CPL Flight Test - Tips
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CPL Flight Test - Tips
Gday Lads,
On the home straight to my Commercial flight test.
Thought I'd try and extract any tips on getting through the flight test and associated (and very fun) ground theory. Anything from sample Commercial ground item questions to tips on keeping the nerves in check are greatly appreciated.
Just as I'd utilize 'everything available to me' in flight, I thought I'd do the same in preparation for the test, and try and extract some of the wisdom from the experienced on here.
Thanks in advance
rodrigues
On the home straight to my Commercial flight test.
Thought I'd try and extract any tips on getting through the flight test and associated (and very fun) ground theory. Anything from sample Commercial ground item questions to tips on keeping the nerves in check are greatly appreciated.
Just as I'd utilize 'everything available to me' in flight, I thought I'd do the same in preparation for the test, and try and extract some of the wisdom from the experienced on here.
Thanks in advance
rodrigues
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FFS....
Be early
ensure all your paperwork is up to date
neat and tidy uniform, including polished shoes/boots
fresh breath (ie no tuna and garlic sandwich for lunch)
SHAVE
haircut
all docs amended
ensure aircraft has NO defects, and plenty of hours to run
basically.... you WILL know what to do, else your instructor will NOT put you up for it. NERVES are the killer! trust in your training, and don't bullsh!t. IF you don't know something... say so, and if you know where to find it... say that also!
the examiner KNOWS that you will be nervous, but he/she has a SET schedule of items that they need to test you on. you should KNOW in advance what these things are.
ie: Q&A prior to flight, flight plan, and reading wx, normal take off, x country exercise with diversion, instrument flying, circuits, controlled airspace, engine failure(s), prec search....
Be early
ensure all your paperwork is up to date
neat and tidy uniform, including polished shoes/boots
fresh breath (ie no tuna and garlic sandwich for lunch)
SHAVE
haircut
all docs amended
ensure aircraft has NO defects, and plenty of hours to run
basically.... you WILL know what to do, else your instructor will NOT put you up for it. NERVES are the killer! trust in your training, and don't bullsh!t. IF you don't know something... say so, and if you know where to find it... say that also!
the examiner KNOWS that you will be nervous, but he/she has a SET schedule of items that they need to test you on. you should KNOW in advance what these things are.
ie: Q&A prior to flight, flight plan, and reading wx, normal take off, x country exercise with diversion, instrument flying, circuits, controlled airspace, engine failure(s), prec search....
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I found that for my CPL test I was much better prepared than the PPL test, i have heard that the tests are different than they were 2 1/2 years ago? Im sure an instructor can comment.
Tips.
Pre Flight prep, you will know the area quite well where you did your nav training. Google Earth is your friend, spend and hour or 2 looking at all the little towns and airfields, main roads, railways. Im sure you have some idea of where this nav is going to be going, if not ask around, chances are very good someone has a good idea of what the nav routes are.
Do your Clearoff checks or whatever cruise checks you have been taught and keep an accurate as possible fuel log/nav log. Questions magically appear such as "how much fuel do we have left?" and this seemed to occur in a high work load time.
If you know how to use them, Nav Aids are your friend, my ATO had no issue with me referencing to them as a second reference to my map reading. Just remember to identify and test them.
Just because the ATO is writting notes, dont assume there bad, although there will be some comments and suggestions at the end I found mine also had positive comments on the things you did well. If you do do something poorly, try to avoid getting stuck on it, just get it out of your head and remember the show must go on.
Remember to act professionally.
This advice was given to me, to have some magazines, chilled bottle water and chocolates in the plane for the ATO
Enjoy it, all said and done, its just another nav, with in most cases a random man/woman (I had never seen my ATO before), which is exactly what is going to happen when your flying charter, I found the ATO acted as much like a passenger as possible and passengers do ask some odd technical questions at times,
Hope those help and Good Luck although im sure you wont need it as Apache said, you would not have been put up for it if you were not ready! Im sure many more will have useful posts to add!
Tips.
Pre Flight prep, you will know the area quite well where you did your nav training. Google Earth is your friend, spend and hour or 2 looking at all the little towns and airfields, main roads, railways. Im sure you have some idea of where this nav is going to be going, if not ask around, chances are very good someone has a good idea of what the nav routes are.
Do your Clearoff checks or whatever cruise checks you have been taught and keep an accurate as possible fuel log/nav log. Questions magically appear such as "how much fuel do we have left?" and this seemed to occur in a high work load time.
If you know how to use them, Nav Aids are your friend, my ATO had no issue with me referencing to them as a second reference to my map reading. Just remember to identify and test them.
