EXEMPTION FROM SUBPARAGRAPH 705.106(1)(b)(iii), PARAGRAPHS 705.106(1)(c) & (d), SUBSECTIONS 705.106(4) AND 705.113(1), AND PARAGRAPH 705.113(2)(a) OF THE CANADIAN AVIATION REGULATIONS AND SUBSECTIONS 725.106(1), (2), (3), (4) & (7) OF THE COMMERCI...

From: Transport Canada

Whereas air operators and persons acting as pilot-in command or second in command wish to participate in a Transition Program and amend their Company Operations Manual, with the approval of Transport Canada Civil Aviation, to introduce the procedures by which the conditions of this exemption will be met:

Pursuant to subsection 5.9(2) of the Aeronautics Act, and after taking into account that the exemption is in the public interest and is not likely to affect aviation safety, I hereby exempt Canadian air operators and persons acting as pilot-in-command or second in command from the requirements of subparagraph 705.106(1)(b)(iii), paragraphs 705.106 (1)(c) & (d), subsections 705.106(4) and 705.113(1), and paragraph 705.113 (2)(a) of the Canadian Aviation Regulations (CARs) and from the requirements of subsections 725.106(1), (2), (3), (4) & (7) of the Commercial Air Services Standards (CASS) for the purpose of obtaining  training, checking, consolidation period, line indoctrination training, line check and validity period credits in order to transition from a base aeroplane to one or more applicable variants of the same type, common type or different type under an approved Transition program as set out in the air operator's company operations manual subject to the conditions of this exemption.

The details of the above provisions are set out in Appendix A attached.

PURPOSE

The purpose of this exemption is to allow air operators and persons acting as pilot-in-command or second-in-command to obtain credits for training, checking, consolidation period requirements, line checks, line indoctrination and validity periods in order to transition from a base aeroplane to one or more applicable variants of the same type, common type or different type  under an approved Transition Program as set out in the air operator’s Company Operations Manual instead of having to duplicate the full requirements of the CARs and the CASS for each aeroplane.

APPLICATION

This exemption applies to Canadian air operators and persons acting as pilot-in-command or second-in-command operating under subpart 705 of the CARs to obtain credits for training, checking, consolidation period requirements, line checks, line indoctrination and validity periods in order to transition from a base aeroplane to one or more variants of the same type, common type or different type under an approved Transition Program as set out in the air operator’s Company Operations Manual.

CONDITIONS

This exemption is subject to the following conditions :

1. The air operator shall have an approved Transition Program.

2. The air operator shall identify a base aeroplane.

3. The air operator shall submit to the Minister for approval its Operator Difference Requirements (ODR) tables based on all the Master Difference Requirements (MDR) recommendations of the most recent applicable operational evaluation (OE) report as the case may be, of the base aeroplane referred to in condition 2 of this exemption and the applicable variant(s) of the same type, common type or different type for which the air operator wishes to obtain training, checking or currency credits.

4. The OE report to be used shall have been approved by the air operator’s Principal Operating Inspector (POI).

5. The applicable OE shall be determined, in the following order of availability :

  1. the most recent Transport Canada OE final published report where two or more OE reports are available for a base aeroplane and the applicable variant(s) of the same type, common type or different type;
  2. the most recent OE final published report of the country of manufacturer when a Transport Canada OE final published report is not available or where Transport Canada was not part of the OE process; or
  3. the most recent OE final published report of the country that has the greatest communality with Canada where the report referred to in condition 5a) or 5b) of this exemption is unavailable.

6. The air operator may permit a person to act, and a person may act as a pilot-in-command or second-in-command on a base aeroplane and/or one or more variants of the same type, common type or different type, provided conditions 7 to 15 of this exemption are met.

Initial Training Requirements

7. The person acting as pilot-in-command or second-in-command shall

  1. have completed the training requirements referred to in subsection 725.106(1) of the Commercial Air Service Standards for the base aeroplane referred to in condition 2 of this exemption, the validity period of which has not expired; and
  2. once the requirements of condition 7a) of this exemption are met, meet with the training difference level requirements and method of compliance established in the approved Operator Difference Requirements (ODR) table referred to in condition 3 of this exemption for the variant(s) of the same, common or different type referred to as well in condition 3 of this exemption.

