ME & IR questions (inc. renewal)
Join Date: Oct 2005
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50 hrs XC and night qualification before IR
7 IR (A) exams
a) Air Law/Operational Procedures
b) Aircraft General Knowledge
c) Flight Performance & Planning
d) Human Performance & Limitations
e) Meteorology
f) Navigation
g) Communications (IFR)
If you get IR exams done, and you want to go for ATPL theory later, I dont think there is any credit towards the 14 ATPL exams.
HB
Join Date: Aug 2005
Location: England
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UK I.R. vs Spanish??
About to take out a loan to complete my IR. Several friends of mine with Frozen ATPLs done in UK cannot get an interview due to low hours. What is point of spending extra £5000 in UK when several Spanish schools offer same syllabus? Spending extra money was of no benefit to them. I really do not know which approach to take.
Better red than ...
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There was a debate about this on Rotors a few weeks ago, so you could check out the points raised there was well via "Search". JAR compliance was one issue.
Good luck getting a response. I asked four and not one bothered to reply.
h-r
Good luck getting a response. I asked four and not one bothered to reply.
h-r
Join Date: Jul 2005
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Technically it’s JAA compliant. However, I recently trained with some Spanish guys who told me about their IR tests. I was very surprised to learn that it was far less rigorous than the UK standard. That said, its only the UK airlines who seem to be bothered about where you trained.
So basically what im saying is (IMO), if you want to fly for a British airline then do the IR here, if your not so bothered save your cash and go to España.
So basically what im saying is (IMO), if you want to fly for a British airline then do the IR here, if your not so bothered save your cash and go to España.
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UK I.R. vs Spanish??
I dont think they follow the same sylabus... At least, I renewed my CAA IR in Spain and I really took a laugh.... soooo easy in Spain, a joke. no air traffic control, no ILs, no engine failures... no......
Join Date: May 2005
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ME+IR Revalidation
Is there a charge to be paid to the CAA after revalidating your ME+IR??
And if you do the proficciency check abroad, what would the CAA in terms of paperwork??
Thanks
And if you do the proficciency check abroad, what would the CAA in terms of paperwork??
Thanks
Join Date: Dec 2003
Location: Dont ask!.. i just fly the plane
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Join Date: Jan 2006
Location: London
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IR renewal regulations
Hi!
I have been fortunate enough to be offered a job recently, but I am required to keep my multi IR current at least until commencement of training. I did my initial IR in 2004 and renewed last year on an FNPT2 sim. I was told at the time that if I subsequently renewed it the next year, it would have to be done on the actual aircraft at a cost of some £400 more than the FNPT2.
Is alternating the aircraft type (sim to aircraft) each year a renewal has to be done a CAA requirement or just a rumour?
Thanks
I have been fortunate enough to be offered a job recently, but I am required to keep my multi IR current at least until commencement of training. I did my initial IR in 2004 and renewed last year on an FNPT2 sim. I was told at the time that if I subsequently renewed it the next year, it would have to be done on the actual aircraft at a cost of some £400 more than the FNPT2.
Is alternating the aircraft type (sim to aircraft) each year a renewal has to be done a CAA requirement or just a rumour?
Thanks
Join Date: Oct 2006
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Hey Folks, Hope someone can help.
I currently have a JAA SEP / MEP though as I have not flown in a while, both need revalidating. I obtained the licenses in 2003 / 04 respectively but since then have not been able to fly for various reasons.
I am now however looking to re validate both these licenses. I understand to keep current in a SEP its 12 hours over two years (although it has to be the second part of the two years) with 12 take off and landings and 1 hour with a flight instructor.
I assume it is the same for the MEP but rather than two years it is one.
My CAA Class 2 medical is still valid, as is my FAA Class 1 as I will be doing the re validations out in America.
After looking through Lasors and JAR-FCL 1.125 I am even more confused than the beginning and am not clear on what flight hour requirements I need to do, how many hours with an instructor and also whether I need a proficiency check or a skills test n both.