Just because the ATO is writting notes, dont assume there bad, although there will be some comments and suggestions at the end I found mine also had positive comments on the things you did well. If you do do something poorly, try to avoid getting stuck on it, just get it out of your head and remember the show must go on.
Remember to act professionally.
This advice was given to me, to have some magazines, chilled bottle water and chocolates in the plane for the ATO
Enjoy it, all said and done, its just another nav, with in most cases a random man/woman (I had never seen my ATO before), which is exactly what is going to happen when your flying charter, I found the ATO acted as much like a passenger as possible and passengers do ask some odd technical questions at times,
Hope those help and Good Luck although im sure you wont need it as Apache said, you would not have been put up for it if you were not ready! Im sure many more will have useful posts to add!
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Before my tests I've tried to find time to have a quick chat with the examiner. Helped calm me down mainly, to see that he was human and not some failing-students machine. I think it ended up being largely about his path to being an examiner, was quite interesting too.
I'll tell you the same thing my fellow students and instructors told me the days leading up to my CPL test... "DON'T F**K IT UP!!"...
No, but seriously, don't forget the examiner is to be treated as a passenger as soon as you start walking out to the aircraft, he wants to see you treating him as such even though it does feel awkward. If you have a PPL then you've already passed a test that says you can fly safely from A to B, now your Commercial Test is here that examiner wants to see those same safe flying skills but with attention to the commercial aspects!!
My examiner for my test didn't pass me the first time, reason being? I didn't show commercial considerations, basically he said I didn't treat him enough like a passenger and as such he could see I could fly safely, I only made a few mistakes that would have otherwise been inconsequential but added to that whole non-commercial treatment he couldn't pass me. Mind you, next one was a compelete breeze!!
No, but seriously, don't forget the examiner is to be treated as a passenger as soon as you start walking out to the aircraft, he wants to see you treating him as such even though it does feel awkward. If you have a PPL then you've already passed a test that says you can fly safely from A to B, now your Commercial Test is here that examiner wants to see those same safe flying skills but with attention to the commercial aspects!!
My examiner for my test didn't pass me the first time, reason being? I didn't show commercial considerations, basically he said I didn't treat him enough like a passenger and as such he could see I could fly safely, I only made a few mistakes that would have otherwise been inconsequential but added to that whole non-commercial treatment he couldn't pass me. Mind you, next one was a compelete breeze!!
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I passed my CPL in November and still remember the nerves and anxiousness I felt days before the test. Just to reiterate what you've been told here already, you would not have been recommended for the test if you weren't up to speed. Try and relax and be confident in your ability. Don't let the ATO intimidate you. Be respectful but not over-awed. They want you to pass as much as you do.
You should have a rough idea of which area the NAV might take you. One tip I received was to mark on your WAC the runway directions, frequency and elevation of all the little strips in your area that you might be suddenly called on to find for a diversion or PFL. Saves rummaging around for the ERSA or CAG. Know the aircraft inside out as I'm sure you are aware of. You may/will be asked about the location or function of little random things that perhaps you have never thought much about.
Get there early and prep the a/c as soon as you can. I fuelled up the night before and cleaned all the windows. Just something less to stress about. And because the NAV is a mock charter, don't be afraid to pack water and snacks for the 'pax' as someone mentioned. I gave them a newspaper too, which they actually read. And one thing I would suggest is to make sure you're fluent and competent in you pre-flight pax brief. If it flows well and sounds professional then your flight should begin the right way.
Above all I think is to learn/refresh as much as you can. The better you answer the ground questions, the more confident you feel and the higher the standard of flying. It all seems to gel when you get off on the right foot.
Good luck.
You should have a rough idea of which area the NAV might take you. One tip I received was to mark on your WAC the runway directions, frequency and elevation of all the little strips in your area that you might be suddenly called on to find for a diversion or PFL. Saves rummaging around for the ERSA or CAG. Know the aircraft inside out as I'm sure you are aware of. You may/will be asked about the location or function of little random things that perhaps you have never thought much about.
Get there early and prep the a/c as soon as you can. I fuelled up the night before and cleaned all the windows. Just something less to stress about. And because the NAV is a mock charter, don't be afraid to pack water and snacks for the 'pax' as someone mentioned. I gave them a newspaper too, which they actually read. And one thing I would suggest is to make sure you're fluent and competent in you pre-flight pax brief. If it flows well and sounds professional then your flight should begin the right way.