Recurrent Training Requirements

8. The air operator shall

  1. subject to conditions 8b) and 8c) of this exemption, submit to the Minister for approval an alternate recurrent training plan based on the recommendations of the most recent applicable OE report referred to in condition 4 of this exemption, describing on which aeroplane, at what frequency training is required and how the recurrent training will alternate between the base aeroplane and each applicable variant(s);
  2. ensure that its alternate recurrent training plan complies with the training requirements referred to in subsection 725.106(1) of the Commercial Air Service Standards on either the base aeroplane referred to in condition 2 of this exemption or the applicable variant(s) of the same type, common type or different type referred to in condition 3of this exemption as the case may be; and
  3. where applicable, identify particular training items related to the base aeroplane referred to in condition 2 of this exemption or the applicable variant(s) of the same type, common type or different type referred to in condition 3 of this exemption, which must be completed in accordance with a specified periodicity and that cannot alternate between the base aeroplane and one or more variants of the same, common or different type because they are specific to an aircraft type or variant.

Pilot Proficiency Check – Initial Check

9. The person acting as pilot-in-command or second-in command shall

  1. have completed an initial pilot proficiency check as per the requirements of subsection 725.106(2) of the Commercial Air Service Standards for the base aeroplane referred to in condition 2 of this exemption and the validity period of which has not expired; and
  2. subject to condition 9c) of this exemption and once the requirement of condition 9a) of this exemption has been met, comply with the checking difference levels and method of compliance established in the approved Operator Difference Requirements (ODR) table referred to in condition 3 of this exemption for the variant(s) of the same, common or different type referred to as well in condition 3 of this exemption;

    and the air operator shall
     
  3. if the level of checking required in condition 8b) of this exemption is determined to be other than level E which requires a full Pilot Proficiency Check as set out Schedule I or II referred to in subsection 725.106(2) of the Commercial Air Service Standards, submit to the Minister for approval the process by which the alternate method of checking the elements of differences levels A, B, C or D is conducted and clearly identify what part of Schedule I or II need to be assessed.

Pilot Proficiency Check - Consolidation Period

10. The air operator shall ensure that

  1. the person acting as pilot-in-command or second-in-command which has successfully completed an initial Pilot Proficiency Check on a base aeroplane and/or one or more variant of the same, common or different type, as the case may be, complies with an approved alternate consolidation period plan based on the recommendations of the applicable OE report as referred to in condition 4 of this exemption, and
  2. the consolidation period for one of the aeroplanes is completed as per the requirements of subsection 725.106(7) of the Commercial Air Service Standards prior to the beginning of the second or subsequent consolidation period, if applicable.

Pilot Proficiency Check – Recurrent

11. The air operator shall

  1. subject to conditions 11b) and 11c) of this exemption, submit to the Minister for approval an alternate recurrent checking plan for the base aeroplane and the applicable variant(s) of the same, common or different type based on the recommendations of the most recent applicable OE report, describing on what aeroplane, at what frequency checking is required and how the checking will alternate between the base aeroplane and each applicable variant(s);
  2. ensure that its approved alternate recurrent checking plan complies with the checking requirements referred to in subsection 725.106(2) of the Commercial Air Service Standards on either the base aeroplane referred to in condition 2 of this exemption or the applicable variant(s) of the same type, common type or different type referred to in condition 3 of this exemption, as the case may be; and
  3. where applicable, identify particular checking items related to the base aeroplane referred to in condition 2 of this exemption or the applicable variant(s) of the same type, common type or different type referred to in condition 3 of this exemption, which must be completed in accordance with a specified periodicity and that cannot alternate between the base aeroplane and one or more variants of the same, common or different type because they are specific to an aircraft type or variant.

Initial Line Checks

12. The air operator shall ensure that

  1. the person acting as pilot-in-command or second-in-command has successfully completed an initial  line check the validity of which has not expired or is undergoing an initial line check where the line check is conducted in accordance with subsection 725.106(3) of the Commercial Air Service Standards on either the base aeroplane or the applicable variant(s) of the same, common or different type;
  2. subject to condition 12c) of this exemption and once the requirements of condition 12a) of this exemption have been met, the person acting as pilot-in-command or second-in-command is allocated initial line checks credits, if applicable, as per the most recent recommendations of the applicable operational evaluation report as referred to in condition 4 of this exemption; and
  3. the person acting as pilot-in-command or second-in-command has completed the initial line check requirements on one aeroplane prior to commencing, if applicable, a subsequent line check on the applicable variant(s) of the same type, common type or different type referred to in condition 3 of this exemption.

