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JAA PPL currency?

Old 18th May 2007, 16:40
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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.
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Old 19th May 2007, 06:56
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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.
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Old 19th May 2007, 07:39
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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.
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Old 19th May 2007, 08:22
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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!
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Old 19th May 2007, 10:19
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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.
Something I see frequently, especially as I do a lot of advanced PPL work. I normally show them turns and debrief as to why I think these are better, at the end of the day though this method is safe and if people choose to keep their own technique I do not fight it (most change to turns), as said, at least they are doing something. As far as comfort goes I find gentle turns much more comfortable than nose down/nose up.

Last edited by foxmoth; 19th May 2007 at 10:51.
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Old 22nd May 2007, 23:32
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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.
As a British instructor based in the US providing JAA and FAA training - I state without any hesitation that the standard of FAA pilots is lower than JAA pilots, and that the FAA average pilot may know more but won't fly as well as a JAA PPL.
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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Old 23rd May 2007, 00:31
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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
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Old 23rd May 2007, 05:21
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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.
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Old 18th Apr 2016, 07:27
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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!
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Old 19th Apr 2016, 07:22
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I qualified in UK with a UK CAA PPL (A) back in the 90s.
I think you have answered your own question, you qualified with a UK PPL so its a National (lifetime)UK PPL(A). JAA licences for aeroplanes were not issued until after July 1999, surely you would know if you ever converted it!

So What licence do I hold? PPL (A)? JAA PPL? EASA PPL?
Unless you converted it, you still hold the original licence! Read the front page, it tells you!

but last year requalified with training and skills test
So what paperwork do you have? The old licence, resigned or a new one? If you are still using the original 1990s licence, it will not be valid as it will not have English Laguage Proficiency on it!

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!
Sounds like they need some refresher training!

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 these have not changed in the past 16 years, I would have thought your instructors should have known!

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.*
and 90 day recency for the carriage of passengers.
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Old 24th Apr 2016, 04:59
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US Training

Originally Posted by VFE
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.
Agreed. But I could have passed my test within 3 weeks. I was a natural, pilot when it came to the flying excersises, but the groundschool was a completely different ballgame. We all used the confuser to study. Hindsight should have taught me to do the exams before flying in US. The workload otherwise is extreme. I actually took my test at Southend straight fm Florida and my God was that an eye opener.!! Totally different in all respects. Especially the controlled airspace. If you do fly in the states and come back with your licence, then please, for your sake and others, go up with an instructor to check your flying area and burn your chart into your brain. Yes its more cost, but you will be a better pilot for it...and probably stay alive...I am having to revalidate after 10 yrs absence. More lessons and tests. But I am older now and aware of my lack of flying and will study harder before taking any test...just a note, I am going to Redhill flying club...A fantastic welcome there last week by Laurence the examiner...really put me at ease and friendly to boot...recommended.
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