Hints and tips for JAA CPL module
Thread Starter
Joined: Jun 2000
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From: SW England - and happy!
Hints and tips for JAA CPL module
Hello,
next month I am off to do my CPL module. Has anybody who has completed the JAA CPL module got any tips?
For example is it worth getting an A4 kneeboard, any of those expensive plotting thingies? Any particular (if any) stopwatch?
Those kind of things, and as I am off to EFT any advice on the local area, the bars, etc.
Cheers Gaz
next month I am off to do my CPL module. Has anybody who has completed the JAA CPL module got any tips?
For example is it worth getting an A4 kneeboard, any of those expensive plotting thingies? Any particular (if any) stopwatch?
Those kind of things, and as I am off to EFT any advice on the local area, the bars, etc.
Cheers Gaz
Thread Starter
Joined: Jun 2000
Posts: 177
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From: SW England - and happy!
Jannik
As far as I am aware you are meant to have completed, the ATPL examinations before embarking on your CPL module.
I completed my ATPL with Bristol Groundschool, who I recommend, they advertise in Flight and a few others.
Anyway before this thread gets hijacked by the complexities of the CAA JAA, has anyone got JAA CPL tips and tricks.
All the best
Gazeem
As far as I am aware you are meant to have completed, the ATPL examinations before embarking on your CPL module.
I completed my ATPL with Bristol Groundschool, who I recommend, they advertise in Flight and a few others.
Anyway before this thread gets hijacked by the complexities of the CAA JAA, has anyone got JAA CPL tips and tricks.
All the best
Gazeem
Jet Blast Rat
Joined: Jan 2001
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From: Sarfend-on-Sea
My A4 kneeboard cost £1.29 in Staples. It was a hardboard clipboard, I drilled a hole (reinforced with insulating tape not to get frayed) for my stopwatch clip. I could then tape photocopies/printouts of any information I chose onto it, and a clear plastic pocket on the back for changeable information and to hold my plates for my IR. Very handy it was.
Tips for the course :
Learn some good ded reckonning techniques. The test is not really much more than the PPL skills test, but you must fly more precisely so the quicker your DR is out of the way the better!
Expect the unexpected - I had a gear lock failure on the test - no greens
And it wasn't examiner induced, to my astonishment.
Enjoy the flying and relax - you will fly like a professional pilot. Hard on the test I know, but believe that the examiner is trying to pass you!
Make a good decision whether or not to fly, even if you are at the holding point! That's what got me a partial, carrying on when the reports started looking difficult (though in limits) as I taxied - the old military habit "if it's in limits for the test, you fly!" (or in my case once for a test - "good decision not to fly today, but I think we can find a gap"!).
Tips for the course :
Learn some good ded reckonning techniques. The test is not really much more than the PPL skills test, but you must fly more precisely so the quicker your DR is out of the way the better!
Expect the unexpected - I had a gear lock failure on the test - no greens
And it wasn't examiner induced, to my astonishment.Enjoy the flying and relax - you will fly like a professional pilot. Hard on the test I know, but believe that the examiner is trying to pass you!
Make a good decision whether or not to fly, even if you are at the holding point! That's what got me a partial, carrying on when the reports started looking difficult (though in limits) as I taxied - the old military habit "if it's in limits for the test, you fly!" (or in my case once for a test - "good decision not to fly today, but I think we can find a gap"!).
Why do it if it's not fun?
Joined: Jul 2001
Posts: 4,782
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From: Bournemouth
I haven't done the CPL yet, but some comments re. the A4 kneeboard from a PPL's point of view:
I'd have thought it would depend very much on the individual. When I was doing my PPL, my instructor always showed me a variety of techniques and tools, and suggested I choose whichever I thought was best.
I opted for an A5 kneeboard. I also discovered that most of the plog sheets which were available didn't fold up to A5 size and show me all the information I needed in flight - so I designed my own, with all the details I needed during flight planning (true track, true heading, etc.) on the "reverse" side, and all the details I needed during flight (magnetic heading, leg time, etc) on the "front". This has served me very well during 200 hours of flying - I've used it for cross-countries ranging from 20nm to 400nm, and even adapted it for local flights in controlled airspace where I've wanted somewhere to note down frequencies, squawks, and other instructions.
During my PPL training, my instructor was away for one of my cross-country lessons, so I flew with a different instructor. This instructor was very unhappy about me using my "non-standard" plog, and insisted I use an A4 kneeboard (he lent me one), and a standard piece of paper. I had no problems with the plog itself, but I simply did not like the A4 kneeboard. I found it got in the way of the yoke, my elbow banged it when I moved my hand around, and I felt uncomfortable with something that big on my knee. Fortunately, my regular instructor told me to ignore the crap that this guy told me - that I was perfectly ok to use an A5 kneeboard if that's what I found easiest.