Recurrent line checks

13. The air operator shall

  1. subject to conditions 13b) and 13c) of this exemption, submit an alternate recurrent line check plan for the base aeroplane and the applicable variant(s) of the same, common or different type based on the recommendations of the applicable operational evaluation board report, describing on what aeroplane, at what frequency line checks are to be conducted and how the line checks will alternate between the base aeroplane and each applicable variant(s);
  2. ensure that its alternate recurrent line check plan complies with the requirements referred to in subsection 725.106(3) of the Commercial Air Service Standards on either the base aeroplane referred to in condition 2 of this exemption or the applicable variant(s)s of the same type, common type or different type referred to in condition 3 of this exemption as the case may be; and
  3. where applicable, identify particular line checks items related to the base aeroplane referred to in condition 2 of this exemption or the applicable variant(s)s of the same type, common type or different type, referred to in condition 3 of this exemption, which must be completed in accordance with a specified periodicity and that cannot alternate between the base aeroplane and one or more variants of the same, common or different type because they are specific to an aircraft type or variant.

Line Indoctrination Training

14. The air operator shall

  1. ensure that the person acting as pilot-in-command or second-in-command has successfully completed line indoctrination training or is undergoing line indoctrination training where the line indoctrination training is to be conducted in accordance with subsection 725.106(4) of the Commercial Air Service Standards on either the base aeroplane or the applicable variant(s);
  2. ensure, subject to condition 14c) of this exemption and once the requirements of conditions 14a) of this exemption have been met, that the person acting as pilot-in-command or second-in-command is allocated line indoctrination training credits, if applicable, as per the most recent recommendations of the applicable OE report as referred to in condition 4 of this exemption; and
  3. ensure that the person acting as pilot-in-command or second-in-command has completed the initial line indoctrination training on one aeroplane prior to starting a subsequent line indoctrination training or prior to being allocated line indoctrination training credits on the second aeroplane, and subsequent aeroplanes, if any.

15. The air operator shall ensure that the procedures by which the air operator and the person acting as pilot-in-command or second-in-command will meet conditions 7 to 14 are set out in the air operator’s Company Operations Manual.

16. Should an OE report be amended after the air operator has obtained the Minister’s approval of its Transition Program referred to in condition 1 of this exemption, the air operator shall review its Program accordingly and resubmit its Program to the Minister for approval.

VALIDITY

This exemption is in effect until the earliest of the following :

  1. the date on which any condition set out in the exemption is breached;
  2. the date on which an amendment to the appropriate provisions of the Canadian Aviation Regulations or related standards pertaining specifically to this exemption comes into effect; or
  3. the date on which this exemption is cancelled in writing by the Minister where he is of the opinion that it is no longer in the public interest, or that it is likely to affect aviation safety.

 

DATED at Ottawa, this 15th day of January, 2008, on behalf of the Minister of Transport, Infrastructure and Communities.

OSB Merlin Preuss on January 15, 2008

Merlin Preuss
Director General
Civil Aviation

 

APPENDIX A

705.106(1)(b)(iii)

Subparagraph 705.106(1)(b)(iii) prohibits an air operator from permitting a person to act, and prohibits a person from acting as a pilot-in-command, second in command, or cruise relief pilot of an aircraft unless the person:

Within the previous 90 days

(iii) has fulfilled the training requirements set out in the Commercial Air Service Standards (CASS)

705.106(1)(c) and (d)

Paragraph 705.106(1)(c) prohibits an air operator from permitting a person to act, and prohibits a person from acting as a pilot-in-command, second in command, or cruise relief pilot of an aircraft unless the person:

(c) has successfully completed a pilot proficiency check, the validity period of which has not expired, for that type of aircraft, in accordance with the Commercial Air Service Standards (CASS);

Paragraph 705.106(1)(d) prohibits an air operator from permitting a person to act, and prohibit a person from acting as a pilot-in-command, second in command, or cruise relief pilot of an aircraft unless:

(d) the person has successfully completed or is undergoing a line check or line indoctrination training, the validity period of which has not expired, for that type of aircraft, in accordance with the Commercial Air Service Standards (CASS).

