Isn't there a LAA coach somewhere nearby? They must all hold CRI ratings and most have TW privileges, so could conduct the training flight for folk such as yourself.

BEagle.
Problem solved, did an hour today with a very well qualified tailwheel instructor.
Still like know for sure about whether the other issue is legal on not.

Glad to hear that you managed to get it all sorted out in time!

I can't see that the idea of 'changing PIC twice during the flight' would be acceptable - how would you prove that you actually flew an hour of flight training?

Anyway, now that you're on the new scheme, you merely need to have accumulated a minimum total of 60 min flight training within the 2 years before the validity expiry date - you can do it at any time and it does NOT need to be completed in a single flight.

Thanks BEagle.
The "proof" should be in the writings of the instructor in my log book, it's the only proof I have that the flight took place.
Perhaps I should do that 60mins tomorrow!!!:ugh:

Well, I've had a response from those in the know and the answer is that training flight requires the FI/CRI to be captain. So he must be qualified on type, including having received the relevant differences training or having grandfather rights.

The idea of swapping captaincy in the air is ill advised at the best of times. Taken to the absurd conclusion, this would allow some young C152 FI to conduct the training flying on something with VP, RU and TW as long as the gear was up and the prop set. Then return captaincy before the prop was adjusted and the gear lever moved.

Keep it simple, keep it safe. FI/CRI conducting training flights are PIC throughout and must be qualified on type.

So, who was the higher authority who decided whether the first examiner should be qualified.......and from where did they derive their authority? :hmm:









I suspect a load of self-appointed jobsworths intent on building a self-perpetuating ,gravy-train heirarchy.

Remember the appearance of hang-gliders?- unregulated, they taught themselves and established practises empirically.......powered hang-gliders,same thing....powered parachutes?.....yup! authorities caught with their pants down again.

IMHO, the vast majority of new legislation is ill thought out and a knee-jerk reaction to evolution they did not anticipate.

The amount of confusion in the above thread is a prime example.

why no central register of Instructors and Examiners? Sounds like elementary record-keeping to me, to be able to check claimed qualifications and currency easily........a joined-up administration would use it to send out renewal notices to keep the gravy-train rolling,:}

Funny, DVLA manage to remember to jog me for £ 180-odd, and they slap a fine on me if i don't take up their offer and advise accordingly.

Inevitably, whenever someone invents a new and innovative form of attempted aeronautical suicide, after the first few deaths and serious injuries legislation is applied.

Although there are now some deregulated sub-115kg microlights, their pilots are still required to hold valid pilot licences.

Why no central database of instructors and examiners? Because it would change so often that it would need full-time staff to maintain it. For which there is no funding. The preceived benefits simply do not justify the cost.