ME & IR questions (inc. renewal)
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some JAA Multi IR practical questions...
Hi,
I'm just trudging through books, jeppys POH's etc etc doing some study for the Multi IR... I've come across a few questions which I would like some other pilots opinions on, I guess typical 'ground' questions for the flight test.
And yes... I will be asking my instructer about them aswell!! But anyhow here goes...
1.What are the JAR limits for t/o and landing for single pilot
2.what is the time consideration for the t/o alternate
3.can I take off with 500m vis and 100ft celing
4.what level can you fly in controlled and uncontrolled airspace
5.over head point 'x' on an airway who notice icing on your wing. ATC will not allow a descent for 10mins, what do you do
6.Explain different approach bans with ref to jar
7.How do you know your on the correct ILS with no marker beacon
8.What would you do on the ground with no weather available for your destination
9.What do you know about fm immunity
Well thats the few that I'd like an opinion or two on.
Cheers gang
G74
I'm just trudging through books, jeppys POH's etc etc doing some study for the Multi IR... I've come across a few questions which I would like some other pilots opinions on, I guess typical 'ground' questions for the flight test.
And yes... I will be asking my instructer about them aswell!! But anyhow here goes...
1.What are the JAR limits for t/o and landing for single pilot
2.what is the time consideration for the t/o alternate
3.can I take off with 500m vis and 100ft celing
4.what level can you fly in controlled and uncontrolled airspace
5.over head point 'x' on an airway who notice icing on your wing. ATC will not allow a descent for 10mins, what do you do
6.Explain different approach bans with ref to jar
7.How do you know your on the correct ILS with no marker beacon
8.What would you do on the ground with no weather available for your destination
9.What do you know about fm immunity
Well thats the few that I'd like an opinion or two on.
Cheers gang
G74
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hmm I should know since I have my IRT in two weeks lol so will have a go! Someone who knows better then me will have to correct me tho!
1. Not sure about t/o, just the aerodrome minimum i think, landing RVR is 800m
2. time for alternate i think is 30mins single engine cruise
3. not sure, it depends on the AOM and if you have an alternate in limits
4. well it depends, above the TA in CAS you should fly semicircle, outside quadrantal, unless ATC have ordered you otherwise.
5. well use whatever systems you have to counter icing (boots etc) if it really is a problem then again tell ATC, pan or mayday if need, since you need to descend if its that bad.
6. erm not sure about different approach bans. i thought that if the RVR was below the minimum for whatever approach u are trying to shoot then you can only follow to the OM or 1000ft AGL if no OM.
7. correct ILS? I assume you mean correct glideslope? well it depends. If you have DME then you can use that for what height you should be, and if there isn't DME then there will be markers (as far as I'm aware) If not then I guess you would have to do a localiser only approach?
8. Well you could phone your destination and ask? But as long as you have an alternate and you have weather forcast that says it should be ok when you expect to be there then you can go.
9. not actually sure what this is about. its to do with the radios not having interfernce from other FM sources (talk about speaking the obvious! lol) for flying in IMC I think you need to have your radios and nav boxes fm immune.
Hope some of this makes sense! Like I said I've got IR soon so I need to know this stuff too! If someone can correct me where I'm wrong or not sure then that would be really useful!!!!
1. Not sure about t/o, just the aerodrome minimum i think, landing RVR is 800m
2. time for alternate i think is 30mins single engine cruise
3. not sure, it depends on the AOM and if you have an alternate in limits
4. well it depends, above the TA in CAS you should fly semicircle, outside quadrantal, unless ATC have ordered you otherwise.
5. well use whatever systems you have to counter icing (boots etc) if it really is a problem then again tell ATC, pan or mayday if need, since you need to descend if its that bad.
6. erm not sure about different approach bans. i thought that if the RVR was below the minimum for whatever approach u are trying to shoot then you can only follow to the OM or 1000ft AGL if no OM.
7. correct ILS? I assume you mean correct glideslope? well it depends. If you have DME then you can use that for what height you should be, and if there isn't DME then there will be markers (as far as I'm aware) If not then I guess you would have to do a localiser only approach?
8. Well you could phone your destination and ask? But as long as you have an alternate and you have weather forcast that says it should be ok when you expect to be there then you can go.
9. not actually sure what this is about. its to do with the radios not having interfernce from other FM sources (talk about speaking the obvious! lol) for flying in IMC I think you need to have your radios and nav boxes fm immune.
Hope some of this makes sense! Like I said I've got IR soon so I need to know this stuff too! If someone can correct me where I'm wrong or not sure then that would be really useful!!!!
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hmm not sure why our thread was merged with this one, it really doesn't have the same type of questions as the main thread, which is IR validities and stuff.
Anyway, does anyone else have any input on the questions genius747 posted? would be nice to know if I'm even vaguely correct!!
Anyway, does anyone else have any input on the questions genius747 posted? would be nice to know if I'm even vaguely correct!!
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genius 747:
1. refer to the ops manual. for MEP usually 500m RVR as long as you can construct a +tive t/o path to 1500' (ie can you climb and not hit anything, very real consideration in a lot of MEP's and in certain weather conditions). If not then 1500m RVR. cloud base is not a consideration. single pilot IFR landing minima is 800m RVR absolute minimum.
