AIRCRAFT FAMILIARIZATION AND PREPARATION FOR FLIGHT

Documents and Airworthiness

Aim

Students must demonstrate that they can correctly assess the validity of documents required on board, and using these documents, determine that the aircraft is airworthy.

Description

Required documents must be physically examined,1 and where required, the maintenance certifications that appear in the Aircraft Journey Log must be confirmed.

Performance Criteria

Private Pilot Students must:

  • determine if the documents required on board are valid;
  • determine if the maintenance release ensures aeroplane serviceability and currency of inspection for the proposed period of flight;
  • determine the number of flying hours remaining before the next service or maintenance task;
  • ensure that any conditions or limitations on the maintenance release can be complied with;
  • determine the impact of deferred defects on aeroplane operations for the proposed flight;
  • explain the process for dealing with aeroplane unserviceabilities discovered during a flight.

Commercial Pilot Students must:

  • ensure that flight authorization is confirmed and encompasses the requirements of the proposed flight in accordance with the applicable operational control system;
  • determine if the required documents on board are valid;
  • determine if the maintenance release ensures aeroplane serviceability and currency of inspection for the proposed period of flight;
  • determine the remaining number of flying hours before the next service or maintenance task;
  • ensure that any conditions or limitations on the maintenance release can be complied with;
  • determine the impact of deferred defects on aeroplane operations for the proposed flight;
  • explain the process for dealing with aeroplane unserviceabilities discovered during a flight.

Discussion

The aircraft documents—Certificate of Airworthiness, Certificate of Registration, Aircraft Weight and Balance2, aircraft insurance, interception orders—must be assessed with respect to validity and purpose.

Certificate of Airworthiness.  Langley Flying School.

During the Flight Test students are commonly asked to recall from memory all of the documents required on board an aircraft during flight.  In all, there are 11 in number, and the following acronym:3

PIPERJAMIRR

P

Pilot Operating Handbook 4

I

Certificate of Insurance

P

Pilot Licence

E

Equipment List (Weight and Balance)

R

Certificate of Registration

J

Journey Log

A

Certificate of Airworthiness

M

Medical Certificate

I

Interception Orders

R

Radio Licence—Aircraft 5

R

Radio Licence—Pilot

Airworthiness must be determined by examining the Certificate of Airworthiness, and then ensuring that the schedule of maintenance required for the aircraft has not lapsed.  To determine this, the aircraft Journey Log must be examined to determine the required maintenance schedule.  Langley Flying School’s aircraft require an inspection every 100 hours of Air Time (just as is the case with privately registered aircraft); the School also requires that the “next inspection” time be posted on the Aircraft Status Board, and on the top of each page in the Journey Log.  Remember that if privately owned aircraft are flown less than 100 hours in a year, the aircraft requires an annual inspection to keep the aircraft airworthy.  Of course, an aircraft that has exceeded its maintenance schedule (whether a 100-hour inspection, or an annual inspection) cannot be flown as the aircraft is legally not airworthy; such flight would be illegal, and the aircraft insurance would be void.  Finally, you must examine the “remarks” section of the Aircraft Journey Log to determine if any “unserviceabilities” exist, and whether that has warranted the grounding of the aircraft.  If any defect occurs and it has been deferred until the next scheduled maintenance, the defect must be entered in the “Deferred Defects” list that appears in the front of the Journey Log.  You must demonstrate the ability to determine if the aircraft is airworthy.  You will also be asked the question “When is an aircraft airworthy?  The answer to this question is summarised in the small print on the Certificate of Airworthiness, and this should be read and understood.

Each aircraft must have on board a Certificate of Registration.  You must be able to explain the process and document requirements in the case of an aircraft purchase.  This is explained on the documents attached to the Certificate of Registration, so be sure you review it.  Note that the registration paperwork contains two Certificates of Registration, one being the original, and the other being the Interim Certificate of Registration.  At sale, the original Certificate of Registration is sent into Transport Canada along with the sale data; the Interim Certificate of Registration remains in the aircraft and is valid for a maximum of 90 days.

The Equipment List is just what you expect—it is a list of all equipment currently on the aircraft.  For Langley Flying School’s aircraft, the Equipment List exists as part of Section 5 of the Pilot Operating Handbooks, and only appears in the actual Pilot Operating Handbook kept on each aircraft.  (The copy of the Pilot Operating Handbook provided to students does not contain an equipment list, as the list varies with the varied equipment of each aircraft.)

