CPL Diary?
Why do it if it's not fun?
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Tinstaafl,
I've just had a phone-call from my old PPL instructor, and I mentioned this to him. He told me that when he did his PPL he was taught this method. He only learnt the 6-minute-mark method when he did his CPL - but he thought it enough of an improvement over the 1/2-way-marks that this is the method which he taught to all his PPL students.
It seems, from that, that it's not the CAA who specify the 1/2-way marks - so it must be EFT. Although he has a CAA CPL, so it's also possible that it's all changed under JAR. Not a definitive answer, I know.
FFF
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I'd still like to know what's behind the 'qtr/half/3qtr only' style of navigation? Is it a JAR requirement to only use that method? Or is the school's JAR approval based on whatever the schools syllabus specifies- and it only mentions that one?
It seems, from that, that it's not the CAA who specify the 1/2-way marks - so it must be EFT. Although he has a CAA CPL, so it's also possible that it's all changed under JAR. Not a definitive answer, I know.
FFF
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Ta, FFF. It's piqued my curiosity.
When I was instructing & subsequently designing syllabi & training courses for approval I made sure that students were given a range of navigational tools, not just a spanner.
I was originally taught/taught to others 10nm markers, then 20nm, 6min, 1/4-1/2-3/4 fractions, deliberate track error, 'lead in', line & funnel features, pilotage/track crawling from a last 'good' fix, visual & radio bearing plots etc. They ALL have their uses. Haven't used along track markers for 15 years. Instead I prefer to measure as I go, using whatever feature is most convenient at the time. Still use all the others though.
When I was instructing & subsequently designing syllabi & training courses for approval I made sure that students were given a range of navigational tools, not just a spanner.
I was originally taught/taught to others 10nm markers, then 20nm, 6min, 1/4-1/2-3/4 fractions, deliberate track error, 'lead in', line & funnel features, pilotage/track crawling from a last 'good' fix, visual & radio bearing plots etc. They ALL have their uses. Haven't used along track markers for 15 years. Instead I prefer to measure as I go, using whatever feature is most convenient at the time. Still use all the others though.
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Long Briefing!!
First off - note that this is MY brief, to MY candidates and that the flight is taking place in the USA. Rules here are slightly different and, as such, slightly amend the briefing that I would be giving for a flight test in European airspace. DON'T take this as the definitive briefing. LISTEN to exactly what your own examiner says - indeed, WHAT he says, may very well be in your favour......here goes......candidate returns, 40 minutes later. I've based this entirely on the flight that occured with FFF.
Ah, Mr. Flying for Fun. Welcome back, did you find everything you need? Are you ready to fly? <<I'm expecting a "Yes", but say otherwise, if not>>
Good, in that case, let's sit and go through the long briefing for the flight. Do you want a drink of anything before we start? This could be a long chat.
Don't bother taking any notes, mainly because we are going flying immediately afterwards - so you won't get time to read them. However, please do stop me, interrupt me, if I'm saying anything that you do not completely understand or if I'm suggesting something you don't believe you have done in training. If you have any questions, any questions at all, please ask.
First of all, I must ask you to sign this Form 172, the CPL Skill Test Report Form. <<Shows form to candidate and points to various bits of information that I've just written onto it>>
If you agree that this is your first attempt, of the first series (or whatever, as applicable) - that this is your correct name and CAA reference number - that in Piper Arrow, N2878U you are going to fly from Fort Pierce to the private airstrip called 'Escape', with me (my name and reference number on form), and that you are required to fly the indicated sections of the flight ....section 1 being the departure, section 2 being the upper air work, general handling, section 3 the navigation element, 4 the circuits and landings and 5 being the simulated emergencies, please sign the form here. There are four carbon copies of this form, so please press quite hard - but try not to dig holes in the paper. You have no requirement to fly any items from section 6 as this is for multi engine aircraft - and are difficult to fly in your Piper Arrow. The section down here, at the bottom, says that you have trained to fly at EFT, that <whoever> has signed your form 170A on <this date>. When we return from the flight, and complete the result, I will ask you to sign it again.
OK?? Right then, the profile, as I'm sure you are aware, will include a departure from here, followed by the visual navigation leg, and a simulated diversion. This diversion will include some simulated instrument flight. After the navigation you will be required to demonstrate some general handling exercise as well as a few circuits. There will also be some simulated emergencies to contend with.
So why are we doing all this?? Well, today is your golden opportunity to demonstrate your ability to operate as the Pilot in Command of a single pilot, public transport, passenger carrying operation, in a single engine aeroplane. Remember, although I will direct you through the sequence of events, you are to assume the responsibilities of the pilot in command - show me how you would carry out this flight as the Captain.
Fly the trip in accordance with all national legislations - now, there is the potential for conflict here as, having chosen to train in the United States for this flight test, you have two sets of rules to comply with. You are flying an FAA registered aircraft, in Federal airspace so must comply with Federal regulations - however, you are flying a JAA skill test for a JAA licence, so must also comply with JAA legislation. If the two sets of legislation contradict each other - then take the most restrictive. For example, what are the FAA regulations with regard to clearance from cloud for flight under VFR - and what are they under JAA? <Waits for answers>. So in that case, the Federal regulations are more restrictive.
On the other hand, if your flight takes you close to an airfield that has an air-to-ground radio facility then, under JAA, that airfiled would have an ATZ around it and, if your journey today takes you inside that area, I expect you to make the appropriate radio calls - which should also be in accordance with CAP413, not the atrocious American crap that you've been listening to for the last three or four weeks. What would be the dimensions of that ATZ at, say, these two airfields? <points at two airfields, on the candidates chart, with different length runways and waits for correct answers>.
The flight should also be flown in accordance with standard industry operating procedures - so no deliberate steep turns in the circuit, land at the start of the runway - not three quarters of the way down it, land with the wheels down etc. etc. Having said that, if you WISH to operate in a non-standard way, say landing with the gear up, or half way up the runway, then TELL ME, in advance, that you intend to do so. The flight must also be conducted in accordance with your flight schools training and operation manuals - do it the way you have been taught. The main thing to consider, however, is that the entire flight must be flown in VMC - do NOT enter cloud, on pain of death. If, for example, I ask you to climb from altitude 3,000 feet to altitude 4,000 - and there is a cloud in the way, then I do NOT expect you to go through that cloud, I expect you to find your way AROUND it. DO NOT enter cloud during this flight.
Whenever you are operating under simulated instrument conditions - or, more simply put, whenever you have the hood on - I will assume responsibility for lookout and collision avoidance.......which is only fair - because you can't see out of the window. Whenever you are operating visually, however, you are responsible for that collision avoidance and if you see any other aircraft, or obstructions, you should point them out to me - then I can tell what you have seen and, more importantly to my insurance company, I can tell what you haven't seen.
During the navigation exercise, you will also be responsible for both radio communication with whichever ground facility you deem to be the most appropriate at any given time and, not surprisingly,for navigation - for the safe and effecient conduct of the flight path. If there is some airspace in the way that may need a clearance - then organise one. If you get lost - take the appropriate actions to find yourself. Do what you would do as the pilot in command of a single pilot, public transport, passenger carrying aircraft.
During the general handling section of the flight - the airwork section - I will be responsible for both radio communication and navigation. You do not need to make any radio calls - but I would ask you not to talk over any radio reception. If the radio is talking - it may be somebody operating in our area - so listen to it!!
No matter whether you are flying visually, or under the hood, cockpit management will be your responsibility at all times. YOU decide if a switch should be on or off, if you want the wheels up or down, if you want the left tank or the right tank selected...whatever. If I ask you to carry out an exercise, but you want to do a check or whatever, then please tell me that you wish to do so, and we'll continue with the exercise when you are ready. Remember, cockpit management is your responsibility at all times.
