UK MFTS Fixed Wing Flying Training : The Future
Join Date: Dec 1999
Location: uk
Posts: 707
DCT
Thanks for that and I’m sure there is a lot of truth in it. By the time I was a Jetstream QFI (97-2000) formation and LL were well embedded in the syllabus so that narrows that down a bit. LL was taught as a handling skill and LLnav very much a two person thing, which given the C130 was our biggest ‘customer’ by far makes sense.
I don’t have a sense of how much form had been taught prior to arrival on 45, but I guess we used it as a stepping stone on the small to medium to big. I don’t know how it is now but back then most of our ‘customers’ had AAR requirements so it seemed reasonable to do some at least.
Your comment on the syllabus certainly rings true and these two elements very much enhanced the enjoyment as a QFI of what was by then a really varied and enjoyable job. Is that a good reason for doing it? It seemed easy to rationalise it at the time!
Now looking backwards from my 20th year in commercial aviation it is clear that METS then was very much ‘one man band’ stuff with the exception being LLnav! But then it was back in 85 when I did my MEXO course. Plus ca change....
As an observer it will be interesting to see how the syllabus ends up.
Thanks for that and I’m sure there is a lot of truth in it. By the time I was a Jetstream QFI (97-2000) formation and LL were well embedded in the syllabus so that narrows that down a bit. LL was taught as a handling skill and LLnav very much a two person thing, which given the C130 was our biggest ‘customer’ by far makes sense.
I don’t have a sense of how much form had been taught prior to arrival on 45, but I guess we used it as a stepping stone on the small to medium to big. I don’t know how it is now but back then most of our ‘customers’ had AAR requirements so it seemed reasonable to do some at least.
Your comment on the syllabus certainly rings true and these two elements very much enhanced the enjoyment as a QFI of what was by then a really varied and enjoyable job. Is that a good reason for doing it? It seemed easy to rationalise it at the time!
Now looking backwards from my 20th year in commercial aviation it is clear that METS then was very much ‘one man band’ stuff with the exception being LLnav! But then it was back in 85 when I did my MEXO course. Plus ca change....
As an observer it will be interesting to see how the syllabus ends up.
Join Date: Aug 2000
Location: A very long way North
Posts: 396
Originally Posted by [email protected]
Vortex - my very first student as a baby B2 QHI at SARTU (1989) decided he definitely didn't want SAR post Shawbury - his flying was fine over land but went to pieces inexplicably over the water. An overheard comment from one of his course mates led to the penny dropping for me - he had deliberately failed the sortie. After a firm debrief in which he was reminded that if he didn't pass SARTU, he didn't get his wings at all, suddenly he was good as gold again.
Baldeep - good post
Baldeep - good post
The desired end state was to pass, but without the dreaded SAR recommend, so there was most definitely a fair bit of not-doing-quite-as-well-as-perhaps-one-could going on.
That's for the frontenders, the crewmen were understandably far more keen.
Join Date: Feb 2006
Location: The Alps
Posts: 2,453
Prefect touch and goes Duxford
While awaiting the Thsnkyou NHS Spitfire to return, and saw Catalina also take off and various other Spitfires ...I saw a nice Prefect circuit bashing and one touch and go at IWM (My photos below).
cheers
cheers
