Annual Proficiency Check Glider Pilot Open Book Exam 2017

Transcription

1 Comox Cadet Flying Training Centre Home of Air Cadet Flying Training Regional Cadet Air Operations (Pacific) 19-Wing Comox Box 1000 Station Main Lazo, BC V0R 2K0 Telephone x7044 Annual Proficiency Check Glider Pilot Open Book Exam 2017 Contact your GWOps O, for Date and Time of your Gliding Wing Annual Briefings. Read the instructions on the next page. 1/20

2 Annual Proficiency Check (APC) Program 2017 For authorization to participate in the Air Cadet Gliding Program (ACGP), members must complete the following steps: 1. Submit a completed Pilot Information and Qualification Summary 2017 (PIQS 2017) Form. a. If you didn t receive this excel form, a request to: 19WRCAOps@forces.gc.ca. This step is completed at least once per year (at the end of the fall flying season). Note: Re-submit when your contact information or qualifications have changed. 2. Forward digital colour images of your Aviation Document Booklet (ADB). a. Send images to 19WRCAOps@forces.gc.ca. All pilots are required to have current ADB images on file. b. Required images are: 1. the inside front page (laminated photo page that has your birthdate and ADB expiry date), 2. the license page (signed left page- bottom), and 3. the medical page. Note: Re-Submit if you have had an ADB renewal, upgrade to your license, medical or a request to do so. Tips for sending images: scanner: -set the resolution to 300 dpi -scan in colour -attachments must be less than 5 MB in size digital camera: -set the quality to good (not fine or super fine) -be sure that there is good light, but do not use the flash -check for blurriness -choose a file size of approx kb to send via attachments -attachments must be less than 5 MB in size NOTE: We have a size limitation of 5MB for receiving files. If necessary, one image per will be acceptable, providing that they are of good quality JPEG and must be sent as attachments. NOTE: As part of the CAF, access to internet sharing programs like; Flicker, Photobucket, any ZIP file or other types of online albums are completely inaccessible to us. DO NOT USE A HYPERLINK IN YOUR FOR ALLOWING ACCESS TO YOUR IMAGES! 3. Complete the 2016 Flight Crew Recency Requirements Self-Paced Study Program. 4. Complete this APC Glider Pilot Open Book Exam with a mark of 85% or higher. 5. Attend an APC briefing and complete the APC Glider Pilot Closed Book Exam with a mark of 85% or higher. Attendance at an Annual APC briefing is a MANDATORY requirement to participate in the ACGP. Contact your GWOps O for details on Date, Time and Location. 2/20

3 Open Book Exam Instructions References: (a). A-CR-CCP-242/PT-005 dated JAN 2017 (ACGPM2017), (b). A-CR-CCP-301/PT-001 Air Cadet Gliding Program How to Glide Manual (c). A-CR-CCP-402/MB-001 Air Cadet Gliding Program 2-33 Schweizer Aircraft Operation Instructions (d). Pacific Region Flying Orders published Feb 2017 (O&I Volume 2) (e). Pacific Region Aircrew Information Files (AIF s), (f). C-182 Air Craft Operating Instructions (AOI s) (g). f.u.n.k.e AVIONICS GmbH - FSG 2T radio manual (h). Microair-T2000-Transponder-Pilots-Guide (i). Flight Instructor s Handbook A-PD /PF-001 (j). Transport Canada Aeronautical Information Manual (TC AIM), (k). Aeronautical Information Circular 3/17, (l) Flight Crew Recency Requirements Self-Paced Study Program, and (m). A-GA /AA-001 Flight Safety for the Canadian Armed Forces Access ref s (a-i) at: ref (j) at: ref (k) and ref (l) at: Complete the exam, using the answer sheet that is found on the last page (page 21) of this document. You are required to bring your answer sheet and 2016 Flight Crew Recency Requirements Self-Paced Study Program, to your Annual Proficiency Training. Your answer sheet will be marked, and a check pilot or standards pilot will debrief you on your answers. You will receive an annual mandatory briefing and write the APC GLIDER Closed Book Exam. All glider pilots shall complete Sections 1, 2 and 4. Glider instructor pilots (including Glider Check pilots and Standards pilots) shall complete Sections 1, 2, 3, 4 and 7. All LCO qualified personnel shall complete Section 5. Section 6 is found in the Tow Pilot Open Book Exam booklet. NOTE: 1. This exam is not intended to cover every piece of knowledge that is required to participate in the ACGP. 2. Asterisks(*) are found beside nationally mandated questions. 3. This exam meets the requirements for the APC OPEN BOOK EXAM set out in the A-CR-CCP-242/PT-005 (ACGPM2017)-Chapter 2 STANDARDS and FLIGHT RULES Section 3 CURRENCY and PROFICIENCY STANDARDS - ANNUAL PROFICIENCY CHECK, Written Exams. 3/20

