White Waltham Airfield Limited Trading As West London Aero ...

Version 2.1 West London Aero Club 8th January 2014

1 © West London Aero Club

White Waltham Airfield Limited

Trading As

West London Aero Club

Operations Manual

Version 2.0 8th January 2014

Copy No 7 of 7

Copies 1-7 of this document are deemed to be controlled

documents. Any copies made from these controlled documents

or from the WLAC web site are deemed to be uncontrolled

copies and should be checked for currency and validity.



Contents

Contents Page.........................................................................…………………………..

Record of Amendments............................................................................................. Page 5

Proposal for Amendment & Distribution List..................................................... .......... Page 6

List of Effective Pages........................................................... ..................................... Page 7

Section A General

Introduction………………………………………………………………........................... Page 10

1) Description of Volumes………………………………………………… .................... Page 11

2) Administration (Function and Management)........................................... ............. Page 11

3) Responsibilities (All Management and Administrative Staff) ................................ Page 12

4) Student Discipline and Disciplinary Action ........................................................... Page 13

5) Approval/Authorisation of Flights .......................................................................... Page 14

6) Preparation of Flying Programme (Including Weather Restrictions) .................... Page 16

7) Command of Aircraft ............................................................................................. Page 17

8) Responsibilities of Pilot-in-Command (PIC) ......................................................... Page 17

9) Carriage of Passengers ........................................................................................ Page 19

10) Aircraft Documentation ......................................................................................... Page 19

11) Retention of Documents ....................................................................................... Page 20

12) Flight Crew Qualification Records (Licences and Ratings) .................................. Page 20

13) Revalidation (Medical Certificates and Ratings)................................................... Page 21

14) Flying Duty Period, Flight Time Limitations and Rest Periods (Instructors) ......... Page 21

15) Flying Duty Period, Flight Time Limitations and Rest Periods (Students)............ Page 21

16) Pilot’s Logbooks.................................................................................................... Page 21

17) Flight Planning (General).......... ............................................................................ Page 22

i. Night Operations ...................................................................................... Page 26

ii. Safety Altitude.......................................................................................... Page 26

iii. Flying Over the Sea ................................................................................. Page 26



18) Safety (General) ................................................................................................... Page 27

Includes:

i. Safety Equipment .................................................................................... Page 27

ii. No Smoking and Dangerous Goods ....................................................... Page 27

iii. Consumption of Alcohol and Drugs; Pilot Health .................................... Page 27

iv. Radio Use and Listening Watch .............................................................. Page 28

v. Radio Failure ........................................................................................... Page 28

vi. Piston Engine Icing .................................................................................. 1

vii. Wake Turbulence .................................................................................... Page 31

viii. Accidents (Including Reports) .................................................................. Page 32

ix. Removal of Disabled Aircraft .................................................................... Page 33

x. Incidents (Including Reports) ................................................................... Page 33

xi. AIRPROX ................................................................................................. Page 34

xii. Bird Strikes .............................................................................................. Page 34

xiii. Safety Pilots ............................................................................................. Page 35

xiv. White Waltham Local Regulations .......................................................... Page 35

Section B Technical

1) Aircraft Descriptive Notes ..................................................................................... Page 40

Limitations references……………………………………………………………........ Page 40

2) Aircraft Handling ................................................................................................... Page 40

Includes:

Checklists ...................................................................................................... Page 41

Aircraft Technical Logs (In Accordance with JARs, Part-M, ANO etc.) ........ Page 46

3) Emergency Procedures……………………………………… .................................. Page 49

4) Radio Navigation Aids.................................... ...................................................... Page 52

5) Allowable Deficiencies (Based on MMEL if available).......................................... Page 53

Section C Route

1) Performance (Legislation, Take-off, En-Route, Landing)…………………………… Page 57

2) Flight Planning…………………………………………………………………………… Page 57

i. General Procedures………………………………………………………. Page 57

ii. Fuel and Oil………………………………………………………………… Page 57

iii. Minimum Altitudes for Stall/Spin Awareness/Navigation…………….. Page 58

iv. Navigation Equipment……………………………………………………. Page 59

3) Loading and Mass & Balance…………………………………………………………. Page 59

i. Limitations…………………………………………………………………. Page 59



4) Weather Minima for WLAC (Instructors, Pilots and Students)…………………... Page 65

i. Flight in the Vicinity of High Ground………………………………………. Page 65

ii. IMC Training or Night Flying………………………………………… Page 65

iii. Altimeter Setting Procedures……………………………………………… Page 67

5) Training Routes/Areas……………………………………………………………………. Page 67

i. Low Flying Regulations…………………………………………………… Page 67

ii. Turns After Take-Off………………………………………………………. Page 69

iii. Circuit Flying……………………………………………………………….. Page 69

iv. Aerobatics in the Local Area………………………………………………. Page 70

v. Practice Forced Landings………………………………………………….. Page 70

vi. Local Flying Area…………………………………………………………… Page 70

vii. Noise Abatement………………………………………………………….. Page 71

viii. Training Routes…………………………………………………………….. Page 72

ix. Action When Uncertain of Position………………………………………. Page 72

x. Procedure When Lost……………………………………………………… Page 73

xi. Landing at Unauthorised or Unintended Destination………………….. Page 73

xii. Departures, Reference Points and Arrivals……………………………. Page 74

xiii. Non-Radio Aircraft at White Waltham………………………………….. Page 74

Section D Staff Training

1) Appointment of Persons Responsible for Standards/Competence of Flying Staff… Page 79

2) Initial Training…………………………………………………………………………….. Page 79

3) Refresher Training………………………………………..……………………………… Page 80

4) Standardisation Training and Proficiency Check.…………………………………….. Page 80

5) Upgrading Training………………………………………………………………………. Page 80

6) ATO Staff Standards Evaluation………………………………………………………... Page 81

Records to be Kept………………………………………………………………………. ….. Page 81

Section E Temporary Flying Orders ……………………………………... Page 85



Record of Amendments

Amendment No

Section affected

Brief detail of change Date issued

Incorporated by (signature)

Date



Proposal for Amendment

Amendment

proposed (section

affected)

Reason for Amendment Proposed by

(Name &

Initials)

Date

Distribution List

COPY NUMBER HOLDER

1 Hard copy

Accountable Manager

2 Hard Copy

Head of Training

3 Hard Copy

Compliance Manager

4 Hard Copy

Chief Flying Instructor

5 Hard Copy Operations

6 Hard Copy

Flying Instructors Crew Room

7 Electronic Copy

Civil Aviation Authority



List of Effective Pages

Page

Date Initials Page Date Initials

Page 2

Page 3

Page 4

Page 5

Page 6

Page 8

Page 9

Page 10

Page 11

Page 12

Page 13

Page 14

Page 15

Page 16

Page 17

Page 18

Page 19

Page 20

Page 21

Page 22

Page 23

Page 24

Page 25

Page 26

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

Page 27

Page 28

Page 29

Page 30

Page 31

Page 32

Page 33

Page 34

Page 35

Page 36

Page 37

Page 38

Page 39

Page 40

Page 41

Page 42

Page 43

Page 44

Page 45

Page 46

Page 47

Page 48

Page 49

Page 50

Page 51

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM



List of Effective Pages (cont’d)

Page

Date Initials Page Date Initials

Page 52

Page 53

Page 54

Page 55

Page 56

Page 57

Page 58

Page 59

Page 60

Page 61

Page 62

Page 63

Page 64

Page 65

Page 66

Page 67

Page 68

Page 69

Page 70

Page 71

Page 72

Page 73

Page 74

Page 75

Page 76

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

Page 77

Page 78

Page 79

0

Page 81

Page 82

Page 83

Page 84

Page 85

Page 86

Page 87

Page 88

Page 89

Page 90

Page 91

Page 92

Page 93

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

08.01.2014

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM

IM



Section A - General



Section A General

Introduction Applicability

This manual describes how White Waltham Airfield Limited, trading as West London Aero

Club (WLAC) operate their aircraft. This manual is written to seek compliance with the

requirements specified in JAR-FCL1 and EASA Aircrew Regulations Annexes 1 and 7 (Parts

FCL and ORA). Should there be any conflict between this manual and the current Air

Navigation Order, the current Rules of the Air, JAR-FCL, Part-FCL, Part-ORA, CAP 804 or Part-

M, this manual will be considered subordinate. Copyright of this manual is owned by West

London Aero Club (WLAC).

Compliance

No member, be they student, pilot or Flying Instructor at WLAC will be absolved from the

contents of this manual or any other notices or regulations due to ignorance of their

existence, content or effect.

It is a condition of membership that members of WLAC comply with the Operations Manual.

All flying members shall read and sign as having read the Operations Manual annually (a

copy of which in Operations). All student pilots must sign as having read the Operations

Manual before carrying out their first solo flight.

Amendments

No amendments shall be made to this manual in the form of manuscript changes with the

exception of those stated in the Proposal for Amendment form and Section E (and then only

by the Head of Training or the Chief Flying Instructor). All controlled amendments must be

made by reissuing the relevant page(s), the Title Page, the Record of Amendments page and

the List of Effective Pages (and, if necessary, the Contents Page) all of which shall be dated

to reflect the change(s).

Any major changes to this manual must be approved by the Authority before they may be

incorporated, issued to those listed in the Distribution list, and used. If in doubt as to

whether a change is major or minor, the CAA will be consulted.

Phraseology

Where the male pronouns he, him and his are used they are intended to imply he/she,

him/her and his/hers. The use of the male pronoun is simply to allow the text to flow

naturally.



1) Description of Volumes

This Operations Manual comprises four sections with the possibility of a fifth:

A. General – Information of a general nature

B. Technical – Information regarding Aircraft and Equipment, General Handling,

Emergencies and Check Lists

C. Route – Information regarding Performance, Flight Planning, Weather Limitations

and Training Routes

D. Staff Training – Information regarding any internal staff training or standardisation

E. Temporary Orders – Reviewed every six months as to whether they should remain,

be removed, or become assimilated into the main body of the Manual

Pilot’s’ signature sheets will be kept at the back of the copy of the Operations Manual held

in Operations.

2) Administration - Function and Management

West London Aero Club (WLAC) offers the following courses; FIC and associated ratings, PPL,

Night, IMC, Tail Wheel, Complex Type, and Aerobatic.

Compliance Monitoring

Christopher Royle

Operations Manager

Denise Batchelor


David Coe

Head of Training

Ian Marshall

Accountable Manager

Catherine Smith

Administrative support

Susannah Blundell

Flying Instructors

Compliance Manager

Jacky Hanafin



3) Responsibilities

Accountable Manager

The Accountable Manager is responsible for the financial workings of WLAC. She also has

overall responsibility for the Safety Management System and Compliance Monitoring

(Quality) System.

Compliance Manager

The Compliance Manager (CM) is responsible for the day to day operation of the Safety

Management System. The CM is the process owner of the Quality Management Manual

and be responsible for updates and modifications. The Compliance Manager reports to the

Accountable Manager.

Compliance Monitoring (Quality) Manager

The Compliance Monitoring (CMM) Manager is answerable to the Accountable Manager.

The CMM ensures that audits are carried out on time, that the Accountable Manager is kept

informed of any non-compliances and that WLAC complies with this manual, the

Compliance Monitoring (Quality) System Manual, the ANO, ICAO and Part-ORA. He is also

responsible for the adequate storage of CM audits and correspondence for a minimum of

five years (as per AMC1-ORA.GEN.220(b)).

Head of Training

The Head of Training (HT) is responsible for the management, standardisation and training

of all instructional staff, for overseeing the individual progress of students and liaising with

the CAA on all training matters. The HT is responsible for the Training Manual and the

Operations Manual and their updates and modifications, to ensure that the training meets

the appropriate requirements. He must be qualified in accordance with AMC2-

ORA.ATO.210.


The Chief Flying Instructor (CFI) is responsible for the supervision of all the Flying Instructors

and their training. He has disciplinary authority with regard to misdemeanours of students

and/or staff. In the absence of the HT, he shall be responsible for training and liaising with

the CAA on such matters. He must also be qualified in accordance with AMC2-OR.ATO.210.

Operations Manager



The Operations Manager (OM) is responsible for the day-to-day scheduling of staff, flights

and maintenance and is answerable to the Compliance Manager, CFI and HT.

Instructors/ Examiners

All WLAC Flying Instructors/Examiners are answerable to the CFI and HT for carrying out

approved training in accordance with WLAC Training and Operations Manuals. A Duty

Instructor (who must have an unrestricted FI rating) has responsibility for the oversight of

Flying Instructors and flying on days when the CFI is not working.

Administrative Support

WLAC Company Secretary will provide administrative support to the HT for the provision

and maintenance of records, course administration and advertising. All flying training

records shall be kept for a minimum of five years.

4) Student Discipline and Disciplinary Action

Students must provide evidence of meeting all their pre-course requirements prior to

starting their training course(s).

Students are expected to attend on a regular basis. If this is not possible for any reason,

they must make arrangements in advance with their Flying Instructor.