I'm not for one second suggesting that you should use an A5 kneeboard - only demonstrating that everyone's different. Whatever you've used in the past, if you liked it, you should continue to use it. And if you didn't like it, then try out some alternatives. I don't see why the CPL should be any different in that respect.
Good luck!
FFF
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I'd have thought it would depend very much on the individual. When I was doing my PPL, my instructor always showed me a variety of techniques and tools, and suggested I choose whichever I thought was best.
I opted for an A5 kneeboard. I also discovered that most of the plog sheets which were available didn't fold up to A5 size and show me all the information I needed in flight - so I designed my own, with all the details I needed during flight planning (true track, true heading, etc.) on the "reverse" side, and all the details I needed during flight (magnetic heading, leg time, etc) on the "front". This has served me very well during 200 hours of flying - I've used it for cross-countries ranging from 20nm to 400nm, and even adapted it for local flights in controlled airspace where I've wanted somewhere to note down frequencies, squawks, and other instructions.
During my PPL training, my instructor was away for one of my cross-country lessons, so I flew with a different instructor. This instructor was very unhappy about me using my "non-standard" plog, and insisted I use an A4 kneeboard (he lent me one), and a standard piece of paper. I had no problems with the plog itself, but I simply did not like the A4 kneeboard. I found it got in the way of the yoke, my elbow banged it when I moved my hand around, and I felt uncomfortable with something that big on my knee. Fortunately, my regular instructor told me to ignore the crap that this guy told me - that I was perfectly ok to use an A5 kneeboard if that's what I found easiest.
I'm not for one second suggesting that you should use an A5 kneeboard - only demonstrating that everyone's different. Whatever you've used in the past, if you liked it, you should continue to use it. And if you didn't like it, then try out some alternatives. I don't see why the CPL should be any different in that respect.
Good luck!
FFF
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Joined: Jun 2001
Posts: 8
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From: gloucestershire
Send clowns
I can't believe he (or she) failed (sorry partialled you). Was weather really bad? Or did she (or he) not like you "Little green man alien outfit" !!!
pprunner!!
Ps been to any fancy dress do's recently??
pprunner!!
Ps been to any fancy dress do's recently??
I say there boy
Joined: Mar 2000
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From: Somewhere
Two of the biggest problems in the CPL skills test are getting lost after the simulated IMC (I got a partial due to this), and making poor estimates for the diversion leg. To help prevent this, work on the following things until you can do them without thinking:
- Feature identification and map reading
- Diversion estimates with various winds (you can practice this at home)
- Radio position fixing (get VORTrack if you don't already have it)
Finally, if it is possible, fly as often as possible around the area where you are doing the test and get used to the landmarks - this could rescue you in the confusion when the screens come down and you have to work out where the hell you are!
Cheers!
foggy.
- Feature identification and map reading
- Diversion estimates with various winds (you can practice this at home)
- Radio position fixing (get VORTrack if you don't already have it)
Finally, if it is possible, fly as often as possible around the area where you are doing the test and get used to the landmarks - this could rescue you in the confusion when the screens come down and you have to work out where the hell you are!
Cheers!
foggy.
Jet Blast Rat
Joined: Jan 2001
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From: Sarfend-on-Sea
Nah Ppruner, Wx caused me to screw up the glide approach (was 6kts gusting 21!) due to a bit of a gust But her comment was I should never have taken off (I by then knew this - I had decided to ditch it after only 2 circuits (three-circuit trip to complete after gear problem on the first go)).
The thing was the reported weather as I planned was fine - as I taxied a squal came in and the gusts were being reported progressively worse - fine for most flying but lethal to a glide approach if you're unlucky. The fact that it was still in limits and the culture I had come from (and the 6 weeks delay from illness, weather and the gear problem) made me go for it anyway
Learnt something from that, and enjoyed the retest with our fantastic in-house examiner.
But her comment was I should never have taken off (I by then knew this - I had decided to ditch it after only 2 circuits (three-circuit trip to complete after gear problem on the first go)).The thing was the reported weather as I planned was fine - as I taxied a squal came in and the gusts were being reported progressively worse - fine for most flying but lethal to a glide approach if you're unlucky. The fact that it was still in limits and the culture I had come from (and the 6 weeks delay from illness, weather and the gear problem) made me go for it anyway
Learnt something from that, and enjoyed the retest with our fantastic in-house examiner.
Joined: Apr 2002
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From: London, UK
Hi Gazeem et al,
I have two tips for anyone travelling abroad for their flying training.
Firstly, ensure that you don't book to return within days of your predicted test day. You need to plan extra time for disruptions in your training (weather, technical, etc) and overcoming the effects of alcoholic poisening after you pass.
More importantly, only do the test when you feel ready, rather than the test date looming up too quickly or your instructor telling you that you've done the hours so you're ready.
I have two tips for anyone travelling abroad for their flying training.
Firstly, ensure that you don't book to return within days of your predicted test day. You need to plan extra time for disruptions in your training (weather, technical, etc) and overcoming the effects of alcoholic poisening after you pass.
