Canadian Aviation Regulations (CARs) 2019-1
Standard 624 Schedule I - Pilot Proficiency Check - Table of Requirements
Content last revised: 1996/10/10
When a candidate is combining an instrument flight test with a PPC, all items required for the satisfactory assessment of the instrument portion as set forth in the Personnel Licensing Handbook, Volume I (TP 193E), Part II, Chapter 1, Section 5, and the Flight Test Guide, Instrument Rating (TP 9939E) shall be completed.
The mandatory items presented below must be satisfactorily assessed in order to constitute the completion of a PPC.
(1) Pilot Knowledge of Equipment Examination
(a) the completion of a practical oral equipment examination meeting the requirements of paragraph (b);
(b) an equipment examination shall be closely co-ordinated and related to the flight procedures portion of the PPC and shall cover:
(i) subjects requiring a practical knowledge of the aeroplane, its powerplants, systems, components,and its operational and performance factors;
(ii) normal, abnormal and emergency procedures, and the operations limitations relating thereto, and
(iii) the appropriate provisions of the approved Aircraft Flight Manual.
(2) Aeroplane Inspection
The pre-flight inspection shall include:
(i) a visual inspection of the exterior and interior of the aeroplane, and
(ii) the use of the pre-start check list, appropriate control system checks, starting procedures and checks of all radio and electronic equipment.
This manoeuvre includes taxiing (in the case of a second-in-command PPC, to the extent practical from the second-in-command crew position), sailing or docking procedures in compliance with instructions issued by the appropriate traffic control authority or by a Transport Canada Inspector or Transport Canada approved check pilot.
(4) Powerplant Checks
Powerplant checks will be conducted as appropriate to the aeroplane type.
(5) Normal Take-off
One take-off to be performed as follows: taxi the aeroplane into position on the runway to be used for departure, take-off and fly the aeroplane in the climbing configuration until the landing gear and flaps are fully retracted or to the point where an altitude of 1500 feet above the airport elevation is reached, whichever occurs first.
(6) Crosswind Take-off
One crosswind take-off if practicable under the existing meteorological, airport and traffic conditions.
(7) Simulated Powerplant Failure on Take-off
One take-off with a simulated failure of the critical engine:
(a) in an approved aeroplane type simulator:
(i) at a point after V1 and before V2 that in the judgement of the check pilot is appropriate to the aeroplane type; or
(ii) at a point as close as possible after V1 when V1 and V2 or V1 and Vr are identical; or
(b) in an aeroplane in flight, at a safe altitude, at an airspeed not less than V2 + 10 as is appropriate to the aeroplane type under the prevailing conditions.
(8) Rejected Take-off
One rejected take-off to be performed:
(a) in an approved aeroplane type simulator with an approved visual system; or
(b) aurally in an aeroplane prior to the first take-off.
(9) Approaches to Stalls (required on an initial PPC only)
For the purpose of this procedure the required approach to a stall is reached when there is a perceptible buffet or other response to the initial stall entry, and except as provided below there shall be at least three approaches to stalls, one of which shall be performed while in a turn with a bank angle of between 15 and 30 degrees including:
(a) one in the take-off configuration (except where a zero-flap take-off configuration is normally used in that type and model of aeroplane);
(b) one in a clean configuration; and
(c) one in a landing configuration.
(10) Instrument Procedures
Instrument procedures will consist of IFR pre-flight preparation, departure and enroute procedures, terminal procedures and system malfunctions as follows:
(a) an area departure and an area arrival procedure shall be performed where the pilot:
(i) adheres to actual or simulated air traffic control clearances and instructions; and
(ii) properly uses the available navigation facilities;
(b) a holding procedure, which may be combined with an area arrival or area departure procedure and includes entry to, maintenance of and leaving a holding pattern;
(c) at least two instrument approaches (one asymmetric) performed in accordance with procedures and limitations in the Canada Air Pilot or approved company approach procedure for the approach facility used and where practicable one of the approaches shall be a precision approach;
(d) circling approach, except where prohibited in the private operators manual and or local conditions beyond the control of the pilot prevent a circling approach from being performed.