4 GENERAL OPERATIONS KNOWLEGE Section 1: All Pilots (This section is duplicated in the APC Tow Open Book exam booklet) NOTE: IF YOU HAVE COMPLETED THE TOW OPEN BOOK EXAM YOU ARE NOT REQUIRED TO COMPLETE THIS SECTION AGAIN. 1. According to the O&I Vol 2, the glider hook-up person shall check, [Ref: RCAOps (Pac) O&I, Vol 2, Regional Flying Orders,] a. the full length of the tow rope prior to each launch. b. the condition of the glider skid while performing the hook-up. c. the tow rope log sheet to ensure the rope is authorized for use. d. the first 15 feet of the tow rope for knots, wear and general condition as this section of rope is not normally visible to the glider pilot. 2. Hook-up Procedures for Schweizer 2-33 Gliders. Which of the following statements about the hookup procedures is true? [Ref: A-CR-CCP-402/MB-001] a. the glider nose shall be raised during the glider hookup b. the release mechanism must be inspected from a 90 degree angle c. if, after applying tension, the release mechanism is found to have opened only partially, re-connect and if seated continue with the flight d. all of the above are correct 3. Hook-up Procedures for Schweizer 2-33 Gliders. After the hook-up, you have visually confirmed from a 90 degree side angle that the step of the tow hook is seated against the release arm. Do you have to re-inspect the release assembly after completing a tension test? Yes or No [Ref: A-CR-CCP-402/MB-001] A. Yes B. No 4. Release Arm. Which of the following illustrations represents the proper seated position for the tow hook against the release arm? [Ref: A-CR-CCP-402/MB-001] Figure 1 Figure 2 Figure 3 a. Figure 1 b. Figure 2 c. Figure 3 d. Each of these figures illustrates a correct and safe hook-up arrangement 5. ACGP personnel shall not conduct flight duties while under the influence of medication, whether prescribed, herbal, or over-the-counter (OTC),. [Ref: A-CR-CCP-242/PT-005] a. without approval of their respective RCA Ops O. b. without approval of a Civilian Aviation Medical Examiner (CAME) or CF Flight Surgeon. c. without approval of the NCA Ops O. d. within 24 hours of giving blood. 4/20

5 *6. You are towing a glider with a vehicle, your radio is on and you have received a clearance from ATC to enter the runway. The taxiway you are on is equipped with flashing red stop bars. The stop bars are still red, this means you: [Ref: ] a. go ahead and proceed as you have already been cleared by ATC; b. stop on the taxiway and advise ATC that the stop bars are red and wait for further clearance; c. proceed as cleared by ATC but and advise ATC that the stop bars are red; or d. carry out a 360 degree scan and proceed if the way is still clear. *7. You are a gliding instructor, with a valid check pilot qualification, and tasked with doing an APC on a very senior pilot. After checking weight and balance, and briefing the trip, you proceed on the flight. During the recovery from an incipient spin, the senior pilot makes no effort to prevent the airspeed from reaching 110 MPH. Following this, during the turn from downwind to base, the pilot seems distracted and allows the airspeed to bleed down to 42 MPH in the turn. What do you do? [REF: for 2017 edition: A-CR-CCP-242/PT-005 Chapter 1 Section 2 p 1-2-2, 1-5-2, and Chapter 2 Section 6 p ] a. Fail the ride and report the overspeed as an abnormal occurrence. b. Debrief the senior pilot and pass the pilot but report the overspeed. c. Fail the ride but do not report the overspeed as with instrument error, you probably didn t actually overspeed. d. Pass the senior pilot and report nothing. *8. Continuing the scenario in Question 7; The scheduled squadron arrives for their gliding day. They have 35 very excited cadets and have endured a 4 hour bus ride to get to the field. Considering that you are a one glider, one tow plane operation, can you conduct the glider flights as planned? [REF: for 2017 edition: A-CR-CCP-242/PT-005 Chapter 1 Section 2 p 1-2-2, 1-5-2, and Chapter 2 Section 6 p ] a. Yes. b. No. c. Not enough information. d. Conduct a really thorough inspection and carry on with the day s activities. *9. The tow plane is on final and you are strapped into the glider, prepping for launch when the cadet who is carrying out hook-up duties, shows you the rope. You observe that the rope looks shiny, almost glossy in fact and that there seems to be some areas where it is stiff and melted. You can go ahead with the launch and replace the rope on the next flight. True or False? [Ref: A- CR-CCP-242/PT-005] a. True. b. False. *10. You are flying the tow aircraft (equipped with a carburetor) in August at the National Capital Airshow for the Canada 150 celebrations. This marquee event demands that you take off right at 11Z in order to get the glider on stage at 1130Z. You check the METAR just prior to start: [REF: METAR CYOW Z 06003KT 6SM FEW045 OVC060 25/24 A2993 RMK CIG VRB 2-5 SLP139 Is carburetor icing possible? a. yes; b. no; c. only at a low power setting; or d. due to its design, the tow aircraft is not capable of encountering carburetor icing in the Summer. 5/20