Above all I think is to learn/refresh as much as you can. The better you answer the ground questions, the more confident you feel and the higher the standard of flying. It all seems to gel when you get off on the right foot.
Good luck.
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Ixixly can you please elaborate on commercial considerations. It sounds like the examiner was expecting pre take off refreshment followed by a hot towel, then tea/coffee and a news paper or inflight magazine.
For the examiner to say that you didn't treat him enough like a pax, what was the examiners expectations of how a pax is to be treated, and where in the test performa does it state such expectations. What I am getting at is it sounds like your examiner was a bit of a p$%#k
It has been a while since I did my CPL but it is interesting to read what is expected from candidates today.
For the examiner to say that you didn't treat him enough like a pax, what was the examiners expectations of how a pax is to be treated, and where in the test performa does it state such expectations. What I am getting at is it sounds like your examiner was a bit of a p$%#k
It has been a while since I did my CPL but it is interesting to read what is expected from candidates today.
I didn't show commercial considerations, basically he said I didn't treat him enough like a passenger and as such he could see I could fly safely
As for your situation Ixixly... that 'treatment of pax at a cpl level', is that even part of one of the boxes the ATO has to tick off during the test? (I cant remember)
Well, to be honest, there were a few things that went wrong that day that were out of my control and as such we were in a hurry, so I forgot to brief him as a passenger, how the belts work and such, stay away from the prop.
Things he suggested were informing pax when you know theres gonna be some turbulence up head, for example we were going over some hilly terrain on a pretty hot day, its gonna be bumpy, let them know about it!! Coming in for a descent checking that they're seat belts are done up tightly, not just assuming they kept it on the entire time. Stuff like that.
And if you look at the testing form there is a section labelled "Manage passengers and Cargo" or it could even come under "Manage Pre and Post Flight Actions".
Personally I agreed with his determination, if I was in his boots I wouldn't want to be handing out CPLs to people that aren't able to manage passengers adequately. As he explained the flight itself whilst passable wasn't spectacular but the commercial considerations weren't there and added together he wasn't able to give me a pass at the time. Plus we weren't able to complete all the necessary parts due to some weather issues!!
Things he suggested were informing pax when you know theres gonna be some turbulence up head, for example we were going over some hilly terrain on a pretty hot day, its gonna be bumpy, let them know about it!! Coming in for a descent checking that they're seat belts are done up tightly, not just assuming they kept it on the entire time. Stuff like that.
And if you look at the testing form there is a section labelled "Manage passengers and Cargo" or it could even come under "Manage Pre and Post Flight Actions".
Personally I agreed with his determination, if I was in his boots I wouldn't want to be handing out CPLs to people that aren't able to manage passengers adequately. As he explained the flight itself whilst passable wasn't spectacular but the commercial considerations weren't there and added together he wasn't able to give me a pass at the time. Plus we weren't able to complete all the necessary parts due to some weather issues!!
Ixixly can you please elaborate on commercial considerations. It sounds like the examiner was expecting pre take off refreshment followed by a hot towel, then tea/coffee and a news paper or inflight magazine.
If you have trouble remembering, just think what the QF hosties go through before every flight....(What? You DON'T pay attention????)
"Ladies and Gentlemen, welcome aboard flight ... today you will be flying on one of our XYZ aircraft (please don't rattle off Cessna 182, sounds wanky).
1) No smoking OH&S in a commercial environment.
2) The exits are located ... (pax next to an exit must be shown how to operate it and WHEN ie don't let them open the door themselves and drop it onto the chains ala cabin class twins).
3) Your seat belts do up like so, adjust as such and are released this way (Demonstrate).
4) In the event of a loss of cabin pressure, oxygen masks are located ... and are fitted like ... (If the aircraft has them, otherwise omit).
5) Life jackets are located ... and are fitted as such... (demonstrate, make sure you mention not to fit them over their seatbelt and not to inflate until outside the cabin. If not required for the flight, omit. Learn when they are required as per 20.11, when they must actually be worn and same with life rafts. Also watch for pax tearing the packaging open and donning them as you give the demo....repack required (expensive)
)6) Please stow your luggage...(Make sure they don't put a handbag under your rudder pedals.)
And not usually given as part of the QF/VB etc. demo
7) Presence on board of special survival equipment (ie. fire ext, EPIRB, First Aid Kit etc. Just where they are, not necessarily how to use them.)
8) CAR requirement for pax in control seat, keep your hands and feet clear of the controls at all times.