The aircraft Radio Licence is only required when an aircraft is operated outside Canada and the U. S., or when the aircraft is equipped with communication or navigation radio equipment other than that which is conventional or normal for aircraft.

While the registration of commercial aircraft is contingent on insurance, this is not the case with privately registered aircraft—private aircraft must carry proof of insurance in the form of a Certificate of Insurance.6  While both commercial and private aircraft require a minimum passenger liability of $300,000 per passenger, with respect to public liability, commercial aircraft require $1,000,000 and private aircraft require $100,000.7

A copy of the Interception Orders—technically referred to as Signals for Use in the Event of Interception—must be carried on board.  The Interception Orders describe a list of visual communications used internationally by military aircraft when they intercept aircraft—including civil aircraft.  So, if a military jet pulls up next to you and begins rocking its wings, this literally means, “you have been intercepted—follow me.”  In total, there is a list of six communication items, and all aircraft are required to carry a copy of this aboard the aircraft.  Langley Flying School aircraft do not carry a separate list of the signals—instead, each aircraft has aboard the aircraft a current copy of the Canada Flight Supplement,8 and the Interception Orders are published as the last section (next to the back cover) of this book.  You should be sure, then, that the Canada Flight Supplement is aboard the aircraft.

Aeroplane Performance

Aim

Students must demonstrate that they understand the performance capabilities of their aircraft, including the approved operating procedures and limitations.

Description

You must be familiar with the aircraft’s Pilot Operating Handbook, especially, emergency procedures and critical airspeeds.  You must also be familiar with the use of Performance Charts that appear in Section 9, as well as the various features and systems unique to the aircraft that are described in Section 2.  Be sure you are aware of the proper use of the aircraft ancillary controls (see below), especially the use of the carburettor heat9 and the indications or signs of carburettor ice and its effects.

Performance Criteria

Private Pilot Students must:

  • state from memory the following speeds:
    • best angle of climb speed;
    • best rate of climb speed;
    • manoeuvring speed.
  • calculate for the proposed flight:
    • take-off distance required to clear a 50 foot or existing obstacle;
    • landing distance required to clear a 50 foot or existing obstacle;
    • the power setting proposed for the planned enroute cruising flight (percentage, manifold pressure and RPM) and the expected cruise speed in KTAS;
    • the available flight time with the fuel load and power settings proposed for the navigation flight;

 Commercial Pilot Students must:

  • state from memory the following:
    • the best angle of climb speed;
    • the best rate of climb speed;
    • manoeuvring speed;
  • calculate for the proposed flight test flight:
    • take-off distance required to clear a 50 foot or existing obstacle;
    • landing distance required to clear a 50 foot or existing obstacle;
    • the power setting proposed for the planned enroute cruising flight (percentage, manifold pressure and RPM) and the expected cruise speed in KTAS;
    • the available flight time with the fuel load and power settings proposed for the navigation flight;
    • the final approach speed corrected for the predicted landing weight using available charts or tables for weights that are less than maximum take-off weight or, in their absence 1.3 Vso KIAS using the following formula:

Final approach speed reduction for actual landing weight.  Langley Flying School.

Convert IAS to and from CAS by using the POH/AFM airspeed calibration chart.  Applying the formula to indicated airspeeds (IAS) will result in a speed that is too slow.

Discussion

Note the speeds that must be memorized—best angle of climb speed, best rate of climb speed, stall speed in the landing configuration, and manoeuvring speed.  Knowledge of the Pilot Operating Handbook is crucial here.  You will be asked other performance data, in which you must demonstrate efficient use of the Pilot Operating Handbook, so be familiar with the layout of this book, and have a general knowledge of where information is located.10

You are virtually assured that the Examiner will ask you to calculate the takeoff and landing distance given specified conditions at selected airport.  The Examiner will provide you with the temperature, pressure, and wind conditions, and you will have to work with information provided in the Pilot Operating Handbook, regarding aircraft performance, and the Canadian Flight Supplement, regarding airport data.  When interpreting takeoff performance for a departure from runway, be sure that you ignore the distance for the takeoff roll, and instead use the distance required to climb to 50’ above the runway.11

You must additionally demonstrate knowledge of, and adherence to, proper use of the following ancillary controls: carburettor heat, mixture control, heating, and defrosting systems, and ventilator.

Weight and Balance, Loading

Aim

Students must correctly complete weight and balance calculations for the intended flight with the aeroplane used for the test.

