PPL Test Partial Pass
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The Skill Test
Emma, Vancouv and Robbo
My fingers are crossed for you all and I wish you the best, i'm sure that you will not need luck.
Your examiner will not throw things at you randomly. A simulated engine fire will not be combined with a PFL.
The task of the examiner is to assess whether you have completed the syllabus and can apply it to a reasonable standard, that is all. He/she will only wish to see that the training given can be carried out by you. You will not be expected to be the ace of the base. A subjective assessment will only follow a genuine mistake. You will make some mistakes for we all do. The examiner will recognise that and allow it based on what else you have demonstrated during the flight.
The PFL is a particularly difficult one, also for the examiner, owing to the CAA insistance that the candidate demonstrates without doubt that the landing could take place within the chosen field. But, also equally without doubt examiners are gunning for you to pass and a correctly flown procedure flown as per the training will carry the most weight and will tip the balance should there be a little doubt as to the end result.
As with all of the flown exercises the correct technique flown exactly as your've been taught will be assessed. Things can only get better. However, a sloppy or seat of the pants ad hoc technique flown will give doubt, even if the end result is somehow achieved. If the candidate cannot or will not fly the taught techniques then what is there to assess. Mistakes will then only give cause for further doubt as to whether the candidate is ready.
Remember, the test is a series of flown exercises and boxes are ticked. You have proven your abilities by getting to this point. Think about it. You will have at least 10 hours solo. Have flown a cross country of a least 150nm and landed away several times. You can do it!
The Skill Test goes no further than that, I promise you! Every candidate that comes to me has passed before we begin. I then pray they don't fail. Very few do fail but when they do it is always because they have thrown their training out of the window owing to indicision and ad lib'd, which never works.
My fingers are crossed for you all and I wish you the best, i'm sure that you will not need luck.
Your examiner will not throw things at you randomly. A simulated engine fire will not be combined with a PFL.
The task of the examiner is to assess whether you have completed the syllabus and can apply it to a reasonable standard, that is all. He/she will only wish to see that the training given can be carried out by you. You will not be expected to be the ace of the base. A subjective assessment will only follow a genuine mistake. You will make some mistakes for we all do. The examiner will recognise that and allow it based on what else you have demonstrated during the flight.
The PFL is a particularly difficult one, also for the examiner, owing to the CAA insistance that the candidate demonstrates without doubt that the landing could take place within the chosen field. But, also equally without doubt examiners are gunning for you to pass and a correctly flown procedure flown as per the training will carry the most weight and will tip the balance should there be a little doubt as to the end result.
As with all of the flown exercises the correct technique flown exactly as your've been taught will be assessed. Things can only get better. However, a sloppy or seat of the pants ad hoc technique flown will give doubt, even if the end result is somehow achieved. If the candidate cannot or will not fly the taught techniques then what is there to assess. Mistakes will then only give cause for further doubt as to whether the candidate is ready.
Remember, the test is a series of flown exercises and boxes are ticked. You have proven your abilities by getting to this point. Think about it. You will have at least 10 hours solo. Have flown a cross country of a least 150nm and landed away several times. You can do it!
The Skill Test goes no further than that, I promise you! Every candidate that comes to me has passed before we begin. I then pray they don't fail. Very few do fail but when they do it is always because they have thrown their training out of the window owing to indicision and ad lib'd, which never works.
Upto The Buffers
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One useful skill for PFLs is knowing how to sideslip properly. When there's only 1 field you're going to get into, being too high can be as bad as being too low. I tend to play safe on the altitude side during PFLs, then once I know I'm going to get in slip the altitude off. Lets you dump a load of altitude in a matter of seconds without building excess speed.
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homeguard,
I agree with you 100% and I even said in my post
What I was trying to get at was the fact that 10 instructors teach you 10 ways of doing PFLs - but ultimately getting into your field in a real emergency, along with all the essential checks, is what it's all about.
I agree with you 100% and I even said in my post
and I'm not for a minute suggesting this isn't important
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PPL flight test - forced approach
Hey All,
I just took my PPL in flight test. I got a partial pass because I failed the forced approach. I was WAY too high. in the debriefing the examiner suggested I pick the longest 2 fields first, then think about other factors (wind, surface etc.). I would also recommend that you remember it may be better to circle a point to lose altitude rather than slip. I tried slipping when I was 500' up and 400' away from the field, got too much speed and would have needed much more glide distance even if I had gotten low enough.
