Instruction on privately owned/non-PT aircraft
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Join Date: Jan 2011
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Instruction on privately owned/non-PT aircraft
Apologies if this has already been done to death - I can't find any threads referencing ORS4 #847 or the broader question here.
As the proud purchaser of a plane with a wobbly prop, I need to get the constant speed validation trained and signed off. Clearly the exemption above doesn't cover this.
So my question is - is the fact that a plane has certain items maintained on condition automatically mean it is not maintained to public transport standards, and so is this plane not usable for the initial validation?
As the proud purchaser of a plane with a wobbly prop, I need to get the constant speed validation trained and signed off. Clearly the exemption above doesn't cover this.
So my question is - is the fact that a plane has certain items maintained on condition automatically mean it is not maintained to public transport standards, and so is this plane not usable for the initial validation?
If you are the sole owner, you are fine.
Any FI or CRI current on VP props should be able to do it. If you are in a flying club ask there, if not say here what airfield you're based at and there should be a few suggestions or volunteers.
G
Any FI or CRI current on VP props should be able to do it. If you are in a flying club ask there, if not say here what airfield you're based at and there should be a few suggestions or volunteers.
G
Join Date: Apr 2003
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“constant speed validation?”
In the UK you need compulsory differences training for certain things like disappearing Dunlop’s, TW, EFIS, VP props etc. It is quite informal and just needs a sign off from an appropriate coach when he is happy with your knowledge. In some cases it is not even necessary to fly to get signed off.
Rod1
In the UK you need compulsory differences training for certain things like disappearing Dunlop’s, TW, EFIS, VP props etc. It is quite informal and just needs a sign off from an appropriate coach when he is happy with your knowledge. In some cases it is not even necessary to fly to get signed off.
Rod1
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Sorry G, lost the relevance of that comment?
Clearly any Instructor giving Instruction will require to have the relevant differences training themselves in order to give it.........
Clearly any Instructor giving Instruction will require to have the relevant differences training themselves in order to give it.........
A sets things.
All Instructors (CRI or FI) who have VP recency can teach VP differences.
All LAA coaches are instructors.
However, not all instructors (including not all LAA instructors) have VP recency.
Therefore not all LAA coaches can teach VP differences training.
G
All Instructors (CRI or FI) who have VP recency can teach VP differences.
All LAA coaches are instructors.
However, not all instructors (including not all LAA instructors) have VP recency.
Therefore not all LAA coaches can teach VP differences training.
G
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ifitaintboeing - An LAA coach won't necessarily be signed off on VP (or retractable ot tailwheel). It isn't a prerequisite of getting an FI or CRI rating.
As such, they won't be qualified to sign off the training as they can't be PIC on such an aircraft.
I have heard it suggested that VP instruction could be conducted by briefing only, without flying. Despite being inadequate, it still wouldn't be very appropriate unless the instructor was experienced and privileged to fly themselves.
As such, they won't be qualified to sign off the training as they can't be PIC on such an aircraft.
I have heard it suggested that VP instruction could be conducted by briefing only, without flying. Despite being inadequate, it still wouldn't be very appropriate unless the instructor was experienced and privileged to fly themselves.
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As such, they won't be qualified to sign off the training as they can't be PIC on such an aircraft.
All LAA coaches (assistant and full) are FI or CRI, and can conduct VP/CS differences training.
I have heard it suggested that VP instruction could be conducted by briefing only, without flying. Despite being inadequate, it still wouldn't be very appropriate unless the instructor was experienced and privileged to fly themselves.
I know that you have inside knowledge IfItAint, but what you're stating isn't confirmed by the coaching scheme website - and indeed very few LAA aeroplanes have VP props, and there's no requirement for a 1000hr PPL+CRI (LAA's minima) to have flown VP, so it seems not unlikely that some of those coaches have not flown VP props (and thus can't teach the relevant differences training).
As an aside, I notice another possible anomaly there. The LAA coaching scheme website shows a mix of "group A" (yes, I know) and microlight types in category 2, but (particularly since I believe that the LAA coaching scheme doesn't include microlight time in its 1000hrs minimum to become a coach) it may well be that LAA coaches in that category have not received microlight differences training so could not - for example - legally conduct training onto a Shadow DD, MW6 or Jabiru UL (or for that matter a CH601 microlight variant in category 1).
G
As an aside, I notice another possible anomaly there. The LAA coaching scheme website shows a mix of "group A" (yes, I know) and microlight types in category 2, but (particularly since I believe that the LAA coaching scheme doesn't include microlight time in its 1000hrs minimum to become a coach) it may well be that LAA coaches in that category have not received microlight differences training so could not - for example - legally conduct training onto a Shadow DD, MW6 or Jabiru UL (or for that matter a CH601 microlight variant in category 1).
G
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All LAA coaches (assistant and full) are FI or CRI, and can conduct VP/CS differences training....because they have all flown and instructed on aircraft with VP/CS propellers.
The requirements to become a coach include:
http://www.lightaircraftassociation....0a%20Coach.pdf
The aircraft category list on the LAA website dates back a number of years, and is one of the items to be updated over the winter.
Genghis, as your questions appear to digress somewhat from the original poster's question and are particular to the LAA Pilot Coaching Scheme, please feel free to phone or e-mail, or indeed place your question on the LAA forum and I will be happy to answer your queries.
The requirements to become a coach include:
http://www.lightaircraftassociation....0a%20Coach.pdf
As an aside, I notice another possible anomaly there.
Genghis, as your questions appear to digress somewhat from the original poster's question and are particular to the LAA Pilot Coaching Scheme, please feel free to phone or e-mail, or indeed place your question on the LAA forum and I will be happy to answer your queries.
Fair point, although I think collectively that we answered the OP's question some time ago!
Actually one point - you've expressed there as "requirements" what are stated on the LAA website as "not minimum requirements, they should be considered as a guide". I shall leave it there and switch to email.
G
Actually one point - you've expressed there as "requirements" what are stated on the LAA website as "not minimum requirements, they should be considered as a guide". I shall leave it there and switch to email.
G
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Significant experience on LAA types including experience of tailwheel, CS prop, and turbo chargers