Description

You will be required to apply the approved weight and balance data and, by using actual weights for the aeroplane used for the test, complete accurate computations for an assigned practical load requirement that addresses all or most of the passenger and baggage stations, including take-off weight, landing weight and the zero-fuel weight.  If a loading graph or computer is available with the aeroplane, it may be utilized.

You will be required to demonstrate knowledge of weight and balance graphs and envelopes, and the effect of various centres of gravity locations on the aeroplane flight characteristics will be demonstrated.  Practical knowledge of how to correct a situation in which the centre of gravity is out of limits or in which the gross weight has been exceeded as well as the ability to amend a calculation must also be demonstrated.

Performance Criteria

Private Pilot and Commercial Students must:

  • determine if the take-off, landing and zero-fuel weights, as well as the computed centres of gravity are within permissible limits;
  • demonstrate practical knowledge of how to correct a situation in which the centre of gravity is out of limits and/or in which the gross weight is exceeded.
  • explain the effect of various centre of gravity locations on aeroplane flight characteristics.

Discussion

Calculation must be made to ensure the current load of the aircraft at takeoff conforms to load requirements.  Actual weights must be used when available, or the approved average passenger weights (found in the RAC Section of the Aeronautical Information Manual or AIM)12 used when actual weights are not available.  Once you have calculated the takeoff weight of the aircraft, as well as the takeoff centre of gravity (determined by dividing the total moment by the total weight), these must be matched with the loading graphs found in the Pilot Operating Handbook.13

Remember that each aircraft has its own unique Basic Empty Weight and Centre of Gravity, as this depends on the specific optional equipment contained on the aircraft.  The aircraft’s Basic Empty Weight is calculated using the aircraft’s Equipment List, so to determine your aircraft’s Basic Empty Weight, you must be able to locate the aircraft’s Equipment List.

It is common for Examiners to provide you with hypothetical weight and balance problems in which the maximum gross weight is exceeded as an attempt is made to load the hypothetical passenger and baggage weights with full fuel tanks.  The solution requires that you limit the amount of fuel loaded to reduce the gross weight to within permissible limits.

Effects of forward and rearward aircraft centre of gravity.  Langley Flying School.

Finally, you must be aware of the effects of improper aircraft loading has on aircraft.  A rearward Centre of Gravity will reduce stall speed, increase cruise speed, and decrease stability, while a forward Centre of Gravity will increase stall speed, decrease cruise speed and increase stability.  As the Centre of Gravity is moved toward a forward position, the negative lift that must be generated by the horizontal tail surface must increase.  It is the negative lift from the tail that offsets and balances the weight of the engine mass located ahead of the wing.  Any increase in the negative lift produced by the tail (as a result of a forward Centre of Gravity) effectively increases the aerodynamic weight of the aircraft.  Increased aerodynamic weight, in turn, requires that the pilot fly with a higher angle attack at a given speed.  When compared to aircraft with lower aerodynamic weight flying at the same airspeed, the heavier aircraft will always be closer to the critical angle of attack at which a stall will occur—the heavier aircraft therefore has an increased stall speed.  With respect to the effects of Centre of Gravity on cruising speed, the aircraft with increased aerodynamic weight (as a result of a forward Centre of Gravity) will experience increased induced drag as a result of the increased angle of attack—the cost of increased induced drag is decreased speed, despite variation in throttle settings.  Finally, an aircraft with a rearward Centre of Gravity will have less stability—as the Centre of Gravity moves rearward, there is less force on the tail that can be manipulated by the pilot.  With decreased tail force, there is less control being exerted by the pilot through the elevator or stabilator, and with decreased control there is decreased stability.

Pre-flight Inspection

Aim

Students must demonstrate that they can can complete internal and external checks in accordance with the Pilot Operating Handbook and demonstrate practical knowledge of the aircraft to determine that the aeroplane is in a safe condition for the intended flight.

Description

Students will be required to demonstration that they are able to determine that the aeroplane is ready for the intended flight and, as can reasonably be determined by pre-flight inspection, confirmed to be airworthy.  The external and internal checks must cover at least all of the items specified by the manufacturer.  All required equipment and documents will be located and safely stowed.  Visual checks for fuel quantity, proper grade of fuel, fuel contamination and oil level will be carried out in accordance with the Pilot Operating Handbook.  If aircraft design precludes a visual check of fuel levels, fuel chits, fuel logs or other credible procedures may be used to confirm the amount of fuel actually on board.  The student will state the available flight time at the intended cruising speed with the actual fuel on board.