Any help would be greatly appreciated.
ForeverFlight330
I currently have a JAA SEP / MEP though as I have not flown in a while, both need revalidating. I obtained the licenses in 2003 / 04 respectively but since then have not been able to fly for various reasons.
I am now however looking to re validate both these licenses. I understand to keep current in a SEP its 12 hours over two years (although it has to be the second part of the two years) with 12 take off and landings and 1 hour with a flight instructor.
I assume it is the same for the MEP but rather than two years it is one.
My CAA Class 2 medical is still valid, as is my FAA Class 1 as I will be doing the re validations out in America.
After looking through Lasors and JAR-FCL 1.125 I am even more confused than the beginning and am not clear on what flight hour requirements I need to do, how many hours with an instructor and also whether I need a proficiency check or a skills test n both.
Any help would be greatly appreciated.
ForeverFlight330
Join Date: Dec 2003
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FF330,i could go on forever trying to explain it to you but i will probably end up confusing you even more,
check out this link http://www.caa.co.uk/docs/175/SECTION%20F.pdf ,and read section F3,its much more simpler to 'decypher' than the JAR-FCL 1 document.
Take care
check out this link http://www.caa.co.uk/docs/175/SECTION%20F.pdf ,and read section F3,its much more simpler to 'decypher' than the JAR-FCL 1 document.
Take care
Hey Folks, Hope someone can help.
I currently have a JAA SEP / MEP though as I have not flown in a while, both need revalidating. I obtained the licenses in 2003 / 04 respectively but since then have not been able to fly for various reasons.
I am now however looking to re validate both these licenses. I understand to keep current in a SEP its 12 hours over two years (although it has to be the second part of the two years) with 12 take off and landings and 1 hour with a flight instructor.
I assume it is the same for the MEP but rather than two years it is one.
My CAA Class 2 medical is still valid, as is my FAA Class 1 as I will be doing the re validations out in America.
After looking through Lasors and JAR-FCL 1.125 I am even more confused than the beginning and am not clear on what flight hour requirements I need to do, how many hours with an instructor and also whether I need a proficiency check or a skills test n both.
Any help would be greatly appreciated.
ForeverFlight330
I currently have a JAA SEP / MEP though as I have not flown in a while, both need revalidating. I obtained the licenses in 2003 / 04 respectively but since then have not been able to fly for various reasons.
I am now however looking to re validate both these licenses. I understand to keep current in a SEP its 12 hours over two years (although it has to be the second part of the two years) with 12 take off and landings and 1 hour with a flight instructor.
I assume it is the same for the MEP but rather than two years it is one.
My CAA Class 2 medical is still valid, as is my FAA Class 1 as I will be doing the re validations out in America.
After looking through Lasors and JAR-FCL 1.125 I am even more confused than the beginning and am not clear on what flight hour requirements I need to do, how many hours with an instructor and also whether I need a proficiency check or a skills test n both.
Any help would be greatly appreciated.
ForeverFlight330
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Instrument Rating Training - procedure turns
Hi,
I trained at a flight school in france and they tought us to use a course 45 degrees from the inbound course of the holding when doing a teardrop entry (It s a common method used in France as we always feel the need to do everything differently from the rest of the world unfortunatly). OACI uses 30 degrees as you all probably know.
How do you guys do it when applying the 30 degrees OACI rule, you open 30 degrees, and do you also wait 1 minute (without wind) before turning inbound or longer? What are the methods to correct from wind (outbound time correction) that you guys use for a slow aircraft (CAT A) that gets you perfectly on the inbound course after a rate 1 inbound turn?
Thanks for the help, and I hope I was clear!
Winch
I trained at a flight school in france and they tought us to use a course 45 degrees from the inbound course of the holding when doing a teardrop entry (It s a common method used in France as we always feel the need to do everything differently from the rest of the world unfortunatly). OACI uses 30 degrees as you all probably know.
