pilot in Command Compensation
PIT Pitch Mode TO Takeoff
PM Pilot Monitoring TOD Top of Descent
PNF Pilot Not Flying UAS Undesired Aircraft State
POH Pilot’s Operating VAPP VOR Approach Mode
Handbook VFR Visual Flight Rules
PTCH Pitch VHF Very High Frequency
PUT Pilot Under Training VMC VFR Meteorological
PWR Power Conditions
VNAV Vertical Navigation Mode

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Abbreviation Definition
VOR VHF Omni-Directional
Range
VPTH Vertical Path
VS Vertical Speed
W&B Weight and Balance
WAAS Wide Area Augmentation
System
XPDR Transponder
YD Yaw Damper

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1.2 Responsibilities and duties
All personnel involved in the operations of an airplane are subject to specific responsibilities
and duties.

Responsibility:
- Pilot-in-Command (PIC): legally responsible for the safe operation of the airplane from
the early planning phase until the flight is terminated
- Flight instructor (FINS): the pilot giving training to a pilot under training
- Pilot under training (PUT) is a pilot undergoing training to obtain a specific rating or
qualification.
Everyone on board the airplane is subjected to the PIC’s authority. During actual flight training,
the flight instructor will be the PIC.

Duties:
Crew cooperation and coordination is vital to the safe conduct of operations and to achieve
efficient training.
The PIC has overall responsibility for the safety and success of the operation. However, this fact
does not absolve the PUT to do all that is reasonable to enhance safety. This includes advising
the PIC of any system malfunction, traffic, or ATC communications.
1.3 Transfer of control
It is essential that during all phases of ground and flight operations, both the FINS and the PUT
clearly understand which pilot has control of the airplane and who is therefore the Pilot Flying
(PF).
The PIC may assume control at any time. When advised that the PIC is taking control the PUT
shall relinquish control immediately.

When the PF transfers controls to the other pilot, the following procedure shall be used:
- The pilot transferring control will say "You have control" and he will retain control until
- The pilot now taking over control says, "I have control"

When the PF takes over control from the other pilot, the following procedure shall be used:
- The pilot taking over control will say, "I have control" and
- The pilot transferring control will say, "You have control" and will release control.
1.4 Cockpit procedures
Completion of checklists:
The PF will carry out the required normal checklist using the paper copy onboard the aircraft.
All checklists and drills shall be carried out in the sequence that they are listed until completion.
No item should be deleted, nor the order be altered. The label indicated on the switched and
controls will be used for completion of the checklists.
The only memory procedure are drills (that required immediate action) as specified below.
The checklists and procedures related to it are detail in the section 8 of the current document,
for additional questions refer to the CFI.

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Drills:
A drill is a memorised sequence of actions used in normal or emergency situations (thus
requiring immediate action). After executing the drill, and once the situation is stabilized the
appropriate checklist should be reviewed completely to endure that all the items were covered.
The drill will be considered “Completed” once this review is carried out.
Example: engine fire checklist, after takeoff check, …

Sterile environment:
Conversations between FINS and PUT shall be kept to those essential for the flight and the
training activities when the aircraft is in the flight phases described below:
1. When engaged in ground taxi operations
2. During critical phases of flight (i.e.: initial climb, descent, approach, landing or when the
workload does not allow for any non-essential communications)
3. Below 3’000 ASL
4. When within 500 feet of reaching an assigned altitude during climbs and descents
1.5 Specific systems operations
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1.6 Use of MUST, SHALL, WILL, SHOULD, MAY MIGHT and CAN
The use of words MUST, SHALL, WILL, SHOULD, MAY and CAN are derived from the Canadian
Aviation Regulations (CARs) and are to be interpreted as follows:
- MUST, SHALL, and WILL are used to express an obligation or a requirement that the FINS
or the PUT is obliged to comply with
- SHOULD is the conditional form of SHALL and expresses a recommendation, SHOULD
expresses what is strongly advised but is not a legal requirement
- MAY, MIGHT and CAN are used to express a possibility, capability or an option, when
used they express what is acceptable or possible within the limits of this manual, the
Pilot’s Operating Handbook, or any publication that serves as an official reference

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2 Airplane limitations
2.1 Speeds
The following airspeeds definitions must be known and used for the operation of the different
types of aircraft. Their values are detailed in the current section for each type of aircraft:
Speed Definition
VA Maneuvering speed: speed at which application of full available aerodynamic
control will not overstress the airplane
VFE Maximum flaps extended speed: maximum speed permissible with flaps in a
prescribed extended position
VLE Maximum landing gear extended speed: maximum speed at which an
airplane can be safely flown with the landing gear extended
VLO Maximum landing gear operating speed: maximum speed at which the
landing gear can be safely extended or retracted
VMCA Air minimum control speed: minimum flight speed at which the airplane is
directionally controllable (enhanced explanation available in a further section
of that document)
VMCG Ground minimum control speed: minimum speed during the takeoff run at
which, if the critical engine suddenly fails, it is possible to maintain
directional control using only aerodynamic controls
VNE Never exceed speed: speed limit that may not be exceeded at any time
VNO Maximum structural cruising speed: peed that should not be exceeded
except in smooth air and then only with caution
VS Stalling speed: minimum steady flight speed at which the airplane is
controllable
VSO Stalling speed in landing configuration: minimum steady flight speed at which
the airplane is controllable in the landing configuration
VSSE Intentional one engine inoperative speed: minimum speed selected by the
manufacturer for intentionally rendering one engine inoperative in flight for
pilot training
VX Best angle of climb speed: airspeed which delivers the greatest gain of
altitude in the shortest possible horizontal distance
VXSE Best angle of climb speed on one engine: airspeed which delivers the greatest
gain of altitude in the shortest possible horizontal distance on one engine
operative
VY Best rate of climb speed: airspeed which delivers the greatest gain in altitude
in the shortest possible time
VYSE Best rate of climb speed on one engine: airspeed which delivers the greatest
gain in altitude in the shortest possible time with one engine operative

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2.1.1 C150
Speed Value (KIAS) Values (MPH)
VNE 141 162
VNO 107 123
VA 97 (1600lbs) 112 (1600lbs)
93 (1450lbs) 107 (1450lbs)
88 (1300lbs) 101 (1300lbs)
VFE 85 98
VY 68 78
VX 56 64
VS Most forward CG Most rearward CG Most forward CG Most rearward CG
47 46 54 53
VSO Most forward CG Most rearward CG Most forward CG Most rearward CG
42 42 48 48