Students are expected to be tidy, courteous and comply with the rules and instructions

contained within the Operations and Training Manuals. They should dress comfortably and

smartly enough to ensure that no item of clothing or jewellery could present a hazard in the

aircraft.

Students are expected to attend on a regular basis. If this is not possible for any reason,

they must make arrangements in advance with their instructor.

Any breaches of Operations Manual rules by a student should be reported to the CFI, who

will interview the student before deciding upon what action (if any) to take. The CFI will

inform the HT. Disciplinary action may be taken in the case of a flying breach. The details of

any flying-related breaches, and any subsequent action taken, will be entered into the

student’s training record. Should such an event occur, the student will have the right to

appeal to the AM, and of WLAC.

Should a student wilfully or maliciously take actions that may endanger aircraft, persons or

property, WLAC will suspend that student from training and take all steps as necessary

under the current Air Navigation Order to prosecute him and to seek adequate reparation.



5) Approval/Authorisation of Flights

All students, staff and flying members of WLAC are to read this Manual and sign the

appropriate signature sheet provided at the back of the copy held in Operations. This must

be done prior to solo flight; and a student must, in addition, have an authorisation sheet

completed by a Flying Instructor before he can fly solo. An example of the First Solo Briefing

Sheet is given overleaf.

All student solo flights are to be authorised by a WLAC Flying Instructor. If a student is

about to fly a first solo, or first cross-country solo, then authorisation can only be given by an

unrestricted Flying Instructor.

An unrestricted Flying Instructor or Duty Instructor is to be available at all times to oversee

operations when flight training is in progress, to authorise flights that cannot be authorised

by restricted Flying Instructors, and to grant (or refuse if deemed necessary) other

authorisations as detailed elsewhere in this Manual.



WLAC PRE FIRST SOLO BRIEF / CHECKLIST

1. Right of Way on the ground [ ]

2. Right of Way in the Air/Circuit Joining Procedure (other aircraft) [ ]

3. Rules about other Aircraft Landing & Taking-off [ ]

4. EFATO drill [ ]

5. Flying Slowly for Separation / Slow Speed Cruise [ ]

6. The Go-Around Procedure [ ]

7. Speeds / Power Settings [ ]

8. RT Procedure / Radio Failure /

Other frequencies to call (if uncertain of position) [ ]

121.5 126.55 125.25 London Centre Wycombe Tower Farnborough Radar

9. Student Prefix [ ]

10. Current Medical [ ]

Signed by Instructor: __________________________________________

Signed by Student:___________________________________________________________

Date: __________/__________/__________

SAMPLE



Before being authorised for solo flight in club aircraft, qualified pilots must produce to

WLAC Operations:

Personal flying logbook with entries showing currency on type, flight within the

previous 28 days, exceptions to this requirement can be made at the discretion of

the CFI

A valid Pilot licence containing current class rating (including Certificate of

Test/Check or Experience

Valid FRTOL (Radio Operators Licence)

Valid Medical Certificate

Valid WLAC Membership Card (Flying)

The decision of WLAC Operations to authorise solo flight, or not, is final.

Any pilot wishing to land at an unlicensed aerodrome in a club aircraft should obtain

permission from the Duty Instructor and the owner of the airstrip before departure (and

comply with the requirements of the owner). An instructor employed by West London Aero

Club does not need to obtain such permission.

Mutual flights on a FIC(R) course – these flights may only be authorised by the nominated

FIC Instructor, who shall also specify who is to be the ‘student’ and who the ‘instructor’. The

person in the right hand seat is the ‘instructor’ and only he can log the time as PIC.

Private aircraft owners must not operate their aircraft at White Waltham unless they hold

valid class ratings, are within 90 days currency, and hold an appropriate medical certificate.

6) Preparation of Flying Programme (Including Weather Restrictions)

The Operations Manager will prepare the flying programme with due regard for student and

Flying Instructor flight and duty time limitations, aircraft maintenance requirements and

operational requirements. The programme is subject to changes due to weather, aircraft

unserviceability, etc. – the Operations Manager will monitor aeronautical forecasts and

METARS from the Meteorological Office throughout the day, she will also ensure that Flying

Instructors, pilots and students are made aware of weather or other changes at the earliest

opportunity and reschedule flying as necessary.

The daily flying programme is displayed on the Operations Board. The day is divided into

slot times of 2 hours. Students should regard scheduled chock times as targets to achieve;

this will help to ensure the smooth running of the programme.



7) Command of Aircraft

All pilots must have demonstrated their competence to a WLAC Flying Instructor before

they may fly solo in a Club aircraft.

A qualified pilot who has not flown a Club aircraft for 28 days shall undergo a check flight

with WLAC Flying Instructor before further solo flight. In the case of a pilot with over 100

hours PIC they may be given a ‘Green Card’ by the CFI. The holder of a ‘Green Card’ may

allow up to two calendar months to elapse between flights without needing a further club

check. A Green Card will only be issued to a pilot in regular flying practice.

Pilots who do not hold a Night Rating must not plan to fly after sunset (as official night

begins 30 minutes later)

If a student is to conduct a solo navigational flight, the WLAC Flying Instructor must be

present at the airfield whilst the flight is taking place, unless he has authorised another

WLAC Flying Instructor to supervise the flight.

All student solo flights shall be arranged to finish at least 30 minutes before sunset.

8) Responsibilities of Pilot-in-Command (PIC)

All pilots must comply with this manual and the relevant articles of:

The current UK Air Navigation Order

The current UK Rules of the Air Regulations

The UK Air Navigation Regulations

The UK Aeronautical Information Publication

The UK Aeronautical Information Circulars and/or Information Notices

The current CAP 804

Aircrew Regulations Annexes 1 and 4 Parts FCL and Medical

All of these are available from WLAC Operations and/or the Internet. It is the responsibility

of the PIC to maintain currency with licences (including R/T licence), medical and ratings.

The PIC is to initial the Technical Log before flight to show that the following actions have

been carried out:

The aircraft and its equipment are serviceable and the Check ‘A’ has been

completed in accordance with LAMS

There are sufficient aircraft hours remaining to complete the flight before the next

scheduled maintenance

There is sufficient fuel loaded aboard the aircraft for the proposed flight including

the required amounts for a diversion and reserves



There is sufficient oil in the engine for the proposed flight time including possible

diversion

In addition the PIC must ensure that:

Weight and balance and performance figures have been calculated and are within

the aircraft and airfield limits respectively

Suitable current maps, charts and navigational equipment are available

All relevant NOTAMs have been checked

The weather has been checked and is deemed suitable for the proposed flight

There is sufficient fuel for the planned flight; if uplift of fuel becomes necessary,

aircraft refuelling is to be adequately supervised Flying Instructors, pilots or student

pilots who have previously been solo and specifically shown how to refuel, are

allowed to carry out self-service refuelling. The amount of fuel on-board and

subsequently used on the flight is to be entered into the aircraft Tech Log

Mass & Balance is within the aircraft POH limits for the operating conditions. Load

sheets are located in Operations. It is an ANO requirement that the PIC ensure

before take-off that the load carried is of such weight and is distributed and secured

in such a way, that it may be carried safely on the intended flight.

The performance of the loaded aircraft’s performance will enable it to safely

complete the proposed flight. The performance data is provided in the POH and

CAA safety factors must be incorporated into all calculations

At the end of each flight, the brakes-off, take-off, landing and brakes-on times are to be

entered in the aircraft Tech Log, along with a record of any defects that may have arisen

during the flight if there are no defects, a NIL entry shall be made and signed by the PIC.

If a defect has occurred, and it is serious enough to call into question the serviceability of

the aircraft, then either a WLAC Engineer or Flying Instructor must be consulted before any

further flights can be made in that aircraft. Before an aircraft is used for flight instruction or

private hire, pilots must check that there is a current Certificate of Maintenance Review.

All uplifts of fuel and oil shall be entered into the Tech Log. When beginning a new page,

the fuel remaining in the aircraft shall be entered into the log.

NB: All flights on private aircraft are to be booked in and out on the sheets provided in

Operations for this purpose. Booking in and out over the radio is not permitted.

9) Carriage of Passengers

Before carrying passengers, the PIC must have carried out 3 solo take-offs and landings

within the past 90 days (in the same class or type of aircraft). If flying by night, 3 solo take-

offs and landings must have been flown by night.



Subject to the privileges of his licence and medical, a flying member of WLAC may fly solo

with passengers, provided that:

Each passenger must be a WLAC member. Temporary membership for passengers

is available from Operations

Each passenger must be briefed on the use of seat-belts, normal exits and (if fitted)

emergency exit(s) and emergency actions

In the event of a flight over water, each passenger must be briefed on the use of

lifejackets and dinghies, and evacuation procedures in the event of an aircraft

ditching

Any passenger occupying the front seat must be suitably briefed in order to avoid

any interference with the controls

Any pilot wishing to conduct any sort of Charity Flight must first read AIC (White

104/2012) and thereafter obtain permission to do so in writing from either the Head

of Training or the CFI

10) Aircraft Documentation

Aircraft documentation is kept in Operations with the specific aircraft registration on the

front of the folder. These documents are to be carried on board the aircraft in flight. They

must not be altered in any way without the express consent of the CFI/HT having taken into

account the relevant requirements regarding aviation law.

Documents that must be present are:

Certificate of Airworthiness (C of A)

Valid Airworthiness Review Certificate (ARC)

Certificate of Aircraft Registration

Certificate of Release to Service & Maintenance Statement

Valid Insurance Certificate

Weight Schedule

Aircraft Radio Licence

Certificate of Radio Installation (in some aircraft)

Noise Certificate

Technical Log (can be provided separately)

Deferred Defects List

Minimum Equipment List if available

If the aircraft is to be flying overseas, a copy of CAA Safety Sense Leaflet 11 ‘Interception of

Civil Aircraft’ must be carried on board.

11) Retention of Documents



All documents relating to the aircraft, courses and students at WLAC shall be preserved in a

way that will keep them safe from damage so that they can be retrieved without undue

delay, for a minimum of three years from the date of a document or the end of a student’s

course (ORA.ATO.120).

All documents and correspondence relating to Compliance Monitoring (Quality) shall be

preserved similarly for a minimum of five years shall be retained for a minimum of five

years.

Completed Technical Logs will be archived by month and year and shall be retained for a

minimum of five years.

Copies of Technical Logs of non-company aircraft used for approved training shall be

retained for a minimum of five years.

12) Flight Crew Qualification and Records (Licences and Ratings)

It is the responsibility of the PIC of a flight to ensure he is conforming to the legislation laid

down by the ANO/JAR-FCL/EASA regarding validity of licences, medical (and if necessary,

instrument, night, instructional, type or class rating) before acting as PIC of any Club aircraft.

Student pilots are to hold a valid medical before they can fly solo.

Student pilots flying solo are exempt from the need to hold a current FRTOL whilst

undergoing training for a pilot’s licence.

The pilot’s licence, FRTOL licence and medical must be signed by the holder.

Under present legislation, IMC ratings are valid on UK (non-JAR/EASA) licences on both EASA

and non-EASA aircraft until 8th April 2018.

A pilot holding a licence from another ICAO State must make sure that the licence is valid in

all respects demanded by that State. This includes a medical, which must be valid in the

State of licence issue. He must also hold a valid Radiotelephony Certificate with RT

privileges in the English language.

The details of student licences, medical and ratings will be kept within their training records.

13) Revalidation - Medical Certificates and Ratings

It is ultimately the responsibility of the pilot to ensure that the validity of his licences, ratings

and medical is maintained.



All WLAC Flying Instructors are required to submit a list of ratings, licences and medicals

held, including their expiry dates. The CFI/HT will review the list monthly to ensure that all

are current/revalidated/renewed before they are due to be used again. This will be tracked

electronically.

14) Flying Duty Period, Flight Time Limitations and Rest Periods (Instructors)

As in the ANO, Flying Instructors are not to exceed 100 hours of flight time in any 28-day

period, or 900 hours in 12 consecutive months. All commercial flying, including flight

instruction, counts towards these totals.

Cumulative duty time must not exceed 190 hours in a 28 day period spread as evenly as

practicable throughout this period and not to exceed 60 hours in any seven day period.

Duty periods should not normally exceed 12 hours after which a rest period of at least 12

hours must be taken. Flying Instructors should not work for more than 6 consecutive days

without taking a rest period of at least 24 hours.

When a Flying Instructor has to fly after 23:59 hours, no flying shall be planned for him until

13:00 hours the following day.

15) Flying Duty Period, Flight Time Limitations and Rest Periods (Students)

The normal length of a sortie for a student should not normally exceed 2 hours. Students

shall not be scheduled to fly for more than 5 hours or 2 flight exercises per day. As best

practice, a weekly total of student flying hours should not exceed 20.

16) Pilots’ Logbooks

Pilots are responsible for ensuring that they maintain a personal flying logbook, in

accordance with the current ANO and Part-FCL.050. Details of all flights must be entered

into the logbook as soon as possible following each flight, in accordance with AMC1 to Part-

FCL.050 paragraph (i). Details of any instrument flying should also be entered.

Pilots are to record the number of landings made when more than one is carried out on any

flight.

