CASA CPL Flight Test
Thread Starter
CASA CPL Flight Test
New member, sorry in advance for any lack of etiquette
I have my CPL flight test this month (DEC 2022) and I am worried because my flight school has not had a briefing on it nor has one booked. I feel quite comfortable in the actual flying aspect but I am quite unsure about the ground component and the questions I will get asked. Any information on the ground or flight components and what examiners like/don't like will be greatly appreciated. Thanks
I have my CPL flight test this month (DEC 2022) and I am worried because my flight school has not had a briefing on it nor has one booked. I feel quite comfortable in the actual flying aspect but I am quite unsure about the ground component and the questions I will get asked. Any information on the ground or flight components and what examiners like/don't like will be greatly appreciated. Thanks
Last edited by theprincex; 20th Sep 2023 at 11:28.
The Manual of Standards and the Flight Examiners Handbook have all the information you need. There are no mysteries.
Presumably the school have assessed you to the MOS and kept records of the competencies that you should have a copy of, so you should be familiar with it?
Presumably the school have assessed you to the MOS and kept records of the competencies that you should have a copy of, so you should be familiar with it?
As previous people have indicated, the ground component will normally follow the structure of the ground component of the test form and most examiners, follow that in order.
A): Privileges and limitations of CPL: Found in Part 61
b) Requirements for an AOC: Found in the regs
c) Classification of operations: Private and then ensure up-to-date with P121/P135 Air transport and the differences between.
d) Types of information contained in the operations manual: Know the structure and what is included in each section. The examiner wants to know that you understand that when you are employed, where to go to find certain information
e) Flight and Duty: See applicable 48.1 Appendix, know single pilot air transport
f) DAMP: See DAMP regulations, CASA medicine list, when to see DAME with injury Class 1 etc.
g) Day VFR INstruments: See Part 91 and Part 135 dependent on type of operations, however, know both
h) emergency equipment requirements: See part 91 and P135 ( MOS?), note the differences in requirements between the two for lifejackets, liferafts, ELT, Survival Kit etc
i) ALA's: See the ( now repealed) CAAP on ALA requirements and suggesstions
j) GNSS: Know its use in VFR Nav, RAIM, Satellites, Its use etc
k) Fuel planning: Know company and legislation ( Part 91/135) requirements for fuel reserves/alternates etc
l) Loading unloading fuel: Know drum practices, distances for buildings etc, water drains, See Part 91 MOS for some legislation, watch CASA videos on Drums, etc
m) Managing pax/cargo: See MOS/Part 91/135. Think pax in control seats, number of pax, seatbelts, cargo on seats, floor loading, carriage of animals, carriage of infants, when pax cant be carried etc
N) loading system: performance charts
o) propeller system: Assuming CSU equipped for a CPL test, know the theory of its design, what will happen should certain components fail etc
P) Per/Loading: performance charts for the flight
q) Maintenance: Know Schedule 8 pilot Maintenace and Schedule 7 ( cant do maintenance)
R) Speed: Memory items for speeds
s) Aircraft systems: Knowledge of the Section 7 of aircraft Flight manual
Overall, they are looking for the competency of knowledge of being a commercial pilot. They want to know that you know the stuff that you may need on a daily basis in an air transport operation and always where to look for items that you might need to look up in a certain situation. It is perhaps better to indicate that you would look something up however my educated guess is .... rather than just blurting out a very incorrect answer but sounding confident in that at the same time.
In general, treat it as a conversation regarding commercial operations and a discussion where you demostrate your knowledge, rather than a formal interview.
A): Privileges and limitations of CPL: Found in Part 61
b) Requirements for an AOC: Found in the regs
c) Classification of operations: Private and then ensure up-to-date with P121/P135 Air transport and the differences between.
d) Types of information contained in the operations manual: Know the structure and what is included in each section. The examiner wants to know that you understand that when you are employed, where to go to find certain information
e) Flight and Duty: See applicable 48.1 Appendix, know single pilot air transport
f) DAMP: See DAMP regulations, CASA medicine list, when to see DAME with injury Class 1 etc.