Marking KIAS range or value Signification

White arc 42-85 Full flaps operating range (VSO to VFE)
Green arc 47-107 Normal operating range (VS to VNO)
Yellow arc 107-141 Operations must be conducted with
caution and in smooth air (VNO to VNE)
Red line 141 Maximum speed for all operations

Example of a generic airspeed indicator in KIAS:

VSO
VS

VNE

VFE
https://en.m.wikipedia.org/wiki/File:Airpseed_Indicator.svg

VNO

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2.1.2 C172
Speed Value (KIAS) Values (MPH)
VNE 160 184
VNO 128 147
VA 97 (2300lbs) 112 (2300lbs)
89 (1950lbs) 102 (1950lbs)
80 (1600lbs) 92 (1600lbs)
VFE 85 98
VY 73 84
VX 59 68
VS Most forward CG Most rearward CG Most forward CG Most rearward CG
47 42 54 48
VSO Most forward CG Most rearward CG Most forward CG Most rearward CG
41 36 47 41

Marking KIAS range or value Signification

White arc 41-85 Full flaps operating range (VSO to VFE)
Green arc 47-128 Normal operating range (VS to VNO)
Yellow arc 128-160 Operations must be conducted with
caution and in smooth air (VNO to VNE)
Red line 160 Maximum speed for all operations

Example of a generic airspeed indicator with both KIAS and MPH (and with a TAS window):

VNE VSO

VS

VNO
https://mediawiki.ivao.aero/index.php?title=Airspeed_indicator

VFE

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2.1.3 PA44
Speed Value (KIAS)
VNE 202
VNO 169
VLE 140
VLO 140 (down, extended)
109 (retraction)
VA 135 (3800lbs)
115 (2870lbs)
VFE 111
VY 88
VYSE 88
VSSE 82
VX 82
VXSE 82
VS 57
VMCA 56
VSO 55

Marking KIAS range or value Signification

White arc 41-85 Full flaps operating range (VSO to VFE)
Green arc 47-128 Normal operating range (VS to VNO)
Yellow arc 128-160 Operations must be conducted with
caution and in smooth air (VNO to VNE)
Red line 160 Maximum speed for all operations

Example of the airspeed indication on the G1000 (PA44):

VFE

https://www.aviationsafetymagazine.com/features/which-airspeed/

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2.2 Weight
Weight Definition
Basic Empty Weight Standard empty weight plus optional equipment
Maximum Landing Maximum weight approved for the landing touchdown
Weight
Maximum Ramp Weight Maximum weight approved for ground maneuver (it includes
weight of start, taxi and run-up fuel)
Maximum Takeoff Maximum weight approved for the start of the takeoff run
Weight
Maximum Zero Fuel Maximum weight exclusive of usable fuel
Weight
Moment The product of the weight of an item multi- plied by its arm
(moment divided by a constant is used to simplify balance
calculations by reducing the number of digits)
Payload Weight of occupants, cargo and baggage
Standard Empty Weight Weight of a standard airplane including unusable fuel, full
operating fluids and full oil
Station A location along the airplane fuselage usually given in terms of
distance in inches from the reference datum
Unusable Fuel Fuel remaining after a runout test has been completed in
accordance with govern-mental regulations
Usable Fuel Fuel available for flight planning
Useful Load Difference between takeoff weight, or ramp weight if applicable,
and basic empty weight

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2.2.1 C150
Weight Value (lbs)
Maximum Takeoff Weight 1600
Maximum Landing Weight 1600
Maximum weight in baggage compartment 120 (maximum 40 from station 76 to 94)

Center of gravity moment envelope graph:

Center of gravity limits graph:

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2.2.2 C172
Weight Value (lbs)
Maximum Takeoff Weight 2300
Maximum Landing Weight 2300
Maximum weight in baggage compartment 120 (maximum 50 from station 108 to 142)

Center of gravity moment envelope graph:

Center of gravity limits graph:

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2.2.3 PA44
Weight Value (lbs)
Maximum Ramp Weight 3816
Maximum Takeoff Weight 3800
Maximum Landing Weight 3800
Maximum weight in baggage compartment 200

Center of gravity range and weight graph:

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2.3 Operating limitations
2.3.1 Engine and fuel
Below you’ll find a sum-up of the essential information related to the engine, oil, and fuel
limitations of each type of aircraft. The POH remains the official reference.
2.3.1.1 C150
Engine: Teledyne Continental O-200-A, rated 100BHP at 2750RPM
Normally aspirated, direct drive, air cooled, horizontally opposed, carburettor equipped, four-
cylinder engine.

Fuel: Select Aviation approved fuel grade is 100LL grade fuel aviation (blue)
Standard tanks with 26 gallons capacity (22.5 usable), 13 gallons in each tank.
Note: due to cross-feeding between fuel tanks, the tanks should be re-topped after each
refuelling to assure maximum capacity.

Oil: SAE 40 above 4°C and SAE 10W30 or SAE 20 below 4°C
Capacity 7 quarts total (sump 6 quarts)
Note: multi-viscosity oil with a range of SAE 10W30 is recommended for improved starting in
cold weather
2.3.1.2 C172
Engine: Avco Lycoming O-320-H2AD, rated 160BHP at 2700RPM
Normally aspirated, direct drive, air cooled, horizontally opposed, carburettor equipped, four-
cylinder engine.

Fuel: Select Aviation approved fuel grade: 100LL grade fuel aviation (blue)
Standard tanks with 43 gallons capacity (40 usable), 21.5 gallons in each tank.
Note: to ensure maximum fuel capacity when refuelling, place the fuel selector valve in either
LEFT or RIGHT position to prevent cross-feeding.
Note: takeoff and land with the fuel selector valve handle in the BOTH position.