On the subject of in-flight checks, all your checks should be done in accordance with your company check list, and should all be made out loud. Let me hear what you are doing. Following on from this would be the operating speeds - let's agree how you intend to handle this flight. <<My kneeboard has a sheet on it that has spaces to record your nominated speeds for rotate, cruise climb, best rate of climb, best angle of climb, cruise speed, cruise descent, downwind in the traffic pattern and final approach speeds for a normal approach, a flapless approach, a glide and a short field or performance landing - and, as you sing them out, I'll write them on the kneeboard and expect you to comply with them>> <<back to the script....>>
Tolerances. No doubt your instructor has beaten into you the tolerances that you are allowed from your nominated altitudes, headings and speeds. Well, don't concentrate too hard on these - they are more for my guidance than yours. Altitude for example, the written tolerance is plus, or minus, 100 feet - but I'm more concerned with WHY. If you enter a porpoising, sinusoidal wave form flight path that goes from 90 feet above to 90 feet below your nominated altitude, that would be a bad thing. If you cruised along for quite some time with an error or 80 feet and did nothing about it, that would be a bad thing, despite it being within the magical 100 feet figure. If, however, you drift off to, say, 150 feet high, which is technically outside the tolerance, but then make an immediate, deliberate, smooth, non aerobatic, non coffee spilling, non passenger scaring, recovery to your nominated altitude - that is not as bad a thing. If you get caught in one of our wonderful, homely, Floridian thermal updraughts - well then all bets are off. Do what you can to control it - but don't fret about it - you may not have the powers to overcome nature.
Conversation - it's unusual for me, but once you start the engine, I'm going to go quiet. I'll slide the seat back all the way and enjoy the ride. Remember your driving test?? Grumpy, frightening, examiner guy with his arms folded, listing all your faults on his kneeboard and sighing when you brake too heavy?? Well, I'm going to stay real quiet but only in an attempt to give you 100% opportunity to concentrate on whatever you are trying to do. I will not open conversation with you, other than to advise you of the diversion - if you wish to open conversation with me, I will, of course, reply - but I will not be able to advise you on the conduct of the flight. Please don't take this as unfriendly - I'm actually trying to help you. I'm trying to let you concentrate.
Talking of the driving examiner, I want you to know that I will be keeping a log of the flight. I'll be scribbling A LOT during the flight. If you make a mistake, I'll write it down. If you do something really well, I'll write it down. I may even write down something that has no direct bearing on our flight - maybe a note to advise the school of a fault with the aircraft, maybe a note about the weather or visibility. Maybe a note of some aircraft that I have heard on the radio. Maybe a note to remind me to pay the mortgage when we land...it could be anything. Please, don't assume that because I have just written something down, you have just made a bad mistake - it could be just the opposite <<that's all true, by the way>>.
Finally, before we discuss the flight excersises, let's discuss those mistakes. If, or should I say 'when', you realise that you have made a mistake, don't sit there hoping that I didn't spot it, it's my job, it's what you've paid the CAA for me to do. Please, just tell me that you know you did wrong and what you should have done differently. If your error has affected the flight - then take the appropriate actions to rectify the problem. Do what you would do if you were the pilot in command of a public transport, passenger carrying flight.
<<going for coffee - will finish off later. Please advise me of any typo's that you spot in any of the above>>
Ah, Mr. Flying for Fun. Welcome back, did you find everything you need? Are you ready to fly? <<I'm expecting a "Yes", but say otherwise, if not>>
Good, in that case, let's sit and go through the long briefing for the flight. Do you want a drink of anything before we start? This could be a long chat.
Don't bother taking any notes, mainly because we are going flying immediately afterwards - so you won't get time to read them. However, please do stop me, interrupt me, if I'm saying anything that you do not completely understand or if I'm suggesting something you don't believe you have done in training. If you have any questions, any questions at all, please ask.
First of all, I must ask you to sign this Form 172, the CPL Skill Test Report Form. <<Shows form to candidate and points to various bits of information that I've just written onto it>>
If you agree that this is your first attempt, of the first series (or whatever, as applicable) - that this is your correct name and CAA reference number - that in Piper Arrow, N2878U you are going to fly from Fort Pierce to the private airstrip called 'Escape', with me (my name and reference number on form), and that you are required to fly the indicated sections of the flight ....section 1 being the departure, section 2 being the upper air work, general handling, section 3 the navigation element, 4 the circuits and landings and 5 being the simulated emergencies, please sign the form here. There are four carbon copies of this form, so please press quite hard - but try not to dig holes in the paper. You have no requirement to fly any items from section 6 as this is for multi engine aircraft - and are difficult to fly in your Piper Arrow. The section down here, at the bottom, says that you have trained to fly at EFT, that <whoever> has signed your form 170A on <this date>. When we return from the flight, and complete the result, I will ask you to sign it again.
OK?? Right then, the profile, as I'm sure you are aware, will include a departure from here, followed by the visual navigation leg, and a simulated diversion. This diversion will include some simulated instrument flight. After the navigation you will be required to demonstrate some general handling exercise as well as a few circuits. There will also be some simulated emergencies to contend with.
So why are we doing all this?? Well, today is your golden opportunity to demonstrate your ability to operate as the Pilot in Command of a single pilot, public transport, passenger carrying operation, in a single engine aeroplane. Remember, although I will direct you through the sequence of events, you are to assume the responsibilities of the pilot in command - show me how you would carry out this flight as the Captain.
Fly the trip in accordance with all national legislations - now, there is the potential for conflict here as, having chosen to train in the United States for this flight test, you have two sets of rules to comply with. You are flying an FAA registered aircraft, in Federal airspace so must comply with Federal regulations - however, you are flying a JAA skill test for a JAA licence, so must also comply with JAA legislation. If the two sets of legislation contradict each other - then take the most restrictive. For example, what are the FAA regulations with regard to clearance from cloud for flight under VFR - and what are they under JAA? <Waits for answers>. So in that case, the Federal regulations are more restrictive.
On the other hand, if your flight takes you close to an airfield that has an air-to-ground radio facility then, under JAA, that airfiled would have an ATZ around it and, if your journey today takes you inside that area, I expect you to make the appropriate radio calls - which should also be in accordance with CAP413, not the atrocious American crap that you've been listening to for the last three or four weeks. What would be the dimensions of that ATZ at, say, these two airfields? <points at two airfields, on the candidates chart, with different length runways and waits for correct answers>.
The flight should also be flown in accordance with standard industry operating procedures - so no deliberate steep turns in the circuit, land at the start of the runway - not three quarters of the way down it, land with the wheels down etc. etc. Having said that, if you WISH to operate in a non-standard way, say landing with the gear up, or half way up the runway, then TELL ME, in advance, that you intend to do so. The flight must also be conducted in accordance with your flight schools training and operation manuals - do it the way you have been taught. The main thing to consider, however, is that the entire flight must be flown in VMC - do NOT enter cloud, on pain of death. If, for example, I ask you to climb from altitude 3,000 feet to altitude 4,000 - and there is a cloud in the way, then I do NOT expect you to go through that cloud, I expect you to find your way AROUND it. DO NOT enter cloud during this flight.
Whenever you are operating under simulated instrument conditions - or, more simply put, whenever you have the hood on - I will assume responsibility for lookout and collision avoidance.......which is only fair - because you can't see out of the window. Whenever you are operating visually, however, you are responsible for that collision avoidance and if you see any other aircraft, or obstructions, you should point them out to me - then I can tell what you have seen and, more importantly to my insurance company, I can tell what you haven't seen.