After the student has completed the pre-flight inspection, questions relating to the flight test aircraft will be asked.  The student should be able to explain what appropriate action would be taken if an unsatisfactory item were detected or described by the examiner during the pre-flight inspection.  The student should demonstrate knowledge of the consequences if such items were undetected.

The candidate will conduct an oral passenger safety briefing.  If the candidate omits the passenger safety briefing, the examiner will ask the candidate to provide a briefing.

Performance Criteria

Private Pilot and Commercial Pilot Students must:

  • use an orderly procedure to inspect the aeroplane including at least those items listed by the manufacturer or aeroplane owner;
  • identify and verify switches, circuit breakers/fuses, and spare fuses;
  • confirm that there is sufficient fuel and oil for the intended flight;
  • state the flight endurance at the intended cruising speed and altitude with the fuel quantity on board;
  • verify that the aeroplane is in a condition for safe flight;
  • describe the appropriate action to take for any unsatisfactory item, detected or described by the examiner;
  • identify and verify the location and security of baggage and required equipment;
  • organize and arrange material and equipment in a manner that makes the items readily available;
  • perform an effective passenger safety briefing that will include:
    • use of seat belts
    • the location and use of emergency exits
    • emergency locator transmitter, fire extinguisher
    • passenger considerations for aircraft evacuation;
    • action to take in the event of an emergency landing
    • smoking limitations
    • items specific to the aeroplane type being used
    • other items for use in an emergency.

Discussion

Be sure you are following all of the pre-flight inspection requirements set out in the Pilot Operating Handbook.  You must be able to identify all items and equipment on the aircraft, including antenna, ports, air scoops, etc.  Be sure to inspect the condition and security of the aircraft’s tires.  Remember that the type of oil required is described in the Journey Log entries made by maintenance engineers.  As well, be sure you know which instruments are connected to the pitot source (Airspeed indicator) and which are connected to the static source (Airspeed Indicator, Altimeter, and Vertical Speed indicator.  Know where the vacuum pump is and which gyro instruments are connected to it (attitude indicator and heading indicator), and which gyro instruments are electrically powered (Turn Co-ordinator).  You may be asked to identify the oil cooler, the starter, the alternator belt, the air filter, the oil pump, the mechanical and electric fuel pumps, the carburettor heat shroud,14 the cabin heat shroud, the muffler, the magnetos, etc.  You must also describe the appropriate action to take in the event an unsatisfactory item (defect) is detected or described by the Examiner.

Engine Starting and Run-up, Use of Checklists

Pretakeoff checklist.  Langley Flying School.

Aim

Students must demonstrate the ability to complete engine start-up and run-up, as well as pre-flight systems checks in accordance with the Pilot Operating Handbook.

Description

You must be conversant with the use of the aircraft checklists as provided by the manufacturer or owner, and must demonstrate the ability to determine that the aircraft’s systems and equipment are serviceable and that the aircraft is airworthy and ready for flight.  You must also have knowledge of the appropriate actions required in the event an unsatisfactory condition is encountered or specified by the Examiner.

Performance Criteria

Private Pilot Students must:

  • demonstrate an awareness of other persons and property before and during engine start;
  • use the appropriate checklist provided by the manufacturer or aeroplane owner;
  • accurately complete the engine and aeroplane system checks;
  • check flight controls for freedom of operation and correct movement;
  • take appropriate action with respect to unsatisfactory conditions;

Commercial Pilot Students must:

  • demonstrate an awareness of other persons and property before and during engine start;
  • use the appropriate checklist provided by the manufacturer or aeroplane owner;
  • demonstrate sound judgement and operating practices in those instances where specific instructions or checklist items are not published;
  • accurately complete the engine and aeroplane system checks;
  • check flight controls for freedom of operation and correct movement;
  • determine that the radio navigation aids to be used on the flight test are serviceable;
  • take appropriate action with respect to unsatisfactory conditions.

