JAA PPL currency?
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I agree with you, VFE, but it does seem that an element also exists within the UK that automatically tars people who have been to the USA to learn how to fly with the 'crap' brush. I have heard it so many times that it has gone well past the isolated case.
One of the Floridian habits a pilot just back from a quickie-PPL course exhibited was a little surprising... In a steady climb, to clear the area behind the aircraft's nose, instead of turning slightly, then regaining the original climb heading, he simply pushed forward on the control column. Apparently that's what he was taught.
Does anyone else perform such an odd manoeuvre in the climb?
Speeds were all wrong as well - about 10 kts fast on the approach and using the correct approach speed as a 'threshold speed' - hence a float in an untrimmed state.
Does anyone else perform such an odd manoeuvre in the climb?
Speeds were all wrong as well - about 10 kts fast on the approach and using the correct approach speed as a 'threshold speed' - hence a float in an untrimmed state.
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Yes, Beagle, that's what I was taught during the FAA PPL.
In the climb, every 1000', lower the nose to the level flight attitude, carry out a scan from L to R then regain the climb attitude. Accept the speed gain with no trimming as it is a temporary change in attitude.
As I was taught by a former UK CAA FI (pre JAA days) I was shown both clearing manouevres and as a student found the FAA way easier and more comfortable.
I have now adapted my flying to the JAA way and carry out the left and right clearing manouevres but I think I still prefer the FAA way.
It is far better than the method I regularly see employed and that is a constant climb attitude with NO clearing manouevres whatsoever - usually far too affixed to the GPS !!
I'd be interested to hear anyone's views on the pros and cons of both.....no, let's widen the argument, FAA, JAA and NONE - there must be someone out there who advocates no requirement for clearing in the climb. I would kick off but the surface of the black lagoon is stirring and she needs a lift to work.
In the climb, every 1000', lower the nose to the level flight attitude, carry out a scan from L to R then regain the climb attitude. Accept the speed gain with no trimming as it is a temporary change in attitude.
As I was taught by a former UK CAA FI (pre JAA days) I was shown both clearing manouevres and as a student found the FAA way easier and more comfortable.
I have now adapted my flying to the JAA way and carry out the left and right clearing manouevres but I think I still prefer the FAA way.
It is far better than the method I regularly see employed and that is a constant climb attitude with NO clearing manouevres whatsoever - usually far too affixed to the GPS !!
I'd be interested to hear anyone's views on the pros and cons of both.....no, let's widen the argument, FAA, JAA and NONE - there must be someone out there who advocates no requirement for clearing in the climb. I would kick off but the surface of the black lagoon is stirring and she needs a lift to work.
Well, I feel that disturbing the aircraft from its trimmed state, reducing the climb rate and increasing speed whilst holding an out-of-trim condition are very poor techniques to teach a student. Also, the attitude change may not be sufficient for the pilot to see someone climbing at a faster rate from below. Whereas turning towards an area which is positively clear, then returning to the desired climb heading, allows a full clearance of the area ahead to be conducted.
But better anything than nothing, I suppose!
But better anything than nothing, I suppose!
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to clear the area behind the aircraft's nose, instead of turning slightly, then regaining the original climb heading, he simply pushed forward on the control column.
Last edited by foxmoth; 19th May 2007 at 10:51.
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I have done both FAA and JAA PPLs and personally I think the FAA Skills Test was more demanding than the JAA.
The JAA pilots who go back to the UK sub-standard are being encouraged by the CAAs lack of control over examination standards (particuarly at CPL level).
The CAA only has itself to blame.
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Hi.
I got my JAA-PPL back in July 2005 issued by the CAA with 45 hours. then i logged a further 22 hours in the UK and France. then i stopped flying in Europe. Late 2006 i began flying again in Australia and have logged about 180 hours with P1 and PUT time. now, would my hours done in Australia be counted for the 12 hours in a year, 5 TO and LDG requirements?
regards
nelson
I got my JAA-PPL back in July 2005 issued by the CAA with 45 hours. then i logged a further 22 hours in the UK and France. then i stopped flying in Europe. Late 2006 i began flying again in Australia and have logged about 180 hours with P1 and PUT time. now, would my hours done in Australia be counted for the 12 hours in a year, 5 TO and LDG requirements?
regards
nelson
Assuming it's SEP Class flying and you've got a SEP Class Rating, then yes.