During the navigation exercise, you will also be responsible for both radio communication with whichever ground facility you deem to be the most appropriate at any given time and, not surprisingly,for navigation - for the safe and effecient conduct of the flight path. If there is some airspace in the way that may need a clearance - then organise one. If you get lost - take the appropriate actions to find yourself. Do what you would do as the pilot in command of a single pilot, public transport, passenger carrying aircraft.
During the general handling section of the flight - the airwork section - I will be responsible for both radio communication and navigation. You do not need to make any radio calls - but I would ask you not to talk over any radio reception. If the radio is talking - it may be somebody operating in our area - so listen to it!!
No matter whether you are flying visually, or under the hood, cockpit management will be your responsibility at all times. YOU decide if a switch should be on or off, if you want the wheels up or down, if you want the left tank or the right tank selected...whatever. If I ask you to carry out an exercise, but you want to do a check or whatever, then please tell me that you wish to do so, and we'll continue with the exercise when you are ready. Remember, cockpit management is your responsibility at all times.
On the subject of in-flight checks, all your checks should be done in accordance with your company check list, and should all be made out loud. Let me hear what you are doing. Following on from this would be the operating speeds - let's agree how you intend to handle this flight. <<My kneeboard has a sheet on it that has spaces to record your nominated speeds for rotate, cruise climb, best rate of climb, best angle of climb, cruise speed, cruise descent, downwind in the traffic pattern and final approach speeds for a normal approach, a flapless approach, a glide and a short field or performance landing - and, as you sing them out, I'll write them on the kneeboard and expect you to comply with them>> <<back to the script....>>
Tolerances. No doubt your instructor has beaten into you the tolerances that you are allowed from your nominated altitudes, headings and speeds. Well, don't concentrate too hard on these - they are more for my guidance than yours. Altitude for example, the written tolerance is plus, or minus, 100 feet - but I'm more concerned with WHY. If you enter a porpoising, sinusoidal wave form flight path that goes from 90 feet above to 90 feet below your nominated altitude, that would be a bad thing. If you cruised along for quite some time with an error or 80 feet and did nothing about it, that would be a bad thing, despite it being within the magical 100 feet figure. If, however, you drift off to, say, 150 feet high, which is technically outside the tolerance, but then make an immediate, deliberate, smooth, non aerobatic, non coffee spilling, non passenger scaring, recovery to your nominated altitude - that is not as bad a thing. If you get caught in one of our wonderful, homely, Floridian thermal updraughts - well then all bets are off. Do what you can to control it - but don't fret about it - you may not have the powers to overcome nature.
Conversation - it's unusual for me, but once you start the engine, I'm going to go quiet. I'll slide the seat back all the way and enjoy the ride. Remember your driving test?? Grumpy, frightening, examiner guy with his arms folded, listing all your faults on his kneeboard and sighing when you brake too heavy?? Well, I'm going to stay real quiet but only in an attempt to give you 100% opportunity to concentrate on whatever you are trying to do. I will not open conversation with you, other than to advise you of the diversion - if you wish to open conversation with me, I will, of course, reply - but I will not be able to advise you on the conduct of the flight. Please don't take this as unfriendly - I'm actually trying to help you. I'm trying to let you concentrate.
Talking of the driving examiner, I want you to know that I will be keeping a log of the flight. I'll be scribbling A LOT during the flight. If you make a mistake, I'll write it down. If you do something really well, I'll write it down. I may even write down something that has no direct bearing on our flight - maybe a note to advise the school of a fault with the aircraft, maybe a note about the weather or visibility. Maybe a note of some aircraft that I have heard on the radio. Maybe a note to remind me to pay the mortgage when we land...it could be anything. Please, don't assume that because I have just written something down, you have just made a bad mistake - it could be just the opposite <<that's all true, by the way>>.
Finally, before we discuss the flight excersises, let's discuss those mistakes. If, or should I say 'when', you realise that you have made a mistake, don't sit there hoping that I didn't spot it, it's my job, it's what you've paid the CAA for me to do. Please, just tell me that you know you did wrong and what you should have done differently. If your error has affected the flight - then take the appropriate actions to rectify the problem. Do what you would do if you were the pilot in command of a public transport, passenger carrying flight.
<<going for coffee - will finish off later. Please advise me of any typo's that you spot in any of the above>>
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Part two of the above - follows straight on
Right then - the flight!!
Departure. Start the aircraft and taxi out in accordance with public transport regulations. Lookout, Radio communication and navigation are all your responsibility. Leave the zone in accordance with any air traffic control clearance - but feel free to co-ordinate with ATC in an attempt to get the clearance that you require. Can you tell me what runway length we require for departure today, and what distance we will require for landing when we return in about 2 hours? How did you calculate these figures?
<<Discussion on runway lengths, todays weather conditions, and public transport operations - including runway length factoring. Good time to look at Mass & Balance, too>>
O.K. - any questions on the departure??
Navigation. Weather and obstacles permitting, off we go on a fairly straight line, visual, navigation flight. You are not to use any radio navigation aids during this portion of the flight. You may, if you wish, set up any radio aids that you envisage may be of use on the second leg - you may tune and identify any facilities of your choice. If, however, it appears that you may gain navigational assistance from these aids I will either detune then again or, more likely, offset the indicators on the instrument display. Tune in whatever you wish, but if you try to "accidentally" leave the CDI on the correct radial for the destination - then expect me to adjust it. Don't even dream of leaving the DME set on something helpful - it, too, will be altered. However, if I do need to detune any, or all, of these aids, I will make note of the frequencies and settings and I will reset them to EXACTLY the same configuration before you commence the diversion leg of the flight. If this involves retuning the frequency, I will re-identify those aids, and will return them to your use in exactly the same configuration as you had left them.
Once you set off on the navigation leg, please advise me of your initial heading, your planned altitude and - when you can - your estimated time of arrival at the destination. You may change any, or all, of these nominations as many times as you deem appropriate - but TELL ME, in advance, BEFORE you make the correction.
You should, of course, be keeping a running log of your actions. I will ask you for a copy <or the original> of your flight log at the end of the journey. Can you tell me why you should keep a log??
Before you arrive at the destination, I will advise you of my desired diversion. Feel free to plan your diversion during the remainder of the first leg. When you arrive at the destination you are required to positively identify the turning point and, if there is any possibility of confusion as to the exact location, then I may ask you to positively identify up to three ground features surrounding the destination point.
When you make the turn at the destination all the navigation aids become available to you. You may use any information that you can get out of any of the equipment installed in the aircraft other than the moving map section of the GPS. <<KNS 80 (RNAV) users may, or so I'm told, actually move a VOR to the diversion point and track direct to it. Loran users may use full functions of the box of tricks. Remember, however, that the individual examiner MAY, at his (or her) own discretion, simulate the failure of any item of navigational equipment - so you can't use it, if we don't want you to>>
Again, please advise me of your initial heading, your planned altitude and, when you can, an estimated time of arrival at the diversion point. After some moments of tracking in the general direction of the diversion, I will take control whilst you erect the screens (or put on your hood/foggles). When I give control back to you, assume that you have entered cloud and take the appropriate actions. Which would be.....?? <<waits for answer>>.
Continue navigating towards the diversion point whilst flying in accordance with IFR. You may take running fixes of your current location as you see fit. I will require to see at least one fix, which you are required to mark on your chart and record on your navigation log - if you've just done a fix which was suitable then I'll not do another one specifically, but if I haven't seen you do one for a while........I'll ask you to do one.
Continue the instrument navigation until I advise that you may remove the hood/foggles/screens. Orientate yourself visually and continue to navigate towards the diversion point. Depending on the progress of the flight, we may - or may not - continue all the way to the diversion point. If we do go to the diversion you will be required to positively identify the feature, or at least three other prominent features surrounding it.