Discussion

The aircraft checklist must be used for engine starting, warm-up, run-up, and pre-flight.  You must demonstrate the correct procedure to follow in order to correct any unsatisfactory condition encountered or prescribed by the Examiner.  The flight controls must be checked for free and correct movement.  An oral passenger safety briefing must be provided for the following items: location and use of emergency exits, emergency locator transmitter, and fire extinguisher, smoking limitations, use of seat belts, items specific to the aircraft type being used, action to take in the event of an emergency landing, and any other items for use in an emergency.  Be sure you know the procedures for clearing fouled spark plugs during the magneto checks, and also know the procedures to follow in the event of an alternator failure.  Overall, demonstrate to the Examiner accurate use of procedures, thoroughness of engine and aircraft systems checks, knowledge of the action to take with respect to any unsatisfactory condition, and accuracy and completeness of the passenger safety briefing.

Operation of Aircraft Systems

Aim

Students must demonstrate the ability to operate the aircraft systems in accordance with the Pilot Operating Handbook.

Description

You will be asked by the Examiner to demonstrate a practical knowledge of the operation of the systems installed on the aircraft being used for the flight test.

 

Piper Cherokee Lycoming Engine and systems.  Langley Flying School.

Performance Criteria

Private Pilot Students:

Assessment will be based on the candidate’s ability to operate the aeroplane systems in accordance with the POH/AFM and explain the operation of at least two of the following systems, as specified by the examiner:

  • primary flight controls and trim
  • carburetor heat
  • mixture
  • propeller
  • fuel, oil, and hydraulic
  • electrical
  • flaps
  • landing gear
  • brakes
  • avionics
  • pitot-static, vacuum/pressure system and associated flight instruments
  • heater and environmental
  • de-icing and anti-icing

Commercial Pilot Students:

Assessment will be based on the candidate’s ability to operate the aeroplane systems in accordance with the POH/AFM and explain the operation of at least three of the following systems, as specified by the examiner:

  • primary flight controls and trim
  • carburetor heat
  • mixture 
  • propeller
  • fuel, oil and hydraulic
  • electrical
  • flaps
  • landing gear
  • brakes
  • avionics
  • pitot-static, vacuum/pressure system and associated flight instruments
  • heater and environmental
  • de-icing and anti-icing

Discussion

There are two ancillary controls, the knowledge of which is especially crucial—the carburettor heat control, and the mixture control.

With respect to the carburettor heat control, understand that extreme cooling of air flowing into the carburettor is caused by fuel vaporisation and the sudden decrease in air pressure entering the venturi.  If left unabated, the build-up of ice in the carburettor could block the flow of the air/gas mixture, starving the engine.  Carburettor ice can develop at any temperature between -12 and +29° Celsius, and the risk is especially high in humid conditions.  A pilot must check for carburettor ice prior to takeoff and landing, but he should also do so whenever levelling out, and periodically during flight.15  Ice is indicated by reduced power (RPM and airspeed) and engine roughness.  When carburettor heat is applied, there will be a momentary increase in roughness as the melted ice is ingested in the cylinders.  Once ice is detected, continued vigilance must be exercised, as a re-occurrence is likely.  Despite the control mechanism allowing for grades of heat, heat is always applied either “full on” or “full off.”  In extreme icing conditions, carburettor heat should be selected continuously.16

As a rule, the fuel mixture must be adjusted when the aircraft is flown at higher altitudes where air pressure decreases.  Hence, mixture leaning is part of the “cruise” or “level” checks performed by the pilot.  The leaning process involves slowly pulling the level to the “lean” setting; as the maximum lean position is approached, there will be a slight increase in RPM, after which continued leaning will cause the engine to falter.  Without an exhaust gas temperature gauge, the tachometer should be adjusted to the maximum RPM setting and then enriched approximately ¼ inch for the “best economy” setting, or enriched approximately ½ inch for the “best power” setting.  It is crucial to understand, however, that fuel passing through the cylinder heads during “valve lap” provide cooling to the engine, and that an excessively leaned engine could create heat damage.  At Langley Flying School, the rule is never lean below 4000’, and never lean above 4000’ when practising upper-air manoeuvres; when leaning is required (at or above 4000’ during cruise, first select the best power (rather than the best economy) setting, and enrich the mixture an additional “thumb-length”(one inch) to ensure engine damage (and potential failure) does not occur.