THIS BRIEFING IS TO GIVE THE PAX THE KNOWLEDGE TO SURVIVE AND GET OUT OF THE AIRCRAFT IN THE EVENT OF A CRASH. DO NOT CONFUSE IT WITH THE PRE TAKE OFF SAFETY BRIEFING TO YOURSELF AND THE INSTRUCTOR, NOR THE PFL BRIEFING WHICH IS SPECIFIC TO THE SITUATION. (That will just scare the poop out of the customer unnecessarily.)
As also mentioned, safety and pax control on the tarmac is essential.
Anyone remember Jack Newton?
He's the world's best one armed golfer. GUESS WHY?
Let me know how you go, Rod.
Last edited by MakeItHappenCaptain; 10th Mar 2010 at 00:24.
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With my ATO, I was given the advice to lean the mixture really slowly. During the flight, the ATO gave me the advice that just because a certain track is the most direct route doesn't mean I should always fly it - there was a mountainous area that I would have flown over, but he told me I should track up a valley not too far away so that I had better options if the engine quit.
If you can't find the homestead/small dam/tree stump that they want you to find, don't freak out! You just have to find it within 15 minutes, so fly back to the last place you were sure of where you were, and try again.
And when he sees how well you can turn in circles using only the compass, remember ONUS, and don't concentrate on holding height so much that you forget to roll out where you've been told!
If you can't find the homestead/small dam/tree stump that they want you to find, don't freak out! You just have to find it within 15 minutes, so fly back to the last place you were sure of where you were, and try again.
And when he sees how well you can turn in circles using only the compass, remember ONUS, and don't concentrate on holding height so much that you forget to roll out where you've been told!
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The CPL
Reading the preceding posts takes me back heheh. I remember being told to treat my ATO like a passenger so that’s exactly what I did, even to the point of handing him the map and asking him to help navigate. (this did get a rare half smile from him).
Know the KDR's from your exams, He'll go through them and ask you about the ones you got wrong, not all of them, just a selection.
When in the air, treat it like any other nav, it’s NO different. When you get to your destination and can't find the land mark (like I did) remember, it’s probably right under the floor! Do a circle and look down.
During the second leg or third leg, be ready for the diversion. You also do some under the hood flying after which I was completely lost! I used a nav aid (BIK vor) to establish position, this seemed to be perfectly acceptable and seemingly, I got away with it.
At the end of it, I really enjoyed my flight test. As has been said before, you wouldn’t be submitted as a candidate if you weren’t ready and you'll be pleasantly surprised just how ready you actually are as compared to how you feel.
Enjoy it and remember, if you fail one section, you only need do that section again, not the whole thing.
good luck.
BP.
Know the KDR's from your exams, He'll go through them and ask you about the ones you got wrong, not all of them, just a selection.
When in the air, treat it like any other nav, it’s NO different. When you get to your destination and can't find the land mark (like I did) remember, it’s probably right under the floor! Do a circle and look down.
During the second leg or third leg, be ready for the diversion. You also do some under the hood flying after which I was completely lost! I used a nav aid (BIK vor) to establish position, this seemed to be perfectly acceptable and seemingly, I got away with it.
At the end of it, I really enjoyed my flight test. As has been said before, you wouldn’t be submitted as a candidate if you weren’t ready and you'll be pleasantly surprised just how ready you actually are as compared to how you feel.
Enjoy it and remember, if you fail one section, you only need do that section again, not the whole thing.
good luck.
BP.
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When the testing officer hands you the hood, quickly mark your location and time on your map before you put the hood on....
And remember what the other guys said, His going to sum you up as a pass or fail in the first 30 seconds and it's much easier to prove him right then wrong. Have all your paperwork laid out neatly in the briefing room facing his chair, look presentable, aircraft preflighted etc.
And remember what the other guys said, His going to sum you up as a pass or fail in the first 30 seconds and it's much easier to prove him right then wrong. Have all your paperwork laid out neatly in the briefing room facing his chair, look presentable, aircraft preflighted etc.
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A large box of iced donuts, get a couple of those into the ATO before the flight (a big glucose hit) and increase the chances of him/her having a little nap on your flight test.....
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Use every nav aid including GPS, hell if you get the time put the test route into the GPS as well. If the ATO does not want you not to use it then they will turn them off (simulated failure), but if you demonstrate your ability to use everything the aircraft has on board it only proves your proficiency. Also use the auto pilot if you have one. This probably goes against the grain a bit from your training as your instructor might give you the impression its cheating, but its not. If it was a real charter after all, its exactly what you would do, use all the tools at your disposal! And most of all don't be afraid to make decisions, doing nothing is the worst thing you can do.
Good luck!
Good luck!