Good points here above, I agree...
- Yes, if the airport where you're flying has ONLY a NDB for non-precision approach than, yes, you might have to do it. If your airplane is IFR GPS equipped and current than the examiner would rather like to see you doing a GPS approach.
- We are talking here about the initial IR, not about the ATP. When you take your ATP you have at least 1,500 TT so you're expected to fly better than a guy with minimum of 70 TT.
- Yes, the examiner might expect you to do turning stalls for CPL instead of level stalls. Few examiners ask that, at least at my knowledge.
- I heard that the JAA will remove the IMC section from the CPL flight test, starting in 2006.
- Regarding the approach briefs I only want to point out that I had few students who used the WRONG approach plate only because they did not brief it. I think that briefing the approach doesn't have anything to do with single pilot. It will help you verify and remember important numbers. The FAA IR is supposed to be a Single Pilot IR also, so there must be a reason why the FAA teaches approach briefs ...
I'm not trying to prove that JAA is better than FAA or vice-versa. Just point out differences...
I still think that the JAA student pilots are weaker on aircraft systems of their specific aicraft than FAA students. I agree, they know more about EFIS and jet aircrafts ... I met some guys who just passed the JAA CPL and who had no clue on how to handle a prop overspeed on their PA28RT.
Again, guys. I'm just trying to show that the FAA IR is as good as the JAA IR. I'm tired of seeing threads on how weak the FAA IR is and how much better a UK IMC is ...