Oil: SAE 40 above 4°C and SAE 10W30 or SAE 20 below 4°C
Capacity 7 quarts total (sump 6 quarts)
2.3.1.3 PA44
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2.3.2 Maneuvers and load factor
Talk about the maneuvers authorized and categories.
2.3.3 Type of operations
2.3.3.1 C150
Flight rules
Service ceiling
Specific runways operations (grass...)
Gliding range, approach

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2.3.3.2 C172
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2.3.3.3 PA44
Intentionally left blank.
2.4 College limitations
2.4.1 Weather limitations
Please find below the table that includes all the weather limitations established for the college:
Table
2.4.2 Solo limitations
The weather limitations for solo flights can be found in the previous section. Additionally,
several rules must be kept in mind for any solo flight carried out at the college:
- The supervision by a qualified instructor is mandatory for any solo flight.
- For any solo flight, the fuel tanks must be full prior to departure as long as the weight
and balance calculation fits in the envelope of the POH.
- Without a valid and current night rating, solo students must land at least 1 hour before
the aeronautical sunset.
The information of the aeronautical sunset is displayed on the schedule tab of the Air
Supervision system with the following indication:
- All night cross-country flight must be done with a CFI approved route.
2.4.3 Engine care
Recommendations/Good practice:
- The engine (and controls in general) should be handled with care. To maximize the
lifespan of the different components, controlled and thoughtful procedures must be
applied. Aircraft systems and engines are heavily expensive, and the availability will be
impacted if a poor handling of these is observed.
- Full power application should be done smoothly: observe at least 4 seconds between
the idle and full power settings.
- Below 0°C and above 25°C, power changes should also be slow: consider changes of not
more than 500RPM/second.
- Cruise with more than 2500RPM must be avoided: the engine temperature would
increase if so, thus reducing the lifespan.
- Unless required by the condition or for the purpose of training, climbs below 65KIAS
should be avoided. If used, the engine parameters must be watched closely.

Engine start:
Consider the following prior to starting the engine:
- Maintain a constant lookout during the engine start. Prior to shouting “Clear prop” to
advise people around, conduct a 360° visual check.
- Never pump the throttle instead of the primer to start the engine: this will activate the
accelerator pump, that will spray fuel into the carburettor Venturi. This fuel will then
drip in the airbox, air intake, and ground. In case of backfire, an explosion is not
avoidable, and an engine fire is most likely to occur.

25
 - Never use more than 2 primer injection at once.
- If the temperature is higher than 10°C, try starting the engine without any injection first.
- If the engine has run in the last 2 hours and was adequately covered, or if the engine
was kept warm (i.e.: aircraft just pulled out of the hangar), do not use primer injection.

Carburettor heat usage:

- Carburettor heat should be used for 1 minute each 2 minutes in flight (do not leave it
applied constantly to avoid overheating).
- Apply carburettor heat constantly when using less than 2300RPM.
- Apply carburettor heat before reducing power.
- Set the carburettor heat on while holding-short prior to lining-up (except if dust is
noticeable) then remove it after setting the full power for takeoff: this will prevent the
accumulation of icing in the Venturi before takeoff.
- Be gentle when operating the carburettor heat handle.
- Never apply carburettor heat in climb with full power (risk of detonation).
- Never apply carburettor heat partially.

Mixture:
- When established in cruise flight and if no power changes are expected for a while
(mainly in cross-country), lean the mixture for the best power or best economy setting,
whichever is the best suitable option.
- Mixture can be leaned for enroute climbs and when established in cruise at or above
5000ft for smoother engine operations.

Constant power:
Some “constant power” maneuvers only may be authorized on certain aircraft (after an engine
overhaul) or in certain weather condition. The following exercises/maneuvers are considered as
using constant power:
- VFR instrument training (exercise 24, “Hood”)
- Exercises 5, 6, 7, 8, 9 and 10 of the curriculums

Engine shutdown:
- Always ensure the OFF position of the key selector stops the ignition prior to shutting
down the engine. Make sure to set this position after the engine stop. If in doubt, do not
touch the propeller and advise the flight dispatcher on duty.
- Shut-down the engine with the mixture (not with the key to OFF).
- Turn off the avionics prior to shutting down the engine to prevent overvoltage: radio,
transponder, GPS, intercom, radionavigation equipment, …

Engine failure simulation:

- Only engine failure simulation must be practised: real engine shut-down in flight are
prohibited.
- When an engine failure simulation is carried out, comply with the following standard:

26
 o If temperature is above 0°C, set the power to idle and warm-up/clear-up the
engine each 500ft (full power set for 3 seconds then back to idle).
o If temperature is below 0°C, set 1400RPM and 20° of flaps and warm-up the
engine each 500ft (full power set for 3 seconds then back to idle).

27
Flight Training Rules:

Manouvres :
Maintain VFR.
Spins & Stalls Altitude: Min. 5000 ft.
Recovery: By 2500 AGL or higher.
Simulated Engine
Altitude: Not below 1000ft.
Failure
Dual:
Altitude: Min. 500 ft AGL.
Less altitude if:
• Instructor is on board.
Simulated Forced
• Exercise approved by the student.
Landing
• Aim to demonstrate that the field would
not have been made.
Solo:
Altitude: Min. 500 ft AGL.
Dual:
Runway Available Distance: Min. 3500 ft.
Touch & Go
Stop & Go
Solo:
Runway Available Distance: Min. 4500 ft.
Take-Off If runway length under limit: Prohibited.
Landing Emergency: Approved.
Breakers: Not to be pulled.
System Emergency Gear System: Activated only during a real
Malfunction emergency.
Simulations System malfunction simulation shall end before
landing.
Feathering Real Feathering Prohibited unless real failure.
During IFR conditions: Prohibited.
Simulated Flight
on One Engine Initiated by: “Simulated engine failure”
(Multi) Mixture control or fuel shut off valves not to be
manipulated.

Day and Night Solo VFR :

Min. 500ft AGL in training area.

Altitude Min. 1000ft AGL outside training area unless taking-
off, landing or navigating.
Headwind: Max. 10kts.
Crosswind: As authorized by instructor.
Never above manufacturer recommendation.

Circuit Ceiling:
Day: Min. 1500 ft AGL.
Night: Min. 2000 ft AGL.

Visibility: Min 9SM.

Headwind: Max. 15kts.
Weather Crosswind: As authorized by instructor.
Local Flights Never above manufacturer recommendation.

28
 Ceiling: Min. 3000 ft AGL.

Visibility: Min 9SM.

Headwind: Max. 15kts.
Crosswind: As authorized by instructor.
Never above manufacturer recommendation.
Weather
Ceiling: Ceiling:
Cross-Country
Day: Min. 3000 ft AGL.
Night: Min. 5000 ft AGL.

