GST Fail based on Poor DI check questions
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GST Fail based on Poor DI check questions
Hello all,
I recently failed an NPPL based on the Daily Inspection check (didn't even get airborne, humiliating!). I don't want to share the school or examiner name, as they're genuinely a decent person and ultimately it was my failure, I flapped under pressure and it was generally a bit poor.
One thing has stuck with me though and is keeping me up at night, I figured I'd ask on here to get some opinions from others.
Basically, as soon as the DI started, after checking the aircraft documents etc. I pulled it out of the hangar onto the grass and removed the cowling. My examiner stopped me there and said I'd already made a big mistake that is a fail. He didn't tell me what it was, and I think he was genuinely trying to help me without directly telling me, however I was completely perplexed and a bit like a deer in the headlights. Turns out that we have a local club rule (that I wasn't aware of) that we are NEVER meant to remove the cowling over the grass (in case we lose something in the grass below). I understand the value of this club rule, and I'm happy to comply with it, it makes sense. However, as this is a club rule, and there is nothing in the POH, maintenance instructions, TIL, BMAA or CAA regulations preventing me from removing the cowling over the grass, can this really be considered a fail?
never really recovered from this negative-shock and I was second guessing myself on every other thing I did in the DI. I didn't want to rest the oil filler cap on the turtle deck for example, as I wasn't sure whether that was some other magical rule I was breaking but never realised. I didn't want to put my hands in the engine (it was warm and had been flown a few hours previous) and start touching things in-case I was again, doing something wrong that I wasn't aware of before - which was ultimately one of the other fail points, my engine checks were only really visual, bar the oil check. The rest of my airframe checks were fairly decent without much criticism, but my head was still spinning at this point and the examiner decided to stop the test and call it a day.
I want to take responsibility for the fail. I could've been much better, and ultimately it was my fault. But I can't shake the feeling that something about that initial 'You've already failed' response to checking the aircraft over the grass wasn't right. Yes, I broke a club rule I wasn't aware of, but I've not broken any CAA or BMAA rule.
I suppose the question I want to ask you, the reader, is, do club rules factor into a test being performed on behalf of the CAA? Should this have been a fail? I feel like it's certainly ground for a stern word from the CFI, but not grounds for failure on the GST, I'm not breaching any legal or manufacturer rules. My head is still spinning, it really knocked me back to fail so immediately. Ironically we went out and conducted a 'revision flight' with the remaining time and bar one PFL that went a bit south, the rest was to a decent GST standard.
Any thoughts on the above? Has anything like this happened to anyone else?
I recently failed an NPPL based on the Daily Inspection check (didn't even get airborne, humiliating!). I don't want to share the school or examiner name, as they're genuinely a decent person and ultimately it was my failure, I flapped under pressure and it was generally a bit poor.
One thing has stuck with me though and is keeping me up at night, I figured I'd ask on here to get some opinions from others.
Basically, as soon as the DI started, after checking the aircraft documents etc. I pulled it out of the hangar onto the grass and removed the cowling. My examiner stopped me there and said I'd already made a big mistake that is a fail. He didn't tell me what it was, and I think he was genuinely trying to help me without directly telling me, however I was completely perplexed and a bit like a deer in the headlights. Turns out that we have a local club rule (that I wasn't aware of) that we are NEVER meant to remove the cowling over the grass (in case we lose something in the grass below). I understand the value of this club rule, and I'm happy to comply with it, it makes sense. However, as this is a club rule, and there is nothing in the POH, maintenance instructions, TIL, BMAA or CAA regulations preventing me from removing the cowling over the grass, can this really be considered a fail?
never really recovered from this negative-shock and I was second guessing myself on every other thing I did in the DI. I didn't want to rest the oil filler cap on the turtle deck for example, as I wasn't sure whether that was some other magical rule I was breaking but never realised. I didn't want to put my hands in the engine (it was warm and had been flown a few hours previous) and start touching things in-case I was again, doing something wrong that I wasn't aware of before - which was ultimately one of the other fail points, my engine checks were only really visual, bar the oil check. The rest of my airframe checks were fairly decent without much criticism, but my head was still spinning at this point and the examiner decided to stop the test and call it a day.
I want to take responsibility for the fail. I could've been much better, and ultimately it was my fault. But I can't shake the feeling that something about that initial 'You've already failed' response to checking the aircraft over the grass wasn't right. Yes, I broke a club rule I wasn't aware of, but I've not broken any CAA or BMAA rule.