6 11. Practice Emergencies. Select the correct statement from the following: [Ref: A-CR-CCP-242/PT-005] a. Pilots may only practice compound emergencies while participating as a candidate on a glider instructor pilot course. b. Pilots will not practice compound emergencies in flight. c. Pilots will not practice compound emergencies in flight unless at or above 400 feet AGL. d. Pilots may only practice compound emergencies at the discretion of the CFI or flight commander. 12. Tow rings that are judged as unserviceable due to wear or damage, [Ref: RCAOps (Pac) O&I, Vol 2, Regional Flying Orders] a. may be given to cadets or staff as souvenirs. b. may be used for general utility purposes at glider sites. c. shall be returned to RCAOps supply for disposal. d. may be used as training aids. 13. Maximum continuous cockpit time for familiarization flying, towing, and instruction, is but not to exceed. Cross-country flights and soaring may exceed two and a half hours [Ref: A-CR-CCP-242/PT-005] a. two hours, three hours b. normally two hours, two and a half hours. c. three hours, three and a half hours. d. normally two hours, three hours. 14. Following an abnormal occurrence, an RCAOps AME may grant a maintenance release allowing the aircraft to be returned to flight, [RCAOps (Pac) O&I, Vol 2, Regional Flying Orders] a. only after inspecting the aircraft. b. only after the aircraft has been released from flight safety quarantine. c. only if the aircraft sustained no damage. d. only after a successful test flight by a qualified maintenance pilot for the aircraft type. 15. Practice Emergencies. Air tow simulated emergencies may be initiated at a minimum altitude of feet AGL: [Ref: A-CR-CCP-242/PT-005] a. 250 b. 300 c. 350 d Flight safety occurrence investigations often contain a preventative measure (PM) requiring personnel to be briefed regarding the occurrence, how it happened, and how to safe guard against experiencing a similar situation. These occurrence reports are kept in a Flight Safety (FS) briefing binder with a certification record, and: [Ref: RCAOps (Pac) O&I, Vol 2, Regional Flying Order] a. Aircrew are required to read the report and sign the certification record before flying. b. Posted on the FS bulletin board. c. Aircrew are required to receive a face to face briefing and sign the certification record prior to participating in flying operations. d. Aircrew are required to receive a one-on-one personal briefing and sign the certification record prior to participating in flying operations. 6/20

7 17. Which of the following items are required as part of the mandatory cross country detailed pre-flight briefing: [Ref: A-CR-CCP-242/PT-005] 1 - departure, enroute and destination weather and winds; 2 - phone number of arrival airport 3 - visual signals in the event of radio failure; 4 - phone number of departing airport 5 - glider(s) positioning during the various stages of flight; 6 - emergency procedures, especially initial reactions for take-off abort and premature releases below 500 feet AGL; 7 - confirmation of names entered in passenger manifest 8 - destination arrival, release and landing procedures. a. 1,2,3,4,5 b. 1,2,3,5,8 c. 1,3,5,6,8 d. 3,5,6,7,8 18. Wing-Tip Clearances. How far from the nearest wingtip must all personnel and support equipment forward of the nose of the aircraft be located when an ACGP aircraft is taking off? [Ref: A-CR-CCP-242/PT-005] a. 25 feet b. 50 feet c. 75 feet d. 100 feet 19. Passengers be escorted to and from the aircraft and strapped in by qualified ACGP personnel. Famil flights be flown with a view to making the passenger as comfortable as possible by stalls, roller-coasters, spins or any other manoeuvres outside normal gliding that involve abrupt bank or altitude changes. [Ref: A-CR-CCP-242/PT-005] a. shall, shall, avoiding. b. may, could, shallow. c. shall, can, avoiding. d. may, shall, gentle. 20. An aircraft involved in any flight safety occurrence shall be placed in quarantine. The aircraft can only be released from quarantine by: [RCAOps (Pac) O&I, Vol 2, Regional Flying Orders,] a. the person who placed the aircraft in quarantine. b. an RCAOps AME. c. the gliding Site Commander or CCFTC Flight Commander as applicable. d. the Flight Safety Investigator In-Charge or the RCAOps O. 21. While doing a glider DI, it is determined that the panel mounted radio is unserviceable, and a handheld radio must be used in its place. As a result, which of the following statements is true? [Ref: RCA Ops (PAC) O&I, Vol 2 Regional Flying Orders,] a. the radio should be marked unserviceable and the battery removed b. the battery should be removed to reduce the risk of shorting c. the glider cannot be flown if the Micro Air Radio is unserviceable, even with a handheld radio d. for weight and balance reasons the battery must be properly installed, even if the radio is not serviceable 22. Any aircraft that, as defined in Standard 625, Appendix G, Canadian Aviation Regulations (CARs), or that has must be to retain its Certificate of Airworthiness. [Ref: A-CR-CCP-242/PT-005] a. has been subject to an abnormal occurrence, sustained damage, inspected. b. undergoes structural repair, been subject to an abnormal occurrence, flown. c. has been subject to an abnormal occurrence, undergone structural repair, flown. d. undergoes structural repair, received minor repairs, inspected 7/20