705.106(4)

Subsection 705.106 (4) states a pilot shall, on successful completion of a pilot proficiency check, meet the requirements of the consolidation period in accordance with the Commercial Air Service Standards on each aeroplane type.

705.113(1)

Subsection 705.113(1) states that the validity period of a line check and of the training referred to in Section 705.124 expires on the first day of the thirteenth month following the month in which the check or training was completed.

 705.113(2)(a)

Paragraph 705.113(2)(a) states that the validity period of a pilot proficiency check expires:

(a) on the first day of the seventh month following the month in which the check was completed

725.106 Pilot Qualifications

(1) Training Requirements (refers to subparagraph 705.106(1)(b)(iii) of the Canadian Aviation Regulations)

Training requirements specified in subparagraph 705.106(1)(b)(iii) Canadian Aviation Regulations are initial training on type, regaining competency training, or annual training.

(2) Pilot Proficiency Check (refers to paragraph 705.106(1)(c) Canadian Aviation Regulations)

  1. The pilot proficiency check (PPC) shall be conducted in accordance with Schedule I, Schedule II or Schedule III of this Section.
  2. All of the manoeuvres required to satisfy renewal of an Instrument Rating shall be part of the pilot proficiency check.
  3. A pilot proficiency check shall be conducted in a manner that enables the pilot to demonstrate the knowledge and the skill respecting:
    1. the air operator's aeroplane, its systems and components;
    2. proper control of airspeed, direction, altitude, attitude and configuration of the aeroplane, in accordance with normal, abnormal and emergency procedures and limitations set out in the aeroplane flight manual, aeroplane operating manual, (if applicable), the air operator's standard operating procedures, the check list, and any other information relating to the operation of the aeroplane type;
    3. departure, enroute and arrival instrument procedures and other applicable procedures; and
    4. adherence to approved procedures.
  4. Initial and recurrent Pilot Proficiency Checks shall be conducted on a combination of a Flight Training Device certified to Level 4 or higher and a Full Flight Simulator or a combination of a Flight Training Device certified to Level 6 or higher and the aeroplane, if a simulator is available in North America.
  5. For turbo-jet aeroplanes of 50 or more seats initial and recurrent Pilot Proficiency Checks shall be conducted on a Full Flight Simulator or a combination of a Full Flight Simulator and a flight training device certified to Level 4 or higher. Location of the synthetic training device will not be considered in applying this standard.
  6. The synthetic training device level of checking shall be part of the training program approval for each aeroplane type. Checking procedures not approved for the synthetic training device shall be completed in the aeroplane. The configuration of the flight training device shall closely resemble that of the aeroplane used by the air operator.
  7. A proficiency check of a pilot-in-command shall be completed in the seat normally occupied by the pilot-in-command and a check of a second-in-command shall be completed in the seat normally occupied by the second-in-command. The pilot proficiency check shall consist of a demonstration of both pilot flying (PF) duties and pilot not flying (PNF) duties.
  8. The PPC shall not be conducted as an isolated group of emergency procedures and drills. It shall be constructed with minimum disruption in a logical continuous flow reflecting a normal flight profile. Normally the pilot proficiency check is a pre-programmed activity; however, the person conducting the check may require any manoeuvre or procedure from the appropriate Schedule, necessary to determine the proficiency of the crew and to confirm that the crew can operate the aeroplane safely.
  9. Where a pilot successfully completes the pilot proficiency check, the pilot is considered as having successfully completed the flight check requirements for the renewal of the applicable instrument rating.
  10. The PPC may be transferred from one air operator to the other when the conditions of subsection 725.124(28) of the training program, Transportability of Pilot Proficiency Check - Training Required, are met.

(3) Line Checks (refers to paragraph 705.106(1)(d) of the Canadian Aviation Regulations)

  1. Pilot Line Check

    The pilot line check shall consist of at least the following conducted over a typical part of the air operator's route and shall not be less than one sector:
     
    1. Flight Preparation
      1. weather briefing;
      2. dispatch procedures;
      3. flight planning;
      4. weight and balance, and load control;
      5. aeroplane servicing and ramp safety;
      6. crew briefing; and
      7. pre-flight checks;
    2. Operation of the Flight
      1. pre-start safety;
      2. starting engines;
      3. after start checks;
      4. radio procedures and ATC clearance;
      5. pre-take-off checks and cabin security;
      6. taxiing and take-off;
      7. departure procedures;
      8. climb procedures;
      9. enroute procedures;
      10. descent procedures;
      11. approach procedures;
      12. shutdown;
      13. flight logs and records; and
      14. defect recording and clearing.
  2. Cruise Relief Pilot Line Check
    1. Flight Preparation
      1. weather briefing;
      2. dispatch procedures;
      3. flight planning;
      4. weight and balance; and
      5. crew briefing.
    2. Operation of the Flight
      1. enroute climb procedures;
      2. enroute procedures;
      3. enroute descent procedures;
      4. flight logs and records; and
      5. defect recording and clearing.