Flying Instructors are to log the student’s name and the exercise number flown. If the

exercise is a cross-country, the turning points should be noted.

Details of all flight tests or checks are to be entered into the logbook. Should the test or

check be successful, before claiming any time as PICUS, the PIC must sign the logbook entry

to verify the details.



17) Flight Planning (General)

Pilots must ensure they have carried out sufficient flight planning to meet the requirements

detailed in 8) ‘Responsibilities of Pilot-in-Command (PIC)’ and all relevant legislation for the

intended flight. See Section C for more information.

Student pilots are to have their flight planning checked by their Flying Instructor before any

solo navigation flight. The Flying Instructor will go through the PPL/NPPL Solo Navigation

Briefing Certificate with the student. The Certificate will be signed by both the Flying

Instructor and student on completion of the briefing. An example is given on the next page.



WLAC PPL/NPPL Solo Navigation Briefing Certificate

Note: The completed certificate should be kept on file together with a photocopy of the PLOG(s) & Chart

I certify that student pilot has been briefed for a solo navigation flight as follows:

From: White Waltham (EGLM) To:

From: To:

From: To: White Waltham (EGLM)

for an estimated ETD of hrs local on (date)

The navigation plan has been checked and the following items discussed.

Weather Minima requirements for VFR

General Forecast (F215)

Destination actual weather (METAR / TAF)

Weather on return to Waltham (TAF / General Forecast)

Aircraft Serviceability (Check A) & Documentation

Fuel Level – Sufficient for Route + VFR Reserves

Oil Level – Club minima

Weight & Balance

Performance – LDR vs LDA and TODR vs TODA

Familiarity with Avionics & Deferred Defects

Tech Log Maintenance – Brakes On / Off and Hobbs On / Off

Route ALT to Fly vs MSA for each leg

LARS units en-route / Who to use if LARS not available

Requirement and method of maintaining VFR

Procedures for crossing Controlled Airspace & MATZ

Danger & Prohibited areas / AIAAs / HIRTAs

Altimeter Setting Region’s

NOTAMs – Narrow Route or Area Brief

RA(T)s and CAS(T)s - Usually in NOTAMs but also check Phone No.

Destination Is Airfield PPR ? If so Have you booked In ?

Joining Requirements & Noise Abatement –Refer Pooleys & AIP

Familiarisation with Runways & Use of alternate Runways

Other Requirements – High Viz , Landing Fees

RT – Air to Ground, Information or ATC ?

Booking In & Out at destination

Refuelling requirements if required

Radio Use of “Student Prefix”

Use of Radio if uncertain of position / lost

PAN PAN & MAY DAY procedures

Frequencies required en-route and at destination

Emergency frequencies

Continued Over Page

Sample



Emergency Airspace intrusion

Procedures Weather deterioration / Diversion

Fuel Shortage or Mechanical Issues

Unscheduled landing / Diversion to another airfield

Uncertain of Position / Lost

PAN PAN vs. MAY DAY

Theory To be completed before 1st Solo Navigation (excluding Solo Rejoins)

Exams Air Law

HPL

Navigation

Meteorology

I certify that I have:

Read and signed the West London Aero Club Operations Manual

Been briefed for the navigation exercise detailed above

Understood that, in the event of an unscheduled landing, I will contact the CFI or his deputy by the quickest

possible means and act according to their instructions

Medical expiry date

Student Pilots Signature Date Time

Certifying Instructors

Name Signature Licence No

Sample



West London Aero Club - Student Solo Sign Out

Note: This form should be completed by the Lead Instructor and left in the Student Record Folder.

To: Duty Instructor / Instructor Signing Out

I certify that the following student is fit and ready to fly solo, as detailed below. Please authorise this flight subject to any

criteria listed and the weather on the day of the flight.

Student Name: ____________________________________

Medical Valid To __________________________________

This authorisation is valid until: _______________________

Nature of Flight

The above named is authorised for (delete as required)

Solo Circuits

Solo Rejoins

Local Navigation* (Within 30 / 40 / 50 Nm of EGLM)

Land Away* to ______________________________________________

QXC*# to _____________________ & _______________________

* Solo Navigation Briefing Certificate required

# Solo Cross Country Certificate required

Currency Requirements

In order to undertake this flight the above named should have flown dual / solo within the last 7 / 14 days

Weather Minima

In order to undertake this flight the weather should be at least equal to the minima as stated in Section III of the Operations

Manual.

Special Instructions

Authorisation & Sign Out

Lead Instructor Name __________________ Signature _______________________

The flight as detailed above was flown on: Date: __________________________

Authorising Instructor Name: __________________ Signature _______________________

Sample



i. Night Operations

Night flying is conducted as ‘Night VFR’ with VFR clearances given in Class D airspace. Pilots

planning cross-country routes should plan their route to be 1000ft above the highest

obstacle within 5 nm, the minimum visibility below 10,000ft will be 5km, and the minimum

cloud ceiling will be 1,500ft. Above 3,000ft, flights are to be flown using the semi-circular

rule. For more information pilots should read CAA Safety Notice SN-2012/145.

Only aircraft certified to fly at night will be allowed to fly at night (aircraft restricted to Day

VFR operation, for example, on a Permit to Fly will be prohibited from night flying).

Certificated aircraft must be equipped with a serviceable radio and all lights must be

working.

WLAC aircraft must not take off or land at any aerodrome at night without permission from

the CFI/HT or their appointed deputy. The aerodrome must be properly lit and lighting used

for all take-offs and landings. Flying Instructors may, however, request ‘restricted’ lighting

when training a student for a night rating.

Pilots must ensure that suitable diversion aerodromes are available during the hours of any

planned night flights. For more on Night Operations see pages 38 and 39.

ii. Safety Altitude

VFR Flight Safety altitude does not apply to VFR flight, however, pilots shall calculate the

highest ground en-route for all flights as this will lead to an awareness of terrain in the

vicinity of the aircraft. Pilots are to fly in accordance with Rule 5 (Rules of the Air 2007)

unless they are taking off or landing.

IFR Flight All flights under IFR must operate at or above the Safety Altitude (1,000ft

above the highest obstacle within 5 nm of the aircraft). Minimum Elevation Figures can be

used to work out the Safety Altitude by adding 1,000ft to the maximum elevation value.

The appropriate quadrantal or semi-circular rule should be used.

Flying over the Sea

A pilot wishing to fly over water must first seek permission from the CFI/HT.

A Flight Plan must be filed with ATC whenever any pilot wishes to fly more than 10nm from

land, over a sparsely populated or mountainous area, or across an FIR boundary.

Pilots must be conversant with the ditching technique and passengers must be adequately

briefed before the flight is commenced.

All flights which plan to operate over water further than five miles from the coast will carry

a life-raft. Aircraft operating within 5 miles from the coast shall carry life-jackets for

everyone on board. In single engine aircraft life jackets must be worn at all times whilst

operating over water.



CAA Safety Sense Leaflet 21 provides comprehensive and useful information on ditching

and survival.

18) Safety - General

WLAC fosters flight safety awareness by the circulation of the latest accident reports and

incident bulletins, General Aviation Safety Information Leaflets, AAIB investigation reports

and flight safety literature. A Safety Notice Board is provided that contains CAA safety

posters and leaflets, current weather information and severe weather warnings.

i. Safety Equipment

All aircraft will carry first aid kits and fire extinguishers in accordance with the current ANO

requirements.

Cabin safety: – the PIC is not to be distracted by others onboard the aircraft in such a way

that could possibly jeopardise the safety of the flight, unless absolutely necessary, such as

pointing out another aircraft on a collision course.

Mobile phones are to be switched off inside the cabin. The use of cameras is subject to PIC

approval.

ii. No Smoking and Dangerous goods:

No smoking airside

No smoking inside Club aircraft

No smoking within 50ft of parked aircraft, fuel installations/bowsers or hangars

There are designated areas for smoking outside which are located to the rear of the WLAC

clubhouse. If in doubt, do not smoke.

Dangerous goods must not be carried on WLAC aircraft unless it is part of the operating

equipment of the aeroplane. If in any doubt as to what is acceptable, ask the CFI/HT, whose

word is final.

iii. Consumption of Alcohol and Drugs; Pilot Health

People may not act as PIC of an aircraft if they have reason to believe that their physical or

mental condition renders them unfit, either temporarily or permanently, to act in this

capacity.

Certain activities are not compatible with flying, either temporarily or in the longer term.

These include, for example, blood donation, scuba diving, drug use and alcohol etc.

Pilots must read and comply with AIC P72/04. Within the AIC attention is drawn to the

Railways and Transport Safety Bill 2003:



Section 89 Being Unfit for Duty

A person commits an offence if he performs an aviation function at a time when his ability

to perform that function is impaired because of drink or drugs. In this section ‘drug’

includes any intoxicant other than alcohol.

Section 90 Prescribed Limit

A person commits an offence if he performs an aviation function at a time when the

proportion of alcohol in his breath, blood or urine exceed the prescribed limit.

The prescribed limit of alcohol is -

In the case of breath – 9 micrograms of alcohol in 100ml

In the case of blood – 20 milligrams of alcohol in 100ml

In the case of urine – 27 milligrams of alcohol in 100ml.

iv. Radio Use and Listening Watch on WLAC Aircraft

Radios must be switched off prior to starting up engines and likewise before shutting down

at the end of a flight. If necessary, radios may be switched on to obtain a start clearance and

then off again prior to engine start.

After start the radio(s) shall be selected on and volume and squelch adjusted to a

comfortable level. Do not attempt to adjust squelch whilst receiving a signal, it doesn’t

work. Listen out for other radio users before transmitting to avoid ‘stamping on’ someone

else’s transmission. Speak clearly at dictation speed. All radio communications should be

in accordance with CAP 413.

All radios must be checked for ability to transmit/receive prior to departure. No aircraft is

to depart with an unserviceable radio, if fitted.

A listening watch must be maintained throughout flight on the appropriate frequencies.

Pilots must give notice of arrival to the relevant aerodrome authority before entering an

ATZ, and maintain a listening watch on the nominated airfield frequency whilst in that ATZ.

If the flight has to divert or is more than 45 minutes late, then the PIC must inform the

original destination airfield as soon as possible otherwise the Search and Rescue services

may be activated.

Pilots are to be familiar with the differences between ATC, AFIS and A/G. Pilots must not

request instructions from AFIS and A/G stations as they are only licensed to give

information. However, AFIS may give instructions up to the holding point before departure

and following the landing roll. On all flights the SSR code to select is 7000 with Mode C

unless directed by ATC or there is a more appropriate code.

v. Radio Failure

Before assuming radio failure, first check the connections, the frequency, level of the

volume and the squelch.



In the event of a total radio failure, squawk 7600 with Mode C and land at the nearest

suitable airfield. Take account of visual landing aids and keep watch for any visual

instructions that may be issued by the ground station. The pilot should report arrival to the

appropriate ATC unit as soon as possible after landing.

At White Waltham non-radio radio aircraft are also accepted by day. WLAC Operations

must give authorisation for any non-radio flight. WLAC Operations must be contacted prior

to the flight and provided with the details of the flight. The standard procedure is entry to

the ATZ via the reporting points S, W, or N followed by a standard overhead join. Check the

signals square for the runway direction, and watch for lamp signals.

The UK AIP gives all necessary guidance. In the event of radio communication failure, pilots

will follow the procedures shown at ENR 1-1-3-2/4 (shown below).