8 23. Select the most correct statement for ACGP Pilots: [Ref: RCA Ops (PAC) O&I, Vol 2 Regional Flying Orders,] a. Pre-Takeoff briefings are a recommended best practice and an aviation industry standard. b. Pre-Takeoff briefings are not required for ACGP pilots, however; it is a recommendation from Transport Canada that a Pre-Takeoff briefing should be completed during a flight test. c. Pre-Takeoff briefings are mandatory for all ACGP pilots on check rides only. Pre-Takeoff briefings can be evaluated as part of Airmanship with four key Human Performance in Air Cadet Aviation (HPACA)/Human Performance in Military Aviation (HPMA) elements being considered. i.e. Threat and Error Management/ Decision Making / Compliance with Rules, Regulations, and SOP s / Situational Awareness. d. Pre-Takeoff briefings are mandatory and a pass / fail item on training and check flights. The Pre-Takeoff Brief is normally conducted after the pre-takeoff checklist is completed, using the format: Runway and Winds, Departure Plan, Threats and Decision Gates. 24. You are installing a battery in a glider in order to power the radio and transponder for the days flying operations. Is a journey log entry that reflects the new battery installation required before flight? Yes or No. [Ref: RCAOps (Pac) O&I, Vol 2, Regional Flying Order] a. Yes b. No 25. A pilot indicated as YELLOW on the Pilot Training Record Completion Chart indicates: [Ref: RCAOps (Pac) O&I, Vol 2, Regional Flying Order] a. the pilot is not authorized to fly in any capacity. Details may be shown in the notes column of the chart. b. the pilot has some PTR documentation missing or the pilot may require specific training. The GW Ops O or SC shall refer to the notes section of the chart for details of what is required. Personnel listed as yellow may fly pending submission of the missing documentation, or to complete required training, subject to any stated limitations or conditions. SCs must exercise caution in allowing a yellow status pilot to fly as PIC. SC due diligence may require the pilot to produce a valid licence or medical certificate, their log book showing a valid currency or proficiency sticker, or other proof satisfying the reason for their yellow status. c. the pilot is authorized to fly under dual training only. Details may be shown in the notes column of the chart. d. the pilot is missing documents on their file and is authorized to fly. END OF SECTION 1 8/20

9 Section 2: All Glider Pilots. References are the ACGPM A-CR-CCP-242/PT-005, How to Glide Manual A-CR-CCP-301/PT-001, ACGP 2-33 AOI s A-CR-CCP-402/MB-001, and RCA Ops (PAC) O&I, Vol 2 Regional Flying Orders Link: 1. The SGS233A Aircraft Operating Instructions (AOI s) (A-CR-CCP-402/MB-001 ) publish a wings level stall speed (solo and dual, spoilers closed at a 1080 lbs gross weight) of? [Ref: AOI s] a. 31 mph and 33 mph b. 34 mph and 39 mph c. 34 mph and 38 mph d. 36 mph and 41 mph 2. For a glider with a max gross weight of 1040lbs, speeds between and shall be treated as a cautionary range. Manoeuvring within this range should be reduced to a minimum as velocity increases. [Ref: AOI s] a. 65, 98 b. 32, 45 c. 50, 65 d. 69, What is the published SGS2-33A VNE (never exceed) for a glider with a max gross weight of 1040lbs and 1080lbs? [Ref: AOI s] a. 65 mph, 66Mph b. 69 mph, 65Mph c. 90 mph, 98mph d. 98 mph, 100mph 4. It is good practice to add MPH for each MPH of head wind component. [Ref: AOI s] a. 1, 1 b. 2, 1 c. 1, 2 d. 1, You are planning to perform a spiral dive in the glider practice area at the Salmon Arm airport (CZAM). You perform a safety check and confirm your altimeter reads 3500 ASL. You would have approximately feet remaining to perform and recover from the spiral dive in order to recover by the published minimum altitude of feet. [Ref: A-CR-CCP-242/PT-005 and RCA Ops (PAC) O&I, Vol 2 Regional Flying Orders] a. 2000, 1500, AGL b. 2500, 2000, ASL c. 250, 1500, AGL d. 250, 1500, ASL 6. You are on a Pilot Proficiency Program (PPP) flight, in the glider practice area, at the Price George airport (CYXS). After performing G sensation training your receive some feedback from your check pilot, and now you want to perform a full spin to test your recovery skills. You perform a safety check and confirm your altimeter reads 3400 feet ASL. You would have approximately feet remaining to perform and recover from the full spin and feet remaining to join the circuit. [Ref: A-CR-CCP-242/PT-005 RCA Ops (PAC)O&I, Vol 2 Regional Flying Orders] a. 0, 1400 b. 1400, 2400 c. 1400, 134 d. 0, 100 9/20

10 7. You are on a Pilot Proficiency Program (PPP) flight, in the glider practice area, over the Abbotsford airport (CYXX). After performing G sensation training, you plan to perform an incipient spin to test your recovery skills. You perform a safety check and confirm your altimeter reads 2500 feet ASL. You would have approximately feet remaining to perform and recover from the incipient spin in order to recover by the published minimum altitude of feet. [Ref: A-CR-CCP-242/PT-005 and RCA Ops (PAC)O&I, Vol 2 Regional Flying Orders] a. 500, 1500, AGL b. 300, 2000, ASL c. 300, 2000, AGL d. 500, 2000, AGL 8. In response to an air tow rope break from the surface up to 200 feet AGL: [Ref: A-CR-CCP-242/PT-005] a. a modified circuit should be conducted b. the glider pilot should attempt to land straight ahead c. turns up to 90 degrees may be executed at altitudes above 100 feet AGL, if a straight ahead landing is not possible d. both b and c are correct 9. According to the ACGPM a forward slip shall not be continued below feet, except in an emergency. [Ref: A-CR-CCP- 242/PT-005,] a. 150 feet AGL b. 200 feet AGL c. 250 feet AGL d. 250 feet ASL 10. Combining a forward slip with use of full spoilers will result in a very rapid descent rate, at times increasing to 1,000 fpm or more. Waiting for the exact altitude before removing the control inputs for the slip will often result in descending below the intended flight path. TRUE or FALSE? [Ref: How to Glide Manual] a. True b. False 11. You are flying final approach at an indicated airspeed of 60mph with full spoiler extended. Your L/D ratio is? [Ref: AOI s] a. 6.1:1 b. 7.7:1 c. 23:1 d: 5:1 12. In normal operations the major cause of high G loads is tight spirals in thermals which would not normally exceed. [Ref: AOI s] a. 4 G s b. 1.5 G s c. 2 or 2.5 G s d. 3 or 3.5 G s 13. With the consideration of terrain avoidance as a primary concern during recoveries from unusual attitudes like those resulting from a spin or spiral dive, the maximum G loading that a pilot may use after rolling the wings to the closest horizon is? [Ref: AOI s, How to Glide Manual] a. 1.5G b G c. 2G d. 3G 10/20

