UK CAA bites the bullet on pilots pure flying skills
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UK CAA bites the bullet on pilots pure flying skills
CASA take note. How about a similar notice to Australian operators?
http://publicapps.caa.co.uk/docs/33/...ice2019005.pdf
http://publicapps.caa.co.uk/docs/33/...ice2019005.pdf
CASA take note. How about a similar notice to Australian operators?
http://publicapps.caa.co.uk/docs/33/...ice2019005.pdf
http://publicapps.caa.co.uk/docs/33/...ice2019005.pdf
Qantas has implemented a comprehensive UPRT program within its recurrent training syllabus
No matter what I’ve flown or fly I’ve always kept my GA hand in. People disagree with me that a renewal in a piston twin has relevance to driving a jet... I beg to differ! Even a renewal once in a performance single kept me on hands and feet. I don’t think you can discount the relevance of real flying, EVER!
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No matter what I’ve flown or fly I’ve always kept my GA hand in. People disagree with me that a renewal in a piston twin has relevance to driving a jet... I beg to differ! Even a renewal once in a performance single kept me on hands and feet. I don’t think you can discount the relevance of real flying, EVER!
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Ummm, I’d rather be in a 737 engine out after takeoff in ISA+30 max weight, than a Seneca, Partenavia or something similar...care to enlighten how a 737 would be harder to handle?
Because a part 23 aeroplane relieves you of much choice...you just have to keep it straight to the crash. That said, there are probably more 737 rated pilots in the world than any other transport type-it can’t be that hard. Even I can fly it well some days.
de minimus non curat lex
1
In a previous life, as a flying instructor at BAe flying college last century,
I carried out C of A renewal flight tests.
The twin flight consisted of Seneca 3s. Part of the flight included an one engine inoperative (closed down) 5 minutes climb at blue line speed on the good engine. 40" MAP 2600rpm?
Needless to say you chose your days carefully. Gaining 1000ft in the 5 minutes was normal.
The thought of getting airborne on a dirty blowy night and suffering an ENG FAIL shortly after take-off even below MTOM, would require a great deal of skill to survive.
Just how many ac under 5.7MT experiencing this actually survive. Answer: not many.
Invariably the handling pilot gets caught out big time.
Give me the 737NG any time in comparison. Just practising it in the simulator gives you the necessary confidence, and distinctly easier to handle.
I carried out C of A renewal flight tests.
The twin flight consisted of Seneca 3s. Part of the flight included an one engine inoperative (closed down) 5 minutes climb at blue line speed on the good engine. 40" MAP 2600rpm?
Needless to say you chose your days carefully. Gaining 1000ft in the 5 minutes was normal.
The thought of getting airborne on a dirty blowy night and suffering an ENG FAIL shortly after take-off even below MTOM, would require a great deal of skill to survive.
Just how many ac under 5.7MT experiencing this actually survive. Answer: not many.
Invariably the handling pilot gets caught out big time.
Give me the 737NG any time in comparison. Just practising it in the simulator gives you the necessary confidence, and distinctly easier to handle.
UK CAA bites the bullet on pilots pure flying skills
de minimus non curat lex
For those BA & Cathay cadets who trained at Prestwick in the 1980/90s, they will recall their flying in the AS202 BRAVO, and the requirement under the UK CAA CAP509 bespoke BAe syllabus that PT5 included UPRT & the ability to fly the five aerobatic manoeuvres.
Once BA stopped their full sponsorship scheme, BAe revised the syllabus to simply comply with CAP509 for licence issue.
The famous quote from the then MD " there is no point making Rolls Royces when the airline industry simply want a Ford Escort".
2 hours of stall and spin awareness was the norm. At least the modular customer had 1 additional hour in the BRAVO, and were exposed the spinning & recovery techniques.
The Brownair Bandit crash ~ loss of control departing Leeds with A/H failure, was the catalyst for a CAA to rethink matters. Perhaps something better than a Ford Escort is needed after all?
No doubt the statisticians can work out the correlation between " the makes of cars" and the accidents related to this topic.
Once BA stopped their full sponsorship scheme, BAe revised the syllabus to simply comply with CAP509 for licence issue.
The famous quote from the then MD " there is no point making Rolls Royces when the airline industry simply want a Ford Escort".
2 hours of stall and spin awareness was the norm. At least the modular customer had 1 additional hour in the BRAVO, and were exposed the spinning & recovery techniques.
The Brownair Bandit crash ~ loss of control departing Leeds with A/H failure, was the catalyst for a CAA to rethink matters. Perhaps something better than a Ford Escort is needed after all?
No doubt the statisticians can work out the correlation between " the makes of cars" and the accidents related to this topic.
The first of those dot points in 2.3. was how one flew a Metro from take-off to landing day in, day out. I do like this comment
. Very true.
So the antivaxers of the aviation world suddenly realise that to fly an aeroplane, you need to be an actual pilot?!
