UK PPL Revalidation Check Ride
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UK PPL Revalidation Check Ride
Good morning everyone
After several years of being unable to fly, i'm now back in the game and have been training to revalidate my PPL.
I'm in the process of booking my check ride and wanted some advice on preparation. My understanding of what will be tested based on what my FI told is :
* Navigation: do 1 leg as normal, then on second leg perform diversion and position fix
*general handling: different types of stalls including clean, base turn to final, full flaps, and go around stalls
*Practice Forced Landing
*Potentially a couple circuits including glide approach
Anything that I've missed? Anything that I should make sure i've prep'd?
Thanks!
After several years of being unable to fly, i'm now back in the game and have been training to revalidate my PPL.
I'm in the process of booking my check ride and wanted some advice on preparation. My understanding of what will be tested based on what my FI told is :
* Navigation: do 1 leg as normal, then on second leg perform diversion and position fix
*general handling: different types of stalls including clean, base turn to final, full flaps, and go around stalls
*Practice Forced Landing
*Potentially a couple circuits including glide approach
Anything that I've missed? Anything that I should make sure i've prep'd?
Thanks!
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I would also expect and thus be prepared for a flapless approach and an EFATO. If I got asked obscure questions about fire or electrical failure drills I'd probably fail that bit.
B100, the list goes nom-nom-nom...including; WX,NOTAMS,weight /c of g,documents,yours and aircraft,fuel-consumption/available,checklist-kneepad as quick reference.Aircraft inspection,carb air checks ..Briefing for the examiner before flight,ie in event of...I will do `blah,blah,etc;if I screw up, I`d like to repeat,,etc.(and do it better!),including t/o emergencies/x-winds etc.LOOKOUT all the time before turning,climbing descending,etc.Accuracy in speed,alt,hdg,trimming,balance,smoothness of handling,LOOKOUT..
Accurate circuit flying,extend upwind for spacing if several aircraft in circuit,R/T DISCIPLINE,10-15 seconds from abeam threshold before commencing base turn,carb heat,flaps/sideslip to adjust final approach,stable ,trimmed,LOOKOUT,RUNWAY PICTURE, and nom-nom-nom...
on chart,put winddirection arrow with estimated max drift,for diversion...Enjoy....
Accurate circuit flying,extend upwind for spacing if several aircraft in circuit,R/T DISCIPLINE,10-15 seconds from abeam threshold before commencing base turn,carb heat,flaps/sideslip to adjust final approach,stable ,trimmed,LOOKOUT,RUNWAY PICTURE, and nom-nom-nom...
on chart,put winddirection arrow with estimated max drift,for diversion...Enjoy....
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Firstly, you need to make sure that you're doing the right thing...
As has been stated already, this would be a class rating renewal - but the bigger question is for what licence and what are you flying?
If its an old UK CAA PPL issued prior to JAR then the licence is still valid - but wont serve much purpose without a valid class rating on it. If its a JAR licence then by now that too will have expired and require 'trading in' for an EASA one.
If you're looking to renew your rating and attach it to an EASA licence so that you can continue to fly what is termed an EASA aircraft in the future then the process is a little more complicated than just 'booking a check ride'.
For all renewals you need training through an ATO - you cant just rock up to any old instructor and fly. Your ATO has to determine your training needs and depending on how long 'several years' is will determine what and how much training should be undertaken. FCL.740.A states the guidelines that the ATO SHOULD work to.
Once that training is complete, the ATO will issue a course completion certificate and it is then that you can approach an examiner to book a proficiency check.
The examiner, I'm sure will be aware, has to apply to the CAA for authority to undertake the flight in advance and normally wont do that without seeing a copy of the completion certificate.
IIRC the UK CAA require a valid medical and valid rating before they will renew / reissue a licence so make sure all of the appropriate paperwork is in place....including an ELP if that isn't already on your licence.
HTH
DD
As has been stated already, this would be a class rating renewal - but the bigger question is for what licence and what are you flying?
If its an old UK CAA PPL issued prior to JAR then the licence is still valid - but wont serve much purpose without a valid class rating on it. If its a JAR licence then by now that too will have expired and require 'trading in' for an EASA one.
If you're looking to renew your rating and attach it to an EASA licence so that you can continue to fly what is termed an EASA aircraft in the future then the process is a little more complicated than just 'booking a check ride'.