11 14. With the consideration of terrain avoidance as a primary concern and the potential to over speed during recoveries from unusual attitudes like those resulting from a spin or spiral dive; select the correct statement below: [Ref: AOI s, How to Glide Manual] a. The 2-33 has terminal velocity spoiler/dive brakes; therefore, it is better to fully open spoiler/dives brakes to avoid over speeding the glider and favour a gentle 1.5g to 2 g pull out. Transport Canada has minimum altitudes for these types of maneuvers so terrain avoidance is not a concern. b. Pulling up assertively will minimize altitude loss and avoid contact with the ground. The 2-33 can sustain multiple G s pull. The induced drag resulting from the pull up will do more to prevent over-speeding than opening spoiler/dive brakes. c. The 2-33 does not have terminal velocity spoiler/dive brakes. Opening full spoiler/dive brakes has no effect on the maxim allowable rolling G a pilot can apply to the glider. It is better to open full spoiler/dive brakes to slow the gliders descent and is an acceptable recovery technique that contributes to minimum altitude loses. d. A pilot could not over stress a gliders wing by opening full spoiler/dive brakes while rolling wings level and pulling heavy G. 15. Which of the following approach speed ranges may produce such a high rate of descent - with dive brakes open that a proper flare for landing may not be possible? [Ref: AOI s] a mph b mph c mph d mph 16. Glider pilots may give the take-up slack signal, [Ref: RCAOps (Pac) O&I, Vol 2, Regional Flying Orders] a. after the tow plane pilot has requested take-off clearance. b. before the tow plane pilot has requested take-off clearance. c. only after attentively monitoring the radio and positively hearing the tow pilot receive take-off clearance. d. both a and c. 17. Select the correct statement. [ACGPM] a. Passengers may follow through on the controls from takeoff through to touchdown. b. Passengers may follow through on the controls from takeoff through to release and remain clear of the controls beginning at the downwind check to touchdown. c. Passengers shall remain clear of the controls from release to the beginning of the downwind check and may follow through on the base leg to touchdown. d. Passengers shall remain clear of the controls from takeoff to release and beginning at the downwind check to touchdown. 18. When two gliders are entering the circuit at approximately the same time, to deconflict themselves; [Ref: RCAOps (Pac) O&I, Vol 2, Regional Flying Orders] a. the trailing glider should not extend the downwind leg of their circuit. b. the leading glider must not increase their IAS above 50 mph while on downwind. c. the trailing glider should extend the downwind leg of their circuit. d. aggressive handling is required to build separation. 19. During APC flights, glider pilots must demonstrate, [Ref: RCAOps (Pac) O&I, Vol 2, Regional Flying Orders] a. transitioning to low tow. b. boxing the wake. c. a cross wind take-off and landing. d. transitioning to, and maintaining, level flight on tow. 11/20

12 20. Which pilot shall pull the release knob during a simulated launch emergency? [Ref: ACGPM] a. the instructor pilot b. the pilot under instruction or being evaluated c. either pilot may pull the release knob d. pulling the release knob is no longer required for launches below 400 AGL 21. What is the maximum number of front seat back spacers that can be used? [Ref: AOI] a. one curved back-spacer or one flat back-spacers, and one cushion. b. one curved back-spacer, two flat back-spacers, and one cushion. c. one curved back-spacer and three flat back-spacers. d. any number of spacers can be used in order to achieve the visibility over the nose (VON) angle of 8.1 degrees 22. Which of the following techniques is the correct procedure in the event of a glider release failure while on aero tow? [Ref: A-CR-CCP-242/PT-005, 2-7-4] a. climb approx. 20 feet higher than normal high tow to be clear of the rope when the tow plane releases the rope b. move to the right and level with the tow plane, and briskly bank the glider's wings back and forth to get the tow pilot's attention c. try to break the rope by opening spoiler d. both answers (a) and (b) are correct 23. When a glider climbs on tow relative to the tow aircraft: [Ref: How to Glide] a. the glider s airspeed decreases causing the rate of climb to also decrease and can result in tow plane upset b. the glider s airspeed increases causing its rate of climb to also increase. If this is not controlled correctly it can result in tow plane upset. c. the tow aircraft becomes uncontrollable d feet is required for recovery 24. What is the minimum sinking rate for the SGS 2-33A, dual and solo at a gross weight of 1080lbs and 1040lbs? [Ref: AOI s] a. 186 fpm/156 fpm and 192 fpm/156fpm b. 192 fpm/156fpm and 186 fpm/156 fpm c. 38 mph /43 mph and 38 mph/42mph d. sink rate does not change with weight 25. Which of the following sequences must be flown by a glider pilot as pilot at the controls in order to remain current? [Ref: ACGPM] a. a launch (aero, winch or auto) b. a circuit c. a landing d. all of the above answers taken together are correct 26. The T2000 Transponder encoder may take up to minutes to warm up. During this time is displayed. [Ref: Microair-T2000-Transponder-Pilots-Guide] a. 8, NO ALT b. 10, NO MOD C c. 10, NO ALT d. 8, NO MOD C 12/20