“Visual Meteorological Conditions (VMC)

4.2.3.1 A VFR flight experiencing communication failure shall: When VMC can be maintained, the pilot should set the transponder on Mode A, Code 7600 with Mode C, and land at the nearest suitable aerodrome. Pilots should take account of visual landing aids and keep watch for instructions as may be issued by visual signals from the ground. The pilot should report arrival to the appropriate ATC unit as soon as possible. When VMC cannot be maintained, the pilot should adopt the procedures for IMC detailed below. 4.2.3.2 Subject to the provisions of paragraph 4.2.2.3, an IFR flight experiencing communication failure in VMC shall: When VMC can be maintained, the pilot should set transponder to Mode A, Code 7600 with Mode C and land at the nearest suitable aerodrome. Pilots should take account of visual landing aids and keep watch for instructions as may be issued by visual signals from the ground. The pilot should report arrival to the appropriate ATC unit as soon as possible. If it does not appear feasible to continue the flight in VMC, or if it would be inappropriate to follow this procedure, the pilot should adopt the procedures for flights in IMC detailed below. Note: Pilots already in receipt of an ATC clearance may enter controlled airspace and follow the procedures referred to above. Those flights, that have not received an ATC clearance, should not enter controlled or advisory airspace unless an overriding safety reason compels entry. Instrument Meteorological Conditions (IMC) 4.2.4.1 A flight experiencing communication failure in IMC shall: (a) Operate secondary radar transponder on Mode A Code 7600 with Mode C. (b) (i) Maintain, for a period of 7 minutes, the current speed and last assigned level or minimum safe altitude, if this higher. The period of seven minutes begins when the transponder is set to 7600 and this should be done as soon as the pilot has detected communications failure. (ii) If failure occurs when the aircraft is following a notified departure procedure such as a Standard Instrument Departure (SID) and clearance to climb, or re-routing instructions have



not been given, the procedure should be flown in accordance with the published lateral track and vertical profile, including any stepped climbs, until the last position, fix, or waypoint, published for the procedure, has been reached. Then, for that part of the period of 7 minutes that may remain, maintain the current speed and last assigned level or minimum safe altitude, if this higher. (iii) Thereafter, adjust the speed and level in accordance with the current flight plan and continue the flight to the appropriate designated landing aid serving the destination aerodrome. Attempt to transmit position reports and altitude/flight level on the appropriate frequency when over routine reporting points. (c) (i) If being radar vectored, or proceeding offset according to RNAV, without a specified limit, continue in accordance with ATC instructions last acknowledged for 3 minutes only and then proceed in the most direct manner possible to rejoin the current flight planned route. Pilots should ensure that they remain at, or above, the minimum safe altitude. (ii) If being radar vectored by an Approach Control Radar Unit (callsign DIRECTOR/RADAR/APPROACH), comply with the loss of communications procedures notified on the appropriate ATC Surveillance Minimum Altitude Chart (ATCSMAC) as detailed in the AD 2 section of the UK AIP. (d) (i) Arrange the flight to arrive over the appropriate designated landing aid serving the destination aerodrome as closely as possible to the ETA last acknowledged by ATC. If no such ETA has been acknowledged, the pilot should use an ETA derived from the last acknowledged position report and the flight-planned times for the subsequent sections of the flight. (ii) Arrange the flight to arrive over the appropriate designated landing aid serving the destination aerodrome at the highest notified Minimum Sector Altitude taking account of en-route terrain clearance requirements. (iii) If following a notified Standard Arrival Route (STAR), after the seven minute period detailed in paragraph (b) (i) has been completed, pilots should arrange descent as close as possible to the published descent planning profile. If no descent profile is published, pilots should arrange descent to be at the minimum published level at the appropriate designated Initial Approach Fix. (e) On reaching the appropriate designated landing aid serving the destination aerodrome, begin further descent at the last acknowledged EAT. If no EAT has been acknowledged, the descent should be started at the ETA calculated in (d) (i), above, or as close as possible to this time. If necessary, remain within the holding pattern until the minimum holding level, published for the facility, has been reached. The rate of descent in holding patterns should not be less than 500 ft per minute. If 'Delay not determined' has been given, do not attempt to land at the destination aerodrome, divert to the alternate destination specified in the current flight plan or another suitable airfield. (f) Carry out the notified instrument approach procedure as specified for the designated navigational aid and, if possible, land within 30 minutes of the EAT or the calculated ETA. When practical, pilots should take account of visual landing aids and keep watch for instructions that may be issued by visual signals from the ground. (g) If communications failure occurs during an approach directed by radar, continue visually, or by using an alternative aid. If this is not practical, carry out the missed approach



procedure and continue to a holding facility appropriate to the airfield of intended landing for which an instrument approach is notified and then carry out that procedure.”

vi. Piston Engine Icing

There are three main types of induction system icing:

Carburettor icing

Fuel icing

Impact icing on intakes and filters

The first, carburettor icing, is the most serious. It is caused by the sudden drop in

temperature due to fuel vaporisation and air expansion at the carburettor venturi. This

drop in temperature can be as much as 20OC-30OC – and results in the atmospheric moisture

forming ice. The ice builds up and gradually blocks the venturi, thus progressively strangling

the engine by upsetting the fuel/air ratio causing a slow progressive decline in power.

Carburettor icing is not restricted to cold weather and can occur on warm humid days,

especially at low throttle settings, for example when descending or on approach to land. It

can also happen in clear air, and is therefore more dangerous because of the lack of visual

warning.

Moderate to serious icing can occur at temperatures between -7OC and +30OC in NW Europe

when the relative humidity is between 40% -100%.

Checks must include use of Carburettor Heat where appropriate. On approach, carburettor

heat should be selected ‘cold’ at 200ft above ground level to facilitate extra performance in

case a go-around becomes necessary.

Pilots should read AIC P 077/2009 and CAA Safety Sense Leaflet 14, which give good advice

and information on piston engine icing.

vii. Wake Turbulence

Wake vortices from aircraft, apart from helicopters, are unlikely at White Waltham but will

be a consideration at other aerodromes where there are larger aircraft operating.

Attention is drawn to the dangers posed by turbulence due to aircraft wake vortices. Pilots

should read, thoroughly familiarise themselves with, and comply with AIC P 072/2010. The

AIC also defines the aircraft weight categories and separation standards for departures and

final approaches.

The following minimum UK spacings relating to a light aircraft are current:

Approach

Following an A380 8nm

Following a HEAVY aircraft 7nm



Following a MEDIUM aircraft 6nm

Following a SMALL aircraft 4nm

Departure

Departing from the same start point:

Following an A380 3 minutes

Following a HEAVY aircraft 2 minutes

Following a MEDIUM aircraft 2 minutes

Following a SMALL aircraft 2 minutes

Departing from an intermediate point on the same runway:

Following an A380 4 minutes

Following a HEAVY aircraft 3 minutes

Following a MEDIUM aircraft 3 minutes

Following a SMALL aircraft 3 minutes

Note: Helicopters can cause large amounts of wake and should be treated as per the

aircraft above (based on their weight). Beware when they are hover-taxying or just rotors

running on the ground, and avoid them by at least 3 rotors’ widths.

viii. Accidents (Including Reports)

All pilots should read and comply with AIC P 055/2009 when dealing with the reporting and

investigation of accidents. This AIC defines a ‘Notifiable Accident’ – the reporting of which is

mandatory.

Following such an accident, the PIC of the aircraft or, if he is incapacitated, the Operator,

must give notification immediately to:

Chief Inspector of Air Accidents Air Accidents Investigation Branch

Department for Transport Berkshire Copse Road Aldershot Hants GU11 2HH Email: [email protected], Fax: (01293) 573996 Tel. (01252) 512299

The report is to include:

The type, model, nationality and registration marks of the aircraft

The owner, operator and hirer (if any) of the aircraft

The name of the PIC



The date and time (UTC) of the accident

The last point of departure and next point of intended landing

The position of the aircraft with reference to some easily defined geographical point

or of latitude/longitude

Number of crew on board and the number killed or seriously injured, likewise the

number of passengers, and the number of other persons killed or injured as a result

of the accident

The nature of the accident and the extent of the damage to the aircraft as far as it is

known

Local procedures which must be observed are:

Inform relevant emergency services

Inform local police authorities

Inform the CFI/HT or WLAC Duty Instructor

ix. Removal of Disabled Aircraft

The permission of the AAIB is required before the removal of a disabled aircraft takes place.

The Airfield Manager or his representative will request such permission by telephone from

the AAIB Duty Officer on Tel. No. (01252) 512299.

The removal of the crashed aircraft is the responsibility of the aircraft owner or operator. If

the owner or operator is unable to discharge this responsibility the Airfield Manager, on

behalf of the Airfield Authority, will arrange for the removal by the Engineering Department

of White Waltham Airfield Limited.

If it is apparent that the continued obstruction of a runway by a crashed aircraft may

endanger life, for example other arriving aircraft are unable to divert or communications

cannot be established with AAIB the Airfield Manager may authorise removal in accordance

with Regulation 7(2)(a)(iv) of the Civil Aviation (Investigation of Air Accidents and Incidents)

Regulation 1996.

x. Incidents (Including Reports)

Should a notifiable occurrence or incident occur, which endangers or could endanger the

safety of an aircraft, its occupants or any other person, pilots should inform the CFI/HT and

complete the incident report form in accordance with the requirements of AIC P 055/2009

(Pink 89), CAP 382 and the current ANO. The report should be sent to:

Safety Investigation and Data Department, Head of Standards, PLD,

CAA Aviation House, CAA

Gatwick Airport South, FAX: (01293) 573996

West Sussex

RH6 0YR



Tel: (01293) 573220

Fax: (01293) 573972

xi. AIRPROX

An AIRPROX report must be made whenever a pilot or controller considers that the distance

between aircraft, their relative positions and their speed may have been such that the

safety of those aircraft involved was, or may have been, compromised (for guidance read

AIC 26/2006 (Pink 96), UK AIP ENR Section 1.14, and CAP 393 MATS Part 1, Section 6 Ch.2).

Pilots wanting to report an AIRPROX should whenever possible make their initial report by

RTF to the appropriate ATSU. This is to be followed up within 7 days with a full written

report on Form CA 1094 to the UK AIRPROX Board. This will help to ensure that all parties

have been identified, thus enabling a prompt investigation to be carried out.

The AIRPROX reporting procedure is mainly designed to investigate incidents which occur

within Controlled Airspace. All report forms are to be sent to:

The Director UKAB Head of Standards, PLD

Hillingdon House Uxbridge CAA

Middlesex Fax: (01923) 573996

U1310 ORU

Tel: (01895) 276121/2/5/8

Fax: (01895) 276124

xii. Bird Strikes

Under the current ANO, it is mandatory that any incident that causes damage to an aircraft

which may affect flight safety should be reported. Bird strike reporting is mandatory if

significant damage has occurred.

Details of all bird strikes causing such damage are to be reported using CAA form CA1282

and sent to:

CAA Aerodrome Standards Department,

Aviation House,

Gatwick Airport South,

West Sussex RH6 0YR

With less significant bird strikes and ‘near miss’ incidents, to increase the statistics database

pilots are requested to report them using Form CA1282 when:

Bird collision is observed

Direct physical evidence of a bird strike is found

Any incident in which a flight was affected (irrespective of whether or not an actual

collision occurred)



For more information read AIC 57/2007 (Pink 118), the UK AIP ENR 5-6-1 and AIC

P016/2011.

xiii. Safety pilots

A safety pilot is a pilot who is qualified to act as PIC on the class or type of aircraft being

flown, and is carried on board the aircraft for the purpose of taking over control should the

person acting as PIC holding a specific medical certificate restriction become incapacitated.

A safety pilot should be carried whenever the PIC is practising IMC skills, or else is operating

under an OML (Operational Medical Limitation).

Unless they hold a current IR/IMC rating, all pilots shall remain in VMC. Pilots without an

IR/IMC rating may practice instrument flying under VFR with a current PPL IMC-rated pilot

(as a minimum qualification) who may act as an observer/safety pilot.

If the training is to take place in IMC, then the safety pilot must be an FI with no instrument

instruction restrictions and the flight must be logged as dual.

PPL’s with current IR/IMC ratings are to use a Decision Height/Minimum Descent Height in

accordance with the UK AIP (IMC). They may carry a minimum of a PPL with a class rating in

the class of aircraft being flown who will act as a lookout and ‘safety pilot’ rendering such

assistance as necessary to the PIC. If the safety pilot’s field of vision isn’t adequate forward

and to each side of the aircraft, a third person may act as a competent observer from the

rear to make good any deficiencies in the safety pilot’s field of vision.

The aircraft flown must have dual controls, both of which are functioning correctly.

In the UK, an aircraft cannot carry out instrument approaches in VMC unless the appropriate Air Traffic Control unit has previously been informed that the flight is to be made for the purpose of instrument approach practice, and that if the flight is to be conducted in simulated IMC a competent observer (safety pilot) is being carried in the co-pilot’s seat.

For more information and guidance, pilots should read IEM JAR-FCL 1.035.

xiv. White Waltham Local Regulations

Night Operations at White Waltham

White Waltham Airfield is licensed for use at night. Only runways 11 and 29 are licensed for use at night. The CFI or his nominated deputy is responsible for deciding whether night operations by WLAC aircraft will take place.

Lighting

For night operation, 3 sets of lights are required: Runway Lights, Approach Guidance Indicators and an Airfield Identification Beacon.

The Airfield Manager is responsible for the installation, calibration and serviceability of airfield lighting and ground markings.



Runway Lights A portable Metalite Corel LED runway lighting system is available for night operations. This consists of 28 portable white runway edge lights, and portable threshold and stop-way lights; 12 red, 8 red/green and 2 green. The positions of the lights are permanently marked on the airfield surface.

Due to the time taken to set the lighting up, the lights will not be available for use in low visibility conditions in the daytime.

Runway 11

Thirteen pairs of white edge lights will be provided at 66 metres spacing with 8 green

threshold lights and 6 Red stop-way lights.

Runway 29

A displaced threshold will be in use for night operations on this runway. Eleven pairs

of white edge lights will be provided at 66 metres spacing together with 10 green

threshold lights in the form of a ‘wing-bar’ and 6 red stop-way lights.

Approach Guidance Lighting

An Abbreviated Precision Approach Path Indicator (APAPI) system is available. The system

consists of permanent bases carrying the glide angle adjustment system and removable

lighting heads. The fixed bases are fitted with conspicuous, frangible covers when the lights

are not installed.

The angle of approach on both runways is 3.5o. The mean height of eye at the threshold is

25ft (7.62 metres).

Runway 11

RH side of Runway, 92 metres inset from the threshold.

Runway 29

LH side of Runway 29, 92 metres inset from the displaced threshold.