Visibility: Min 9SM.

Day and Night Dual VFR :

Min. 500ft AGL unless taking-off, landing or

Altitude diversions.
Cross Country: Min. 2000ft AGL.
Headwind: Max. 20kts.
Crosswind: As authorized by instructor.
Never above manufacturer recommendation.

Circuit Ceiling:
Day: Min. 1500 ft AGL.
Night: Min. 2000 ft AGL.

Visibility: Min 6SM.

Headwind: Max. 15kts.
Crosswind: As authorized by instructor.
Weather Never above manufacturer recommendation.
Local Flights
Cross-Country Ceiling: Min. 2500 ft AGL.

Visibility: Min 6SM day – 9SM night.

No solo cross-country will be authorized by night
unless authorized by the CFI or delegate.
Night Flights
The solo flight duration doesn’t have to be more than
1.8 hours for safety considerations

Dual and Solo IFR:

Safety altitude: MEA/MOCA/MDA or DH + 300 feet.

Altitude
No single-engine IMC.

29
SOLO AND CROSS-COUNTRY FLIGHTS.
During solo training flights within the zone and outside the zone (cross-country), it is
important to consider the following aspects given by Select Aviation College. To
generate an adequate, fun, and safe training.

1. SOLO FLIGHTS IN TRAINING ZONES.

It is important to be clear about the exercises to be performed. Private pilot students
and commercial pilot students are required to review in advance the exercises to be
performed.
In case of any doubts, students should refer to their instructor for clarification.

Refer to the exercises to be performed for the scheduled flight. You can log in to Air
Supervision and review the flights you have assigned for that flight. In addition, refer to
these documents for further clarification.

o Standard Operating Procedures (Included in this book).

o Preparatory Ground Instruction slides (PGI).
o Flight Training Manual.

TIPS FOR YOUR SOLO FLIGHT.

1. Carry enough tools with you during your solo flight!

 VNC and VTA

 CFS.
 Ruler.
 Plotter.
 E6B.
 Chronometer.
 Pencils and pens.
 Permanent markers.

2. Keep with you the frequencies of nearby airports and airspaces. Check in
advance which training zone you are going to, so you can prepare your
frequencies and avoid entering airspaces without prior permission. (Ex. Ottawa
Terminal)
3. Use a paper separator to help you find information easily in your CFS. (Post it)
(You can bring your CFS in your electronic device like iPad or iPhone, as long as
you bring a backup with you. This can be a physical CFS or another device with
enough battery.)
4. Check the weather in advance.
5. Maintain a constant look at the visible landmarks in the training zone to avoid
getting lost.
6. Communicate often inside the training zones.
30
 7. Keep the training zones drawn on your VNC, this will help you to recognize and
familiarize yourself with the area easily…

2. CROSS-COUNTRY FLIGHTS.
The following will help you to prepare a good navigation for your flight test and most
important for your solo flights!
There must be a good preparation in advance, this will help you to be sure of your
destination, route, checkpoints, and airports where we might stop for refuel.
This is one of the best experiences you will have throughout your career as a pilot! you
must do it in a professional and respectful way. Please keep in mind all the procedures,
limitations, and operations inside the Manual Operation Procedures.

In the case you have questions on how to do a navigation. Please refer to the
video provided by Select Aviation. if you are still not sure, please contact your
instructor.

You can refer to the following criteria to confirm you have a correct navigation!

1. A good drawing must be done in advance.

 Make sure to draw your lines properly, with a good permanent marker.
(Sharpie might be a good option)
 Take a visible set heading point.
 Do the 10° drifting lines.
 Take enough checkpoints to confirm your position when flying. (8 – 10nm).

31
  Circle the hazards you may encounter along the route.
 Don’t forget to take MEF and add MOCA. MEF+1000FT: MOCA.

2. Calculations:
▪ Calculate your estimated time between each checkpoint.
▪ Do proper calculations, use your tools! E6B, CX3, Calculator.
▪ Calculate your fuel required using your POH! This will help you to get to
known more your plane!
▪ Plan! you must be one step ahead of any abnormal situation that may
occur.
3. Weather:
 A good pilot is always checking the weather!
 Plan, check the following before flying:
✓ METAR/TAF
✓ GFA.
✓ FD’s (Winds)
✓ Wx Cameras.
✓ Sigmet/Airmet.
✓ PIREPs.
✓ NOTAMs (RSC, closed runways, change in operations, closed
airports)
 Check other weather services reports. Radar (Weather network), Wind
speed and direction (Windy).
 Make sure to calculate in advance your headwinds and tailwinds. You
might have to do more stops to refuel if you encounter a strong headwind
in one of your legs.

32
 4. Operations:
 Send your navigation to get approved with time. And contact the flight
dispatcher in advance so you can get authorization from an approved
instructor.
 Get your FLIGHT PLAN, all cross-country flights must have an open flight
plan for the duration of the flight.
 Make sure to note the time of departure and the HOBBS for all the legs
you will be doing, send the HOBBS to the flight dispatcher so he can
keep track on you.

2.1 DOCUMENTS VERIFICATION (AROWJIL).

Check the aircraft’s documents. Make sure everything is up to date.
➢ Certificate of airworthiness
➢ Annual airworthiness inspection report.
➢ Certificate of registration.
➢ Insurance.
➢ Weight and balance.
➢ Journey Log. (Logbook)

2.2 CROSS-COUNTRY WITH PASSENGERS.

 This is one of the biggest achievements after getting your PPL license,
so be sharp and professional with your passengers, show them your
professionalism.
 Make sure to brief your passenger before flying. You will find detail
briefings before starting the engine and in case of abnormal
occurrences in this document too.
 Passengers must have their seat belt and shoulder harness for the
entire duration of the flight.
 Be sharp, prepare everything in advance, you are responsible of the
souls on board.
2.3 ELECTRONIC DEVICES.
 Applications like, Fore Flight, Flight Plan Go, Garmin Pilot are
authorized to have on board if you are having your navigation on
paper.
 Digital CFS is authorized if the pilot has a backup on board.