13 27. You have been asked by ATC to squawk ident. You push the ID button on the T2000 and the letter appears for seconds in the upper hand corner of the display. a. C, 20, left b. I, 10, right c. C, 20 right d. I, 20, right 28. You have turned on your T2000 and note the transponder code is set to You are now preparing for flight and have not been assigned a code by ATC. What code should you use for your glider flight? [Ref: Aeronautical Information Circular 3/17] a. the code is correct, all aircraft squawk 1200 unless otherwise assigned by air traffic services. b. use the CODE SELECT knob to set the code of 1202 as a standby code, then use the TOGGLE key button to switch the standby code of 1202 to the active code. The active code is displayed on the top line of the T2000 display. c. the correct code is a unique code for air cadet gliders in BC. It is 10 followed by the glider number. For example for glider 07 the code would be Use the CODE SELECT knob and set the code to display the correct code. d. use the CODE SELECT knob to set the code of 1202 as a standby code, then use the TOGGLE key button to switch the standby code of 1202 to the active code. Active code is displayed on the bottom line of the T2000 display. 29. Using the graph below, what is the minimum required weight of the pilot/passenger in the front seat, without ballast, when the pilot/passenger in the rear seat weighs 160 pounds? [Ref: A-CR-CCP-242/PT-005, 2-1-5] a. 0 lbs b. 60 lbs c. 90 lbs d. 200 lbs 13/20

14 30. This question is found on the answer sheet on page 21. END OF SECTION 2 Section 3: All Glider Instructors, Glider Check Pilots and Glider Standards Pilots. 1. All annual proficiency check flights, including the prescribed review flight, must be conducted with a qualified glider instructor check or standards pilot. True or False? [Ref: RCAOps (Pac) O&I, Vol 2, Regional Flying Orders] a. True b. False 2. A pilot must complete and pass both the open and closed book exams before the flying phase of an APC may commence. True or False? [Ref: A-CR-CCP-242/PT-005] a. True b. False 3. A pilot indicated as RED on the Pilot Training Record Completion Chart is authorized to fly under dual training only. True or False? [Ref: RCAOps (Pac) O&I, Vol 2, Regional Flying Orders] a. True b. False 4. Select the incorrect statement: [Ref: Definitions of Airmanship, RCAOps (Pac) O&I, Vol 2, Regional Flying Order and, ACGPM] a. Airmanship covers a broad range of desirable behaviors and abilities in an aviator and is often called judgement and consists of the ability to think and plan in the air. Airmanship can consist of all aspects of an individual s flying performance that might not be covered by established directives. Good judgement, common sense, situation awareness, planning, wind assessment, common courtesy, and lookout are examples of airmanship. Proper completion of required launch signals, ASCOT, and pre-landing checks are part of Airmanship. b. Airmanship is the consistent use of good judgment and well-developed skills to accomplish flight objectives. This consistency is founded on a cornerstone of uncompromising flight discipline and is developed through systematic skill acquisition and proficiency. A high state of situational awareness completes the airmanship picture and is obtained through knowledge of one s self, aircraft, environment, team and risk. c. There are four key Human Performance in Air Cadet Aviation (HPACA) elements that contribute to the assessment of Airmanship. These are; (1) Threat and Error Management, (2) Decision making (3) Compliance with Rules, Regulations, and SOPs and (4) Situational Awareness. d. Airmanship is considered a soft skill and can only be assessed by a check or instructor pilot s feeling of the student s ability to make decisions while flying the aircraft rather than observed behaviors or behavioral markers. 14/20