(4) Line Indoctrination Training (refers to paragraph 705.106(1)(d) of the Canadian Aviation Regulations)

The standard for Line indoctrination training is in subsection 725.124(32) of the Commercial Air Services Standard.

(7) Consolidation Period (refers to subsection 705.106(4) of the Canadian Aviation Regulations)

  1. The consolidation period shall take place in accordance with the time limits from the following sliding scale and shall begin upon successful completion of an initial Pilot Proficiency Check on each aeroplane type:
    1. 50 hours in 60 days;
    2. 75 hours in 90 days; or
    3. 100 hours in 120 days.
  2. If the consolidation period is not completed within 120 days, an extension to 150 days is permitted, at the air operator's discretion, under the following conditions:
    1. on or before the 120th day, the air operator shall make a ground evaluation of the pilot's level of proficiency;
    2. when the pilot is assessed as not possessing a satisfactory level of competence, the pilot shall undergo additional training, followed by a supervised line operating flight, after which the consolidation period may be extended to 150 days; and
    3. when the pilot's proficiency is judged satisfactory, the pilot shall be observed in a supervised line operating flight, after which the consolidation period may be extended to 150 days.
  3. If at any time before the consolidation period ends a pilot is assigned to another aeroplane type, the pilot shall undergo refresher training with a training pilot or check pilot before resuming the consolidation process.
  4. If the pilot fails to complete the consolidation requirements in the maximum time of 150 days allowed, the complete line indoctrination and consolidation period requirements must be repeated.

Schedule I - Pilot Proficiency Check (PPC) - Synthetic Training Device

1) Pre-flight Phase

Flight Planning and Equipment Examination

  1. Flight planning and equipment examinations are not mandatory when there are, in the training records, written examinations from initial or annual training for which the validity period has not expired.
  2. Flight planning shall include a practical examination on the crew's knowledge of air operator's approved Standard Operating Procedures and the Aeroplane Flight Manual including aeroplane and runway performance charts, and weight and balance procedures.
  3. The equipment examination shall consist of a display of practical knowledge of the airframe, engine, major components and systems including the normal, abnormal and emergency operating procedures and limitations relating thereto.

(2) Flight Phase

  1. Taxiing
    1. the use of the taxiing check list; and
    2. taxiing in compliance with clearances and instructions issued by the person conducting the pilot proficiency check;
    3. where a second-in-command is undergoing the pilot proficiency check, outlined above to the extent practicable from the second-in-command position.
  2. Engine Checks
    Engine checks shall be conducted as appropriate to the aeroplane type.
  3. Take-off
    1. One normal take-off to be performed in accordance with the Airplane
      Flight Manual;
    2. an instrument take-off in the minimum visibility approved for the air operator;
    3. a take-off in a minimum of a 10 kt crosswind component;

      NOTE:
      Any or all of the above takeoffs may be combined.
       
    4. a take off with failure of the critical engine at a speed greater than V1 and at an altitude of less than 50 feet AGL; or at a speed as close as possible to, but greater than V1 when V1 and V2, or V1 and Vr are identical; and
    5. a rejected take-off from a speed not less than 90% of the calculated V1 or as appropriate to the aeroplane type.
  4. Instrument Procedures

    Instrument procedures shall consist of IFR pre-flight preparations, terminal and enroute procedures, arrival and departure procedures, system malfunctions and where applicable, the proper programming and use of Flight Management Systems, (as applicable).
     