March 1st, 2022

33
BRIEFINGS:
Take-off Briefing

No specific memory speech will be needed, in this briefing the student must cover
the following points regarding the flight:
• Type of take-off: Point out type (flaps) and runway distance needed for intended
take-off.
• Take-off procedure:
(1) “Power Set” after setting full power and turning the CARB HEAT OFF.
(2) “Airspeed alive” when airspeed starts increasing.
(3) “Rotate” at Vr ____ kts/mph.
• Departure procedure: Explain the flight path and altitudes to be flown for the
intended type of flight.
• Hazards/Threats: Explain any kind of hazard that may affect the intended flight,
for instance, talk about the expected ceilings, precipitation, turbulence, runway
condition, wind, etc.
• Emergencies: before/during/after take-off (memory items).

Example:

“We will proceed to a Normal/Short-field/Soft-field takeoff, with flaps ____°.

The take off distance is ____ ft, ____ runway lights confirmed.
NOGO point will be ____

Once on the runway, we will confirm:

1. Power set.
2. Airspeed alive.
3. Rotation at ____ kts/mph.

We will be heading East at 3500ft ASL for the training area. We intend to practice
precautionary and forced landings so we must be careful when entering or leaving
class C airspace.

We expect light precipitation in the area in about 3 hours, which will not a conflict
since our flight is 1,5h long. Wind is increasing, expected peak of 8kts crosswind, not
above limitation. The runway condition is 6/6/6 DRY/DRY/DRY. Last PIREP reported
light turbulence below 3000ft ASL. No expected icing for our flight.

In case of an emergency before the rotation speed:

Rejected takeoff (Precise emergency procedure of your aircraft). Judge situation, if
critical secure and evacuate, if not critical taxi back to maintenance.

34
In case of an emergency after the lift off speed, during the initial climb below
500ft AAE:
• Best glide ____ kts/mph
• Landing in the 30° on each side of the windshield center line
• Precise Emergency Procedure.

In case of an emergency between 500ft and 1000ft AAE:

• Best glide ____ kts/mph
• Landing in the 90° on each side of the windshield center line
• Precise Emergency Procedure.
In case of an emergency above 1000ft AAE, depending on the conditions:
• Best glide ____ kts/mph
• Select a field or 180° to come back to the runway
• Precise Emergency Procedure.
Are there any questions?”

Note:
Secure engine:
• Throttle OFF.
• Mixture OFF.
• Fuel selector valve OFF.
• Mags OFF.

Passenger Briefing (Before Starting Engine):

No memory speech is expected for this briefing, the student must cover and explain
the following points:

• Propeller: Explain when it is safe to exit the aircraft.

• ELT: What it is, how to use it and who will do it.
• Fire extinguisher and first aid kit: Point the location of this items.
• Harness-Seatbelts-Doors: Show how to properly use them.
• Controls: Make clear who is the PIC and the transfer of controls. (calls)
• Drinking/Smoking: As per school regulations, drinking and smoking inside or
around the aircraft is prohibited.

Example:
“Welcome to the flight. Today we will be flying C-ABCD C-150.
As you can see in front of us, we have the propeller, please do not get close to it if it is
still in movement.

35
This plane is equipped with an ELT, in case of an emergency I will turn it on and leave
it on. If I am not able to do so, I will ask you to do it for me.

The fire extinguisher and first aid kit are in the baggage area (show the location).
(Show how to use the harness/seatbelt and doors).

These are the controls (show controls), throughout the flight I will be the pilot in
command and I will have controls unless I say “You have controls” and you will comply
by saying “I have controls”.

Drinking/Smoking is not allowed inside, outside or around the aircraft.

If you have any question during the flight let me know!”

Passenger Briefing (Urgency/Emergency)

No memory speech is expected for this briefing, the student must cover and explain
the following points:

• Situation: Explain what is going on.

• Passenger Cabin Safety: Make sure no sharp objects are around your
passenger and his/hers/their seat is retracted fully backwards. Also, explain that
the door will need to be unlatched before touch down.
• ELT: What it is, how to use it and who will do it.
• Passenger comfort: Let your passenger know that you have been trained for
this scenario and everything is under control. Make sure passenger acknowledges
the situation and what is needed to be done.

Example:

“We are experiencing high oil temperature and low oil pressure. We may have a leak.
We will have to proceed for a precautionary landing over the field in our left.
Please remove any sharp objects from your face. Fasten your seatbelts and harness.
Retract your seat fully backwards.
Before touching down, I will ask you to unlatch the door.
This plane is equipped with an ELT. I will turn it ON and leave it ON, if I am not able to
do so I will ask you to do it for me.
Everything is under control, there is no need to panic as I have been trained for these
situations.
Do you have any questions?”

36
CIRCUIT

37
CIRCUIT PROFILE

38
WINTER OPERATIONS:

Ramp Operations:
• The wing covers, engine tents will have to be installed every night, and the heater must be
plugged when the temperature is below 0°C.
• For your walk around, make sure to lower the flaps to not more than 10° to prevent draining
the battery.
• If you have to use de-icing fluid, use the one from the dispatch only.

In-Flight Considerations:
• The use of carburetor heat must always respect the current rule (1 minute each 5 minutes),
be particularly attentive to the symptoms of icing during wintertime.
• The maneuvers with power at idle should not be performed when temperatures are below 0°.
We remind you that the parameters for engine failure simulations are as follows: 1500 RPM,
20° of flaps.

Limiting Temperature:

SUMMER OPERATIONS:

Ambient temperature influences aircraft operations irrespective of the airport elevation. Whilst the
combination of heat and high altitude has a particular impact on aviation, heat alone can also have
substantial repercussions when considering safe and efficient aircraft operations.

Limiting Temperature:

Density Altitude:

Density Altitude is pressure altitude corrected for non-standard temperature (and for
humidity). The baseline for the International Standard Atmosphere (ISA) assumes sea level
atmospheric pressure and temperature to be 1013.2 millibars and +15°C respectively. Under these
conditions, Density Altitude and Pressure Altitude are essentially the same.
Maintaining the pressure but increasing the temperature will increase the Density Altitude. A sea level
aerodrome with a temperature of 45°C would have in an approximate Density altitude of 3600 feet.
This value will be even higher under high humidity conditions.

39
As aircraft performance is directly related to Density Altitude, temperatures above ISA can result
in a substantial performance penalty.