g) Day VFR INstruments: See Part 91 and Part 135 dependent on type of operations, however, know both
h) emergency equipment requirements: See part 91 and P135 ( MOS?), note the differences in requirements between the two for lifejackets, liferafts, ELT, Survival Kit etc
i) ALA's: See the ( now repealed) CAAP on ALA requirements and suggesstions
j) GNSS: Know its use in VFR Nav, RAIM, Satellites, Its use etc
k) Fuel planning: Know company and legislation ( Part 91/135) requirements for fuel reserves/alternates etc
l) Loading unloading fuel: Know drum practices, distances for buildings etc, water drains, See Part 91 MOS for some legislation, watch CASA videos on Drums, etc
m) Managing pax/cargo: See MOS/Part 91/135. Think pax in control seats, number of pax, seatbelts, cargo on seats, floor loading, carriage of animals, carriage of infants, when pax cant be carried etc
N) loading system: performance charts
o) propeller system: Assuming CSU equipped for a CPL test, know the theory of its design, what will happen should certain components fail etc
P) Per/Loading: performance charts for the flight
q) Maintenance: Know Schedule 8 pilot Maintenace and Schedule 7 ( cant do maintenance)
R) Speed: Memory items for speeds
s) Aircraft systems: Knowledge of the Section 7 of aircraft Flight manual
Overall, they are looking for the competency of knowledge of being a commercial pilot. They want to know that you know the stuff that you may need on a daily basis in an air transport operation and always where to look for items that you might need to look up in a certain situation. It is perhaps better to indicate that you would look something up however my educated guess is .... rather than just blurting out a very incorrect answer but sounding confident in that at the same time.
In general, treat it as a conversation regarding commercial operations and a discussion where you demostrate your knowledge, rather than a formal interview.
A good school should be providing guidance and instruction on the theory aspects relating to the licence or rating from the first day the training commences. If they aren’t they shouldn’t be in business.
Unfortunately it’s well known within industry that standards have dropped significantly in recent years, particularly with regards to CPL and IFR rating graduates. I’ve flow with a couple of junior CPL holders who shouldn’t even have a PPL!
Sad thing, it’s not the fault of the student in most cases, it’s the sausage factory just taking the $$$$ off the students and using junior instructors to doing the advanced training who in most cases have very little if not any real world charter experience.
I’m not a supporter of GA ready courses as the stuff should be covered in the CPL training, however there certainly are people graduating who aren’t up to standard in my opinion.
Having said this, there are some excellent schools around who produce very good pilots.
I’d be questioning the instructor who puts you up for the flight test if you have concerns.
Good luck and I’m sure you will get through with the right attitude.
Unfortunately it’s well known within industry that standards have dropped significantly in recent years, particularly with regards to CPL and IFR rating graduates. I’ve flow with a couple of junior CPL holders who shouldn’t even have a PPL!
Sad thing, it’s not the fault of the student in most cases, it’s the sausage factory just taking the $$$$ off the students and using junior instructors to doing the advanced training who in most cases have very little if not any real world charter experience.
I’m not a supporter of GA ready courses as the stuff should be covered in the CPL training, however there certainly are people graduating who aren’t up to standard in my opinion.
Having said this, there are some excellent schools around who produce very good pilots.
I’d be questioning the instructor who puts you up for the flight test if you have concerns.
Good luck and I’m sure you will get through with the right attitude.
As previous people have indicated, the ground component will normally follow the structure of the ground component of the test form and most examiners, follow that in order.
A): Privileges and limitations of CPL: Found in Part 61
b) Requirements for an AOC: Found in the regs
c) Classification of operations: Private and then ensure up-to-date with P121/P135 Air transport and the differences between.
d) Types of information contained in the operations manual: Know the structure and what is included in each section. The examiner wants to know that you understand that when you are employed, where to go to find certain information
e) Flight and Duty: See applicable 48.1 Appendix, know single pilot air transport
f) DAMP: See DAMP regulations, CASA medicine list, when to see DAME with injury Class 1 etc.
g) Day VFR INstruments: See Part 91 and Part 135 dependent on type of operations, however, know both
h) emergency equipment requirements: See part 91 and P135 ( MOS?), note the differences in requirements between the two for lifejackets, liferafts, ELT, Survival Kit etc
i) ALA's: See the ( now repealed) CAAP on ALA requirements and suggesstions
j) GNSS: Know its use in VFR Nav, RAIM, Satellites, Its use etc
k) Fuel planning: Know company and legislation ( Part 91/135) requirements for fuel reserves/alternates etc
l) Loading unloading fuel: Know drum practices, distances for buildings etc, water drains, See Part 91 MOS for some legislation, watch CASA videos on Drums, etc
m) Managing pax/cargo: See MOS/Part 91/135. Think pax in control seats, number of pax, seatbelts, cargo on seats, floor loading, carriage of animals, carriage of infants, when pax cant be carried etc
N) loading system: performance charts
o) propeller system: Assuming CSU equipped for a CPL test, know the theory of its design, what will happen should certain components fail etc
P) Per/Loading: performance charts for the flight
q) Maintenance: Know Schedule 8 pilot Maintenace and Schedule 7 ( cant do maintenance)
R) Speed: Memory items for speeds
s) Aircraft systems: Knowledge of the Section 7 of aircraft Flight manual
Overall, they are looking for the competency of knowledge of being a commercial pilot. They want to know that you know the stuff that you may need on a daily basis in an air transport operation and always where to look for items that you might need to look up in a certain situation. It is perhaps better to indicate that you would look something up however my educated guess is .... rather than just blurting out a very incorrect answer but sounding confident in that at the same time.