For all renewals you need training through an ATO - you cant just rock up to any old instructor and fly. Your ATO has to determine your training needs and depending on how long 'several years' is will determine what and how much training should be undertaken. FCL.740.A states the guidelines that the ATO SHOULD work to.
Once that training is complete, the ATO will issue a course completion certificate and it is then that you can approach an examiner to book a proficiency check.
The examiner, I'm sure will be aware, has to apply to the CAA for authority to undertake the flight in advance and normally wont do that without seeing a copy of the completion certificate.
IIRC the UK CAA require a valid medical and valid rating before they will renew / reissue a licence so make sure all of the appropriate paperwork is in place....including an ELP if that isn't already on your licence.
HTH
DD
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thanks all for your feedback so far.
To address some of the questions raised so far:
* I had a JAR PPL that I acquired in France about 10 years ago, haven't flown since due to multiple reasons.
*I have contacted the French aviation authority (DGAC) and they have converted my license into EASA standards.
*I have passed my Class 2 medical in the UK and now have a CAA ref number.
* I have completed my training prior to this check ride"at an approved FTO. I flew with two different instructors who are both comfortable that I am now ready to take the check ride.
once I pass, I will send the CAA the appropriate forms to transfer my french EASA license over to the CAA.
Now in terms of the renewal itself, my understanding is that my PPL never expires however my SEP rating does, hence this would be a rating revalidation check rather than a PPL revalidation (apologies for the confusion)
Thanks
To address some of the questions raised so far:
* I had a JAR PPL that I acquired in France about 10 years ago, haven't flown since due to multiple reasons.
*I have contacted the French aviation authority (DGAC) and they have converted my license into EASA standards.
*I have passed my Class 2 medical in the UK and now have a CAA ref number.
* I have completed my training prior to this check ride"at an approved FTO. I flew with two different instructors who are both comfortable that I am now ready to take the check ride.
once I pass, I will send the CAA the appropriate forms to transfer my french EASA license over to the CAA.
Now in terms of the renewal itself, my understanding is that my PPL never expires however my SEP rating does, hence this would be a rating revalidation check rather than a PPL revalidation (apologies for the confusion)
Thanks
Look at Page 2 of this http://publicapps.caa.co.uk/docs/33/...e04enabled.pdf. You should be able to perform that lot to a satisfactory standard.
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I flew with two different instructors who are both comfortable that I am now ready to take the check ride.
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The length of the nav section will depend on the examiner, the guidance is that a short leg of 15 mins or so to the handling area is sufficient, and no specific need for a diversion, but some examiners may want to see this anyway.
At least two stalls, more likely three or four.
Steep turns and spiral dive recovery (not to be confused with spinning)
PFL and EFATO.
Again, probably just two circuits, precision and flapless, unless the forced landing section makes the examiner specifically want to see you handle a glide.
At least two stalls, more likely three or four.
Steep turns and spiral dive recovery (not to be confused with spinning)
PFL and EFATO.
Again, probably just two circuits, precision and flapless, unless the forced landing section makes the examiner specifically want to see you handle a glide.
Last edited by RTN11; 4th Dec 2017 at 16:07.
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If somebody's been off for several years, one of the very many things they won't be up to speed on is the subtlety of current terminology.
I say we all give the guy a break and help him out, as enjoyable as nit-picking can be.
I say we all give the guy a break and help him out, as enjoyable as nit-picking can be.
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I would take some comfort from the confidence of the instructors who have flown with you.
They would not be comfortable to put you forward without having witnessed all of the required procedures having been flown to a suitable standard.
My only pearl of wisdom is that if you need a break, do a FREDA or do a very extensive lookout. That'll get you smartie points as well as some thinking time.
Most of all, good luck & welcome back.
They would not be comfortable to put you forward without having witnessed all of the required procedures having been flown to a suitable standard.
My only pearl of wisdom is that if you need a break, do a FREDA or do a very extensive lookout. That'll get you smartie points as well as some thinking time.
Most of all, good luck & welcome back.
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Thank you
The length of the nav section will depend on the examiner, the guidance is that a short leg of 15 mins or so to the handling area is sufficient, and no specific need for a diversion, but some examiners may want to see this anyway.
At least two stalls, more likely three or four.
Steep turns and spiral dive recovery (not to be confused with spinning)
PFL and EFATO.