You will also be required to carry out some radio aid tracking - this may be either towards or away from a navigation aid of my choosing and may involve an intercept of a particular track, or simply calculate the current QDM and turn on track direct to the facility.
If, during your "appropriate actions" when encountering the simulated instrument conditions earlier, you declare that you are going to climb to an altitude above the MSA, but this altitude would put you into real cloud - I will advise you that I will accept that you HAVE climbed to that altitude, but will ask you not to, due to our requirement to maintain VMC conditions. Although I am accepting that we have climbed, you must take into account that for airspace and obstacle purposes WE HAVE NOT, and that should your current track encounter any airspace that requires a clearance to enter at that lower altitude, or an obstacle that needs avoiding in order not to spoil our day, you are required to deal with the situation accordingly. Don't go bleating through somebody’s airspace announcing that we would have gone clear over the top if I hadn't kept you at a lower altitude, and that the subsequent airspace infringement is my fault. Nor will I accept that argument whilst we plummet towards the Earth whilst sliding down the side of a large radio or television mast that we have just hit.
Any questions on the navigation section??
Airwork. Two parts to this - you will be required to do some visual exercises and some simulated instrument exercises. Remember, I will take responsibility for navigation and for radio communication. Don't talk ON the radio - and don't talk OVER the radio. I guarantee to you that I will not try to take you into any airspace without a clearance. There are NO deliberate traps during this flight. Don't forget, however, that cockpit management is your responsibility at all times.
There is no need for you to try to remember any of these instructions, as I will remind you of each, and every, exercise at it occurs. This is just a "heads up" of what you can expect to have to do during the flight.
So, hood/foggles on, and I assume responsibility for lookout. You maintain straight and level flight. No matter what the heading, no matter what the level - you just keep 'em. Maintain that for a few moments and then I will ask you to carry out a level turn at a 30 degree angle of bank. Only this FIRST turn will be at 30 degrees - any subsequent maneuvers should be at the appropriate bank angles for climbing or descending - or, if it is a level turn, it should be done at rate one, and should be the shortest way round onto any nominated heading. The straight and level flight, followed by the 30 degree bank turn, is to give me the opportunity to position the aircraft in a usable chunk of airspace from which to commence the flight exercise profile.
I'll position the aircraft to avoid a town, or find a hole in the cloud that we can climb through.
The simulated instrument work will consist of both full panel instrument flying, and some limited panel operations. For the full panel all I will ask you to do is climbing, descending and turning - mainly because there is nothing else that we can do with an aircraft. I will nominate some altitudes to climb or descend to. I will nominate some headings to turn on to. I may get mean and nasty and ask for a climbing turn - and even nastier when I nominate a particular indicated airspeed for you to maintain whilst descending at a mandated rate of descent. Ooh - getting tricky now, huh?
Limited panel work consists of level turns. Easy stuff - level turns. Shortest way round, rate one. When you roll wings level, don't be surprised to find that the heading isn't what you wanted. Feel free to adjust your heading as required - roll back into the turn, or roll back again, as appropriate. It may take a couple of attempts to get it accurate with these scabby little compasses. Just tell me when you are satisfied that you have completed the turn to the best of your accuracy and ability.
Whilst in limited panel, I will also take control and disturb the aircraft into a few unusual attitudes. When I give control back to you, respond in the appropriate manner ("I have control") and recover the aircraft to straight and level flight with the minimum further loss of altitude.
Visual flight - you resume responsibility for lookout, I maintain the R/T and navigation. Don't forget, cockpit management is still yours.
I will direct a sequence of events that will include - but not necessarily in this order - stalling, steep turns and gliding turns. For the stalling, I will nominate an altitude which I will expect you to achieve and MAINTAIN during your pre-stall checks. Once you commence a stall recovery, each one should be with the minimum loss of altitude and each one should end in a clean - that's gear up and flap up - climb at the best rate of climb. Minimum loss of altitude, ending in a clean climb at Vy, best rate of climb - which you told me earlier would be at a speed of <<see above>>.
The first stall is likely to be a clean, fully developed stall, recovering on my command. After the checks, maintaining altitude remember, close the throttle, don't let the aircraft climb or descend, eventually it will fully stall. Wait for me to say the command "Recover", then carry out a standard stall recovery, with the minimum further loss of altitude, finishing in a clean climb at Vy, best rate of climb.
Recover to my nominated altitude - then prepare for the "approach configuration" stall. This is the simulated turn from base leg onto final - so will have gear down, two stages of flap, twenty degrees of bank and reduced power. A little bit over zealous with the back pressure - and recover, on your own initiative, at the first signs of the approach to the stall. Don't wait for me to say "Recover", because I'm not going to - this one is up to you. Again, finish this move with the aircraft in a clean, gear up, flap up, Vy climb. This climb may take you through my nominated altitude - don't worry about it, keep climbing until I ask you to level off.
The last stall will be in "landing configuration". Gear down, full flap, wings level, reduced power. 'Stretching the glide scenario' - recover, on your own initiative at the first signs of the approach to the stall, into a clean, gear up, flap up, Vy climb - which, again, may take you through my nominated altitude.
Steep turns. Feel free to adjust to any heading that will give you a good visual reference point ahead of the aircraft. After the appropriate checks <<not a clearing turn>> carry out a level turn, at 45 degrees angle of bank, all the way round through 360 degrees, rolling wings level on your own initiative, back onto your visual reference feature outside. One turn one way, settle down again, then turn the other way when ready. During each turn, maintain the altitude and the airspeed. The direction of the first turn is at your discretion - be prepared to tell me why you have chosen to go that way!!
Gliding turns: At one point during this flight, you will find the aircraft flying in a wings level glide, and trimmed for the best glide speed, which you have already told me is <see above>. This will be an ideal start to enter the steep gliding turns. I’ll ask you to maintain the wings level attitude for a few moments and then, when ready, to enter a gliding turn at 30 degrees angle of bank. Maintain this descending turn until I ask you to continue into a 40 degree angle of bank. Does anything strike you about this exercise? Can you tell me what actions you will need to carry out?? <<waits for answer>>. Can you now tell me why you should do this?? <<waits for answer>>.
At the end of this exercise I will ask you to recover to straight and level – and then, once established, to pitch into a climb at the best angle of climb, Vx. This climb, with the high nose attitude, will continue for quite some time, possibly a couple of thousand feet. Take the appropriate actions, which are?? <<waits for answers>>.
Any questions on the general handling?
Emergencies. During the flight there will be some simulated emergencies. These will include, but again not necessarily in this order, a practice forced landing, an engine failure after take-off and a simulated engine fire in flight. For each one of the exercises I will clearly announce ‘simulated…whatever’. Remember, whilst it would be nice to be able to use the aeroplane again, our singularly primary desire is to walk away from the burning wreckage. That’s what insurance is for.
For the PFL, this is meant to be that the engine has, for some reason, ceased to develop power. The engine is still running, there are no bits of piston punching holes through the side of the engine block, we don’t have a fountain of oil gushing through the top – the engine is still running, but is not developing power. To simulate this, I will reach across, close the throttle and announce “Ooh, simulated engine failure”. You should say, “Ooh, I’ll crash into that field there!”, work out a mental picture of how you will get there and then commence your engine failure drills. During the descent, if you realize that there is a better place to crash than the field that you initially chose, then you are welcome to change you mind and aim for the better site, but TELL ME. If you intend to land with the undercarriage up, tell me that too. If you have sufficient mental capacity left during this drill, try to consider what happens after the landing and aircraft evacuation. If you can find a long field with a pub at the end, or somewhere near a telephone and coffee machine, this would be far more welcoming than putting down in a random field. Remember this is Florida, the random fields here are often full of unfriendly, hungry, critters with very sharp teeth. Your passengers would not be happy to survive an engine failure and then be munched by an alligator.