In general, treat it as a conversation regarding commercial operations and a discussion where you demostrate your knowledge, rather than a formal interview.
A): Privileges and limitations of CPL: Found in Part 61
b) Requirements for an AOC: Found in the regs
c) Classification of operations: Private and then ensure up-to-date with P121/P135 Air transport and the differences between.
d) Types of information contained in the operations manual: Know the structure and what is included in each section. The examiner wants to know that you understand that when you are employed, where to go to find certain information
e) Flight and Duty: See applicable 48.1 Appendix, know single pilot air transport
f) DAMP: See DAMP regulations, CASA medicine list, when to see DAME with injury Class 1 etc.
g) Day VFR INstruments: See Part 91 and Part 135 dependent on type of operations, however, know both
h) emergency equipment requirements: See part 91 and P135 ( MOS?), note the differences in requirements between the two for lifejackets, liferafts, ELT, Survival Kit etc
i) ALA's: See the ( now repealed) CAAP on ALA requirements and suggesstions
j) GNSS: Know its use in VFR Nav, RAIM, Satellites, Its use etc
k) Fuel planning: Know company and legislation ( Part 91/135) requirements for fuel reserves/alternates etc
l) Loading unloading fuel: Know drum practices, distances for buildings etc, water drains, See Part 91 MOS for some legislation, watch CASA videos on Drums, etc
m) Managing pax/cargo: See MOS/Part 91/135. Think pax in control seats, number of pax, seatbelts, cargo on seats, floor loading, carriage of animals, carriage of infants, when pax cant be carried etc
N) loading system: performance charts
o) propeller system: Assuming CSU equipped for a CPL test, know the theory of its design, what will happen should certain components fail etc
P) Per/Loading: performance charts for the flight
q) Maintenance: Know Schedule 8 pilot Maintenace and Schedule 7 ( cant do maintenance)
R) Speed: Memory items for speeds
s) Aircraft systems: Knowledge of the Section 7 of aircraft Flight manual
Overall, they are looking for the competency of knowledge of being a commercial pilot. They want to know that you know the stuff that you may need on a daily basis in an air transport operation and always where to look for items that you might need to look up in a certain situation. It is perhaps better to indicate that you would look something up however my educated guess is .... rather than just blurting out a very incorrect answer but sounding confident in that at the same time.
In general, treat it as a conversation regarding commercial operations and a discussion where you demostrate your knowledge, rather than a formal interview.
A good school should be providing guidance and instruction on the theory aspects relating to the licence or rating from the first day the training commences. If they aren’t they shouldn’t be in business.
Unfortunately it’s well known within industry that standards have dropped significantly in recent years, particularly with regards to CPL and IFR rating graduates. I’ve flow with a couple of junior CPL holders who shouldn’t even have a PPL!
Sad thing, it’s not the fault of the student in most cases, it’s the sausage factory just taking the $$$$ off the students and using junior instructors to doing the advanced training who in most cases have very little if not any real world charter experience.
I’m not a supporter of GA ready courses as the stuff should be covered in the CPL training, however there certainly are people graduating who aren’t up to standard in my opinion.
Having said this, there are some excellent schools around who produce very good pilots.
I’d be questioning the instructor who puts you up for the flight test if you have concerns.
Good luck and I’m sure you will get through with the right attitude.
Unfortunately it’s well known within industry that standards have dropped significantly in recent years, particularly with regards to CPL and IFR rating graduates. I’ve flow with a couple of junior CPL holders who shouldn’t even have a PPL!
Sad thing, it’s not the fault of the student in most cases, it’s the sausage factory just taking the $$$$ off the students and using junior instructors to doing the advanced training who in most cases have very little if not any real world charter experience.