Airfield Identification Beacon

A mobile Airfield Identification Beacon is available. It is positioned adjacent to the Black

Hangar and flashes ‘WW’ in Morse code.

Installation

The installation of lighting for night flying is to be controlled in the following manner:

The CFI or his nominated deputy will decide if night operations are to be permitted

and will advise the Operations Staff of that decision by 1500 hours.

The Ground Crew are responsible for the provision of sufficient fully charged lights to

meet the needs of the flying programme. They will install the lights, including the

APAPI heads, on their marked bases.



The Airfield Manager, or his nominated deputy, is to carry out a full lighting

inspection to check that the installation is complete and correct. The check will be

recorded in the AGL log book.

The Airfield Manager is responsible for maintaining the accuracy of the APAPI

system. Prior to the start of the night flying period, the APAPI system will be set out

and the installation checked for proper alignment using a clinometer and a checking

stick.

The Ground Crew are responsible for checking that the portable lights are kept clean

and fully charged for use. In the event that any defects become apparent the

Airfield Manager or the Operations Staff should be informed at the earliest

opportunity.

Night Operating Hours

Night operations by WLAC certificated aircraft will be restricted to a period from official

night until 2200 hours local time.

Private flights

Flights by aircraft not requiring a licensed aerodrome will, in exceptional circumstances, be

permitted outside the published airfield operating hours. Each movement will require prior

permission from the Operations staff. The visual tower will not be manned nor will RFFS

facilities be available unless prior arrangements have been made with the airfield

management.

WLAC reserves the right to decide on which occasions the lighting system is to be available.

Pilots intending to arrive by night must confirm that the lights will be available by contacting

Operations.

Prior Permission Required

Prior permission will not normally be granted by radio for night arrivals and must be

obtained in advance from the Operations Staff.

RFFS services will only be provided during the published airfield operating hours or by prior

agreement with the Airfield Manager.

Communications

An Air/Ground service will be provided during the published airfield operating hours.

Provision of such services outside these hours is by prior agreement with the Airfield

Manager.

Pilots should carry out a radio check before moving on the manoeuvring area. Standard

calls are expected.



Movement on the Manoeuvring Area

No taxy routes are designated for night operations and pilots must therefore exercise

caution.

Landing lights must be used on the manoeuvring area. A serviceable landing light is a

mandatory requirement for night operations. If a landing light becomes unserviceable

whilst an aircraft is manoeuvring on the ground the pilot must stop and request assistance

by radio. An escort vehicle will be provided.

Pilots should ensure that their landing lights do not present a hazard to other aircraft either

on the ground or on final approach.

Normal aerodrome operating hours

White Waltham is notified as Prior Permission Required (PPR) in the UK Aeronautical

Information Publication (AIP). The licensed hours of operation are from 0800 hours local

until sunset plus 30 minutes or 2000 hours, whichever is the earlier. Pilots wishing to

operate to or from White Waltham at other times are to obtain permission from WLAC, as

fire cover is not available outside these hours except by prior arrangement.

When operating outside the licensed hours pilots are to observe all the regulations in this

manual. Normal circuits must be flown and standard radio phraseology used.

Care of Flying Equipment

All WLAC members are to take care of any flying equipment loaned or hired to them and to

report any damage to Operations.

Members are to take care of equipment and installations on the airfield, any damage should

be immediately reported to Operations. If a pilot damages any airfield installation in any

way he shall report it as soon as possible to the Duty Operations Controller. Details of the

damage shall be given to the Airfield Manager or a member of the Ground Crew.

Care of West London Aero Club Aircraft

If a pilot considers that a WLAC aircraft may have suffered any damage whilst taxying, or

have suffered a heavy landing, a report should be made immediately to the Duty Operations

Controller or the Duty Instructor.

If an aircraft is damaged as a result of negligence, carelessness or the use of non-approved

operating procedures, WLAC will charge the pilot for rectification of such damage.

Note: WLAC reserves the right to revoke a members’ membership and ask them to remove

their aircraft from the airfield if it is considered that they have behaved dangerously and

irresponsibly. The CFI in conjunction with the Head of Training and Accountable Manager

will initiate any appropriate disciplinary action.



Insurance Provision

The insurance excess will be published in the aircraft documents.

Student pilots flying with the authorisation of a WLAC Flying Instructor are exempt from the

insurance excess.

Indemnity for Personal Injury

All WLAC pilots should check their own personal accident and life assurance cover before

flying.

Private Aircraft

All users of White Waltham shall maintain at all times a minimum level of third party liability

insurance. The amount insured should provide for third party liability and liability to

passengers, and should provide a minimum combined single limit of £4,000,000 in any one

accident.

Where the user holds a UK operating licence, pilots should ensure that they have the correct

level of insurance. Further information can be obtained from PLD at the CAA.

Crown MOD Airfields

Aircraft wishing to use such airfields can arrange to purchase additional insurance cover by

extending their existing policy.

All Aircraft Operators

Aircraft operators must conform to regulation EC No. 785/2004 with regard to minimum

levels of insurance cover. Refer to AIC 46/2005 (Yellow 170) for details.



Section B Technical



Section B - Technical

1) Aircraft Descriptive Notes

The relevant approved Pilot’s Operating Handbook (POH) should be consulted for a full

description of the aircraft, its limitations and its systems. It is the pilot’s responsibility to be

fully aware of the contents and location of the POH before flight.

General information (for example, aircraft dimensions, units of measurement, and

conversion tables) is available in the descriptive notes section. Aircraft notes are to be

found in Section 1 of the POHs for the aircraft below.

Limitations references are given in the table below.

A/c Reg’n A/c Type VFR Day/Night IFR/ Class A Limitations

G-BZDA PA28-161 Day/Night N POH Sect.2-2.1-2.7

G-BTIM PA28-161 Day/Night N POH Sect.2-2.1-2.7

G-WWAL PA28R-180 Day/Night N POH Sect.2-2.1-2.8

G-BZMT PA28-161 Day/Night N POH Sect.2-2.1-2.7

G-BXJJ PA28-161 Day/Night N POH Sect.2-2.1-2.7

G-CEEU PA28-161 Day/Night N POH Sect.2-2.1-2.7

G-BZBS PA28-161 Day/Night N POH Sect.2-2.1-2.7

G-GEHL C172 SP Day/Night N POH Sect.2-2.1-2.8

G-ISDB PA28-161 Day/Night N POH Sect.2-2.1-2.7

G-BRDF PA28-161 Day/Night N POH Sect.2-2.1-2.7

G-BRDM PA28-161 Day/Night N POH Sect.2-2.1-2.7

G-WLAC PA18-150 Day only N FM Sect.3 pg 16-21

G-OFER PA18-150 Day only N FM Sect.3 pg 16-21

G-BZIO PA28-161 Day/Night N POH Sect.2-2.1-2.7

G-CEGU PA28-161 Day/Night N POH Sect.2.2.1.2.7

2) Aircraft Handling

Use of Checklists

All pilots shall have a current commercially available AFE, Pooleys, or WLAC checklist for the

aircraft that they are flying. Pilots shall abide by the handling notes and the checklist for

each specific aircraft type flown. The handling notes/checklist shall not contradict anything

that is laid down in the Pilots Operating Handbook, which forms part of the aircraft

Certificate of Airworthiness; and will be kept updated.



Before each flight the aircraft will be checked (using the checklist for that specific type of

aircraft). All checks are important, but particular attention should also be paid to the

following:

In winter make sure that the airframe is clear of all ice and snow accretions before

attempting to move any control surfaces

Check that all external locks, covers and tie-downs are removed and stowed

On the first check of the day make sure that the fuel has been thoroughly checked

for the presence of water

Check that the aircraft has sufficient oil; the absolute minimum to be carried on a

WLAC aircraft is 4 quarts. Should any uplift be required, ensure that the correct

grade of oil is used to prevent damage to the engine. Any uplift must be noted in the

Tech Log for the day.

When Starting Engines:

Before starting the engine, the pilot should know exactly where the aircraft fire

extinguisher is; and also the location of the nearest one outside the aircraft

Do not start up inside, partly inside, or outside where the slipstream can blast back

through open hangar doors

Make sure that there is enough room in front of the aircraft to manoeuvre and taxy

safely

Hand-swinging the propeller is not permitted except at the discretion of the CFI or

HT. This method of starting will only be carried out by persons experienced in the

procedure.

Make sure that the call ‘Clear prop’ is loud enough for people to hear

At night, the navigation lights should be on prior to engine start and the landing light

flashed once to warn other people on the ground

Taxy Procedures:

Taxying is to be carried out at a suitable pace, a fast walking speed.

Keep a good lookout for other aircraft taxying

Aircraft may only cross the runway in use at the threshold and stop-end (passage

being made adjacent to the runway marker boards). Check first for aircraft

approaching either end of the runway.

After heavy rain the grass surface of the airfield can become soft particularly during

the winter months. Operations will display a suitable warning on the Airfield

Information Board when soft ground is found during an airfield inspection. In such

conditions aircraft moving on the flight line, especially in the area of the refuelling

point and adjacent buildings should manoeuvre carefully to firstly, avoid previously

tracked ground and secondly, reduce braking to a minimum.



Areas of particularly soft ground may be marked; pilots must ensure that they are

aware of such marking before attempting to manoeuvre their aircraft

At other aerodromes, pilots should be aware that speed control is more difficult

when taxying on tarmac or concrete – they should be extra vigilant in wet conditions

to avoid aquaplaning (this is most likely when standing water is deeper than the

tread of the tyres). For more information see AIC 86/2007.

Refuelling Procedures:

Assisted re-fuelling is available from 0800 local until 30 minutes before sunset. Self-service

re-fuelling is normally available during airfield operating hours.

Wing-tip strobe lights should be turned off when approaching the pumps

Switch off radio(s), stop the engine(s), and switch magnetos off

The bonding wire shall be attached to an appropriate point on the aircraft whilst

refuelling takes place

DO NOT USE MOBILE PHONES within 30 feet of the refuelling facility

Pilots shall remain with the aircraft whilst refuelling takes place and shall taxy the

aircraft well clear when refuelling is complete so that other users can safely access

the fuel pumps

Fuel drains should be checked after uploading fuel

No person is to remain on board during refuelling. Pilots are responsible for the

care of their passengers at the refuelling facility

Power Checks:

Where possible position the aircraft into wind when performing power checks

Where this is not possible, turn the aircraft at 45o to the taxiway to avoid damaging

the aircraft behind as a result of carrying out power checks

Use designated run-up areas when possible

Immediately before take-off, double-check that all doors are closed and seat-belts

are fastened properly

Turns After Take-off:

Unless for noise abatement reasons all turns after take-off are to follow the direction

of the circuit.

Climbing turns shall be restricted to a bank angle of no more than 20o

Pilots shall not turn below 500 feet agl unless required as part of a noise abatement

procedure or to clear terrain. No turns are to be commenced until the aircraft has

reached the published climb speed.

Pilots shall level off at 800 feet agl and not continue their climb until well clear of the

circuit and joining traffic



Helicopters are to depart the ATZ low level and should avoid climbing until well clear

of the circuit and joining traffic. See also section C concerning circuit flying

Airborne Procedures:

Good airmanship should apply at all times. Regular Cruise/FREDA checks should be

carried out as per the checklist and fuel monitored and managed.

Spinning:

No aerobatic manoeuvres are permitted in WLAC aircraft apart from spinning, and

then only in an aircraft that is approved for the purpose and under the supervision of

a WLAC Flying Instructor. However aerobatic instruction may be given in a suitably

approved aircraft but only by a qualified aerobatic instructor.

Before any spinning a full HASELL check should be conducted (and before

subsequent spins HASELL or HELL checks as appropriate) with sufficient height to

enable recovery by at least 3,000ft agl

Spinning shall be carried out clear of cloud and in sight of the surface

Aerobatics in the ATZ:

There is a limit of three aerobatic sorties in the airfield overhead per weekday (between the

hours of 1000 – 1600 local; these are at the following times:

1100-1120, 1300-1320 and 1500-1520

Exceptionally, and with prior permission from the CFI, this may be extended to six sorties

per weekday and occasional usage at weekends.

Aerobatic pilots are to obtain prior permission from WLAC Operations before commencing

an aerobatic sortie, and their slot times will be posted on the Airfield Information Board in

Operations.

Aerobatics in the overhead must be confined to the part of the ATZ that lies to the West of

the Heathrow CTZ. The maximum height allowed is 2,300 feet AAL and minimum height 800

feet AAL (unless individual pilots display an authorisation that permits a lower height and

this has been agreed in writing by the CFI).

The weather minima for aerobatics in the overhead are 2,500ft cloud base and visibility of 5

km.

Pilots are to remain in two-way radio communication with an observer on the ground at all

times (the observer is to monitor the ATZ for incursion by non-radio or unauthorised traffic

and warn the pilot accordingly. The observer should also be in two-way communication

with White Waltham air-ground radio on 122.6 MHz).



Whilst aerobatics are in progress, WLAC Operations will endeavour to advise arriving aircraft

accordingly. Final responsibility for traffic separation remains with the pilot undertaking

aerobatics.

See Section C for more information.