Engine failure after take-off. At some point during the flight, whilst in the take-off configuration – fairly close to the ground, pitched for the climb, maybe with gear down, maybe with flap down, I will reach across and close the throttle whilst announcing “Simulated engine failure after take off”. Off you with the drills. Pitch down, look for somewhere to crash, then gear and flap as appropriate to crash as slowly as possible
For both the simulated engine failure and the engine failure after take-off I would ask you to continue the descent until I ask you to go-around. This may be below 500 feet agl, and will be my responsibility. We do, however, need to continue the approach until we both agree, without any doubt that we either would, or would not, make it into the landing site that you have chosen. If we disagree about the potential for reaching the site, then we must continue the approach until one of us is proven wrong.
Engine fire in flight. At some time, as we cruise along, I will say “Simulated smoke, simulated engine fire”. You will then sit still in a state of general confusion and eventually say “What?, Now?” “YES!!!!!! Run through the drills as “touch drills” with the exception of the throttle. Please DO close the throttle, but that is the only action you should actually do for real. It will really spoil our flight if you elect to shut down the engine. Believe me, it’s not the best way to make friends The fire will not extinguish with the routine drills, and you will be required to carry out the appropriate additional drills.
So, simulated emergencies. For each one I will clearly say “Simulated engine failure”, “Simulated engine failure after take-off” or, “Simulated smoke, simulated engine fire”. If, at any time during the flight, you encounter any symptoms of a problem and you have not heard me say “Simulated this, that or the other”, then the problem is genuine. It is a real emergency – deal with it. I promise you that I will not interfere with the aircraft systems, I will not pull any circuit breakers, I will not quietly turn off the fuel or mags – or whatever. If you don’t hear me say “Simulated something” then the problem is real.
Now, whilst I also promise you that these simulated emergencies will not happen during the instrument phases of flight, they may happen during the navigation leg or they may happen during the general handling – it all depends what mood I’m in and how nasty I feel like being.
If the simulation occurs during the navigation you should have some idea as to your position, because you are navigating, so if you do a simulated Mayday call – which should include a position report – then you ought to be able to give a fairly accurate position. However, if the simulation occurs during the general handling phase, I remind you that I am responsible for navigation and, as such, you may not be totally aware as to your accurate position – in which case you can say anything you wish….”intend forced landing in a field in Florida”, or “landing 4,000 miles south west of London”
If you encounter any problem, simulated or actual, take the appropriate action. This may be the aircraft, it may be a weather hazard or it may be you or I who, as crew, start to feel unwell and we elect to pause the flight test until we’ve had a walk around in the sunshine and drunk a can of Coke. If you encounter a problem – solve it!!
Any questions on the simulated emergencies??
O.K. Finally – circuits. Section 4 of the flight test profile includes various circuits and landings. I need to se you complete a normal landing, a glide approach and landing, a flapless landing, a low-level circuit – or ‘bad weather circuit’, call it what you will – and a short field, or performance landing. All of these landings should be to your nominated area of touchdown which, unless you specify otherwise, will be assumed to be the normal touchdown zone of the particular runway. I remind you that you have already nominated the speeds at which you intend to fly these approaches.
Can you tell me how you would carry out a short field landing. <<waits for answer>>. O.K., then please go ahead with that drill – but do not brake for real. Just tell me when you would apply the brakes, but do not rip the wheels or tires off the aircraft in your attempts to show me how quickly you can stop.
The circuits may be flown back here at the home airfield or, depending on traffic volume, we may elect to carry out the circuits at one of the airfields out there in the wild during the general handling section. Whether we do the circuits here, or not, before we return to base we will both agree on our current location – remember, at that point, I am responsible for radio and navigation. The two of us will identify some local landmarks and ensure that you are fully aware of your location and your orientation to the airfield, then I will hand over the radio and navigation to you, and ask you to make a commercially expeditious recovery to the runway. Call ATC and try to co-ordinate an expeditious rejoin, then fly us home.
That’s it!! Taxi in, tie the thing to the floor and we’ll go drink coffee and either fill out the paperwork or keep you away from sharp objects.
Any questions on the circuits and rejoin??
Do you understand the requirements for this flight?? Remember, I will repeat it to you, step by step, in flight. Have you any questions?? Then assume this to be the first flight of the day for this aircraft, complete the pre-flight paperwork and let’s be ready to start the engine in, say, 15 minutes from now.
Nervous?? <<expects to hear “Yes”>>. Well don’t be. Take into account that there is not one thing that I can do to fail you, nor is there one single thing that I can do to pass you. The result is not my doing, it’s yours. You are flying the plane and, as such, it’s all up to you. Having completed the course and having received a form 170, you are already starting with a pass. Just don’t do anything to screw it up. If you think about it, it is me who should be nervous. You know how well you fly, I have no idea – but as long as I’m sat there comfortably then you can assume that all is going reasonably well. If you are comfortable but you see me curling up into a ball under the front seat, or trying to get out in flight, then you may want to re-assess the situation.
Departure. Start the aircraft and taxi out in accordance with public transport regulations. Lookout, Radio communication and navigation are all your responsibility. Leave the zone in accordance with any air traffic control clearance - but feel free to co-ordinate with ATC in an attempt to get the clearance that you require. Can you tell me what runway length we require for departure today, and what distance we will require for landing when we return in about 2 hours? How did you calculate these figures?
<<Discussion on runway lengths, todays weather conditions, and public transport operations - including runway length factoring. Good time to look at Mass & Balance, too>>
O.K. - any questions on the departure??
Navigation. Weather and obstacles permitting, off we go on a fairly straight line, visual, navigation flight. You are not to use any radio navigation aids during this portion of the flight. You may, if you wish, set up any radio aids that you envisage may be of use on the second leg - you may tune and identify any facilities of your choice. If, however, it appears that you may gain navigational assistance from these aids I will either detune then again or, more likely, offset the indicators on the instrument display. Tune in whatever you wish, but if you try to "accidentally" leave the CDI on the correct radial for the destination - then expect me to adjust it. Don't even dream of leaving the DME set on something helpful - it, too, will be altered. However, if I do need to detune any, or all, of these aids, I will make note of the frequencies and settings and I will reset them to EXACTLY the same configuration before you commence the diversion leg of the flight. If this involves retuning the frequency, I will re-identify those aids, and will return them to your use in exactly the same configuration as you had left them.
Once you set off on the navigation leg, please advise me of your initial heading, your planned altitude and - when you can - your estimated time of arrival at the destination. You may change any, or all, of these nominations as many times as you deem appropriate - but TELL ME, in advance, BEFORE you make the correction.
You should, of course, be keeping a running log of your actions. I will ask you for a copy <or the original> of your flight log at the end of the journey. Can you tell me why you should keep a log??
Before you arrive at the destination, I will advise you of my desired diversion. Feel free to plan your diversion during the remainder of the first leg. When you arrive at the destination you are required to positively identify the turning point and, if there is any possibility of confusion as to the exact location, then I may ask you to positively identify up to three ground features surrounding the destination point.
When you make the turn at the destination all the navigation aids become available to you. You may use any information that you can get out of any of the equipment installed in the aircraft other than the moving map section of the GPS. <<KNS 80 (RNAV) users may, or so I'm told, actually move a VOR to the diversion point and track direct to it. Loran users may use full functions of the box of tricks. Remember, however, that the individual examiner MAY, at his (or her) own discretion, simulate the failure of any item of navigational equipment - so you can't use it, if we don't want you to>>
Again, please advise me of your initial heading, your planned altitude and, when you can, an estimated time of arrival at the diversion point. After some moments of tracking in the general direction of the diversion, I will take control whilst you erect the screens (or put on your hood/foggles). When I give control back to you, assume that you have entered cloud and take the appropriate actions. Which would be.....?? <<waits for answer>>.
