Differences training on a single seater
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Thread Starter
Differences training on a single seater
So here is my rather interesting problem.
I am an EASA CRI, in the UK with (aside from other hours and flying) about 700 hours and currency on microlights. As such I have no trouble flying, instructing and signing off differences on microlights.
We may be setting up a syndicate on a single seat taildragger microlight. The odds are most pilots will be experienced and current, but not have a sign off on microlights. Tailwheel differences is not mandatory for microlights, but microlight differences is.
Question is - what is the best way to handle it? My preference would be to get hold of something like a Thruster TST - but they are increasingly hard to get my hands on and are still somewhat larger and heavier than the single seater will be. Legally I don't need to fly with them so my feeling is that the pragmatic approach may be to do a thorough ground briefing and some ground running, sign them off for difference training, then to have them (obviously PiC) fly a series of briefed, mentored and debriefed airborne exercises until we're both content. Sub-optimal, but legal and workable with sufficiently high quality pilots, which they should be.
Thoughts anybody on that? All reminds me a bit of how young men were checked out on Spitfires in tbe early 40s!
G
I am an EASA CRI, in the UK with (aside from other hours and flying) about 700 hours and currency on microlights. As such I have no trouble flying, instructing and signing off differences on microlights.
We may be setting up a syndicate on a single seat taildragger microlight. The odds are most pilots will be experienced and current, but not have a sign off on microlights. Tailwheel differences is not mandatory for microlights, but microlight differences is.
Question is - what is the best way to handle it? My preference would be to get hold of something like a Thruster TST - but they are increasingly hard to get my hands on and are still somewhat larger and heavier than the single seater will be. Legally I don't need to fly with them so my feeling is that the pragmatic approach may be to do a thorough ground briefing and some ground running, sign them off for difference training, then to have them (obviously PiC) fly a series of briefed, mentored and debriefed airborne exercises until we're both content. Sub-optimal, but legal and workable with sufficiently high quality pilots, which they should be.
Thoughts anybody on that? All reminds me a bit of how young men were checked out on Spitfires in tbe early 40s!
G
Young men 'checked out on Spitfires' would previously have flown Tiger Moths (or Stearmans etc. in the USA) as well as probably the Miles Master or Harvard. Plus there was a war on.
I recommend that your syndicate must all be competent to fly tailwheel aircraft (see CAP804 for tailwheel differences training guidance) before you attempt to sign them off to fly the single seater.
Even if something isn't legally required, you must still exercise a reasonable duty of care. Plus the rest of the syndicate won't be best pleased if someone groundloops and destroys the aircraft because he/she hasn't had any dual time in a tailwheel aircraft.
I recommend that your syndicate must all be competent to fly tailwheel aircraft (see CAP804 for tailwheel differences training guidance) before you attempt to sign them off to fly the single seater.
Even if something isn't legally required, you must still exercise a reasonable duty of care. Plus the rest of the syndicate won't be best pleased if someone groundloops and destroys the aircraft because he/she hasn't had any dual time in a tailwheel aircraft.
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Thread Starter
The initial members all have 3-4 figure hours in taildraggers under 700kg, so that at least should be no concern. But you are absolutely right BEagle. I don't think that I woukd wish to be taking this approach with anybody without a flying background that looks something like that.
G
G
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GtE,
Microlight differences not mandatory! (unless you also want control systems differences at the same time)
So light aircraft C42 to microlight C42, or light aircraft Eurostar to microlight Eurostar, no differences training required. Makes sense, really!
But any light aircraft to weight shift micro - you need differences training.
(If there was such a ting as a weight shift light aircraft, you would also need differences traning to fly a three-axis microlight!)
Ref:
The Air Navigation Order 2016
You are here:
2016 No. 765PART 6CHAPTER 2Article 155
Maintenance of privileges of aircraft ratings specified in Chapter 1 of Part 2 of Schedule 8 in United Kingdom aeroplane and helicopter licences
155.—(1) This article applies to United Kingdom aeroplane and helicopter licences.
(2) The holder of a licence to which this article applies is not entitled to exercise the privileges of an aircraft rating specified in Chapter 1 of Part 2 of Schedule 8 which is included in the licence on a flight unless—
(a)the licence has a certificate of revalidation for the rating;
(b)the certificate is appropriate, issued and valid in accordance with Chapter 1 of Part 3 of Schedule 8;
(c)the holder—
(i)has undertaken the differences training specified in paragraph FCL 710 of Part-FCL; or
(ii)is the holder of a licence with single-engine piston aeroplane privileges who wishes to exercise such privileges on a microlight aeroplane and has undergone differences training in accordance with Chapter 2 of Part 2 of Schedule 8, appropriate for a microlight aeroplane class rating; and
(d)detailed information about that differences training is entered in the holder’s personal flying log.