Aircraft Performance:
In addition to degraded engine performance, aerofoil performance is also affected by high
ambient temperatures. As discussed previously, an increase in temperature results is an increase in
density altitude. The higher the density altitude, the fewer molecules there are per volume of air. This
results in a decrease in the amount of lift that the wings will generate.
In combination, these factors conspire to reduce overall aircraft performance. Under hot ambient
conditions, takeoff distances will be increased and climb rates will be decreased. In many cases,
the maximum takeoff weight must be reduced based on runway available or the required climb
gradient. This, in turn, results in a decreased maximum payload capability that is directly attributable to
the hot conditions.

Weather & Turbulence:

Hot temperature conditions can often result in convective activity. In very dry areas, this can be
manifested in the form of turbulence due to uneven surface heating and the associated rising columns
of air.
In more humid areas, convective cumulonimbus clouds, or thunderstorms, may form with all of the
inherent risks, including heavy precipitation, lightning, turbulence, wind shear, microbursts and
even tornados, associated. Air quality is often poor during hot and humid conditions and visibility can
be reduced in haze. All of these factors contribute to the challenges of hot weather flight.

40
GLINDING RANGE:

Looking to extend your distance in the air?

If it’s distance you want, then you’ll need to use the speed and configuration that will get you the most
distance forward for each increment of altitude lost.
This is often referred to as best glide speed and, on most airplanes, it will be roughly halfway between Vx (best
angle of climb speed) and Vy (best rate of climb speed).

AIRCRAFT Airspeed KTS Airspeed MPH

C-150 60 70
C-172 65 75

Weight and its Effect:

Keep in mind that this speed will increase with weight so most manufacturers will establish the best glide speed
at gross weight for the aircraft. That means your best glide speed will be a little lower for lower aircraft weights.

Wind Effect in Glide Range:

*How many miles you can glide per 1,000 feet of altitude is another very useful thing to know. A rule of
thumb for Cessna 150s and 172s is 1.5 nautical miles per 1,000 feet of altitude above ground level.
Consider experimenting to see how far your aircraft can glide.

41
GRASS RUNWAYS
Taking -off or landing on any surface other than asphalt or not having the characteristics below are prohibited:
1. Firm
2. Compacted
3. Prepared
4. Bare
However, in the case where a landing or take-off has to be performed on a grass runway due to unforeseen
conditions (forced landing, precautionary landing, diversion, etc.) keep the following considerations in mind.

Weather and Wear:

These factors will affect the condition of grass runways (unpaved runways) and should be taken into consideration:

• Formation of ruts in wheel paths.

• Persistence of damp or wet areas because of poor surface drainage.
• Soft areas during spring thaw or wet conditions.
• Differential heaving or depressions because of frost action.
• Runway roughness or longitudinal unevenness (waviness).
• Vegetation growth.

Aircraft Performance:
• Increased takeoff distance due to the increased rolling resistance.
• Increased stopping distance due to reduced braking performance.
• Increased accelerated stop distances due to the factors mentioned above.
• Degraded handling on the ground. The use of nosewheel steering may be necessary for improved
handling.

42
 Appendix
1.1 Plane checklists
1.1.1 General information
Select Aviation College has established normal, abnormal and emergency aircraft
checklists that are in compliance with the Pilot’s Operating Handbooks. The PIC is
responsible for using the checklists in accordance with the procedures described in
this manual.
1.1.2 Normal checklists – Single-pilot operations
These checklists are based on the Challenge-Response principle, and they should be
called and actioned out loud: they are identified as C&R. For single-pilot operations,
the checklist will be called and actioned by the PIC or the PUT. Once completed, the
PIC or PUT shall verbalize the completion.

Example: C150 Aircraft – Before Takeoff Checklist – Single-Pilot operations

BEFORE TAKEOFF (C&R)
“BEFORE TAKEOFF CHECK”
“FUEL SELECTOR”
“ON”
“FUEL QUANTITY“
“SUFFICIENT”
“FUSES/BREAKERS”
“CHECKED”
Etc.
Once the checklist is completed
“BEFORE TAKEOFF CHECK COMPLETE”

1.1.3 Normal checklists – Two-crew operations

Usually, the checklists are requested but the PF and executed by the PM. All the
checklists must be executed as per the C&R principle. The PF requests a checklist by
calling its title “BEFORE TAKEOFF CHECK”. The PM answers by repeating the title
“BEFORE TAKEOFF CHECK”.
The PM reads and executes the items of the checklist. Once the item is completed,
the PF announces the answer which will stands as a confirmation. Once the checklist
is completed, the PM announces its name follow by “COMPLETED” (i.e.: “BEFORE
TAKEOFF CHECK COMPLETED”), to which the PF answers “CHECK”.

Example: C150 Aircraft – Before Takeoff Checklist – Two-crew operations

BEFORE TAKEOFF (C&R)
PF PM
Requests: “BEFORE TAKEOFF CHECK”
Answer: “BEFORE TAKEOFF CHECK”

43
 Starts reading the checklist: “FLIGHT
CONTROLS”
“FREE AND CORRECT”
“FLIGHT INSTRUMENTS”
“CHECK”
“ENGINE INSTRUMENTS”
“CHECK”
Etc.
Once the checklist is completed
“BEFORE TAKEOFF CHECK COMPLETE”
“CHECK”

1.1.4 Interruption of a checklist

If for any reason a checklist is interrupted, the PIC, PUT or PM will call:
“Holding BEFORE TAKEOFF CHECK at Fuel Selector”
1.1.5 Abnormal and emergency checklists – Single-pilot operations
The PF will call for the appropriate emergency checklist or, when applicable, call and
execute all boxed vital memory items. Once the vital memory items have been
executed, the pilot will refer to the emergency checklist and execute it entirely while
verbalizing both memory and non-memory items.
1.1.6 Abnormal and emergency checklists – Two-crew operations
During an abnormal or emergency situation, the PF will normally maintain control of
the aircraft unless the situation dictates otherwise.
The crew member who detects an existing or impending emergency or abnormal
condition will inform the other flight crew member as soon as possible, but normally
not lower than 400’ AGL. The PF will then call for the appropriate checklist or drill, as
applicable. The PM will call out and action all boxed vital memory items, as
applicable. Once completed, the PF will call for the appropriate checklist. The PM will
then read and verbalize the checklist title and verbalize and action as appropriate the
entire checklist starting from the beginning. Once completed, the PM will call “End of
checklist”.
Certain emergencies such as the “Engine Fire on ground - Evacuation” requires is the
PF to action some memory items. These items will only be actioned once the aircraft
is stopped with the parking brake set.