Continue navigating towards the diversion point whilst flying in accordance with IFR. You may take running fixes of your current location as you see fit. I will require to see at least one fix, which you are required to mark on your chart and record on your navigation log - if you've just done a fix which was suitable then I'll not do another one specifically, but if I haven't seen you do one for a while........I'll ask you to do one.
Continue the instrument navigation until I advise that you may remove the hood/foggles/screens. Orientate yourself visually and continue to navigate towards the diversion point. Depending on the progress of the flight, we may - or may not - continue all the way to the diversion point. If we do go to the diversion you will be required to positively identify the feature, or at least three other prominent features surrounding it.
You will also be required to carry out some radio aid tracking - this may be either towards or away from a navigation aid of my choosing and may involve an intercept of a particular track, or simply calculate the current QDM and turn on track direct to the facility.
If, during your "appropriate actions" when encountering the simulated instrument conditions earlier, you declare that you are going to climb to an altitude above the MSA, but this altitude would put you into real cloud - I will advise you that I will accept that you HAVE climbed to that altitude, but will ask you not to, due to our requirement to maintain VMC conditions. Although I am accepting that we have climbed, you must take into account that for airspace and obstacle purposes WE HAVE NOT, and that should your current track encounter any airspace that requires a clearance to enter at that lower altitude, or an obstacle that needs avoiding in order not to spoil our day, you are required to deal with the situation accordingly. Don't go bleating through somebody’s airspace announcing that we would have gone clear over the top if I hadn't kept you at a lower altitude, and that the subsequent airspace infringement is my fault. Nor will I accept that argument whilst we plummet towards the Earth whilst sliding down the side of a large radio or television mast that we have just hit.
Any questions on the navigation section??
Airwork. Two parts to this - you will be required to do some visual exercises and some simulated instrument exercises. Remember, I will take responsibility for navigation and for radio communication. Don't talk ON the radio - and don't talk OVER the radio. I guarantee to you that I will not try to take you into any airspace without a clearance. There are NO deliberate traps during this flight. Don't forget, however, that cockpit management is your responsibility at all times.
There is no need for you to try to remember any of these instructions, as I will remind you of each, and every, exercise at it occurs. This is just a "heads up" of what you can expect to have to do during the flight.
So, hood/foggles on, and I assume responsibility for lookout. You maintain straight and level flight. No matter what the heading, no matter what the level - you just keep 'em. Maintain that for a few moments and then I will ask you to carry out a level turn at a 30 degree angle of bank. Only this FIRST turn will be at 30 degrees - any subsequent maneuvers should be at the appropriate bank angles for climbing or descending - or, if it is a level turn, it should be done at rate one, and should be the shortest way round onto any nominated heading. The straight and level flight, followed by the 30 degree bank turn, is to give me the opportunity to position the aircraft in a usable chunk of airspace from which to commence the flight exercise profile.
I'll position the aircraft to avoid a town, or find a hole in the cloud that we can climb through.
The simulated instrument work will consist of both full panel instrument flying, and some limited panel operations. For the full panel all I will ask you to do is climbing, descending and turning - mainly because there is nothing else that we can do with an aircraft. I will nominate some altitudes to climb or descend to. I will nominate some headings to turn on to. I may get mean and nasty and ask for a climbing turn - and even nastier when I nominate a particular indicated airspeed for you to maintain whilst descending at a mandated rate of descent. Ooh - getting tricky now, huh?
Limited panel work consists of level turns. Easy stuff - level turns. Shortest way round, rate one. When you roll wings level, don't be surprised to find that the heading isn't what you wanted. Feel free to adjust your heading as required - roll back into the turn, or roll back again, as appropriate. It may take a couple of attempts to get it accurate with these scabby little compasses. Just tell me when you are satisfied that you have completed the turn to the best of your accuracy and ability.
Whilst in limited panel, I will also take control and disturb the aircraft into a few unusual attitudes. When I give control back to you, respond in the appropriate manner ("I have control") and recover the aircraft to straight and level flight with the minimum further loss of altitude.
Visual flight - you resume responsibility for lookout, I maintain the R/T and navigation. Don't forget, cockpit management is still yours.
I will direct a sequence of events that will include - but not necessarily in this order - stalling, steep turns and gliding turns. For the stalling, I will nominate an altitude which I will expect you to achieve and MAINTAIN during your pre-stall checks. Once you commence a stall recovery, each one should be with the minimum loss of altitude and each one should end in a clean - that's gear up and flap up - climb at the best rate of climb. Minimum loss of altitude, ending in a clean climb at Vy, best rate of climb - which you told me earlier would be at a speed of <<see above>>.
The first stall is likely to be a clean, fully developed stall, recovering on my command. After the checks, maintaining altitude remember, close the throttle, don't let the aircraft climb or descend, eventually it will fully stall. Wait for me to say the command "Recover", then carry out a standard stall recovery, with the minimum further loss of altitude, finishing in a clean climb at Vy, best rate of climb.
Recover to my nominated altitude - then prepare for the "approach configuration" stall. This is the simulated turn from base leg onto final - so will have gear down, two stages of flap, twenty degrees of bank and reduced power. A little bit over zealous with the back pressure - and recover, on your own initiative, at the first signs of the approach to the stall. Don't wait for me to say "Recover", because I'm not going to - this one is up to you. Again, finish this move with the aircraft in a clean, gear up, flap up, Vy climb. This climb may take you through my nominated altitude - don't worry about it, keep climbing until I ask you to level off.
The last stall will be in "landing configuration". Gear down, full flap, wings level, reduced power. 'Stretching the glide scenario' - recover, on your own initiative at the first signs of the approach to the stall, into a clean, gear up, flap up, Vy climb - which, again, may take you through my nominated altitude.
Steep turns. Feel free to adjust to any heading that will give you a good visual reference point ahead of the aircraft. After the appropriate checks <<not a clearing turn>> carry out a level turn, at 45 degrees angle of bank, all the way round through 360 degrees, rolling wings level on your own initiative, back onto your visual reference feature outside. One turn one way, settle down again, then turn the other way when ready. During each turn, maintain the altitude and the airspeed. The direction of the first turn is at your discretion - be prepared to tell me why you have chosen to go that way!!
Gliding turns: At one point during this flight, you will find the aircraft flying in a wings level glide, and trimmed for the best glide speed, which you have already told me is <see above>. This will be an ideal start to enter the steep gliding turns. I’ll ask you to maintain the wings level attitude for a few moments and then, when ready, to enter a gliding turn at 30 degrees angle of bank. Maintain this descending turn until I ask you to continue into a 40 degree angle of bank. Does anything strike you about this exercise? Can you tell me what actions you will need to carry out?? <<waits for answer>>. Can you now tell me why you should do this?? <<waits for answer>>.
At the end of this exercise I will ask you to recover to straight and level – and then, once established, to pitch into a climb at the best angle of climb, Vx. This climb, with the high nose attitude, will continue for quite some time, possibly a couple of thousand feet. Take the appropriate actions, which are?? <<waits for answers>>.
Any questions on the general handling?
Emergencies. During the flight there will be some simulated emergencies. These will include, but again not necessarily in this order, a practice forced landing, an engine failure after take-off and a simulated engine fire in flight. For each one of the exercises I will clearly announce ‘simulated…whatever’. Remember, whilst it would be nice to be able to use the aeroplane again, our singularly primary desire is to walk away from the burning wreckage. That’s what insurance is for.