    1. An area departure and an area arrival procedures shall be performed where the crew:
      1. adheres to air traffic control clearances and instructions; and
      2. properly uses the available navigation equipment and facilities;
    2. a holding procedure;
    3. at least two instrument approaches performed in accordance with procedures and limitations in the Canada Air Pilot or in the equivalent foreign publication, or approved company approach procedure for the facility used. One of the approaches shall be a precision approach, and one a non precision approach; and
    4. one approach and manoeuvre to land using a scene approved for circling where the air operator is authorized for approaches at the published circling minima, and is required during initial qualification check and annually thereafter.
  5. Manoeuvres
    1. At least one steep turn in each direction with a bank angle of 45° and a change in heading of at least 180° but not more than 360°.
    2. Approaches to stalls

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

      The following approaches to the stall are required during initial and upgrade PPC's:
      1. one in the take-off configuration, except where a zero-flap take-off configuration is normally used in that model and type of aeroplane;
      2. one in a clean configuration; and
      3. one in a landing configuration;
      One of the approaches to stall shall be performed while in a turn with a bank angle of between 15° and 30°;
    3. Steep turns and approach to stalls are not required if the PPC is conducted via either a LOFT scenario, a scripted PPC or on a fly-by wire aeroplane, and
      1. for an initial PPC on aeroplane, type, steep turns and approach to stalls have been satisfactorily demonstrated during initial training;
      2. for a semi-annual or an annual PPC if:
        1. steep turns and approach to stalls are required in the applicable annual training syllabus and they have been satisfactorily demonstrated during this training; or
          (amended 1998/03/23; no previous version)
        2. steep turns and approach to stalls are not required in the applicable annual training syllabus.
  6. Landings and Approaches to Landings
    1. one normal landing;
    2. one landing from an approach in Instrument Meteorological Conditions (IMC) not greater than the minimum recommended for the approach;
    3. one crosswind landing with a minimum of a 10 kt crosswind component;
    4. one landing and manoeuvre to that landing with, depending on aeroplane type, engine failure as follows:
       
      1. for a two engine aeroplane, failure of one engine;
      2. for a three engine aeroplane, failure of the center engine combined with the failure of one outboard engine for the pilot-in-command, and failure of one outboard engine only for other than the pilot-in-command;
      3. for a four engine aeroplane, failure of two engines on the same side for the pilot-in-command and, failure of one outboard engine only for other than the pilot-in-command.
         
      For three and four engine aeroplanes, the pilot-in-command is required to perform a two engine inoperative procedure during the initial qualification check and annually thereafter.
    5. one rejected landing and one missed approach. For the purposes of the rejected landing the landing shall be rejected at a height of approximately 50 feet when the aeroplane is approximately over the runway threshold. The rejected landing may be combined with a missed approach;
    6. one Category II or Category III approach where these procedures are authorized in an air operator certificate. Required during the initial qualification flight and annually thereafter:
      1. where CAT II approaches are authorized in the air operator certificate, the following is required:
        1. for a pilot-in-command initial qualification:
          • one CAT II ILS approach during which a practical emergency is introduced aimed at assessing crew co-ordination in decision making and the resultant missed approach; and
          • a second CAT II ILS approach to a landing in CAT II weather minima;
        2. for a pilot-in-command requalification on CAT II approaches:
          • at least one CAT II ILS approach to a landing annually.
      2. where CAT II and CAT III approaches are authorized in the air operator certificate, the following is required:
        1. for a pilot-in-command initial qualification:
          • one CAT II ILS approach during which a practical emergency is introduced aimed at assessing crew co-ordination in decision making and the resultant missed approach; and
          • a CAT III ILS approach conducted to a landing in CAT III weather minima;
        2. for a pilot-in-command requalification on CAT II and CAT III approaches:
          • successive 6 month PPCs in an approved simulator will alternate CAT II and CAT III renewal checks;
    7. one landing without the use of an auto-land system.
       
    NOTE:
    Any of the landings and approaches to landings specified in this section may be combined. A minimum of two landings are required.
     
  7. Normal Procedures
    The crew shall demonstrate use of as many of the air operator's approved Standard Operating Procedures, and normal procedures as are necessary to confirm that the crew has the knowledge and ability to properly use installed equipment, (auto-pilot and hand flown manoeuvres as appropriate).
     