2. again, refer to ops manual. mine states 60mins single engine cruise. not sure i fancy that much though.
3. yes, subject to 1 & 2 above.
4. outside, any available FL, using quadrantal in the UK, semicircular elsewhere. inside, any available FL, using semicircular, or as directed by ATC.
5. use equipment if available, or request descent due icing if not. they will let you if they know the reason. same for track variations due weather.
6. approach ban is when RVR is below mimima for the approach (not your personal mimima, ATC will not know this). you cannot legally descend below 1000' agl. their is a pink AIC on the subject.
7. you always intercept from below the glideslope to ensure this. there is always a gp check on the plate as well at a given dme distance or at a marker.
8. use the phone. ensure alternate is available (wx required must be above minima at alternate if not at destination. again, refer to ops manual). check wx at a nearby airfield.
9. it is just a filter in the equipment. it will (or should be) placarded if not fm immune. you need to have it for any approaches in contolled airspace.
hope this helps.
9.
1. refer to the ops manual. for MEP usually 500m RVR as long as you can construct a +tive t/o path to 1500' (ie can you climb and not hit anything, very real consideration in a lot of MEP's and in certain weather conditions). If not then 1500m RVR. cloud base is not a consideration. single pilot IFR landing minima is 800m RVR absolute minimum.
2. again, refer to ops manual. mine states 60mins single engine cruise. not sure i fancy that much though.
3. yes, subject to 1 & 2 above.
4. outside, any available FL, using quadrantal in the UK, semicircular elsewhere. inside, any available FL, using semicircular, or as directed by ATC.
5. use equipment if available, or request descent due icing if not. they will let you if they know the reason. same for track variations due weather.
6. approach ban is when RVR is below mimima for the approach (not your personal mimima, ATC will not know this). you cannot legally descend below 1000' agl. their is a pink AIC on the subject.
7. you always intercept from below the glideslope to ensure this. there is always a gp check on the plate as well at a given dme distance or at a marker.
8. use the phone. ensure alternate is available (wx required must be above minima at alternate if not at destination. again, refer to ops manual). check wx at a nearby airfield.
9. it is just a filter in the equipment. it will (or should be) placarded if not fm immune. you need to have it for any approaches in contolled airspace.
hope this helps.
9.
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Multi Engine rating
Hi,
In the red tape of becoming a professional pilot I am confused! I aim to finish with a frozen ATPL(A). In order to do this, part of the journey involves getting a CPL with MEP and IR.
Now, my confusion lies with the MEP. I can choose to do a single or multi CPL and a single or multi IR. But if I get a single IR, I believe it is only valid on single engined aircraft.
If I was to get a multi engine CPL, then a single IR, can I fly a multi engine aircraft IFR???
Or, if I get a single engine CPL, then a multi IR can I fly a multi engined aircraft for reward?
A trivial point I know, I was under the impression that it didnt matter where I got the multi rating along the way, as long as I got it, but have read different and am pulling hair out as we speak.
Any feedback is warmely welcomed and much appreciated.
Cheers
Vigi
In the red tape of becoming a professional pilot I am confused! I aim to finish with a frozen ATPL(A). In order to do this, part of the journey involves getting a CPL with MEP and IR.
Now, my confusion lies with the MEP. I can choose to do a single or multi CPL and a single or multi IR. But if I get a single IR, I believe it is only valid on single engined aircraft.
If I was to get a multi engine CPL, then a single IR, can I fly a multi engine aircraft IFR???
Or, if I get a single engine CPL, then a multi IR can I fly a multi engined aircraft for reward?
A trivial point I know, I was under the impression that it didnt matter where I got the multi rating along the way, as long as I got it, but have read different and am pulling hair out as we speak.
Any feedback is warmely welcomed and much appreciated.
Cheers
Vigi
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>if I get a single engine CPL, then a multi IR can I fly a multi engined aircraft for reward?
This implies and would mean you will have done and applied for a MEP rating. So yes.
You don't have to do a MEP CPL, however there is a small saving to be had by combining the licence and rating.
This implies and would mean you will have done and applied for a MEP rating. So yes.
You don't have to do a MEP CPL, however there is a small saving to be had by combining the licence and rating.
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Small reward for combining the ME and CPL is a cost saving, however this only holds true if you pass first time, if you dont, as well as your retake fee you have to do it again in a Twin which is doubling cost of your aircraft hire compared to a single, so your saving goes straight out of the window. 
Mint
Mint
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Further...... If you are going for the ATPL frozen you have to do the ME/IR. You can do either a SE/CPL then do a ME before the IR, or take the gamble and combine the ME with CPL nd get both done in one test.
Things to remember for test differences between SE and ME CPL.
ME: You go a lot faster during your nav leg, You have to complete Assymetric flight which includes approaches and go arounds at the end of you test but you dont have to do a PLF.
SE: must do a PFL,
Hope this clears a few things up
mint
Things to remember for test differences between SE and ME CPL.