For the PFL, this is meant to be that the engine has, for some reason, ceased to develop power. The engine is still running, there are no bits of piston punching holes through the side of the engine block, we don’t have a fountain of oil gushing through the top – the engine is still running, but is not developing power. To simulate this, I will reach across, close the throttle and announce “Ooh, simulated engine failure”. You should say, “Ooh, I’ll crash into that field there!”, work out a mental picture of how you will get there and then commence your engine failure drills. During the descent, if you realize that there is a better place to crash than the field that you initially chose, then you are welcome to change you mind and aim for the better site, but TELL ME. If you intend to land with the undercarriage up, tell me that too. If you have sufficient mental capacity left during this drill, try to consider what happens after the landing and aircraft evacuation. If you can find a long field with a pub at the end, or somewhere near a telephone and coffee machine, this would be far more welcoming than putting down in a random field. Remember this is Florida, the random fields here are often full of unfriendly, hungry, critters with very sharp teeth. Your passengers would not be happy to survive an engine failure and then be munched by an alligator.
Engine failure after take-off. At some point during the flight, whilst in the take-off configuration – fairly close to the ground, pitched for the climb, maybe with gear down, maybe with flap down, I will reach across and close the throttle whilst announcing “Simulated engine failure after take off”. Off you with the drills. Pitch down, look for somewhere to crash, then gear and flap as appropriate to crash as slowly as possible
For both the simulated engine failure and the engine failure after take-off I would ask you to continue the descent until I ask you to go-around. This may be below 500 feet agl, and will be my responsibility. We do, however, need to continue the approach until we both agree, without any doubt that we either would, or would not, make it into the landing site that you have chosen. If we disagree about the potential for reaching the site, then we must continue the approach until one of us is proven wrong.
Engine fire in flight. At some time, as we cruise along, I will say “Simulated smoke, simulated engine fire”. You will then sit still in a state of general confusion and eventually say “What?, Now?” “YES!!!!!! Run through the drills as “touch drills” with the exception of the throttle. Please DO close the throttle, but that is the only action you should actually do for real. It will really spoil our flight if you elect to shut down the engine. Believe me, it’s not the best way to make friends The fire will not extinguish with the routine drills, and you will be required to carry out the appropriate additional drills.
So, simulated emergencies. For each one I will clearly say “Simulated engine failure”, “Simulated engine failure after take-off” or, “Simulated smoke, simulated engine fire”. If, at any time during the flight, you encounter any symptoms of a problem and you have not heard me say “Simulated this, that or the other”, then the problem is genuine. It is a real emergency – deal with it. I promise you that I will not interfere with the aircraft systems, I will not pull any circuit breakers, I will not quietly turn off the fuel or mags – or whatever. If you don’t hear me say “Simulated something” then the problem is real.
Now, whilst I also promise you that these simulated emergencies will not happen during the instrument phases of flight, they may happen during the navigation leg or they may happen during the general handling – it all depends what mood I’m in and how nasty I feel like being.
If the simulation occurs during the navigation you should have some idea as to your position, because you are navigating, so if you do a simulated Mayday call – which should include a position report – then you ought to be able to give a fairly accurate position. However, if the simulation occurs during the general handling phase, I remind you that I am responsible for navigation and, as such, you may not be totally aware as to your accurate position – in which case you can say anything you wish….”intend forced landing in a field in Florida”, or “landing 4,000 miles south west of London”
If you encounter any problem, simulated or actual, take the appropriate action. This may be the aircraft, it may be a weather hazard or it may be you or I who, as crew, start to feel unwell and we elect to pause the flight test until we’ve had a walk around in the sunshine and drunk a can of Coke. If you encounter a problem – solve it!!
Any questions on the simulated emergencies??
O.K. Finally – circuits. Section 4 of the flight test profile includes various circuits and landings. I need to se you complete a normal landing, a glide approach and landing, a flapless landing, a low-level circuit – or ‘bad weather circuit’, call it what you will – and a short field, or performance landing. All of these landings should be to your nominated area of touchdown which, unless you specify otherwise, will be assumed to be the normal touchdown zone of the particular runway. I remind you that you have already nominated the speeds at which you intend to fly these approaches.
Can you tell me how you would carry out a short field landing. <<waits for answer>>. O.K., then please go ahead with that drill – but do not brake for real. Just tell me when you would apply the brakes, but do not rip the wheels or tires off the aircraft in your attempts to show me how quickly you can stop.
The circuits may be flown back here at the home airfield or, depending on traffic volume, we may elect to carry out the circuits at one of the airfields out there in the wild during the general handling section. Whether we do the circuits here, or not, before we return to base we will both agree on our current location – remember, at that point, I am responsible for radio and navigation. The two of us will identify some local landmarks and ensure that you are fully aware of your location and your orientation to the airfield, then I will hand over the radio and navigation to you, and ask you to make a commercially expeditious recovery to the runway. Call ATC and try to co-ordinate an expeditious rejoin, then fly us home.
That’s it!! Taxi in, tie the thing to the floor and we’ll go drink coffee and either fill out the paperwork or keep you away from sharp objects.
Any questions on the circuits and rejoin??
Do you understand the requirements for this flight?? Remember, I will repeat it to you, step by step, in flight. Have you any questions?? Then assume this to be the first flight of the day for this aircraft, complete the pre-flight paperwork and let’s be ready to start the engine in, say, 15 minutes from now.
Nervous?? <<expects to hear “Yes”>>. Well don’t be. Take into account that there is not one thing that I can do to fail you, nor is there one single thing that I can do to pass you. The result is not my doing, it’s yours. You are flying the plane and, as such, it’s all up to you. Having completed the course and having received a form 170, you are already starting with a pass. Just don’t do anything to screw it up. If you think about it, it is me who should be nervous. You know how well you fly, I have no idea – but as long as I’m sat there comfortably then you can assume that all is going reasonably well. If you are comfortable but you see me curling up into a ball under the front seat, or trying to get out in flight, then you may want to re-assess the situation.
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FFF,
Well done on the pass! and thanks for your nav plotter, which by the way was Phil's idea not mine! But it certainly makes the nav work quicker and more accurate.
I have a few comments on your thread,
Firstly regarding the captaincy element you are dead right! The flying isn't much different to PPL but the Captaincy element is the real CPL course.
Secondly regarding the Nav phase of the course, I have to disagree completely with your views on the use of the chart and the VOR plotting, the extra workload which the VOR plotting, as far as I understand, is there to test/train your CRM skills and train you to cope with the multi tasking you will deal with in a normal commercial flight. A VOR nav plot takes a few seconds and gives you a reasonable position call in the event of a PFL (real or practise). Remember CRM is the real issue here, if you have Nav aids at your disposal/on board use them!
Thirdly, I too found the idea of just 1/4 1/2 etc positions strange at first, but as it was explained to me, you are flying a Commercial Flight and not PPL VFR ie your not trying to micro navigate by ground features!
Overall a great thread and you obviously made a great effort producing it, plenty of good gen' for my test next week! Cheers mate!
As you said earlier your thread was more about the CPL course than EFT but I believe it's worth a thread on EFT for others to get first hand comments. I based most of my decision on where to train on comments from PPRUNE and so far both PPL/hour building in SA and CPL/ME/IR here at EFT appear to have been good decisions. I'll confirm the last later!
Keygrip, an excellent read!
Lots of usefull information and helped calm the butterflys a little....cheers (PS He isn't my examiner next week!)
Well done on the pass! and thanks for your nav plotter, which by the way was Phil's idea not mine! But it certainly makes the nav work quicker and more accurate.
I have a few comments on your thread,
Firstly regarding the captaincy element you are dead right! The flying isn't much different to PPL but the Captaincy element is the real CPL course.