Action After Landing:

After landing pilots are to clear the active runway as soon as is convenient. Once clear, and

at a safe taxy speed, make the radio call ‘runway vacated’ and then carry out the post-

landing checks.

WLAC aircraft are normally parked on Line 1 in front of the clubhouse. Once parked, the

aircraft should be shut down in accordance with the checklist.

Ensure that the brakes are set, and secure the flying controls if it is windy. Close all doors,

windows and vents, and remove equipment not needed in the aircraft and all rubbish.

Complete the authorisation sheet and aircraft Tech Log as soon as practicable, and report

any occurrences or defects to the Duty Instructor and Operations. Pilots are also to ensure

that their personal logbook is completed and up-to-date.

On completion of the last flying detail of the day, aircraft owned or operated by WLAC shall

be refuelled to the fuel tank ‘tab’ level. Aircraft are to be tied down and covers put in place.

Private owners are responsible for the physical security of their aircraft and should make

arrangements for suitable tie-downs.

In adverse weather conditions, those aircraft that cannot be tied down should be chocked

fore and aft.

No aircraft parking is allowed directly in front of the clubhouse. In summer months and at

weekends an additional Visitors Line (Line 0) will be established in front of Line 1. This line

will also afford temporary parking for aircraft from the Black Hangar.

Private owners should keep their aircraft normally on Lines 2, 3 or 4. There are no individual

parking spaces allocated, so on leaving a space all tie-downs and chocks should be removed

with the aircraft.

Hangared Aircraft

Aircraft shall only be moved in and out of hangars by authorised WLAC staff. A minimum of

one hours’ prior notice is required.

WLAC reserves the right to refuse to allow aircraft out of the hangars in conditions of strong

winds or adverse weather.



Aircraft Technical Logs

All pilots are to complete the Technical Log before and after each flight. The pilot doing the

first check of the day should sign the ‘Check A’ box. NB Only qualified pilots and students

who have already gone solo may sign the ‘Check A’ box.

Pilots should also check the ‘Deferred Defects’ sheet for any entries that may, or may not

affect the flight.

Hours to the next maintenance check are shown at the top of the Technical Log page and

pilots must ensure that there are enough hours remaining to cover the planned flight,

including possible diversion. Pilots are to initial their acceptance of the aircraft before flight.

After landing, flight times are to be recorded as ‘brakes off’, ‘take-off’, ‘landing’ and ‘brakes

on’. UTC is to be used. The total flight time in decimal is recorded.

All defects shall be noted in the Technical Log and the Duty Instructor and Operations

informed. If there are no defects, pilots are to initial the appropriate column after flight.

Defects will be transferred as necessary to the ‘Deferred Defects’ list maintained within the

aircraft’s documents, by the Duty Instructor, Operations or a WLAC Engineer.

Operations staff will calculate the charges for the flight.

Fuel on board and fuel used per flight is to be entered to keep a log of the fuel state. The

fuel burn is calculated from actual aircraft performance over a long-term average and is

recorded in the same file containing the Technical Log pages.

When a defect has been rectified, a WLAC Engineer is to enter the rectification details, and

sign and stamp the log.

The following are examples of a Technical Log sheet and a ‘Deferred Defects’ log:



SAMPLE



3) Emergency Procedures

For any in-flight emergency the first resources are common sense and good airmanship.

Avoid making rushed decisions, as these will almost definitely aggravate the situation.

The aircraft checklist contains the actions needed for all probable scenarios and only a few

of these need to be memorised (EFATO, engine fire on the ground, engine fire in the air,

engine failure in flight - and propeller over-speed in a PA28R).

Further information is available in the specific aircraft’s Pilots Operating Handbook. The

following information is for general guidance only. All pilots are to be fully conversant with

the emergency drills shown in this section before starting on any flight.

Engine Failure After Take-Off (EFATO)

Fly the aircraft!

Achieve best glide speed and select either any remaining runway (do not try to turn back) or

a suitable field on which to land.

If a field is selected, if possible it should be within a 30o arc of the runway centre-line.

Secure the aircraft as below:

Throttle Closed

Mixture ICO

Fuel pump Off

Fuel cock Off

Magnetos Off

Door(s) Ajar and harnesses tight – MAYDAY called if time

Battery Master Switch Off

Practice EFATOs shall only be made by WLAC Flying Instructors. Appropriate radio calls of

‘Practice Fan stop’ and ‘Climbing away’ shall be made.

Practice EFATOs are not permitted on either Runway 03 or Runway 07.

Crash Action

In the event of a crash landing appearing possible or imminent, the following drill is to be

adopted:

Fuel Off

Battery Master switch Off

Magnetos Off

Mixture ICO



Brakes Off

Door(s) Ajar and harnesses tight

If time permits, transmit a MAYDAY call before switching off the Master switch. Brief

passengers to remove spectacles, dentures, any sharp objects from their pockets, and adopt

the ‘brace’ position.

After the aircraft comes to rest, evacuate away from the propeller towards the upwind end

of the aircraft.

Fire in the Air (Engine)

In the event of an engine fire in the air, the following actions should be taken:

Throttle Closed

Mixture ICO

Fuel pump Off

Fuel cock Off

Magnetos Off

Cabin Heater/Demist Off

MAYDAY call Time permitting


Seat belts and backs Tight and erect

Door(s) Ajar

Forced landing – do NOT attempt restart. Consider emergency descent if structural

considerations allow.

Note: Where applicable, emergency drills should be carried out in accordance with the

appropriate Pilot’s Operating Handbook where they differ from the above.

Fire in the Air (Cabin)

The following actions should be taken:

If electrical, switch off suspect circuits

Use extinguisher as necessary

Transmit distress call

If the fire goes out, leave suspect circuits off and land at the nearest suitable aerodrome

If the fire stays alight, carry out crash action and drills (and consider emergency descent

- as for engine fire)

Note: Where applicable, emergency drills should be carried out in accordance with the

appropriate Pilot’s Operating Handbook where they differ from the above.

Engine fire on the ground



In the event of an engine fore on the ground the following drill shall be followed:

Throttle Closed

Mixture ICO

Fuel cock Off

Fuel pump Off

Magnetos Off

Brakes Off


Evacuate ASAP – Consider Wind Direction; take the fire extinguisher (use if possible).

Forced Landing without power

Fly the aircraft!

Achieve best glide speed

Turn downwind if advantageous or practical

Select suitable field to land into wind

Select 1,000ft area

Attempt restart (except following an engine fire)

Re-assess field chosen for landing and 1,000ft area

Continue procedure so as to leave a long base leg and a short final approach

MAYDAY call time permitting

Crash actions (leave battery master switch on if electric flaps)

Use flaps, as necessary, to land (Master switch off if not already done)

After landing and stopping do not move the aircraft without inspecting the ground very

carefully

Contact appropriate persons as stated in Section A 18) SAFETY (General).

Forced Landing with Power (Precautionary Landing)

This sort of landing is usually made necessary due to poor and deteriorating weather, the

approach of darkness, a rough-running engine or a low fuel state. Normally, with good pre-

flight planning and in-flight monitoring, such landings can be avoided.

In the event of deteriorating visibility, slow the aircraft to Safe Slow Cruise speed with flap,

and identify a safe landing area.

Once a safe landing area has been found that is suitably into wind:

Overfly the field twice, keeping the field on the port side (first time at 800ft agl and the

second at 500ft agl) checking for:

A clear undershoot and go-round area

Sufficient field length on first pass



Check of surface conditions with emphasis on trees, animals, uneven surface and

fencing on second pass

If on any of the flypasts it is decided that it is unsafe to make another approach at a

lower height then abandon the site and choose another – then repeat the process

On final approach to land, open the door(s) and lower landing flap. When landing carry out

a performance landing as laid down in the Pilots’ Operating Handbook.

After the aircraft has come to a halt do not move the aircraft without inspecting the ground

very carefully.

Contact the appropriate persons as stated in Section A 18) General (Safety).

Ditching

Pilots planning flight over water are to read CAA Safety Sense Leaflet No.21A ‘Ditching’. The

procedure below (based upon this leaflet) is to be followed unless specific procedures are

included in the Pilots’ Operating Handbook for the aircraft.

• MAYDAY call

• Head towards any shipping in the area, allowing for the extended stopping distance

on large ships

• Harnesses tight, door(s) ajar

• Storm window (if fitted) open

• If a large swell and light wind – land along swell in a tail-down stalled attitude

• If a light swell and a strong wind – land into wind in a tail-down stalled attitude

• Use dinghy and/or life-jacket as appropriate. Do not inflate either in the cockpit.

4) Radio Navigation Aids

WLAC aircraft are equipped with a combination of VOR, ILS, ADF, DME and GPS. Pilots may

only use them if they are fully conversant with their operation and limitations.

The radio aids will be tested on the ground before flight if they are required to be relied

upon during the subsequent sortie. In flight the sequence of operation will be: SELECT the

aid by entering its correct frequency, IDENTIFY by using either audible verification or

automatic display in the case of an EFIS installation, DISPLAY the aid on the appropriate

navigational instrument and check it for sensible indications.

Pilots are to monitor the indications for flags and failure warnings all the time that they are

in use and cross-check the readings as much as possible to identify any rogue information.

Pilots using GPS for navigation purposes must be aware of the system characteristics and

limitations (it is advisable to read the manual before using the GPS).



No-one is to conduct GPS based non-precision approaches unless qualified and competent

to do so. Everyone intending to do so must have read CAP 773.

Occasionally GPS is subject to jamming and other limitations (for example, solar flares). This

is normally shown in the NOTAMS but cannot be totally relied on to be infallible. Read CAA

Safety Sense Leaflet 25 for more information.

WLAC Operations hold a correct and up to date list of the company’s aircraft avionics

equipment and serviceability.

5) Allowable Deficiencies – (Based on MMEL if Available)

The Deferred Defect list is to be reviewed weekly by the CFI to ensure that defects are not

accumulating unduly.

The Club requirements contained in this section reflect:

The minimum equipment regulations in Schedule 4 of the UK Air Navigation Order

and

The information and guidance in CAP 549

WLAC Policy

None of the aircraft in the WLAC fleet has a Manufacturer’s Minimum Equipment List

(MMEL). However, none of the aircraft is to depart without complying with the Scales of

Equipment for Aerial Work from Schedule 4 of the Air Navigation Order, as well as a

serviceable:

Air Speed Indicator

Compass

Altimeter

Radio

Stall Warner (if fitted)

Fuel gauges for all the fuel tanks fitted to the aircraft, which have gauges fitted

NB: If the gauges become unserviceable the aircraft may be allowed to depart if it

can definitely be confirmed how much fuel is on board by either using a dipstick or

filling the tank to a pre-set mark or the top. Extra contingency fuel may be carried to

allow for the inability to monitor fuel in flight – the Duty Instructor must be

consulted before the flight takes place.

Engine Oil Temperature and Pressure gauges

Both magnetos (on each engine) should be operating within the limits of the

checklist (This is to be confirmed by the before-flight engine checks)

Carburettor Heat System or, in the case of fuel injected aircraft, a serviceable

Alternate Air System which must be checked before flight



Other Equipment from the WLAC Deferred Defect List:

Aircraft Lighting

Instrument & Panel Lights

Radio Lights

Cabin Lights Day VFR Only

Landing & Taxy Lights

Navigation Lights

Aircraft Cabin

Heating & Ventilation System Subject to OAT

DV Window If closed

Door Stay If door operation not impaired

Flight Instruments

Clock Providing another suitable timepiece is

available

OAT Gauge If the aircraft is not flown in a forecast

temperature below 5o

VSI Day VFR only

Directional Indicator Day VFR only (not for stalling and spinning)

Turn Coordinator

Fuel Gauges 1 only (subject to a visual inspection of contents

as detailed on the previous page)

Navigation Equipment

All Day VFR only and outside Controlled Airspace

Other Equipment

Pitot Heater Day VFR only OAT+5oC or more

Electric Pitch Trim If manual pitch is unaffected.



Intentionally Blank



Section C – Route



Section C – Route

1) Performance (Legislation, Take-off, En-Route, Landing)

All WLAC aircraft are to be operated in accordance with the Pilot’s Operating Handbook.

Pilots are to be familiar with the POH and the calculations of loading, take-off and landing

performance.

Take-off and landing performance should always be calculated:

For all flights using grass runways

At all airfields where the runway length is less than 1000 metres.

Every day when the temperature exceeds 25oC

Pilots should read CAA Safety Sense Leaflet No.7 ‘Aeroplane Performance’. Copies of weight

& balance schedules and performance graphs for each WLAC aircraft are available in

Operations.

Performance data is also in Section 5 of each aircraft’s Pilot’s Operating Handbook (Flight

Manual). Sample sheets regarding Weight and Balance and Take-Off and Landing

Performance are provided on pages 65-68.

2) Flight Planning

i. General Procedures

The aircraft are to be free from ice or contamination before taxying for flight.

Check the NOTAMS for the route of the flight and any airports or diverts that will or might

be used.

Check the weather actual reports and forecasts are above the club minima for all stages of

the flight (weather minima are included further on in this Section).