More importantly, only do the test when you feel ready, rather than the test date looming up too quickly or your instructor telling you that you've done the hours so you're ready.
Jet Blast Rat
Joined: Jan 2001
Posts: 2,081
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From: Sarfend-on-Sea
Foghorn's point about knowing the area is important, and is a benefit of Bournemouth, where we have a CAAFEU (CAA Flight Examiners' Unit) so we fly all tests from here. When I was given a diversion it was to a place I had done a diversion to before, and had flown over on another occasion, with the prosaic name of Puddletown.
Add my point about DR practice to his about diversions - good mental DR will help your diversion leg no end.
Add my point about DR practice to his about diversions - good mental DR will help your diversion leg no end.
Joined: Jan 2001
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One trick I learned too late is to Velco the stopwatch to the kneeboard. The Stopwatch clips dig into your leg and snag your trousers. You will also find velco all over the aircraft so you can stick the stopwatch onto the yoke. Use both sides of the velcro on the back of the watch in 2 strips then it will stick to the other surface regardless of whether it is the fluffy or the scratchy side on the aircraft.
If you buy a stopwatch invest in one with a flyback reset (i think that is what they are called). One where one button resets and restarts the watch in one go rather than having to do 3 button presses. The transair one does this. It is frustrating especially on the instrument rating to stop the watch reset it then miss the hit to start it ( I swear I did hit it). When you look down to see how your 1 minute hold leg is going and 00:00 stares back at you the watch is telling you its time to spend another £1000 and its just not your day.
I agree with Send Clowns about the weather. Its your money, don't screw it by going on a dodgy day. Don't go if its gusty or much less than 10Kviz.
Good luck
If you buy a stopwatch invest in one with a flyback reset (i think that is what they are called). One where one button resets and restarts the watch in one go rather than having to do 3 button presses. The transair one does this. It is frustrating especially on the instrument rating to stop the watch reset it then miss the hit to start it ( I swear I did hit it). When you look down to see how your 1 minute hold leg is going and 00:00 stares back at you the watch is telling you its time to spend another £1000 and its just not your day.
I agree with Send Clowns about the weather. Its your money, don't screw it by going on a dodgy day. Don't go if its gusty or much less than 10Kviz.
Good luck
Joined: May 2002
Posts: 30
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From: Surrey
While we are on this subject I never really wondered why people spend £60 + on an analogue stopwatch when you can get a digital one for £5 that out performs its analogue counterpart. So why do people spend 60 quid on these then?
Joined: Jul 2000
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From: London
I would second Foghorn's advice. Getting lost or mis-identifying the IFR diversion turning point is a very commom cause for a partial. I partialled on that very same section but managed to pass second time without too many problems. Very annoying though! Be warned!!
Joined: Sep 2000
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From: UK
Regarding Stop watches..... I am about to fly the CPL test sometime soon and I don't have a stopwatch on my A4 kneeboard at all. What I have been doing is using the stopwatch function on the ADF when I need it (usually for the leg time and timed compass turns). I do however wear a digital watch on my wrist and use this for the ETA's which I do as times past the hour (e.g 47 which I am sure is easier than an anolgue presentation?).
I am not at a huge school, infact I think the I'm the only CPL student there at the moment so I haven't managed to get that much gen off of anyone so any advice would be gratefully recieved. The methods I explained seem to be working fine so far but I would be interested to hear whether or not this is not "the done thing" or perhaps it is even unusual and should be rectified before I try to show off any aviation prowess I might or might not have in front of an examiner?!
Any comments appreciated,
Cheers.
I am not at a huge school, infact I think the I'm the only CPL student there at the moment so I haven't managed to get that much gen off of anyone so any advice would be gratefully recieved. The methods I explained seem to be working fine so far but I would be interested to hear whether or not this is not "the done thing" or perhaps it is even unusual and should be rectified before I try to show off any aviation prowess I might or might not have in front of an examiner?!
Any comments appreciated,
Cheers.
Jet Blast Rat
Joined: Jan 2001
Posts: 2,081
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From: Sarfend-on-Sea
On the subject of watches, especially wristwatches, one with a stopwatch is a good backup. For my CPL I was used to the school Arrow with a stopwatch in the middle of each yoke. Of course I sat in for the skills test, only to find that the watch did not work when I tested it ...
Joined: Apr 1999
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From: Right Here.
Use the stopwatch on the ADF and have a wrist watch as back up. Much cheaper option and saves any embarrasment if you fumble and send 'expensive' stopwatch under pedals. Normal A4 folder from Woolies folded over back on itself. Keeps the clip clear for securing plog and creates perfect place for storing all maps with easy access. Trim all the uneeded junk off your maps. This keeps them smaller for folding. Glue a copy of morse code translation on your clipboard so you can use it easily. And during test if you think your lost. your not!! Stick to your watch and that airfield will appear. Good Luck.
MAX
MAX