Secondly regarding the Nav phase of the course, I have to disagree completely with your views on the use of the chart and the VOR plotting, the extra workload which the VOR plotting, as far as I understand, is there to test/train your CRM skills and train you to cope with the multi tasking you will deal with in a normal commercial flight. A VOR nav plot takes a few seconds and gives you a reasonable position call in the event of a PFL (real or practise). Remember CRM is the real issue here, if you have Nav aids at your disposal/on board use them!
Thirdly, I too found the idea of just 1/4 1/2 etc positions strange at first, but as it was explained to me, you are flying a Commercial Flight and not PPL VFR ie your not trying to micro navigate by ground features!
Overall a great thread and you obviously made a great effort producing it, plenty of good gen' for my test next week! Cheers mate!
As you said earlier your thread was more about the CPL course than EFT but I believe it's worth a thread on EFT for others to get first hand comments. I based most of my decision on where to train on comments from PPRUNE and so far both PPL/hour building in SA and CPL/ME/IR here at EFT appear to have been good decisions. I'll confirm the last later!
Keygrip, an excellent read!
Lots of usefull information and helped calm the butterflys a little....cheers
(PS He isn't my examiner next week!)
Last edited by MVE; 8th Dec 2003 at 01:17.
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Anybody still reading this??
I've wondered, ever since typing it all in....has it actually helped anybody?
Has anybody had a briefing similar, or recognised things, or had something completely different?
I've wondered, ever since typing it all in....has it actually helped anybody?
Has anybody had a briefing similar, or recognised things, or had something completely different?
Northern Monkey
Join Date: Apr 2003
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Great post,
I read all of this, and found it very helpful, although I wont be doing my CPL for quite a while.
Its just difficult to find something to add to such a comprehensive post.
NB
I read all of this, and found it very helpful, although I wont be doing my CPL for quite a while.
Its just difficult to find something to add to such a comprehensive post.
NB
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Yes Keygrip, it was a real help. I sat my test last Saturday (at EFT) and managed to get through first time! I found your brief very interesting as it gave me a bit more of an idea exactly what I would face on the test. I felt well prepared going into it but it is great to know what is going to happen from another source.
Thanks again for sharing it with us all!!
Hufty.
Thanks again for sharing it with us all!!
Hufty.
Join Date: Jun 2004
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only 6 months late but just finished reading it!!!
wow, this has made me realise that there is more to commercial flying than MS2004!!!!!
Damn, Im going to have to read books now
good work keygrip and FFF
wow, this has made me realise that there is more to commercial flying than MS2004!!!!!
Damn, Im going to have to read books now
good work keygrip and FFF
Join Date: Jun 2004
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Just read this thread and I found it extremely interesting! Thanks for putting in the time to post your progress fff.
One thing I didn't understand was if you, FFF, actually do have an IR rating or not? Just got a little confused about that part.
Thanks!
One thing I didn't understand was if you, FFF, actually do have an IR rating or not? Just got a little confused about that part.
Thanks!
Why do it if it's not fun?
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Glad to see that my diary is still proving useful after 6 months.
Mordien, no I don't have an IR, but I do have an IMC rating which I did a few months before the CPL.
One thing which is worth pointing out is that the syllabus for the CPL has changed since I did mine. The diversion part of the navigation section is no longer done under the foggles, so there is far less emphasis on IMC work than there was when I did the course. Someone like Keygrip may be able to give more detail on this, but what it means is that although the IMC rating that I had was extremely useful to me, it's not going to be quite so useful for people doing the course now.
FFF
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Edit, because I now notice that Mordien is not from the UK, and so may not know what an IMC rating is. It's a UK-only rating, which allows flight in IMC under IFR, but only in Class D airspace and below. Since airways in the UK are all Class A, that basically means you can't fly on airways - so navigation will be done in Class G airspace. The minimum training for this rating is 15 hours, which is considerably less than the IR, and this is reflected by having much higher minima for approaches than an IR holder would have. Unlike the IR, having an IMC does not give you any dispensation towards the minimum time for the CPL. Hope that clears it up a bit!
Mordien, no I don't have an IR, but I do have an IMC rating which I did a few months before the CPL.
One thing which is worth pointing out is that the syllabus for the CPL has changed since I did mine. The diversion part of the navigation section is no longer done under the foggles, so there is far less emphasis on IMC work than there was when I did the course. Someone like Keygrip may be able to give more detail on this, but what it means is that although the IMC rating that I had was extremely useful to me, it's not going to be quite so useful for people doing the course now.
FFF
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Edit, because I now notice that Mordien is not from the UK, and so may not know what an IMC rating is. It's a UK-only rating, which allows flight in IMC under IFR, but only in Class D airspace and below. Since airways in the UK are all Class A, that basically means you can't fly on airways - so navigation will be done in Class G airspace. The minimum training for this rating is 15 hours, which is considerably less than the IR, and this is reflected by having much higher minima for approaches than an IR holder would have. Unlike the IR, having an IMC does not give you any dispensation towards the minimum time for the CPL. Hope that clears it up a bit!
Join Date: Jul 2004
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This must be THE BEST thread I've read on a message board ever.
I am awaiting the time and weather for my CPL training, that should've been done already but the weather in Sweden this summer
...
My instructor says we will complete the course in 3-4 days (15 hrs due I have IR). However, reading your account makes me wonder if 150 hrs would be sufficient for par !
This has got me thinking. Now that there are a few weeks open before the training begins I plan to do a number of VFR-nav legs on my own, to see if I remember anything at all.
But foremost, it's the captaincy that struck me in the head. Having made my share of stupid decisions I feel this may be the higher "failure" risk ...
Got to get the act together ! Thanks again for a thrilling account, both from FFF and Keygrip !
I am awaiting the time and weather for my CPL training, that should've been done already but the weather in Sweden this summer
...My instructor says we will complete the course in 3-4 days (15 hrs due I have IR). However, reading your account makes me wonder if 150 hrs would be sufficient for par !
This has got me thinking. Now that there are a few weeks open before the training begins I plan to do a number of VFR-nav legs on my own, to see if I remember anything at all.
But foremost, it's the captaincy that struck me in the head. Having made my share of stupid decisions I feel this may be the higher "failure" risk ...
Got to get the act together ! Thanks again for a thrilling account, both from FFF and Keygrip !
Join Date: Aug 2003
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FFF & Keygrip,
Just thought I would post to say that a year later this thread is still proving to be useful as I have had it book marked since I started my PPL last year.
Having passed my CPL last week I just wanted to thank you both for an excellent insight into both the course and the test. Reading it certainly helped me to prepare for and reflect on my lessons as well giving me a great heads up before the test.
My only disappointment was that didn't Keygrip turn up for my flight test in one of the legendry shirts!! Probably just as well though, from what I have heard I may have needed the foggles for the whole flight!!
A great read guys thanks.
Matt.
Just thought I would post to say that a year later this thread is still proving to be useful as I have had it book marked since I started my PPL last year.
Having passed my CPL last week I just wanted to thank you both for an excellent insight into both the course and the test. Reading it certainly helped me to prepare for and reflect on my lessons as well giving me a great heads up before the test.
My only disappointment was that didn't Keygrip turn up for my flight test in one of the legendry shirts!! Probably just as well though, from what I have heard I may have needed the foggles for the whole flight!!
A great read guys thanks.
Matt.
Why do it if it's not fun?
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Matt - congrats!!!
I'm always pleased when people tell me how useful this diary was, and I'm glad it's still useful over a year later. Also nice to see people like you, who were new to all this flying business while I was writing the diary, coming up through the ranks of training - good luck with the rest of your training!
FFF
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I'm always pleased when people tell me how useful this diary was, and I'm glad it's still useful over a year later. Also nice to see people like you, who were new to all this flying business while I was writing the diary, coming up through the ranks of training - good luck with the rest of your training!
FFF
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