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.

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.

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.

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:ok:

Where ??

..

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....:ugh:

CAAP 5.81-1 at Para 16 "Difference between PPL and CPL/ATPL" suggests -


The same CAAP recommends the examiner should sight -
If you didn't have a current medical, I guess he could have decided to not sign you off, but he did the right thing and noted the review that you were OK to go once you had a current medical. Seems a reasonable approach to me.