15 5. Select the most correct statement as it applies to Flight Safety (FS). [Ref: RCAOps (Pac) O&I, Vol 2 Ch2, Regional Flying Orders] The most significant element of an effective Flight Safety Program is a healthy flight safety culture. Everyone must: a. Positively contribute to the development of safe operating procedures, orders and regulations. This includes reporting FS hazards and occurrences, suggesting solutions, and cooperating with investigations without fear of blame or other adverse consequence. The leadership must consistently collect, analyze and share safety data across the organization. Identified FS hazards are eliminated or controlled; b. Engage in active risk management to mitigate the likelihood of FS hazards being realized as occurrences. All personnel shall maintain the highest level of ethical conduct by complying with safe operating procedures, orders and regulations. Airmanship and the FS culture are enhanced by fully engaging the Human Performance in Air Cadet Aviation (HPACA) Program and habitually practicing active Threat and Error Management (TEM). Personnel must be flexible and adaptable, exercise reasonable and prudent judgement, and always maintain a low level of risk tolerance; and c. Have the ability to learn from mistakes and FS occurrences. FS Occurrence reports are routinely reviewed and discussed with all personnel to identify the lessons learned. Continual professional learning and skill development must be practiced and supported on an individual level. The organization must engage in continuous improvement. Unintentional unsafe errors and acts are learning opportunities and not punished, whereas, recklessness and intentional unjustified risk taking is subject to discipline. d. All of the above. 6. Progress Cards. Select the best answer. When a progress card is completed as a part of a simulation: [Ref: RCA Ops (PAC) O&I, Vol 2 Regional Flying Orders,] a. no PLs or OFR shall be assigned b. no card is required c. the card shall be clearly labeled VOID d. none of the above is true 7. You are the instructor on a PPP flight. You have turned final too high for your position relative to the runway. The pilot flying (PF) is overshooting the ideal approach, but you believe the PF will land on the runway. As you continue to fly on final the actual aiming point in now more than half way down the runway and the PF is not making any noticeable corrections. The PF touches down and uses heavy breaking to stop the glider from rolling off the end of the runway. Choose the best statement below. [Ref: NIL] a. This is acceptable and the PF learned more by allowing them to fly to the extreme boundary of the safety limit on final. The glider landed and stopped on the runway. It is likely the PF will not make the same mistakes on the next flight. The glider is designed to be able to use strong braking to stop quickly. b. This is satisfactory as the PF is a current pilot and the glider landed and stopped within a usable landing area of the airport. The PF may fly solo after debriefing. c. You have allowed the PF to violate the learning limit of the circuit and safety limits of final approach, leading to overshooting the correct final leg and an unacceptably long landing. It is likely that minor coaching or instruction on the down wind or early base legs could have kept the PF within the learning limits. In any case, you as an instructor have allowed the PF to fly outside the acceptable, safety limit expected of an ACGP instructor pilot. d. The PF is current therefore the instructor is not responsible for overshooting the landing area. 15/20

16 8. Annual Proficiency Check Validity. A tow or glider pilot finished his/her APC on March 31, Assuming that the pilot has not previously completed an APC, which of the following is correct: [Ref: A-CR-CCP-242/PT-005] a. their APC anniversary date is April 1 (following the same guidelines as aviation medicals) b. they must complete their APC on or between March 1 and April 29, 2017 to maintain their APC anniversary date of March 31 for following year c. their APC is valid for 13 months from the date of completion of all required APC items. d. none of the above is correct 9. Proficiency Levels. Select the answer that accurately completes the statement about the proficiency level: [Ref: A-CR-CCP- 242/PT-005] PL2: The student completed the task but required to avoid making major errors. Further is required. a. verbal and or minor physical assistance/instruction b. verbal/instruction c. verbal and or minor physical assistance/practice d. physical/instruction 10. Proficiency Levels. Select the answer that accurately completes the statement about the proficiency level: [Ref: A-CR-CCP-242/PT-005] PL3: The student completed the tasking making only. Trainee required cues to analyze and/or correct errors. a. minor errors/verbal b. major errors/minimal verbal c. minor errors/minimal verbal d. major errors/verbal 11. Proficiency Levels. Select the answer that accurately completes the statement about the proficiency level: [Ref: A-CR-CCP-242/PT-005] PL4: The student completed the task, making only. The trainee was able to self-analyze and correct errors. a. without assistance/minor errors b. with assistance/minor errors c. without assistance/major errors d. with assistance/major errors 12. Major and Minor Errors. What is the difference between a major and a minor error? [Ref: A-CR-CCP-242/PT-005] a. a major error detracts from the ideal, but doesn t jeopardize the successful completion of the task, and a minor error significantly detracts from the ideal or jeopardizes the safety of the task b. a major error significantly detracts from the ideal and/or jeopardizes the safety or successful completion of the task, while a minor error detracts from the ideal but does not jeopardize the successful completion of the task c. a major error significantly detracts from the idea, but doesn t jeopardize the successful completion of the task, and a minor error significantly detracts from the ideal or jeopardizes the safety of the task d. a major error detracts from the ideal and/or jeopardizes the safety or successful completion of the task, while a minor error detracts from the ideal and jeopardizes the successful completion of the task END OF SECTION 3 16/20

17 TC SELF PACED STUDY PROGRAM Section 4 TC Flight Crew Recency Requirements Self-Paced Study Program (All Pilots). All pilots shall complete the Transport Canada 2016 Flight Crew Recency Requirements Self-Paced Study Program Instructions 1. To access online go to: 2. Print and complete the Self-Paced Study Program 3. Bring your completed Self-Paced Study Program document to your annual proficiency training. 4. Retain your completed Self-Paced Study Program document with your Aviation Document Booklet END OF SECTION 4 17/20

