Biennial Flight Reviews (BFR's)
Join Date: Oct 2005
Location: Queensland
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Andrewr.....yes, it does say "unique situations" but IMHO its open to common sense. If a candidate has the last 10 in a C172 and would like to do his AFR in a Tomahawk in which he had no time, that was ok with me as long as he was prepared to study the AFM, POH and the operating procedures of the aircraft, tech specs of the engine and airframe etc etc, and be quizzed on their contents. Upper airwork and c/l would be part of the conversion training whilst completing his AFR. It may or may not take a little more time, however that would have been made clear to he/she from the outset. FWIW try doing AFR's on ag pilots (15000+ hrs with 3000at night) who get a nose bleed over 100'. These guys are the best pilots I've ever flown with but usually the worst on procedures...........horses for courses. Their flying skills kept them alive, but their procedure work had them stumped. Great flying with them!!
PA 39,
of course, these days the HOFO can do the Annual prof check for Part 137 ops on his own pilots. Difficult to get check for the checker though. Who guards the guards etc.
AFR, APC's, BFR's whatever you want to call them, are just hard to get done in the inland , full stop. DDAQ cannot handle anyone on short notice.
185.
of course, these days the HOFO can do the Annual prof check for Part 137 ops on his own pilots. Difficult to get check for the checker though. Who guards the guards etc.
AFR, APC's, BFR's whatever you want to call them, are just hard to get done in the inland , full stop. DDAQ cannot handle anyone on short notice.
185.
Join Date: Apr 2008
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The CAAP says "unique situations" but the CAR just says "having regard to the circumstances of the case". All I'm arguing is that it is permissible to do it in a different aircraft (as in your example) if the reviewer approves.
I agree that doing it in a different type is likely to take longer (and probably be more difficult), but overall it may provide more value to the reviewee and may also give the reviewer a better idea of their abilities.
In many ways it makes more sense to do it in the most complex aircraft you expect to fly in the near future. If you have been flying a C152 but are about to purchase a Warrior, it would make sense to do the AFR in a Warrior, even though you could argue that you are entitled to do it in the 152.
I agree that doing it in a different type is likely to take longer (and probably be more difficult), but overall it may provide more value to the reviewee and may also give the reviewer a better idea of their abilities.
In many ways it makes more sense to do it in the most complex aircraft you expect to fly in the near future. If you have been flying a C152 but are about to purchase a Warrior, it would make sense to do the AFR in a Warrior, even though you could argue that you are entitled to do it in the 152.
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Good to see DDAC so busy....gee they have been going a long time. Showing my age now, do they still have any Tomahawks?
To be honest I had more fun doing AFR's than IFR renewals. It was usually the weekend warrior who only flew 25hrs per yr at most, nervous as hell but usually safe and capable pilots who loved their flying, and mature enough (read... wise enough) to listen and learn.
To be honest I had more fun doing AFR's than IFR renewals. It was usually the weekend warrior who only flew 25hrs per yr at most, nervous as hell but usually safe and capable pilots who loved their flying, and mature enough (read... wise enough) to listen and learn.
Thread Starter
Join Date: Sep 2001
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Thanks all, for your discussion and advice. I have been able to get a good idea of what is needed to be done re the BFR to become current again.
I now need to brush up on the reg's side of things!
Can't wait to get back into the air!
Ash767
I now need to brush up on the reg's side of things!
Can't wait to get back into the air!
Ash767
Join Date: Oct 2008
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Does anyone know if there is a difference between a AFR for a CPL as opposed to a PPL?
My CPL medical was expired at the time of my AFR last month, this was noted in my logbook by the instructor conducting the AFR. I was advised that as soon as I get my class 1 current, then I can exercise the privileges of my CPL.
So, if there is no difference between a CPL vs PPL AFR, then why would it have to be noted in my logbook? Surely anyone who has gone through the study to get a CPL will be able to remember they must have a class 1 medical to use it....
My CPL medical was expired at the time of my AFR last month, this was noted in my logbook by the instructor conducting the AFR. I was advised that as soon as I get my class 1 current, then I can exercise the privileges of my CPL.
So, if there is no difference between a CPL vs PPL AFR, then why would it have to be noted in my logbook? Surely anyone who has gone through the study to get a CPL will be able to remember they must have a class 1 medical to use it....
Does anyone know if there is a difference between a AFR for a CPL as opposed to a PPL?
16.1 When conducting a flight review an assessor must be clear to
determine the different standards required of PPL and CPL or
ATPL holders.
16.2 A private pilot should demonstrate that control of the aircraft
or procedure is maintained at all times but if the successful
outcome is in doubt corrective action is taken promptly to recover
to safe flight.
16.3 A commercial or air transport pilot should demonstrate that
control of the aircraft or procedure is maintained at all times so that
determine the different standards required of PPL and CPL or
ATPL holders.
16.2 A private pilot should demonstrate that control of the aircraft
or procedure is maintained at all times but if the successful
outcome is in doubt corrective action is taken promptly to recover
to safe flight.
16.3 A commercial or air transport pilot should demonstrate that
control of the aircraft or procedure is maintained at all times so that
the successful outcome is assured.
why would it have to be noted in my logbook?
applicant’s licence and medical certificate as evidence of identity and authorisation to pilot the aircraft.
Last edited by bentleg; 18th Sep 2010 at 11:28.
The regs say at least one hour
Where ??
Not a regulation but CAAP 5-81 recommends -
10.1 A flight review for a licence, which does not involve
navigation, should take a minimum of about two hours.......
navigation, should take a minimum of about two hours.......