Example of crew interactions during and abnormal or emergency situation

Aborted takeoff
PF PM
Applies full power and announces “MAX
POWER SET”
Removes his hand of the power levers
but keeps it on top. This allows the PM

44
to ensure that the full power is applied.
Makes sure the full power is set and
announces (while confirming the engine
parameters) “MAX POWER SET”
At 40kts, check the proper airspeed
indication and announces “AIRSPEED
ALIVE”
Confirms that the speed is displayed on
his side and announces “CHECK”
If an abnormal or emergency situation happens under 75kts
Announces “RED WARNING” or
“SMOKE IN COCKPIT”
Announces “REJECT”
Once the plane is completely stopped on the runway
Announces “PAN PAN, PAN PAN, PAN
PAN” if required or “OTTAWA TOWER
SELECT01 REFECTING TAKEOFF,
STOPPING ON THE RUNWAY”
Assessment of the situation by the crew and decision making
Calls “REJECTED TAKEOFF CHECKLIST”
Reads the “REJECTED TAKEOFF”
checklist and executes the non-memory
items as applicable

45
CHECKLIST DETAILING:

“Flaps ….. Operational and UP”

When performing this step on your checklist, retract the flaps stage by stage so you are able to check
if the flaps are responding correctly in respect to the degrees of flaps you are setting in the cabin.
Also, this will help you check if the flaps are stopping when you need them to stop retracting.

“Ammeter ……. Charging”

You will need to make sure that the energy taken from the battery for your avionics, lights, etc. is
being regenerated or charged. The simplest way to do so is by turning all the ON, set flaps all the
way down and while they are going down, turn the Alternator OFF and check if the Overvoltage
Indicator lights up. After this is done, set the Alternator back ON.

46
“Pilot Brakes ……. Checked”

Increase enough power for your aircraft to move. Once in movement, bring power back to idle and
apply brake pressure in both pedals at the same time to bring your plane to stop. If you notice the
nose of the aircraft moving either right or left it will mean that one of the brakes system is not
functioning properly.

“Mixture ……. Checked”

The recommended way to perform this check is by twisting the mixture control counter clockwise
until the engine is about to stop, when reaching this point, press and push to bring back the mixture
to the full rich setting. By performing this you will be also cleaning up any component inside the
sparkplugs in your engine.

47
“Mags …… L/BOTH/R/BOTH”

When switching from BOTH to Left, note and say out loud the drop in RPM noticed. Perform the
same when switching from BOTH to Right. Maximum drop 125RPM. Having these two values,
compare them and make sure the difference is not mor than 50RPM.

“Live Mag Check …… OFF then BOTH”

Not to be done in a rush. This check will be needed for safety reasons during the handling of the
aircraft after your flight. When selecting the OFF position, make sure the engine reacts to it and shut
downs or tries to before you select the BOTH position again, doing this will let you notice if any
magneto is not getting grounded which, when handling the plane, will allow the propeller to start
spinning without notice.
After cutting the mixture, make sure that the propeller is fully stopped before selecting Mags OFF.

48
 Performance charts
C-150 Take-off performance chart.

C-150 Landing performance chart.

50
C-172 Take-off performance chart.

C172 Landing performance chart.

51
RADIO PROCEDURES
In this document you will find the standard communications procedures used by
Select Aviation College.
Below you will find the color codes and their specific meaning, please refer to them
before flying. This will be included in the first contact with Gatineau Radio.

GREEN CODE Dual Flight

YELLOW CODE Solo Flight before PPL
BLUE CODE Solo Flight with license (PPL, CPL, Rental)
RED CODE First Solo Flight / Check/ Flight Test

CYND AIRPORT DIAGRAM.

Taxiways must be used complying with the following rules:

 Always ensure safety by using the taxiway that will lead you to having
the maximum length of runway available in front of you at takeoff.

52
  Keep in mind the process attached in the picture.

 If required for your takeoff on runway 09, you can backtrack the runway from E
to the threshold at your discretion (while advising the FSS).

 Landing must be made as per the standard approach path and the taxiway A
should be the one used to vacate: if your speed isn't controlled, a taxiway
further than A for the runway you used can also be used at your discretion
(the idea is to not vacate before taxiway A, to avoid traffic congestion)

DEPARTURE

 FIRST CONTACT WITH GATINEAU RADIO (FSS)

 Specify your color code, after getting the first reply from the radio give your
intentions. Radio will answer back to you with airport information like runway in
use, wind information, altimeter setting, transponder code and traffic
advisory. You should readback a specific information with the taxiways you will
be using. An example will follow.
 Specify your intentions and where you are going. If you are heading to the
training zones, doing circuits, or going for a cross-country.
PILOT: “Gatineau Radio, GQHU, GREEN CODE”
FSS: “GQHU, Gatineau Radio”
PILOT: “Gatineau Radio, GQHU, for a flight to the east at 3500FT”
FSS: “GQHU Roger. Runway 09, Wind 090 at 10, Altimeter 29.92, Squawk Code 1234.
Traffic left downwind runway 09, C-150 doing circuits.”
PILOT: “Roger, Runway 09 from Echo intersection.”

 You don’t need to repeat the information provided by FSS specialist. If you are
uncertain about the information you have received, mention it to the specialist
and the information will be repeated.
FSS: “GQHU Roger. Runway 09, Wind 090 at 10, Altimeter 29.92, Squawk Code 1234.
Traffic left downwind runway 09, C-150 doing circuits.”
PILOT: “Gatineau Radio, Say again runway in use”
FSS: “GQHU, Runway 09”
PILOT: “Roger, Runway 09 from Echo Intersection”

53
GATINEAU CIRCUIT COMMUNICATIONS:

1.1 Is not required to communicate during: Initial Climb, Crosswind and Base
legs in a controlled airport like Gatineau (CYND). However, the controller
might give you the instruction to communicate on a specific part of the
circuit.
1.2 Be specific with your intentions. (Touch and Go or Full Stop)

GATINEAU RADIO, GQHU on

DOWNWIND Runway 27, Full
Stop.

GATINEAU RADIO, GQHU on FINAL

Runway 27, Full Stop.