Again, probably just two circuits, precision and flapless, unless the forced landing section makes the examiner specifically want to see you handle a glide.
At least two stalls, more likely three or four.
Steep turns and spiral dive recovery (not to be confused with spinning)
PFL and EFATO.
Again, probably just two circuits, precision and flapless, unless the forced landing section makes the examiner specifically want to see you handle a glide.
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Also check SRG1157
It’s the test form I use for the renewal of a class rating by Profiency Check for SEP Class ratings - which is what you need.
Used in conjunction with the standards document 14, you will have a good idea of what is required.
If you needs links please ask.
It’s the test form I use for the renewal of a class rating by Profiency Check for SEP Class ratings - which is what you need.
Used in conjunction with the standards document 14, you will have a good idea of what is required.
If you needs links please ask.
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As above, SRG 1157 states all the mandatory items, glide approaches and nav diverts aren't mandatory.
Also, the guidance for us examiners is in the examiners handbook, and that clearly states the nav section doesn't need to be too long unless nav competency is in particular doubt.
Also, the guidance for us examiners is in the examiners handbook, and that clearly states the nav section doesn't need to be too long unless nav competency is in particular doubt.
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thank you, I've printed this off and it all makes sense. Diversion and position fix aren't in there so I guess that will be at the discretion of the examiner. Navs is something i'm usually very comfortable with especially here in Scotland where there are so many easy to find visual landmarks. So not too worried about that part.
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quick question on full consumption: for the purpose of "FREDA" type checks, would an examiner find acceptable for me to round total full and fuel consumption figures? I spoke to my FI who told me total fuel is 182L with full tanks and 32L consumption per hour. Would it be acceptable for me to round these up to 180L and 30L per hour ? say if it's been 20 minutes since engine start and i'm doing my FREDA check I will estimate fuel burn at about 10L so 170L remaining giving me 5h40 minutes autonomy. Since it should only be one leg, the impact of rounding on actual figures should be minimal.
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at the risk of nit-picking:
32 litres to 30 litres/hr is rounding down, not rounding up - something not advisable for a fuel burn and likely to become a talking point with an examiner!
is the 182 litres all usable fuel?
You should expect to do the fuel calculation as part of the planning, and you should know about and be ready to use, the 'time and fuel to climb' chart in the POH, and a taxi allowance. Once in the air, consumption is going to be an estimate as you go, and of course subject to using correct leaning technique. For the FREDA check, making sure you are on the correct tank, the fuel pump is on or off as required, and there is sufficient fuel to get to your intended destination plus 30 minutes (by day VFR ) is the check.
32 litres to 30 litres/hr is rounding down, not rounding up - something not advisable for a fuel burn and likely to become a talking point with an examiner!
is the 182 litres all usable fuel?
You should expect to do the fuel calculation as part of the planning, and you should know about and be ready to use, the 'time and fuel to climb' chart in the POH, and a taxi allowance. Once in the air, consumption is going to be an estimate as you go, and of course subject to using correct leaning technique. For the FREDA check, making sure you are on the correct tank, the fuel pump is on or off as required, and there is sufficient fuel to get to your intended destination plus 30 minutes (by day VFR ) is the check.
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at the risk of nit-picking:
32 litres to 30 litres/hr is rounding down, not rounding up - something not advisable for a fuel burn and likely to become a talking point with an examiner!
is the 182 litres all usable fuel?
You should expect to do the fuel calculation as part of the planning, and you should know about and be ready to use, the 'time and fuel to climb' chart in the POH, and a taxi allowance. Once in the air, consumption is going to be an estimate as you go, and of course subject to using correct leaning technique. For the FREDA check, making sure you are on the correct tank, the fuel pump is on or off as required, and there is sufficient fuel to get to your intended destination plus 30 minutes (by day VFR ) is the check.
32 litres to 30 litres/hr is rounding down, not rounding up - something not advisable for a fuel burn and likely to become a talking point with an examiner!
is the 182 litres all usable fuel?
You should expect to do the fuel calculation as part of the planning, and you should know about and be ready to use, the 'time and fuel to climb' chart in the POH, and a taxi allowance. Once in the air, consumption is going to be an estimate as you go, and of course subject to using correct leaning technique. For the FREDA check, making sure you are on the correct tank, the fuel pump is on or off as required, and there is sufficient fuel to get to your intended destination plus 30 minutes (by day VFR ) is the check.