I suspect I would close both throttles and land straight ahead if in an Apache, heavy Seneca or heavy Partenavia.
As each iteration of airliner design takes to the skies, the capability of the automation systems increases thus negating the need for old school flying skills. It won’t be long before all the pilot has to do is taxi out to the holding point. Look to the modern UAVs for an insight into the future of airliners.
It won’t be long before the crew will only need to know how to steer the aircraft on the ground and handle the half dozen or so emergencies which require human intervention because the data comms may not be linked or compatible.
At the beginning of my career, I knew at the end of every flight that the safe, smooth and efficient outcome was solely due to the skills, training, diligence and knowledge of the crew.
In the last 5-10 years of my career, I had lost this feeling.There was no challenge, automation did everything better than I ever could. Navigation anywhere across the globe became doddle. Information was fresh and instantly available at any phase of flight. etc etc. My only challenge for the day was Coping with Fatigue and staying awake.
Extrapolate that line of technological “progress” a bit further and eventually the two humans at the front become almost redundant. Repurposed call centres in Mumbai will be controlling everything from take off to landing. 🙁
It won’t be long before the crew will only need to know how to steer the aircraft on the ground and handle the half dozen or so emergencies which require human intervention because the data comms may not be linked or compatible.
At the beginning of my career, I knew at the end of every flight that the safe, smooth and efficient outcome was solely due to the skills, training, diligence and knowledge of the crew.
In the last 5-10 years of my career, I had lost this feeling.There was no challenge, automation did everything better than I ever could. Navigation anywhere across the globe became doddle. Information was fresh and instantly available at any phase of flight. etc etc. My only challenge for the day was Coping with Fatigue and staying awake.
Extrapolate that line of technological “progress” a bit further and eventually the two humans at the front become almost redundant. Repurposed call centres in Mumbai will be controlling everything from take off to landing. 🙁
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UPRT is just one part of the CAA’s topics listed.
The majority of recurrent simulator training sessions currently emphasize management of the automatic pilot and associated flight directors. An occasional no flight director instrument approach is a box tick. No wonder that some pilots lack basic instrument flying ability because they are rarely given the opportunity to keep their hand in. Some pilots should not even be in an airline because they simply cannot fly.
A competent simulator instructor should have the skill to take a command seat and demonstrate the various types of unusual attitudes which can occur. You don't need Motion On for that. Pilot interpretation of what the instruments are telling him is the key to successful recovery to safe level flight. For example, a demonstration of a 737 in a spiral dive is easily done. The simulator freeze button is used to stop the simulator and image of the artificial horizon at any point of the spiral flight path. A short discussion may follow as to the most expedient way of getting out of trouble by unloading and levelling the wings etc. A building block exercise if you like.
Sure you can spend $$$$ hiring a Pitts Special or some other aerobatic aircraft and even practice getting airsick if you like. But that does not teach pilots how to recover using the full suite of flight instruments available in an airliner. Recovery from unusual attitudes on instruments is not rocket science; although judging by the complexity of present UPRT training courses it is going that way.
Fully inverted flight is easily done in a simulator. Simply apply hard continuous aileron and it happens. Some simulators have a button that when actuated sets up a UA of your choice. Now freeze the simulator and discuss the options available to return to wings level right side up. The building block principle all over again. Boeing do an excellent job of explaining UA recoveries in their FCTM. It doesn't matter what sort of UA is applied in the simulator, it is pilot skill at interpreting what the instruments are telling you that is the key to a safe recovery.
It is this scribe's view that the full suite of UA's that one could be reasonably exposed to during instrument flight and its recovery, can be adequately covered in one hour in the simulator. Forget the "G" forces and hours of Power Point pictures - use the simulator as the blackboard. If a pilot in a simulator cannot interpret what his flight instruments are telling him if the blue side is down and the Sky Pointer is 90 degrees, then how did he get the job offer in the first place? A good case for testing a candidates instrument flying ability in a suitable simulator before he is hired - and not just one ILS
Last edited by sheppey; 8th Jul 2019 at 03:58.
....which has got "descending steep turns" as part of a Type Rating syllabus. Yeh, right, we are gonna negative train airline pilots in THAT as a planned manoeuvre.
Now if it said "recovery from a spiral dive" I would not mind so much.
Now if it said "recovery from a spiral dive" I would not mind so much.
I can and I will --- based on what was required of previous iterations of Qantas cadet schemes --- at one stage including up to 10H aeros. on a CAP 10 --- serious aerobatics.
The standards of knowledge required in the classroom and the standards of "stick and rudder" performance were all well beyond any CASA syllabus.
It is to be devoutly hoped that such a legacy is carried through, and the sentiment among senior QF training people is very much to support such basic skills.
That pilots have to be more than "Systems managers/monitors" is now well understood, even if such an idea has not ascended by osmosis to non-operational management.
Tootle pip!!