54
UNCONTROLLED AIRPORT.
1.1 Name of the airport followed by traffic. (EX. Cornwall Traffic)
1.2 Be specific with your intentions. (Touch and Go or Full Stop)
1.3 It is no required to communicate during Crosswind and Base Legs. However, if the
airport is very busy you might consider communicating on Base leg.
1.4 You must communicate 5 minutes before entering the zone. If airport has
Unicom, communicate with it before to get wind information, altimeter and runway
in use. Communicate when, Joining the circuit, downwind, final, and initial climb.
1.5 If flying inside an airport which is an ATF, you must do the same communications.

CORNWALL TRAFFIC, GQHU on

DOWNWIND Runway 23, Touch and Go.

CORNWALL TRAFFIC, GQHU on INITIAL

CLIMB Runway 23, Touch and Go.

CORNWALL TRAFFIC, GQHU on FINAL

Runway 23, Touch and Go.

ARRIVAL CYND

55
  Establish initial contact 5 minutes before entering the MF zone.
 DO NOT ENTER THE ZONE if you did not get an answer from the FSS specialist
on your initial contact.
 State your position, altitude, and intentions. (Preferably in terms of distance
NM and using cardinal points from the airport).
 After receiving advisory services, state the intended runway and how you plan
to join the circuit. (FSS Specialist will acknowledge intended runway by saying:
“Roger, Runway 27”. If you didn’t say intended runway, the specialist will ask:
“Advise intended runway.”
 If you were provided with traffic information and a conflict is possible, indicate
your plan of action to avoid the conflict.
 Report when entering the downwind leg or the first leg of the circuit that you
are joining. Or in the case of a straight in approach, report final.
 Report clear of the runway once you have crossed the hold short line.
Ex. Coming from training zone echo.
PILOT: “Gatineau Radio, GQHU, 2000FT”
FSS: “GQHU, Gatineau Radio”
PILOT: “Gatineau Radio, GQHU, 2000FT, 7NM West of the airport, Inbound for a full
stop.”
FSS: “GQHU Roger. Runway 27, Wind 270 at 10, Altimeter 29.92, Squawk Ident. Traffic
right downwind runway 27, C-150 doing circuits.”
PILOT: “Roger, Runway 27, Joining long downwind, looking for traffic.”

 You don’t need to repeat the information provided by FSS specialist. If you are
uncertain about the information you have received, mention it to the specialist
and the information will be repeated.
FSS: “GQHU Roger. Runway 27, Wind 270 at 10, Altimeter 29.92, Squawk Code 1234.
Traffic right downwind runway 27, C-150 doing circuits.”
PILOT: “Gatineau Radio, Say again runway in use”
FSS: “GQHU, Runway 27”
PILOT: “Roger, Runway 27 joining long downwind, looking for traffic”
 FSS Specialist can ask you to report at certain distance from the airport.
FSS: “GQHU, please report 3NM final runway 27”
PILOT: “Gatineau Radio, GQHU, 3NM Final Runway 27, full stop.”

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COMMUNICATIONS INSIDE CONTROL AIRSPACE.
 When entering inside a control zone like Ottawa Terminal coming from Gatineau
airport or coming from another place. You must respect the control zone limits
(rings). Also, have a prior contact with them. 5 MINUTES before entering the
zone.
Ex. Coming from Gatineau airport, climbing at 3500FT. heading to training zone Echo.
Entering Ottawa TML
PILOT: “Ottawa Terminal, GQHU, 2000FT”
OTTAWA TML: “GQHU, Ottawa TML, altimeter 29.92, squawk ident, go ahead.”
PILOT: “Ottawa Terminal, GQHU, Request 3500FT heading east”
FSS: ““GQHU, 3500FT Eastbound is approved”
PILOT: “GQHU”
Ex. Coming from training zone echo to Gatineau airport at 3000FT.
PILOT: “Ottawa Terminal, GQHU, 3000FT”
OTTAWA TML: “GQHU, Ottawa TML, altimeter 29.92, squawk ident, go ahead.”
PILOT: “Ottawa Terminal, GQHU, 3000FT heading to Gatineau airport”
FSS: ““GQHU, 3000FT towards Gatineau is approved”
PILOT: “GQHU”

EN-ROUTE COMMUNICATIONS

 When doing Cross-country flights, you must communicate constantly on 126.7.

Say important, pertinent, and correct information.
Ex. Cross-country flight from Cornwall to Brockville. (After leaving the zone)
PILOT: “Traffic advisory, GQHU, at 2000FT, climbing 4500FT, 5NM west of Cornwall
airport heading to Brockville, GQHU.”

Ex. Cross-country flight from Cornwall to Brockville (en route).

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PILOT: “Traffic advisory, GQHU at 4500FT, over Morrisburg city, heading to
Brockville, GQHU”
Ex. Cross-country flight from Cornwall to Brockville, before entering Brockville airport.
PILOT: “Traffic advisory, GQHU, at 2800FT, 7NM East of Brockville, changing to
Brockville frequency 123.0. GQHU”

TRAINING ZONE COMMUNICATIONS

 When practicing inside training zones, you must communicate constantly on
126.7 or the appropriate frequency for that region. For example, if you are
flying inside training zone A, you should be communicating on 123.35.
Example of normal communication inside a training zone
1. PILOT: “Traffic advisory for the region of Gatineau, GQHU at 3500FT,
practicing maneuvers between Wendover and Plaisance, in case of conflict
contact GQHU”

VFR PHRASEOLOGY
 All Select Aviation pilots must know the standard phraseology issued by
transport Canada when communicating in controlled and uncontrolled
airspace.
 it is very important to know the correct way to answer or confirm the
information given by a controller. Enclosed, you will find the standard
phraseology made by transport Canada.
ROGER:
✓ I have received all your last transmission. It should not be used to answer a
question requiring a yes or a no answer.
FSS: “GQHU, wind 240 at 7, caution, first 2700FT of Runway 27 is closed”
PILOT: “Gatineau Radio, GQHU, ROGER”
AFFIRMATIVE:
✓ Means: YES.
FSS: “GQHU, Traffic entering runway 27, eastbound departure”
PILOT: “Gatineau Radio, GQHU, roger, extending downwind.”
FSS: “GQHU, confirm extending downwind”
PILOT: “Gatineau Radio, GQHU, AFFIRMATIVE

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Roger never means “Yes,” “Okay,” or “Will comply.” The aviation terms for
those words are: “Affirmative,” and “Wilco.” Roger that?

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