(11) Specific Flight Characteristics (required on an initial PPC only)
Recovery from specific flight characteristics that are peculiar to the aeroplane type and which do not exceed the normal flight envelope of the aeroplane type may be demonstrated.
(12) Engine Failures
In addition to the specific requirements for manoeuvres with simulated engine failure, the check pilot may cause a simulated engine failure at any time during the check consistent with established safety procedures. For the purposes of this proficiency check, at least two simulated engine failures, are conducted as follows:
(a) one simulated failure of critical engine, to be completed at altitude while the aeroplane is in the normal take-off configuration and at a speed of not less than the take-off safety speed (V2) or more than V2 plus 10 knots; and
(b) one landing and manoeuvring to that landing with simulated failure of the critical engine.
(13) Normal Landing
One normal landing.
(14) Crosswind Landing
One crosswind landing, if practical under existing meteorological, airport and traffic conditions.
(15) Landing with Simulated Engine Failure
One landing and manoeuvring to that landing with simulated failure of 50% of the available engines and the simulated loss of power shall be on one side of the aeroplane, except that:
(a) the simulated loss of power shall be on one outboard engine on three-engine aeroplanes;
(b) in the case of turbo-jet aeroplanes, the following may be substituted;
(i) in the case of a four-engine turbo-jet aeroplane, manoeuvring to a landing with simulated failure of the critical engine and performance of the manoeuvre either in an approved simulator or simulated in flight at altitude, with simulated failure to 50% of available engines, and
(ii) in the case of a three engine turbojet aeroplane, manoeuvring to a landing using an approved procedure that approximates the loss of two engines at a safe altitude.
(16) Rejected Landing
One rejected landing that includes a normal missed approach procedure after the landing is rejected, and for the purpose of this manoeuvre the landing shall be rejected at a height not lower than 50 feet AGL.
(17) Combination Landings
More than one type may be combined where appropriate.
(18) Normal and Abnormal Procedures
A qualifying pilot shall demonstrate that proper use of as many of the systems and devices listed below and other systems, devices or aids available as the approved check pilot deems necessary to determine that the pilot has practical knowledge of the use of the systems and devices (appropriate to the aeroplane type);
(a) anti-icing and de-icing systems;
(b) auto-pilot systems;
(c) automatic or other approach aid systems;
(d) stall warning and avoidance devices, stability augmentation devices;
(e) airborne radar devices; and
(f) Flight Management Systems (FMS)
(19) Emergency Procedures
(a) A pilot shall demonstrate as many of the emergency procedures outlined in the appropriate approved Aircraft Flight Manual and as many of the emergency procedures for the following emergency situations as in the opinion of the Transport Canada Inspector or Transport Canada approved check pilot are necessary to determinate that the pilot has an adequate knowledge of and ability to perform such procedures including:
(i) fire in flight,
(ii) smoke control,
(iii) rapid decompression,
(iv) emergency descent,
(v) hydraulic and electrical system failures and malfunctions,
(vi) landing gear and flap systems failure and malfunctions, and
(vii) failure of navigation or communication equipment;
Emergency descents and hydraulic and electrical system failures and malfunctions may be simulated in an appropriate systems trainer, approved by the DGCA for that purpose.
Emergency procedures may be performed in an approved appropriate aeroplane type simulator if the DGCA is of the opinion that the pilot's competency can be adequately determined.
(20) Performance Criteria
When performing any of the procedures, a pilot shall demonstrate judgement commensurate with a high level of safety, and, in determining whether the pilot has shown such judgement, Transport Canada Inspector or Transport Canada approved check pilot shall consider:
(a) the pilot's adherence to approved procedures;
(b) the pilot's actions in situations requiring a decision based on the pilot's analysis where there is no prescribed procedures or recommended practice;
(c) the pilot's qualities of airmanship in selecting a course of action; and
(d) the crew co-ordination when operating in the multi-crew concept.
A PPC for IFR flight operations on aircraft other than the primary type shall consist of IFR and VFR exercises. The demonstrated IFR exercises shall be at the discretion of the RDCBA, but will consist of a minimum of one instrument approach. This procedure is acceptable if the full PPC/IFT is conducted the following year on the alternate aircraft type.