But you will also need to have flown a 1 hr training flight with a FI(A) or CRI(A) authorised under JAR-FCL and to have had your licence signed by a FE authorised under JAR-FCL before July 2007 in order for your SEP Class Rating to be revalidated.
But you will also need to have flown a 1 hr training flight with a FI(A) or CRI(A) authorised under JAR-FCL and to have had your licence signed by a FE authorised under JAR-FCL before July 2007 in order for your SEP Class Rating to be revalidated.
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Currency
OK all you very clever people, here's one for you that even has the instructors at my flying school scratching their heads!
I qualified in UK with a UK CAA PPL (A) back in the 90s. I let my licence lapse in 2004 but last year requalified with training and skills test.
So What licence do I hold? PPL (A)? JAA PPL? EASA PPL? and what are my currency requirements? In the old days it was 12 hours in 24 months and no instructor hour, so what is it for me now??
I do hope this genuine enquiry doesn't unleash the barrage of vitriol that I saw on here after a poor chap asked about his training in Florida, I have trawled the CAA website but there is no clear answer!
I qualified in UK with a UK CAA PPL (A) back in the 90s. I let my licence lapse in 2004 but last year requalified with training and skills test.
So What licence do I hold? PPL (A)? JAA PPL? EASA PPL? and what are my currency requirements? In the old days it was 12 hours in 24 months and no instructor hour, so what is it for me now??
I do hope this genuine enquiry doesn't unleash the barrage of vitriol that I saw on here after a poor chap asked about his training in Florida, I have trawled the CAA website but there is no clear answer!
I qualified in UK with a UK CAA PPL (A) back in the 90s.
So What licence do I hold? PPL (A)? JAA PPL? EASA PPL?
but last year requalified with training and skills test
Was it processed by the CAA or the Examiner? If it came from the CAA it could be a new format National licence, which no longer has privileges on an EASA aircraft (except LAPL), or it could be a new EASA licence, but that would have involved you applying for a licence conversion, which you would be aware of. Again, look at the front page.
that even has the instructors at my flying school scratching their heads!
With all the changes we have seen since you obtained your licence, there is a great deal of confusion, numerous incorrect entries in licences, many of which came from the CAA, and a great deal of bad or incorrect advice floating about.
and what are my currency requirements?
As of 1 Jan 2000 all National licences were maintained in accordance with JAR-FCL, this continued beyond JAR into EASA and can be sumarised as follows:
(b) Revalidation of single-pilot single-engine class ratings.
(1) Single-engine piston aeroplane class ratings and TMG ratings. For revalidation
of single-pilot single-engine piston aeroplane class ratings or TMG class
ratings the applicant shall:
(i) within the 3 months preceding the expiry date of the rating, pass a
proficiency check in the relevant class in accordance with Appendix 9 to
this Part with an examiner; or
(ii) within the 12 months preceding the expiry date of the rating, complete
12 hours of flight time in the relevant class, including:
– 6 hours as PIC;
– 12 take-offs and 12 landings; and
– refresher training of at least 1 hour with a flight instructor (FI) or a class
rating instructor (CRI). Applicants shall be exempted from this flight if
they have passed a class or type rating proficiency check or skill test
in any other class or type of aeroplane.*
(1) Single-engine piston aeroplane class ratings and TMG ratings. For revalidation
of single-pilot single-engine piston aeroplane class ratings or TMG class
ratings the applicant shall:
(i) within the 3 months preceding the expiry date of the rating, pass a
proficiency check in the relevant class in accordance with Appendix 9 to
this Part with an examiner; or
(ii) within the 12 months preceding the expiry date of the rating, complete
12 hours of flight time in the relevant class, including:
– 6 hours as PIC;
– 12 take-offs and 12 landings; and
– refresher training of at least 1 hour with a flight instructor (FI) or a class
rating instructor (CRI). Applicants shall be exempted from this flight if
they have passed a class or type rating proficiency check or skill test
in any other class or type of aeroplane.*
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US Training
Most guys who pitch up at the FTO where I work require at least 5 hours instructional flying before even being considered ready to be signed off solo..... most require more before they themselves feel comfortable flying over here.
It is a simple fact: JAA PPL training in the USA does not prepare a pilot adequately enough to fly in the UK.
VFE.
It is a simple fact: JAA PPL training in the USA does not prepare a pilot adequately enough to fly in the UK.
VFE.