I suppose the question I want to ask you, the reader, is, do club rules factor into a test being performed on behalf of the CAA? Should this have been a fail? I feel like it's certainly ground for a stern word from the CFI, but not grounds for failure on the GST, I'm not breaching any legal or manufacturer rules. My head is still spinning, it really knocked me back to fail so immediately. Ironically we went out and conducted a 'revision flight' with the remaining time and bar one PFL that went a bit south, the rest was to a decent GST standard.
Any thoughts on the above? Has anything like this happened to anyone else?
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Did your flight instructor ever teach you about the rule in relation to the engine cowling? If not, how were you supposed to know about it prior to the test?
Most instructors/examiners, from my experience, whether it be on an examination or a simple check flight, are looking for you to be safe. I don't know what type you learned on but at the grass airfield I learned to fly at, I was allowed to open the cowling inspection hatch on a few SEP types whilst they were parked on grass without any concerns.
Most instructors/examiners, from my experience, whether it be on an examination or a simple check flight, are looking for you to be safe. I don't know what type you learned on but at the grass airfield I learned to fly at, I was allowed to open the cowling inspection hatch on a few SEP types whilst they were parked on grass without any concerns.
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In my examiners defence, though he's a very experienced pilot, he's apparently a fairly new examiner and still finding his feet regarding grading criteria.
I learned a lot, it's good to be humbled from time to time and I'll be better next time.
What aircraft require removal of cowlings for a daily inspection? The cowlings stay on mine for months and, hopefully, to the next annual inspection. Why the obession with taking stuff apart to see why it is still working?
Manufacturers that think the engine needs to be closely inspected before every flight, or every day, provide easily opened hinged cowlings. Other manufacturers who like to assume their engines are more reliable will only provide oil access doors. Of the many aircraft types I have flown none required the removal of cowlings for routine inspections.
Manufacturers that think the engine needs to be closely inspected before every flight, or every day, provide easily opened hinged cowlings. Other manufacturers who like to assume their engines are more reliable will only provide oil access doors. Of the many aircraft types I have flown none required the removal of cowlings for routine inspections.
No, although it may have been mentioned in passing and just not stuck with me, though I certainly won't forget it now 😄. I've since spoken to the CFI who called me this afternoon. He confirmed that it was not a failure point, the rule is there to stop people losing the camlocks in the grass. If I'd have lost a camlock, and proceeded to fly the aircraft - that would have been a fail, as it would be in an unsafe condition. But breaking a club convenience rule that doesn't relate to safety isn't a fail.
In my examiners defence, though he's a very experienced pilot, he's apparently a fairly new examiner and still finding his feet regarding grading criteria.
I learned a lot, it's good to be humbled from time to time and I'll be better next time.
In my examiners defence, though he's a very experienced pilot, he's apparently a fairly new examiner and still finding his feet regarding grading criteria.
I learned a lot, it's good to be humbled from time to time and I'll be better next time.
Is it unsafe? Maybe a bit clumsy, but unsafe? As PIC of the aircraft, which that license allows you to be, you need to be able to focus on keeping the aircraft safe and being the last piece of cheese when it all goes a bit pear shaped.
You are NOT expected to be perfect. A perfect flight does not exist.
I wouldn’t give two seconds though to entertaining their skills as an examiner again. Harsh, yeah, but this isn’t a cheap game and it damages you to go along with their nonsense.
What aircraft require removal of cowlings for a daily inspection? The cowlings stay on mine for months and, hopefully, to the next annual inspection. Why the obession with taking stuff apart to see why it is still working?
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Did the CFI provide his thoughts in writing? He's said you've been failed for something that isn't a fail. I think you've got a good case for the re-test to be at the expense of the school/club.
If you feel as though a test has been administered unfairly you can complain to the CAA (though it might be the BMAA in this case) though I'd take it up locally with the CFI first.
If you feel as though a test has been administered unfairly you can complain to the CAA (though it might be the BMAA in this case) though I'd take it up locally with the CFI first.
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Did the CFI provide his thoughts in writing? He's said you've been failed for something that isn't a fail. I think you've got a good case for the re-test to be at the expense of the school/club.
If you feel as though a test has been administered unfairly you can complain to the CAA (though it might be the BMAA in this case) though I'd take it up locally with the CFI first.
If you feel as though a test has been administered unfairly you can complain to the CAA (though it might be the BMAA in this case) though I'd take it up locally with the CFI first.
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Yes, the aircraft in question is the Eurostar. I've always been taught to remove the cowling as part of my DI and the Rotax 912 manual states that the cooling reservoir should be checked daily, which would require removal of the cowling.