This then refers to:
The Air Navigation Order 2016
You are here:
2016 No. 765SCHEDULE 8PART 2CHAPTER 2
CHAPTER 2
Aircraft and instructor ratings and certificates which may be included in United Kingdom aeroplane pilot licences and in National Private Pilot’s Licences (Aeroplanes)
Night rating (aeroplanes)
A night rating (aeroplanes) entitles the holder of a United Kingdom Private Pilot’s Licence (Aeroplanes) or a National Private Pilot’s Licence (Aeroplanes) to act as pilot in command of an aeroplane at night.
Microlight class rating
(1) Subject to paragraphs (2) to (6) and to the conditions of the licence in which it is included, a microlight class rating entitles the holder to act as pilot in command of any microlight aeroplane.
(2) If the current certificate of revalidation for the rating is endorsed “single seat only” the holder is only entitled to act as pilot in command of any single seat microlight aeroplane.
(3) If the aeroplane has—
(a)three axis controls and the holder’s previous training and experience has only been in an aeroplane with flexwing or weightshift controls;
(b)flexwing or weightshift controls and the holder’s previous training and experience has only been in an aeroplane with three axis controls; or
(c)more than one engine,
before exercising the privileges of the rating the holder must complete appropriate differences training.
(4) The differences training mentioned in paragraph (3) must be given by a flight instructor entitled to instruct on the aeroplane on which the training is being given, recorded in the holder’s personal flying logbook and endorsed and signed by the instructor conducting the training.
Microlight differences not mandatory! (unless you also want control systems differences at the same time)
So light aircraft C42 to microlight C42, or light aircraft Eurostar to microlight Eurostar, no differences training required. Makes sense, really!
But any light aircraft to weight shift micro - you need differences training.
(If there was such a ting as a weight shift light aircraft, you would also need differences traning to fly a three-axis microlight!)
Ref:
The Air Navigation Order 2016
You are here:
2016 No. 765PART 6CHAPTER 2Article 155
Maintenance of privileges of aircraft ratings specified in Chapter 1 of Part 2 of Schedule 8 in United Kingdom aeroplane and helicopter licences
155.—(1) This article applies to United Kingdom aeroplane and helicopter licences.
(2) The holder of a licence to which this article applies is not entitled to exercise the privileges of an aircraft rating specified in Chapter 1 of Part 2 of Schedule 8 which is included in the licence on a flight unless—
(a)the licence has a certificate of revalidation for the rating;
(b)the certificate is appropriate, issued and valid in accordance with Chapter 1 of Part 3 of Schedule 8;
(c)the holder—
(i)has undertaken the differences training specified in paragraph FCL 710 of Part-FCL; or
(ii)is the holder of a licence with single-engine piston aeroplane privileges who wishes to exercise such privileges on a microlight aeroplane and has undergone differences training in accordance with Chapter 2 of Part 2 of Schedule 8, appropriate for a microlight aeroplane class rating; and
(d)detailed information about that differences training is entered in the holder’s personal flying log.
This then refers to:
The Air Navigation Order 2016
You are here:
2016 No. 765SCHEDULE 8PART 2CHAPTER 2
CHAPTER 2
Aircraft and instructor ratings and certificates which may be included in United Kingdom aeroplane pilot licences and in National Private Pilot’s Licences (Aeroplanes)
Night rating (aeroplanes)
A night rating (aeroplanes) entitles the holder of a United Kingdom Private Pilot’s Licence (Aeroplanes) or a National Private Pilot’s Licence (Aeroplanes) to act as pilot in command of an aeroplane at night.
Microlight class rating
(1) Subject to paragraphs (2) to (6) and to the conditions of the licence in which it is included, a microlight class rating entitles the holder to act as pilot in command of any microlight aeroplane.
(2) If the current certificate of revalidation for the rating is endorsed “single seat only” the holder is only entitled to act as pilot in command of any single seat microlight aeroplane.
(3) If the aeroplane has—
(a)three axis controls and the holder’s previous training and experience has only been in an aeroplane with flexwing or weightshift controls;
(b)flexwing or weightshift controls and the holder’s previous training and experience has only been in an aeroplane with three axis controls; or
(c)more than one engine,
before exercising the privileges of the rating the holder must complete appropriate differences training.
(4) The differences training mentioned in paragraph (3) must be given by a flight instructor entitled to instruct on the aeroplane on which the training is being given, recorded in the holder’s personal flying logbook and endorsed and signed by the instructor conducting the training.