How do you guys do it when applying the 30 degrees OACI rule, you open 30 degrees, and do you also wait 1 minute (without wind) before turning inbound or longer? What are the methods to correct from wind (outbound time correction) that you guys use for a slow aircraft (CAT A) that gets you perfectly on the inbound course after a rate 1 inbound turn?
Thanks for the help, and I hope I was clear!
Winch
Join Date: Jun 2004
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Hi winch launch, I suppose by using 45 degrees, you're reducing the changes of an over-shoot which usually occurs (for me anyway) with a teardrop entry using 30 degrees.
Personally, I use an estimate of 1 second per knot of head/tail wind which seems to work out ok. ( Generally fly the hold at 120 IAS as asymetric); so if there is a 20 kt head wind on the inbound axis of the hold, I'd fly outbound for 40 secs before commencing the procedure turn.
Personally, I use an estimate of 1 second per knot of head/tail wind which seems to work out ok. ( Generally fly the hold at 120 IAS as asymetric); so if there is a 20 kt head wind on the inbound axis of the hold, I'd fly outbound for 40 secs before commencing the procedure turn.
Why do it if it's not fun?
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Agree with CarbHeatIn - 1 second per knot.
But, also worth adding that there is so much guess-work involved in holds, especially the hold entry, that the most important thing is to understand the inbound turn. Learn to read the ADF needle, understand dip, and interpret what's happening as you make the turn to establish on the inbound leg of the hold. If the needle is too close to the top of RMI/RBI, stop the turn. If it's too close to the bottom of the instrument, continue the turn past your planned heading.
If you can get this turn right, then it doesn't really matter what you do on the join or how (in)accurate the wind forecast is, you'll end up in the right place.
FFF
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But, also worth adding that there is so much guess-work involved in holds, especially the hold entry, that the most important thing is to understand the inbound turn. Learn to read the ADF needle, understand dip, and interpret what's happening as you make the turn to establish on the inbound leg of the hold. If the needle is too close to the top of RMI/RBI, stop the turn. If it's too close to the bottom of the instrument, continue the turn past your planned heading.
If you can get this turn right, then it doesn't really matter what you do on the join or how (in)accurate the wind forecast is, you'll end up in the right place.
FFF
-------------
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Personally I use the following method:
Teardrop outbound track (30 degrees) = 2x drift, and 1min corrected for wind(1sec/knot)
Inbound (hold) track = 1x drift
Eg:
W/S say 270/10kts
Teardrop O/B track say 120 degrees
Inbound track say 270 degrees
TAS say 120
So,
Work out max drift (on the beam);
MD=WS(kts) / TAS(nm/min) =5
Then the actual drift (using angle between the wind and the air track)
D=5x sin30
D=2.5
Thus,
Teardrop outbound heading (2xD) is 125 degrees
Teardrop outbound timing is (sin60=0.86) 51secs
Worst part is the need to memorise the ballpark sine numbers.
Don't forget to factor in the actual wind experienced prior to holding, and voila--you won't be far out.
Hope this helps.
Pip.
Teardrop outbound track (30 degrees) = 2x drift, and 1min corrected for wind(1sec/knot)
Inbound (hold) track = 1x drift
Eg:
W/S say 270/10kts
Teardrop O/B track say 120 degrees
Inbound track say 270 degrees
TAS say 120
So,
Work out max drift (on the beam);
MD=WS(kts) / TAS(nm/min) =5
Then the actual drift (using angle between the wind and the air track)
D=5x sin30
D=2.5
Thus,
Teardrop outbound heading (2xD) is 125 degrees
Teardrop outbound timing is (sin60=0.86) 51secs
Worst part is the need to memorise the ballpark sine numbers.
Don't forget to factor in the actual wind experienced prior to holding, and voila--you won't be far out.
Hope this helps.
Pip.
Last edited by yippipie; 7th Dec 2006 at 22:21.