  8. Abnormal and Emergency Procedures
    1. The crew shall demonstrate use of as many of the air operator's approved Standard Operating Procedures and abnormal and emergency procedures for as many of the situations as are necessary to confirm that the crew has an adequate knowledge and ability to perform these procedures.
    2. systems malfunctions shall consist of a selection adequate to determine that the crew has satisfactory knowledge and ability to safely handle malfunctions.
    3. at least two simulated engine failures, excluding failures on the runway followed by a rejected take-off, at any time during the check.
  9. Where the PPC is conducted following initial training in a level A or B training program, the following flight checking is required within 30 days after the PPC in a synthetic training device and may be run concurrent with the flight training requirements on the aeroplane type in the applicable training program:
    1. interior and exterior aeroplane pre-flight checks;
    2. ground handling for pilots-in-command;
    3. normal take-off, visual circuit (where possible) and landing;
    4. a simulated engine failure procedure after take-off (at safe altitude and airspeed);
    5. a simulated engine inoperative landing; and
    6. a normal missed approach.

Schedule II - Pilot Proficiency Check (PPC) – Aeroplane

1) Pre-flight Phase

  1. Flight Planning and Equipment Examination
    1. Flight planning and equipment examinations are not mandatory when there are, in the training records, written examinations from initial or annual training for which the validity period has not expired.
    2. Flight planning shall include a practical examination on the pilot's knowledge of standard operating procedures and the Aeroplane Flight Manual including performance charts, loading, weight and balance and Flight Manual Supplements.
    3. The equipment examination shall show a practical knowledge of the airframe, engine, major components and systems including the normal, abnormal, and emergency operating procedures and limitations relating thereto.
  2. Aeroplane Inspection
    1. A pre-flight aeroplane inspection that includes:
      1. a visual inspection of the exterior and interior of the aeroplane, locating each item to be inspected and explaining the purpose of the inspection;
      2. the proper use of the pre-start, start and pre-taxi check lists; and
      3. checks of the appropriate radio communications, navigation and electronic equipment and selection of the appropriate communications and navigation frequencies prior to flight.

(2) Flight Phase

  1. Taxiing
    1. taxiing procedures;
    2. a taxiing check including:
      1. the use of the taxiing check list; and
      2. taxiing in compliance with clearances and instructions issued by the appropriate air traffic control unit or by the person conducting the pilot proficiency check;
      3. where a second-in-command is undergoing the pilot proficiency check, the taxiing check outlined above to the extent practicable from the second-in-command position.
  2. Engine Checks
    Engine checks shall be conducted as appropriate to the aeroplane type.
  3. Take-off
    1. One normal take-off to be performed in accordance with the Airplane Flight Manual or where the aeroplane is a turbo-jet, a noise abatement take-off performed in accordance with the Airplane Flight Manual (where applicable) and the Canada Air Pilot.
    2. An instrument take-off performed in the same manner as the normal take-off except that instrument flight rules are simulated at or before reaching an altitude of 200 feet above the airport elevation.
    3. Where practicable under existing meteorological, airport or airport traffic conditions, one crosswind take-off performed in accordance with the aeroplane operating manual where applicable;

      NOTE:
      Any or all of the above takeoffs may be combined.
       
    4. a simulated engine failure after take-off (at a safe altitude and airspeed) appropriate to the aeroplane type under the prevailing conditions.
    5. a rejected take-off explained by the candidate prior to the flight.
  4. Instrument Procedures
    Instrument procedures shall consist of IFR pre-flight preparation, departure and enroute procedures, terminal procedures and system malfunction:
    1. an area departure and an area arrival procedure shall be performed where the pilot:
      1. adheres to actual or simulated air traffic control clearances and instructions; and
      2. properly uses the available navigation facilities;
    2. a holding procedure;
    3. at least two instrument approaches performed in accordance with procedures and limitations in the Canada Air Pilot or the equivalent foreign publication, or approved company approach procedure for the approach facility used. Where practicable one of the approaches shall be a precision approach and one a non- precision approach;
    4. a circling approach, where the air operator is authorized for circling minima below ceiling 1000 feet and 3 miles ground visibility, except where local conditions beyond the control of the pilot prevent a circling approach from being performed.
  5. In Flight Manoeuvres
    1. at least one steep turn in each direction with a bank angle of 45° and a change in heading of at least 180° but not more than 360°;
    2. Recoveries from Impending or Full Stalls
      For the purpose of this manoeuvre the required recovery from a stall is initiated when there is a perceptible buffet or other response to the initial stall entry. When performed in an aeroplane the approach to stalls shall be conducted at an altitude of at least 5000 feet AGL, and if conducted above cloud at an altitude of at least 2000 feet above the cloud tops.