Ensure that the flight has been authorised by a Flying Instructor qualified to do so.

Flights are also to be fully prepared regarding controlled airspace, prohibited and restricted

areas and so-forth.

ii. Fuel and Oil

Sufficient fuel must be carried for the flight together with a reserve for diversion plus 45

minutes. Oil carried should ideally be 6 quarts (never less than 4).

Pilots book out from Operations – not over the radio.



iii. Minimum Altitudes for Stall/Spin Awareness/Navigation

The minimum altitude for dual stall and spinning training shall be such that recovery can be

completed at least 3,000ft agl.

The minimum altitude for solo stall training shall be such that recovery can be completed at

least 3,000ft agl.

Solo spin training is not permitted in WLAC aircraft.

The minimum planned altitude for solo VFR Navigation exercises shall be 2,000ft agl. Dual

navigation flights shall not be planned to fly below 1,500ft agl unless the intention to

practise minimum level operation has been entered in the Authorisation sheet.

All student pilots intending to carry out a solo cross-country flight are to read and sign the

Authorisation Sheet completed by their Flying Instructor (see Section 1).

The navigation briefing will include details of the route, weather, destination and alternate

aerodromes, and abnormal and emergency procedures. These details shall be as per the

Solo Navigation Briefing Certificate.

Student pilots on a Qualifying Cross-Country shall take their ‘Certificate of Cross-Country’

with them and make sure that the destination airports complete and sign it.

If the proposed flight is to be over large areas of uninhabited terrain, over more than 10

miles of water, is an international flight or is due to enter controlled airspace, a Flight Plan

must be filed at least 30 minutes prior to departure.

All pilots must have an alternate aerodrome for landing.

Documents to be carried in the aircraft (see Schedule 9 of the Air Navigation Order) are:

Certificate of Airworthiness and current ARC

Certificate of Registration

Certificate of Release to Service

Certificate of Maintenance review

Technical Log and Deferred Defects List

Certificate of Insurance

Radio Licence (and possible Certificate of Radio Installation)

Interception Procedures (if flying abroad)

Pilot’s licences, Medical Certificate(s) and Photo ID

If the flight is to be conducted over water, life-jackets are to be worn. If the flight is

conducted in a multi-engine aircraft, life-jackets need not be worn but must be easily

accessible in flight.

iv. Navigation Equipment



Pilots must ensure that they have enough serviceable navigation equipment to complete

the planned flight, whilst complying with current aviation legislation. As a minimum, pilots

must carry a current 1:500,000 scale CAA chart for the area of intended operation, a watch

and a serviceable compass.

Other equipment required is detailed in Section B 5) Allowable Deficiencies.

3) Loading and Mass & Balance

Loading is to be found in Section 6 of the Pilot’s Operating Handbook for all the PA28-161

aircraft, the PA18 and the PA28R and the C172.

There are weight and balance sheets for each WLAC aircraft readily available in Operations

[Flight Planning??] (taken from the POHs). A schedule should be completed before each

flight and retained until the flight has been safely concluded.

Samples are included at pages 63 to 66.

i. Limitations

Pilots intending to spin in a WLAC aircraft must ensure that Mass & Balance, and the

position of the Centre of Gravity, do not fall outside the utility envelope for the aircraft.



SAMPLE



West London Aero Club Flight Log

SAMPLE



4) Weather Minima for WLAC Aircraft (Instructors, Pilots and Students)

Minimum Cloud Base

Minimum Visibility

Maximum Wind Velocity

Maximum Crosswind

Dual instruction circuit flying PPL

course 800ft AAL 3 km 25 kts As per POH/FM

Dual instruction Navigation/ General

handling 1,500ft AGL

5 km (for Ex. 18B VMC minima)

30 kts As per POH/FM

Student solo circuit flying

1,000ft AAL 6 km 15 kts 10 kts

Student solo Navigation/General

Handling 2,000ft AGL 10 km 20 kts 10 kts

Dual instruction IMC

800 AGL on departure

3 km on departure

30 kts As per POH/FM

Dual instruction Night

1,500 ft AGL 5 km 25 kts As per POH/FM

Student solo Night 1,500 ft AGL 8 km 20 kts 10 kts

Qualified pilots and instructors

Within the limits of licence, experience and currency

As per POH/FM

i. Flight in the vicinity of High Ground

All pilots are to read and comply with AIC Pink 82/2008.

The content includes the basic theory of airflow over high ground, the effect of airflow on

aircraft in flight and gives advice on avoiding or minimising the various different hazards

that may be encountered.

Particular attention should be given to the sections dealing with hazards such as:

Turbulence

Downdrafts

Icing

Curl-over

Before undertaking any flight involving high or mountainous terrain – all pilots should seek individual advice/guidance from the Duty Instructor. No flights are to be conducted at altitudes greater than 10,000ft AMSL without the correct

equipment as described in the ANO Scale L1 or L2.

ii. IMC Training or Night Flying



WLAC aircraft are not equipped for IFR operations in Class A airspace. If, for instructional

purposes, a flight is conducted under IMC, then Class A airspace must be avoided and a

minimum of a radar ‘Traffic’ service must be available. However, Flying Instructors must

ensure that:

Students have suitable vision restricting goggles or hoods, or that the aircraft has

serviceable vision restricting screens

The aircraft meets the minimum equipment requirements (as detailed in Section 5)

for the flight

Pilots are to plan their flights so that they calculate a minimum safety altitude for each leg of

any flight. As a minimum, either 1,000ft will be added to the Minimum Elevation Figure

affecting the route on 1:500,000 charts or 1,000ft will be added to the highest obstacle

within 5 nm of track.

The forecast weather will be above the approach minima for the system in use at

White Waltham

A diversion airfield will be available; and there shall be enough fuel on board to

reach it and land with final reserves still intact

The current approach plates for any approach likely to be made on the flight will be

carried on board

Unusual attitudes and/or stalling are NOT permitted at night



iii. Altimeter Setting Procedures

Stage of Flight Altimeter 1 Altimeter 2 Notes

After Engine Start QFE QFE Check tolerances (+/- 50ft)

QFE Airfield QNH Check difference equals airfield elevation

Airfield QNH Airfield QNH Check tolerances – Aerodrome datum +/- 50ft

Before Take-off Airfield QNH Airfield QNH Or regional QNH as required. If passing

through more than one ASR it is OK to set the

lowest.

After Take-off Airfield QNH Airfield QNH Or regional QNH as required. If passing

through more than one ASR it is OK to set the

lowest.

Climb Through Transition Altitude

(TA)

1013.2 QNH If cleared to altitude – QNH on both altimeters

En-route 1013.2 or QNH if below TL

QNH

Descent Through TA QNH QNH

Initial Approach Airfield QNH Airfield QNH

Final Approach QFE/QNH QNH Check airfield height

Missed Approach QFE/QNH QNH

If there is only one altimeter follow the procedure above for Altimeter 1.

NB: 1013.2 may be set up to 2,000ft below Transition Altitude if cleared to a flight level by

ATC.

5) Training Routes/Areas

i. Low Flying Regulations

White Waltham Airfield is surrounded by a number of small villages and several towns of

varying size. Pilots are reminded that an aircraft should not fly over any congested area

below a height that would allow it to land clear of the area without endangering people or

property should the engine fail; or less than 1,000ft above the highest fixed object within

600 metres, whichever is the higher.



The 500ft Rule

Pilots are reminded that aircraft shall not fly closer than 500ft to any person, vessel, vehicle

or structure (Rule 5 of Rules of the Air) unless for the purpose of taking off or landing.

Failure of a power unit

An aircraft shall not be flown below such height as would enable it to make an emergency

landing without causing danger to persons or property on the surface in the event of a

power unit failure.

The 1,000ft Rule

Except with the written permission of the CAA, an aircraft flying over a congested area of a

city, town or settlement shall not fly below a height of 1,000ft above the highest fixed

obstacle within a horizontal radius of 600 metres of the aircraft.

The Land Clear Rule

Aircraft flying over a congested area of a city, town or settlement shall not fly below such

height as would permit the aircraft to land clear of the congested area in the event of an

engine failure.

Flying over Open-air Assemblies

Except with the written permission of the CAA, an aircraft shall not fly over an organised

open-air assembly of more than 1,000 people below the higher of the following heights:

a) 1,000ft or

b) such height as would permit the aircraft to land clear of the assembly in the event of a

power unit failure.

Landing or Taking-off Near Open-air Assemblies

An aircraft shall not land or take-off within 1,000 metres of an organised, open-air assembly

of more than 1,000 people except:

a) at an aerodrome, in accordance with procedures notified by the CAA

b) at a landing site that is not an aerodrome, in accordance with procedures notified by the

CAA and with the written permission of the Organiser of the assembly.

Should a pilot fly below 500ft (apart from in the circuit) a report is to be made to the CFI or

Duty Instructor after landing. This report will include:

a) Date, time and A/C registration

b) Position

c) Minimum distance from any person, vehicle, structure or vessel

d) Reason for descent



ii. Turns after Take-Off

See also Section B 2) (Aircraft Handling). When noise abatement procedures require pilots

to turn below 500ft, no turn shall be commenced until the aircraft has passed the screen

height of 50ft, or the end of the runway. No turns are to be commenced until the aircraft

has reached the published climb speed.

Pilots shall level off at 800ft agl and not continue their climb until well clear of the circuit

and joining traffic.

Helicopters should depart the ATZ low level and should avoid climbing until well clear of

both circuit and joining traffic.

iii. Circuit Flying

The minimum altitude for circuit training shall be 800ft, with the exception that practice low

level circuits may be conducted at 600ft agl.

Unless for good noise abatement reasons all turns after take-off are to follow the direction

of the circuit pattern in use. Aircraft wanting to turn away from the circuit pattern on

departures must continue to the boundary of the ATZ before initiating a turn onto track.

Care is to be taken to avoid climbing through the downwind leg of the circuit of the runway

in use, especially when departing to the West.

Climbing into the overhead before departing the circuit is not permitted.

Circuits are to be flown in such a manner that a safe landing can be achieved in the event of

an engine failure.

‘Run and break’ is not an approved manoeuvre and shall not be flown at White Waltham.

All circuits are to be flown at 800ft on the airfield QFE. Either a Right Hand (RH) or Left Hand

(LH) circuit may be in force. The following circuit procedures are published for reasons of

safety and noise abatement, and must be used unless safety is compromised:

1. Departing Runway 03 - Upon reaching a safe height turn left to track 010o (M) before

turning onto the crosswind leg.

2. Departing Runway 07 - Climb straight ahead to the airfield perimeter-track. Turn

right to track 100o (M) and avoid built-up areas. DO NOT TURN EARLY!

3. Departing Runway 21 - On climb out adjust heading as necessary to track between

the village and Shottesbrooke Church. Climb past the village before turning

crosswind.

4. Departing Runway 29 - On climb out, at the end of the runway, when safe turn right

to track 300o (M).



In conditions which may prevent a safe landing on the runway in use, pilots of light aircraft

may land in such a direction that the safety of their aircraft is assured. Such operations

must terminate in a full-stop landing.

Pilots should initiate a ‘Go-Around’ if there is any doubt regarding the ability to land safely

from an approach.

An aircraft must not land on a runway which is not clear of other aircraft. If the runway has

not been vacated the landing aircraft is to go around, and call ‘G-**** going around’.

iv. Aerobatics in the Local Area

Before conducting an aerobatic sortie outside the White Waltham ATZ, pilots are to inform

WLAC Operations of their flight and to indicate the areas in which they intend to practise

This is done by annotating the relevant column on the booking-out sheets and indicating on

the map in Operations in which 4 km box they intend to operate.

This is to ensure that any noise nuisance is not concentrated in one area. Pilots are to avoid

using a box that has already been used that day.

After an aerobatic sortie, if a different area was used, the pilot is to amend both the map

and the booking-out sheet.

Should a noise complaint be received concerning an aerobatic sortie, the pilot concerned

will undertake to contact the complainer, if appropriate by telephone on their return to the

Club.

Pilots are not to carry out aerobatics over a congested area. Aerobatics are allowed in

controlled airspace only with the consent of the appropriate ATC unit (Rule 18).

v. Practice Forced Landings

Practice forced landings away from the circuit should only take place at suitable noise

insensitive areas and must always comply with Rule 5 (Rules of the Air 2007). Pilots are

reminded of the need to warm the engine periodically to avoid excessive cooling in the

descent.

Do not practise forced landings continuously in the same area.

vi. Local Flying Area

Pilots are to maintain a good lookout in this active airspace. On return to the airfield pilots

are to exercise caution if following the railway line and to observe the Right Hand Traffic

Rule 19 (Rules of the Air 2007). Pilots are reminded of Danger Area D133 and Restricted

Areas R101 and R104.



Pilots are reminded that the Benson MATZ and the location of Class A airspace are adjacent

to and above White Waltham. A map showing the VRPs and the proximity of controlled

airspace is contained within this manual.