Hope these tips help others avoid my mistakes. Pc.
I just took my PPL in flight test. I got a partial pass because I failed the forced approach. I was WAY too high. in the debriefing the examiner suggested I pick the longest 2 fields first, then think about other factors (wind, surface etc.). I would also recommend that you remember it may be better to circle a point to lose altitude rather than slip. I tried slipping when I was 500' up and 400' away from the field, got too much speed and would have needed much more glide distance even if I had gotten low enough.
Hope these tips help others avoid my mistakes. Pc.
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Can someone clear up the matter concerning failing for not going into your chosen field?
I was practising PFL's recently and I thought that the whole idea is to make sure that you get that plane down safely. PRIORITY.
Now, when practising, part of the selection process is a suitable field that has an undershoot, and overshoot and even better big enough to land directly into wind. So on a skills test, I come in a little too high and adjust for my overshoot field...does that mean a fail?
Obivoulsy taking into account that you do not always have the pleasure of overshoots and undershoots but I cant understand why adjusting your choice for something more suitable as the excercise progresses is a bad thing.
So can anyone clear this up as we currently seem to have conflicting views on the matter.
I was practising PFL's recently and I thought that the whole idea is to make sure that you get that plane down safely. PRIORITY.
Now, when practising, part of the selection process is a suitable field that has an undershoot, and overshoot and even better big enough to land directly into wind. So on a skills test, I come in a little too high and adjust for my overshoot field...does that mean a fail?
Obivoulsy taking into account that you do not always have the pleasure of overshoots and undershoots but I cant understand why adjusting your choice for something more suitable as the excercise progresses is a bad thing.
So can anyone clear this up as we currently seem to have conflicting views on the matter.
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PilotPieces. As an instructor I teach students that where possible they should choose a field with suitable fields in the overshoot and undershoot to maximize their chances of survival.
As an examiner I attempt to set up the start of the PFL such that amongst other fields a suitable field with an overshoot and undershoot is available. If the candidate selects that field and then ends up high or low and the elects to use the overshoot or undershoot then he would pass the PFL. After all he/she has shown judgement in selecting a field that maximises the chance of survival and has shown further judgement by realising that the aircraft is too high/low and has made a positive command decision to overcome the problem.
As an examiner I attempt to set up the start of the PFL such that amongst other fields a suitable field with an overshoot and undershoot is available. If the candidate selects that field and then ends up high or low and the elects to use the overshoot or undershoot then he would pass the PFL. After all he/she has shown judgement in selecting a field that maximises the chance of survival and has shown further judgement by realising that the aircraft is too high/low and has made a positive command decision to overcome the problem.
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I think 'Another CFI' has hit the nail on the head - how to do a PFL is one thing, but where to do it is another. Taking his advice, selecting an undershoot, target and overshoot field is the secret. This is especially true in a real FL as you'll have a greater rate of descent with a dead engine, be fairly stressed(!) and trying to set up extra safety margins during the procedure will serve you well.
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This is the way I was taught:
1) Best glide speed
2) Note direction of wind.
3) Look out and see where the most suitable fields are. Don't waste time looking for a specific field.
4) Turn crosswind and do your re-start thing.
5) At 1500ft turn downwind and do your Mayday thing. Keep a watch out for a good field.
6) Turn base leg. Only now make a final decision about where to land.
I used this method on my skills test. Only problem was that my chosen field was planted with potatoes! The examiner took me back up to 1000 feet and made me choose another one.
I made so many mistakes on my skills test I was very surprised when I was told I had passed!
I think good decisions rather than handling skills is what the examiner is looking for.
1) Best glide speed
2) Note direction of wind.
3) Look out and see where the most suitable fields are. Don't waste time looking for a specific field.
4) Turn crosswind and do your re-start thing.
5) At 1500ft turn downwind and do your Mayday thing. Keep a watch out for a good field.
6) Turn base leg. Only now make a final decision about where to land.
I used this method on my skills test. Only problem was that my chosen field was planted with potatoes! The examiner took me back up to 1000 feet and made me choose another one.
I made so many mistakes on my skills test I was very surprised when I was told I had passed!
I think good decisions rather than handling skills is what the examiner is looking for.