A third system that you must be aware of is the vacuum system.  Attached to the rear of the engine on the starboard side is the vacuum or pneumatic pump that draws air past the gyros for the attitude indicator and the heading indicator.  Should the vacuum pump fail—and this is not all that uncommon—these two flight instruments will not work.  Understand that a check of the health of the vacuum pump is conducted as part of the run-up when the pressure gauge is checked, and also understand the legal requirements that apply should the vacuum pump fail before or during flight.  Is flight legal without the attitude indicator and heading indicator?17  To determine legal requirements, you must examine the Canadian Aviation Regulations.18

A final system that is worthy of special consideration is the pitot-static system.  Understand that this system is designed to send static outside pressure to the altimeter, vertical speed indicator, and airspeed indicator, and dynamic pitot pressure to the airspeed indicator.  It is quite common for an Examiner to ask which flight instruments are connected to which static sources.

Further Reading:

Transport Canada's How Good is Your Walk Around?

References

1 Langley Flying School retains all aircraft documents in the original aircraft Pilot Operating Handbook kept in each aircraft.

2 The Aircraft Weight and Balance is also referred to as the Equipment List.

3 This idea came from Jason Nash.  Thanks Jason.

4 The Pilot Operating Handbook contains all required checklists.

5 If operated with unconventional radio equipment, or outside Canada and the U.S.

6 Obviously, commercial aircraft require insurance, but proof is implied by the existence of an Operating Certificate—basically the document issued by Transport Canada that provides approval for commercial flight operations.  If an operator failed to maintain insurance, the Operating Certificate would be immediately removed. 

7 You will not have to memorize these numbers.                                                                                         

8 The Canada Flight Supplement is a green soft-cover book that you should find in the cabin of each Langley Flying School aircraft.  It is published by Transport Canada and contains a comprehensive list of all airports in Canada, including a description of the physical layout of the airport, the radio frequencies that have been assigned for the airport, special procedures used by aircraft, runway data, etc.  The Canada Flight Supplement is updated every 56 days, so you typically see a lot of old copies floating around the School; just ask one of the Instructors, and they will give you an old copy for you to keep with your pilot stuff.

9 Your knowledge of carburettor heat should include the signs, systems, and remedies for carburettor icing.

10 Piper Aircraft Corporation did not invest much energy in organizing the Pilot Operating Handbook.  There is no effective Table of Contents or Index, so attempting to locate information can be frustrating at times.  An effective way to deal with this is to adhere tags to important sections so they can be readily found—aircraft systems, normal operating procedures, emergency procedures, performance tables, etc.  Langley Flying School’s PRETEST examination—see P. 17—is designed to help prepare students with respect to Pilot Operating Handbook knowledge.

11 The Cherokee’s takeoff performance is calculated using the graph that appears on P. 9-2 of the Pilot Operating Handbook.  Distances are published for the “ground roll” and “over 50 ft.”  Essentially, the ground roll distance is useless information, as it is not until the aircraft achieves 50’ after a takeoff that the subsequent climb performance becomes predictable.  Accordingly, when the Examiner asks you to determine the length of runway required for the departure, compare the runway length to the distance required to achieve 50’ after the launch.

12 The AIM is the licenced pilot’s encyclopaedia, and every pilot receives a copy that is updated by regular amendments.  All sorts of useful information is contained in the AIM, but the problem is that it is only issued to you automatically once you are a licenced pilot.  Student pilots can obtain a subscription before they are licenced, but there will be a fee.  There are copies floating around Langley Flying School’s offices that you can borrow and refer to.

13 The loading graph for the Cherokee appears on P. 5-14 of the Pilot Operating Handbook.

14 Note that the carburettor heat shroud also provides for an “alternate air” source should the air filter be plugged with wet snow.

15 If flight checks indicate that carburettor icing is not present given the current flight conditions, repeated checks are not required.  If carburettor icing were indicated, frequent checks would be appropriate.

16 A couple of notes are warranted here with respect to the flight test.  First, when you check for carburettor ice during the run-up, be sure you apply heat sufficiently long enough to observe for signs—don’t rush this.  During this check, also be sure you carefully monitor how readily the RPMs return to their normal level.  Secondly, be sure you are aware of the fact that Cherokees are extremely vulnerable to carburettor icing immediately after start-up on cool and humid mornings (after cold-engines start).  In these cases, ice will quickly and repeatedly develop in the carburettor, and you want to identify your knowledge and experience of this, especially with the Examiner sitting next to you.

17 Note that you do not have to have a spontaneous answer for the Examiner—instead, you simply have to know where to find the information should you need it.

18 Canadian Aviation Regulation 604, to be precise.  A copy of this regulation appears in your Groundschool manual and in the Aeronautical Information Manual.  In fact, a functioning attitude indicator or heading indicator is not required for VFR flight during the day.