Flight within the segment of the ATZ which is within the CTR may take place without the IFR

requirement subject to the following conditions:

Flight conditions

• Aircraft are to remain below cloud and in sight of the surface

• Maximum altitude: 1,500ft on London-Heathrow QNH

• Minimum flight visibility 3km

Pilots operating on a VFR clearance in the London CTR inbound to White Waltham shall

remain outside the ATZ and obtain traffic information via a radio call, fly to one of the

VRPs and join in the standard manner. If this is not possible for some reason, pilots

should climb into the overhead or fit safely into the established circuit pattern, giving

way to circuit traffic, and be prepared to go around if necessary.

Pilots requiring a VFR clearance to transit the London CTR are to remain outside the

London CTR until a clearance has been obtained from Heathrow on the relevant radio

frequency.

Pilots are to report entering and leaving the ATZ.

vii. Noise Abatement

Pilots are to take all reasonable measures to minimise noise nuisance within the local area.

Power checks should be carried out away from the flight line; usually at the holding area for

the runway in use.

Runways 21 and 03 are not generally to be used between 0900 and 1100 hours local on

Sundays.

Circuit training by helicopters is not permitted. Helicopters approaching to land are to avoid

noise sensitive areas until they are within the perimeter of the airfield.

Pilots operating aircraft with variable pitch propellers:

After take-off, on reaching a safe height above the ground, reduce pitch from full-

fine to climb setting

When approaching to land only select full-fine pitch once established on finals

Use power/propeller settings which keep noise to a minimum in the circuit

The circuit patterns are intended to enhance noise abatement in the local area and shall be

adhered to. Copies of the noise abatement areas are readily available in Operations.



Training Routes

Suggested triangular cross-country routes are:

EGLM – Henley – Little Horwood – Welford (disused) – EGLM

EGLM – Andover – Marlborough – Grove (disused) – EGLM

Suggested Land away destinations are:

Thruxton

Sywell

Gloucester

Leicester

Kemble

Goodwood

Wellesbourne Mountford

viii. Action when Uncertain of Position

Check the flight log to ensure that correct headings are being flown and that the ETA is

correct.

Log the heading and the time.

Check the DI is correctly aligned with the compass (wings level, speed steady, aircraft in

balance)

If the DI is aligned then you may not be grossly off track, you may just have missed your

landmark due to poor visibility or high cockpit workload.

Look for recognisable features reading from ground to map.

If you can obtain a fix or if the next waypoint comes up on time, the flight can continue and

normal navigation procedures apply once again.

However, if you are still uncertain of your position then consider a radio call to the nearest

station and request a QDM (magnetic bearing to fly towards the station) or a QDR (magnetic

bearing from the station) to fix your position. Remember to apply variation before plotting

this on a chart.

Climb, if possible, to enhance visual range - but do not continue into deteriorating weather

or infringe controlled airspace.

If this fails, make an Urgency call on 121.5 MHz (Pan-Pan, Pan-Pan, Pan-Pan). If requested

set transponder as advised with Mode C.

If still unable to fix position follow the lost procedure.

ix. Procedure when Lost



Initially it is important to maintain your heading (if terrain, visibility, and what you know of

controlled airspace permits) and to carry out a sequence of positive actions.

If a vital checkpoint is not yet in view at your ETA, then continue to fly for 10% of the time

that since your last positive fix and then:

Check that the DI was not being affected by outside influences such as a camera,

portable radio, mobile phone etc., and that it is still correctly aligned with the

compass (wings level, steady, in balance)

Magnetic variation and drift have been correctly applied. Is the heading sensible?

Keep reading from Ground to Chart (looking for significant line or ground features).

Establish a ‘Circle of Uncertainty’ by drawing a circle that is of a radius equal to 10%

of the distance flown since the last fix around your most probable position.

Establish a Safety Altitude at which to fly in order to ensure adequate obstacle

clearance in what you consider the general area to be. Be especially careful in poor

visibility or low cloud.

Consider requesting a QDM or QTE (true bearing from the station to fix your

position) where DF is available.

If you are still lost use 121.5 MHz and transmit a PAN call.

NB At all times continue to fly the aircraft safely, maintaining an awareness of time with

respect to the beginning of official night (sunset + 30 minutes) - and the remaining fuel on

board.

x. Landing at Unauthorised or Unintended Destination

In the event of a landing being made at other than authorised or intended aerodromes, the

pilot shall contact the original destination ASAP. This should also be done if arrival is delayed

by more than 45 minutes. If the pilot has filed a Flight Plan and lands at an aerodrome other

than the destination specified, the original destination must be notified within 30 minutes of

the ETA. The flight plan must be cancelled.

If flying a WLAC aircraft, contact Operations by telephone ASAP and inform them of your

problem. A Flying Instructor will advise care of the aircraft away from base.



xi. Departures, Reference Points and Arrivals

Aircraft departing or arriving at White Waltham are to leave or approach by one of the

following reference points:

1. Point November. The bend to the East in the River Thames approximately 1 NM

North of the town centre of Henley-upon-Thames Oxon.

Position: Lat. N51 33.7 Long. W00 052.8 Grid. SU 777 854

2. Point Sierra. The intersection of the M4 and A329(M) motorways South-East of

Reading approximately 1 NM North of Wokingham town centre. M4 Junction 10


3. Point Whiskey. The Northern end of Sonning Lakes, adjacent to the West bank of the

River Thames; 1.5 NM West of the village of Sonning and 1.5 NM North-East of the

twin gasholders on the railway line at Reading, Berks.


Aircraft are to arrive in the overhead at 1,300ft QFE and carry out a standard overhead join

from this height (unless aerobatics are taking place in the overhead, in which case aircraft

are to join directly into the circuit). A good lookout is required. WLAC Flying Instructors with

students under training may demonstrate joins directly into the circuit. The Flying Instructor

shall be responsible for traffic separation and shall include the phrase ‘student training’ in

the R/T call.

Circuit diagrams and a chart fragment showing the location of reporting points are given

overleaf.

Helicopters shall approach the airfield from low-level with due regard to noise sensitive

areas. They must pay particular attention to the location of the fixed-wing circuit traffic.

Helicopters wishing to use the refuelling facility shall exercise caution when crossing the

active runway. Appropriate radio calls will be made.

Airships are occasional visitors to White Waltham. Pilots are reminded of Rule 17 Collision

Avoidance (Rules of the Air 2007) and should give way to airships.

xiii. Non-Radio Aircraft at White Waltham

Many aircraft without radio operate from White Waltham – a good lookout is therefore

essential.



N SAMPLE



The AIP showing the Airfield layout of White Waltham

SAMPLE



The local area clearly showing the VRPs for re-joining at White Waltham

S

W

N

N

SAMPLE



Section D – Staff Training



Section D - Staff Training

1) Appointment of Persons Responsible for Standards/Competence of Flying Instructors

The Head of Training (HT) and Chief Flying Instructor (CFI) are responsible for the training,

competence, supervision and standardisation of all flight instructors at West London Aero

Club.

2) Initial Training

Before starting to teach on an approved course at WLAC, all Flying Instructors must

undertake the standard induction procedure.

The CFI will conduct this process and will also be responsible for making sure that a new

instructor has achieved the requisite level of knowledge and skill before starting to teach

students.

The elements of the administrative induction are:

Introduction to other staff, location of facilities, security

Paperwork check of currency of licence, medical and ratings

Briefing on how to operate relevant systems (booking out, computers and so on) and

how to complete the paperwork required

Reading through the Operations, Quality and Training Manuals

Reading standardisation notes

If the new instructor has been trained as a FI(R) by the Club (as is preferred), they will

already be familiar with the operations and requirements of WLAC and therefore the initial

training will not be necessary.

However, if the new instructor is not from the Club and has no previous ATO experience,

they will be given a company standardisation course comprising, as a minimum:

5 hours ground school (including learner/trainer styles, the decision making process,

facilitation, managing sub-standard performance, training philosophy, safety issues

related to aircraft types flown by the Club and briefing/debriefing).

2 hours flight training (including elements of visual attitude flying, stalling, PFLs,

circuits & emergencies, cross-country navigation flying and IF. If the instructor is new

to type, then a type rating profile flight including all emergency drills will also be

flown).

Once the requirements of the course have been met and the instructor’s standard of

teaching is deemed acceptable, this will be annotated in the instructor’s personal record

and the instructor will be ‘online’.

If a new Flying Instructor is not from the Club but has previous ATO experience, he will

receive elements of the induction training outlined above which will include specific training

on the content and delivery of WLAC courses, plus a type rating profile flight if the Flying



Instructor is ‘new to type’. The extent and duration of standardisation will be determined

by the CFI, based on the competency and experience shown by the Flying Instructor.

3) Refresher Training

Flying Instructors remain in current instructing practice for the course(s) they teach and will

not need refresher training. If, however, a Flying Instructor has not given a particular course

of training in the last year, before recommencing instruction on that course they will receive

refresher training to the satisfaction of the CFI.

4) Standardisation Training and Proficiency Check

All WLAC Flying Instructors must be prepared to undergo an annual standardisation

proficiency check at WLAC. The maximum period between standardisation and proficiency

checks should not exceed 12 months. The check will take the form of the HT observing a

brief given by the Flying Instructor, back-seating a flight with the Flying Instructor with a

student, and observing the subsequent debrief.

Any observations from the HT will be discussed with the Flying Instructor following the

check (but will not be discussed in the presence of the student) and recorded in the Flying

Instructor’s file. Any issues that require further standardisation training will be both

recorded and subsequently addressed.

Flying Instructors ‘ meetings to discuss standardisation techniques (for example, the

teaching of stall/spin recoveries) will be held every 3 months. These will be recorded and a

copy kept.

5) Upgrading Training

If a Flying Instructor wishes to upgrade his licence and ratings he must complete the

appropriate approved course and tests as per JAR-FCL/EASA, followed by the

standardisation training as detailed below.

FI(A) Course Instructors

Prerequisites:

FI(A) unrestricted

500 hours instructing on aeroplanes

Approved to give FIC by the Authority

Ground training required:

Minimum 5 hours

Knowledge of FI(A) syllabus, Part-FCL (Subpart J) and relevant section of CAP 804

Knowledge of skill test content and pass limits.



Flight training required:

Two-hour flight demonstrating the exercises required in a FI(A) skills test (as per CAP

804). The HT will act as both instructor and as a student in order to assess the

teaching abilities of the new Flying Instructor.

6) ATO [ATO (or FTO as on Contents page) what is it??] Staff Standards Evaluation

If the CFI has any doubts as to the proficiency of a Flying Instructor, then at his discretion

the CFI can request a further proficiency check with the Flying Instructor concerned. A

Flying Instructor has the right to appeal against this at a board comprising of the HT, CFI and

Accountable Manager.

Adherence to the Compliance Monitoring (Quality) System will ensure that staff standards

are maintained.

7) Records To Be Kept

The CFI will keep records of all Flying Instructors’ licences, medicals, ratings and approvals

together with all details of standardisation, refresher training (if necessary) and proficiency

checks. This should be reviewed annually (in the Compliance Monitoring (Quality) audits) to

check for any deficiencies.

Minutes will be kept of all standardisation meetings. The CFI is responsible for the safe

storage of all minutes of such meetings which, like the staff training records, must be saved

for at least 5 years.

Sample Instructor Record forms are at pages 82 to 84.



West London Aero Club Instructor Personal Record

Name CAA Ref. No.

Address Next of kin

Address

Tel. No Tel. No.

Details of Licence(s) Held

Details of Rating(s) Held

Flying Experience

Issuing Authority Type/Class of Licence Licence No. Expiry date

Aircraft Type/Class Expiry date Aircraft Type/Class Expiry date

Medical Class 1 Y/N OML Y/N

Expiry date

Rating Expiry date Rating Expiry date

Night CRI

IMC Aerobatic FI

IR(A) IMC FI

FIC Night FI

FI Restrictions

Total PIC Instructional

SEP MEP SEP MEP

Signed: Date:

SAMPLE



West London Aero Club Instructor Staff Training Form

Date: Name of Trainer:

A/C Reg Name of Instructor:

A/C Type: Reason for training:

Brakes off: Take off: Land: Brakes on:

Subject(s) covered: Ground briefing (G) or Flight (F):

Remarks:

1

2

3

4

5

6

7

8

9

10

Overall Standard Shown:

Tick: Signature of instructor receiving training:

Poor Average Signature of instructor giving training:

Good Excellent

SAMPLE



West London Aero Club FI Standards Evaluation Form

Date: Name of Trainer

A/c Reg: Name of Instructor

Reason for Evaluation:

Brakes off: Take-off: Land: Brakes on:

Exercise covered:

Pre-flight Briefing Standard shown: Remarks:

Poor

Average

Good

Excellent

Flying Standard shown: Remarks:

Poor

Average

Good

Excellent

Instructional Technique Standard shown: Remarks:

Poor

Average

Good

Excellent

De-brief Standard shown: Remarks:

Poor

Average

Good

Excellent

Signature of Instructor receiving training: Signature of instructor giving training:

SAMPLE



Section E – Temporary Flying Orders



Intentionally blank



End of Manual

White Waltham Airfield Limited Trading As West London Aero ...

Documents

Transcript of White Waltham Airfield Limited Trading As West London Aero ...