I’m not a supporter of GA ready courses as the stuff should be covered in the CPL training, however there certainly are people graduating who aren’t up to standard in my opinion.
Having said this, there are some excellent schools around who produce very good pilots.
I’d be questioning the instructor who puts you up for the flight test if you have concerns.
Good luck and I’m sure you will get through with the right attitude.
Here is the link you need.
. Flight examiner handbook | Civil Aviation Safety Authority (casa.gov.au)
Read sections 3,4 and 9
It all relates back to the MOS.
Good luck
The CPL test
Generally as part of the training towards the CPL, you would have done a pre license test prior to the recommendation. A properly conducted pre license at any reasonable school would have included a practice run checking all your competencies, from both the theoretical and practical components. The theory component would have taken approximately three hours and covered the points on the forms.
If you haven't done that, then personally i would put a hold on the test and book in for a check of your theory by an instructor. You might get charged for the instructor's time, but at this stage I would suck it up and do it. The cost of a failed test before you walk out to the aircraft will still cost you around $700 i suggest.
The Examiner will be checking that you are able to correlate and apply your information by presenting scenarios to you. Rather than ask you to list the mandatory instruments he may include some unserviceability's when he sets up the scenario. The point being that you will really need to have a good working knowledge of the requirements.
If you're not completely comfortable with weight and balance for your aircraft get completely comfortable. Many candidates get unnecessarily bogged down on the more challenging minimum fuel and weigh balance scenarios. When they present that back to the Examiner and its well executed the test generally runs smoothly from there on.
When that's messy, and the Examiner gets bogged down trying to unravel it, and the whole test tends to go south.
I assuming its still the same as it was a few years ago, the Examiner has to also go through all the deficiencies from your CPL KDRs, so make sure you've written a paragraph or so against each of those topics.
I'm not trying to rattle you, but I am a little concerned. I really sound as though you may not be as prepared as you should be. Consider approaching the Examiner and asking him for 15 minutes of his time prior to the test. Ask him for a brief overview and ask him for feedback on what he most commonly finds as the deficiencies on a test. Most Examiners will be keen to make the day rum smoothly and appreciate the opportunity to give you some guidance. Also, a great ice breaker if you haven't had much to do with the Examiner to date.
Good luck with it and please let us know once you've knocked it off. Cheers. Glen
If you haven't done that, then personally i would put a hold on the test and book in for a check of your theory by an instructor. You might get charged for the instructor's time, but at this stage I would suck it up and do it. The cost of a failed test before you walk out to the aircraft will still cost you around $700 i suggest.
The Examiner will be checking that you are able to correlate and apply your information by presenting scenarios to you. Rather than ask you to list the mandatory instruments he may include some unserviceability's when he sets up the scenario. The point being that you will really need to have a good working knowledge of the requirements.
If you're not completely comfortable with weight and balance for your aircraft get completely comfortable. Many candidates get unnecessarily bogged down on the more challenging minimum fuel and weigh balance scenarios. When they present that back to the Examiner and its well executed the test generally runs smoothly from there on.
When that's messy, and the Examiner gets bogged down trying to unravel it, and the whole test tends to go south.
I assuming its still the same as it was a few years ago, the Examiner has to also go through all the deficiencies from your CPL KDRs, so make sure you've written a paragraph or so against each of those topics.
I'm not trying to rattle you, but I am a little concerned. I really sound as though you may not be as prepared as you should be. Consider approaching the Examiner and asking him for 15 minutes of his time prior to the test. Ask him for a brief overview and ask him for feedback on what he most commonly finds as the deficiencies on a test. Most Examiners will be keen to make the day rum smoothly and appreciate the opportunity to give you some guidance. Also, a great ice breaker if you haven't had much to do with the Examiner to date.
Good luck with it and please let us know once you've knocked it off. Cheers. Glen
Generally as part of the training towards the CPL, you would have done a pre license test prior to the recommendation. A properly conducted pre license at any reasonable school would have included a practice run checking all your competencies, from both the theoretical and practical components. The theory component would have taken approximately three hours and covered the points on the forms.
If you haven't done that, then personally i would put a hold on the test and book in for a check of your theory by an instructor. You might get charged for the instructor's time, but at this stage I would suck it up and do it. The cost of a failed test before you walk out to the aircraft will still cost you around $700 i suggest.
The Examiner will be checking that you are able to correlate and apply your information by presenting scenarios to you. Rather than ask you to list the mandatory instruments he may include some unserviceability's when he sets up the scenario. The point being that you will really need to have a good working knowledge of the requirements.