18 LAUNCH CONTROL OFFICER Section 5: All LCO Qualified Personnel. (This section is duplicated in the APC Tow Open Book exam booklet) References are the ACGPM2017 and O&I Volume 2. NOTE: IF YOU HAVE COMPLETED SECTION 5 IN THE TOW PILOT OPEN BOOK EXAM YOU ARE NOT REQUIRED TO COMPLETE THIS SECTION AGAIN. 1. Weather Limitations. As a supervisor, which of the following factors should be among those that form a part of your decision to continue (or discontinue) flying operations in changing wind conditions? [Ref: A-CR-CCP-242/PT-005] a. the number of remaining famil flights that must be completed that day b. the forecast for the following day c. existing crosswind limitations, wind speed and direction, gustiness, local terrain and turbulence d. the availability of alternate landing areas 2. Launch Control Officer. Specific duties of the LCO at a glider familiarization site include: [Ref: A-CR-CCP-242/PT-005,] a. coordinate glider and tow plane launches to de-conflict airspace and landing area traffic, monitor weather and adapt or suspend operations as required and remain at the normal LCO place of duty. b. supervising visiting cadets, coordinating air operations, monitoring weather. c. control of ground movements, coordinating launches and recoveries, monitoring weather, and keeping all personnel up to date regarding the operational flying schedule. d. coordinating and controlling launches, recoveries and ground movements, monitoring weather, identifying and mitigating flight safety hazards, engaging visiting squadron personnel, and socializing with other aircrew. 3. Emergency Response. In the event of an accident, the priority for immediate actions is: [Ref: RCA Ops (PAC) O&I, Vol 2 Regional Flying Orders,] a. preservation of life, minimization of injuries, preservation of evidence, prevention of further damage to aircraft/equipment, protection of property, initial notifications. b. preservation of life, preservation of evidence, minimization of injuries, protection of property, prevention of further damage to aircraft/equipment, initial notifications. c. preservation of life, minimization of injuries, initial notifications, preservation of evidence, prevention of further damage to aircraft/equipment, protection of property. d. preservation of life, minimization of injuries, prevention of further damage to aircraft/equipment, protection of property, preservation of evidence, initial notifications. 4. Hazardous Weather. In no case shall ACGP air operations commence or continue if weather hazardous to gliding operations is within 5 nautical miles. What other factors must the LCO and/or SC consider when making the decision to continue or shut down air operations when hazardous weather is in the area? [Ref:A-CR-CCP-242/PT-005,] a. storm size, track, speed, number of remaining flights, experience level of the pilots. b. pilot qualifications, presence of lighting, wind gustiness, precipitation. c. storm size, storm track, storm speed, size of operation and number of personnel available. d storm size and intensity, presence of lighting and/or hail, experience level of the pilots. 5. Tow Hook-Up. During familiarization flying, the LCO may authorize visiting cadets to perform tow hook-up duties without supervision in the following circumstances: [Ref:RCA Ops (PAC) O&I, Vol 2 Regional Flying Orders] a. there is a severe staffing shortage b. an individual cadet has received a complete briefing on the hook-up procedure and demonstrated competency in performing a minimum of 5 hook-ups under direct supervision of an glider instructor. c. both a and b taken together. d. none of the above 18/20

19 6. Glider Circuit Monitoring. As viewed from the ground by the LCO, during a normal glider circuit flown in calm winds the glider will: (Select the best answer) a. appear to be at the steepest angle and greatest distance from the launch site when at the IP. b. appear to have an increasingly shallower angle and be closest to the launch site at the abeam point on downwind. c. appear to be at the shallowest angle and greatest distance from the launch site when turning base. d. appear to be at the greatest distance from the launch site when turning final. 7. Glider Circuit Monitoring. When working as the LCO, you notice a glider appearing to be thermalling at a noticeably lower than normal altitude for its position in the practice area. What is your best option? a. radio the glider to confirm their altitude, position and intentions. b. monitor the situation and radio the glider if it becomes critically low. c. monitor the glider but do not attempt radio contact to avoid distracting the pilot. d. ensure the landing area is clear and hold any pending launches to avoid a traffic conflict should the glider require a downwind landing. 8. Glider Monitoring. In strong wind conditions the LCO should be particularly vigilant when a glider is observed in the practice area: a. flying well upwind of the IP. b. flying well downwind of the IP c. operating below the best LD speed. d. making skidding turns due to the illusions of drift. 9. Under the direction of the CCFTC Flight Commander/Gliding Site Commander, the LCO shall: [Ref: A-CR-CCP-242/PT-005] (1) Coordinate glider and tow plane launches to airspace and landing area traffic; (2) Monitor and provide guidance and/or assistance as required; and (3). Monitor and adapt or suspend operations as required. a. conflict, visiting cadets, weather briefings b. de-conflict, aircraft in flight, weather, c. de-conflict, visiting cadets and staff, winds d. de-conflict, aircraft in flight, winds END OF SECTION 5 Section 6 is found in the Tow Pilot APC Open Book exam booklet and is not included in this exam. 19/20

20 Annual Proficiency Open Book Exam 2017 Answer Sheet Section /25 Section /12 Section Section 4: This is required to participate in ACGP flying. COMPLETE? YES / NO 30. Use the f.u.n.k.e AVIONICS GmbH - FSG 2T radio manual to fill in the following information regarding the operator controls. Each blank line represents a potential ½ mark for a total of 10 marks. Section 5: LCO Qualified Personnel /9 /10 TOTAL MARKS /39 GLIDER PILOT (BASIC/FAM) = /64 Add sections 1 and 2. Physically check section 4 is complete. GLIDER FAM and LCO QUALIFIED = /73 Add sections 1 2, and.5 Physically check section 4 is complete. GLIDER INSTRUCTORS = /85 Add sections 1,2, 3, 5 and 7 and Physically check section 4 is complete. Name: Rank: Unit/Wing: TOTAL MARK: % print name of pilot (your name here) Exam corrected to 100% in face to face debrief with the following check pilot or standards pilot: Name: Rank: Signature: Date: print name of standards or check pilot signature of standards or check pilot / / /21 20/20