      The following recoveries from impending or full stalls are required during initial and upgrade PPC's:
      1. one in the take-off configuration, except where a zero-flap take-off configuration is normally used in that model and type of aeroplane;
      2. one in a clean configuration; and
      3. one in a landing configuration;
        One of the recoveries from impending or full stall may be performed while in a turn with a bank angle of between 15° and 30°;
  6. Landings and Approaches to Landings
    1. one normal landing which shall, where practicable, be conducted without external or internal glideslope information;
    2. one landing from an instrument approach, and where prevailing conditions prevent an actual landing, an approach to a point where a landing could have been made;
    3. one cross wind landing where practicable under existing meteorological, airport and airport traffic conditions;
    4. one landing and manoeuvring to that landing with a simulated failure of 50 percent of the available engines which shall be on one side of the aeroplane for the pilot-in-command and on outboard engine only for other than the pilot-in-command. Where the aeroplane type is a three engine aeroplane, the loss of power shall be an outboard engine and the centre engine for the pilot-in-command and on outboard engine for other than the pilot-in-command. For three- and four-engined aeroplanes the pilot-in-command is required to perform a two-engine inoperative procedure during initial qualification check and annually thereafter;
    5. one landing under simulated circling approach conditions except that where prevailing conditions prevent a landing, an approach to a point where a landing could have been made;

    NOTE:
    Any of the landings and approaches to landings specified in this section may be combined. A minimum of two landings are required.
     
  7. Normal Procedures
    The crew shall demonstrate use of as many of the air operator's approved Standard Operating Procedures, and normal procedures as are necessary to confirm that the crew has the knowledge and ability to properly use installed equipment, (auto-pilot and hand flown manoeuvres as appropriate).
  8. Abnormal and Emergency Procedures
    1. The crew shall demonstrate use of as many of the air operator's approved Standard Operating Procedures and abnormal and emergency procedures for as many of the emergency situations as is necessary to confirm that the crew has an adequate knowledge and ability to perform these procedures;
    2. System malfunctions shall consist of a selection adequate to determine that the crew has satisfactory knowledge and ability to safely handle malfunctions;
    3. at least two simulated engine failures any time during the check

Standard 725 Schedule III - Pilot Proficiency Check (PPC) - Cruise Relief Pilot (CRP)

1) Flight Planning and Equipment Examination

  1. Flight planning and equipment examinations are not mandatory when there are, in the training records, written examinations from initial or annual training for which the validity period has not expired.
  2. Flight planning shall include the CRP's knowledge of the air operator's Standard Operating Procedures and the Aeroplane Flight Manual.
  3. The equipment examination shall consist of a display of practical knowledge of the aeroplane systems including normal, abnormal and emergency operating procedures.

(2) Aeroplane Manoeuvres

  1. climb and descent shall be demonstrated as well as climbing and descending turns;
  2. steep turns shall be demonstrated;
  3. approach to stalls in the clean configuration shall be demonstrated;
  4. manoeuvring the aeroplane at minimum and maximum speeds (mach) at optimum altitude;
  5. auto-pilot use shall be demonstrated, including during normal climb and descent and turbulence; and
  6. steep turns and approach to stalls are not required if the PPC is conducted via either a LOFT scenario, a scripted PPC or on a fly-by-wire aeroplane; and
    1. for an initial PPC on aeroplane type, steep turns and approach to stalls have been satisfactorily demonstrated during initial training;
    2. for a semi-annual PPC if:
      1. steep turns and approach to stalls are required in the applicable annual training syllabus and they have been satisfactorily demonstrated during this training; or
      2. steep turns and approaches to stalls are not required in the applicable annual training syllabus.

(3) Normal procedures

The CRP shall demonstrate use of as many of the air operator's approved Standard Operating procedures and normal procedures for installed systems, devices and aids as are necessary to confirm that the CRP has the knowledge and ability to properly use installed equipment.

(4) Abnormal and Emergency Procedures

The CRP shall demonstrate use of as many of the air operator's Standard Operating Procedures and abnormal and emergency procedures for as many of the emergency situations relating to cruise flight as are necessary to confirm that the CRP has an adequate knowledge and ability to perform these procedures.

(5) Instrument Rating Renewal

All of the manoeuvres required to satisfy renewal of an Instrument Rating shall be part of the proficiency check.

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