If you're not completely comfortable with weight and balance for your aircraft get completely comfortable. Many candidates get unnecessarily bogged down on the more challenging minimum fuel and weigh balance scenarios. When they present that back to the Examiner and its well executed the test generally runs smoothly from there on.
When that's messy, and the Examiner gets bogged down trying to unravel it, and the whole test tends to go south.
I assuming its still the same as it was a few years ago, the Examiner has to also go through all the deficiencies from your CPL KDRs, so make sure you've written a paragraph or so against each of those topics.
I'm not trying to rattle you, but I am a little concerned. I really sound as though you may not be as prepared as you should be. Consider approaching the Examiner and asking him for 15 minutes of his time prior to the test. Ask him for a brief overview and ask him for feedback on what he most commonly finds as the deficiencies on a test. Most Examiners will be keen to make the day rum smoothly and appreciate the opportunity to give you some guidance. Also, a great ice breaker if you haven't had much to do with the Examiner to date.
Good luck with it and please let us know once you've knocked it off. Cheers. Glen
If you haven't done that, then personally i would put a hold on the test and book in for a check of your theory by an instructor. You might get charged for the instructor's time, but at this stage I would suck it up and do it. The cost of a failed test before you walk out to the aircraft will still cost you around $700 i suggest.
The Examiner will be checking that you are able to correlate and apply your information by presenting scenarios to you. Rather than ask you to list the mandatory instruments he may include some unserviceability's when he sets up the scenario. The point being that you will really need to have a good working knowledge of the requirements.
If you're not completely comfortable with weight and balance for your aircraft get completely comfortable. Many candidates get unnecessarily bogged down on the more challenging minimum fuel and weigh balance scenarios. When they present that back to the Examiner and its well executed the test generally runs smoothly from there on.
When that's messy, and the Examiner gets bogged down trying to unravel it, and the whole test tends to go south.
I assuming its still the same as it was a few years ago, the Examiner has to also go through all the deficiencies from your CPL KDRs, so make sure you've written a paragraph or so against each of those topics.
I'm not trying to rattle you, but I am a little concerned. I really sound as though you may not be as prepared as you should be. Consider approaching the Examiner and asking him for 15 minutes of his time prior to the test. Ask him for a brief overview and ask him for feedback on what he most commonly finds as the deficiencies on a test. Most Examiners will be keen to make the day rum smoothly and appreciate the opportunity to give you some guidance. Also, a great ice breaker if you haven't had much to do with the Examiner to date.
Good luck with it and please let us know once you've knocked it off. Cheers. Glen
Pity the regulator doesn’t think the same way.
Good on you Glen and I hope you’re now doing well.
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The Manoeuvring Speed (VA) of an aircraft is an airspeed limitation determined by the aircraft designer. At speeds exceeding the manoeuvring speed, full deflection of any flight control surface can result in damage to the aircraft structure. Note that some flight control inputs, such as a rapid, full deflection rudder reversal, can result in structural damage or failure even at speeds below manoeuvring speed.Join Date: Jan 1999
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Unfortunately it’s well known within industry that standards have dropped significantly in recent years, particularly with regards to CPL and IFR rating graduates. I’ve flow with a couple of junior CPL holders who shouldn’t even have a PPL!
One other issue is that the CASA safety briefings etc held these days don't seem to be attracting the young flyers - Most of the attendees of the ones that I have being to are over 50.
] don't exactly have a stellar reputation...
To add to what Glen has said, (And I also hold an examiner rating) I have heard some in-house examiners are still only allowing the candidate an hour or so to prepare. This is not in accordance with the Flight Examiner's Handbook which requires 24 hours notice of the route, with some more details (weather, NOTAMs etc) with two hours notice.
It is important for all candidates to be familiar with the Flight Examiner's Handbook as that is the ONLY way a flight test may be conducted and anything outside of that should be brought to the attention of CASA.
Also a Part 141/142 organisation has to sign a certification that you have the required competencies for the test. Even if the flight test is in house - which I don't believe ANY flight test should be..
Some red flags to look out for.
It is important for all candidates to be familiar with the Flight Examiner's Handbook as that is the ONLY way a flight test may be conducted and anything outside of that should be brought to the attention of CASA.
Also a Part 141/142 organisation has to sign a certification that you have the required competencies for the test. Even if the flight test is in house - which I don't believe ANY flight test should be..
Some red flags to look out for.