ME: You go a lot faster during your nav leg, You have to complete Assymetric flight which includes approaches and go arounds at the end of you test but you dont have to do a PLF.
SE: must do a PFL,
Hope this clears a few things up
mint
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Also ,if you plan of doing your IR on a Multi,it would be wiser to do your CPL on a Multi since you would feel more comfortable in your IR having already done some hours in a Multi.
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not sure of your logic here. you either do a multi engine CPL then your IR, or you do a single engine CPL, MEP rating then your IR. either way, you will have the same amount of multi time (around 7 hours) before commencing your IR.
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IMHO I dont see why one should do the CPL on a single other than for financial reasons.
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I lean towards what Gerald is saying, i'm planning the same route ME CPL then IR. Alot of the students at PAT do the course this way....and it significantly helps while doing the IR. How ever a select few do the MEP > IR > CPL which is a slight saving but overall time after CPL/IR is around 46-47hrs ME time.
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CPL/ME-Ir in one test after passing SE-IR?
Hello all,
Did the search, read LASORS (ok, not ALL the pages...)
I am from Holland, have a UK-issued JAA PPL. Did my ATPL theory in Holland, as appoved by both the CAA and the Dutch CAA (IVW). I am starting my IR in Holland next week, adding it to my PPL.
After the IR, I intend to go to the USA for CPL and ME training.
Now I've heard two things, of which I'm not sure if they are true:
1) Having done the IR in European airspace (which is said to be a requirement, but I can't find it written anywhere) you can do ME-IR in the USA.
2) Having met the requirements for CPL, ME and ME-IR you can do one test for all ratings/licences.
Can anybody please confirm/deny this, preferably with reference to docs/paragraphs?
Thanks in advance.
Did the search, read LASORS (ok, not ALL the pages...)
I am from Holland, have a UK-issued JAA PPL. Did my ATPL theory in Holland, as appoved by both the CAA and the Dutch CAA (IVW). I am starting my IR in Holland next week, adding it to my PPL.
After the IR, I intend to go to the USA for CPL and ME training.
Now I've heard two things, of which I'm not sure if they are true:
1) Having done the IR in European airspace (which is said to be a requirement, but I can't find it written anywhere) you can do ME-IR in the USA.
2) Having met the requirements for CPL, ME and ME-IR you can do one test for all ratings/licences.
Can anybody please confirm/deny this, preferably with reference to docs/paragraphs?
Thanks in advance.
Why do it if it's not fun?
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I'm not quite sure why you intend to get an SE-IR in the first place? I don't think it will help you.
You should do the ME before the IR. Having completed the ME training is a requirement for starting the ME-IR. If you have not done the ME training, you will only be able to do a SE-IR, which will not be any use in getting an airline job. You would then need to upgrade your SE-IR to a ME-IR, which will require a further 5 hours of training minimum (although I would expect it would take a little more than 5 hours to master asymmetric approaches if you have only recently passed a SE-IR and have little instrument-flying experience).
There is no requirement to do the IR in European airspace. However, there is a requirement (in the UK, not sure exactly what JAR says on the subject) to do your initial IR skills test with a CAA Staff Examiner. And there are no CAA Staff Examiners outside of Europe. Because of this, you will need to do the test in Europe - and you will probably want to do at least some of the training in the same airspace as you are going to be doing your test in.
If you are talking about the upgrade from the SE-IR to the ME-IR, then no. LASORS says that, to upgrade to a ME-IR, you must pass a test with a CAA Staff Examiner, so the same applies here as does for your initial IR: there are no CAA Staff Examiners in the USA.
Not true. You can do the test for the CPL and ME in one go if you have done a 28-hour ME-CPL course. But the IR test is seperate.
FFF
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After the IR, I intend to go to the USA for CPL and ME training.
Having done the IR in European airspace (which is said to be a requirement, but I can't find it written anywhere)
you can do ME-IR in the USA
Having met the requirements for CPL, ME and ME-IR you can do one test for all ratings/licences
FFF
----------------
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The UK CAA view the ME IR (as you want to call it) as an INITIAL and must be done with them - even if you have already done an SE IR.
The DUTCH, on the other hand, view the ME IR as an "upgrade" to their existing SE IR and allow it to be done "in the field" - which includes the USA.
The DUTCH, on the other hand, view the ME IR as an "upgrade" to their existing SE IR and allow it to be done "in the field" - which includes the USA.
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So the initial IR if I want it put onto my UK license HAS to be done in the UK?
a. JAA IR skill test certificate
b. JAA FTO approval certificate
c. JAA Examiner certificate
d. JAA IR course completion Certificate
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ppl - cpl
Hey everyone
Just wanted to ask if I have a PPL, but then gain a CPL, would I still have tp revalidate the PPL? or just revalidate the CPL when necessary?. Also does the PPL have to renewed every 2 years with an examiner even if you fly like say 50 hours a year?.
BRIAN304
Just wanted to ask if I have a PPL, but then gain a CPL, would I still have tp revalidate the PPL? or just revalidate the CPL when necessary?. Also does the PPL have to renewed every 2 years with an examiner even if you fly like say 50 hours a year?.
BRIAN304