Custardpcs,

Yes it was for my UK CPL x-country qualifier. Currently flying with Long Beach Flying Club although I'm not actually training just now - I'm just building experience at the weekends when I'm off work. There's a great bunch of guys at that club who are all in similar situations (time building and training under part 61) and the club has a good atmosphere.

Did you have to re-do your x-country Qualifier for FAA CPL issue?

With regard to flight time, I record all my flights in my UK logbook in zulu. That meant recording my CPL x-country over 2 dates, although I did actually get it done in one day (local time). I'm certain this is valid.

Will you be flying in the UK now or are you remaining in the US for some time? I'd tell all my friends back home they need to experience flying in the US. It's just a different world out here - cheap fuel, VOR's everywhere and the service from FBO's is great!

>Did you have to re-do your x-country Qualifier for FAA CPL issue?

yup. But no big deal, was glad to do a long trip and more complex/high performance time right before my check ride was helpful. Long Beach Flying Club seems nice, went in there to buy a new AFD last week..

I left right after my check ride, now in Dubai. No GA here at all sadly.

Are you living in Long Beach ? I'll be back soon for the IR....

Sorry to jump in on your thread, but I just wondered if I could get some advice on my CPL QXC please?

I am looking at doing:

Tatenhill - Jersey (239nm)
Jersey - Guernsey (21nm)
Guernsey - Tatenhill (247nm)

I was informed that this would be fine as long as it's done within a 24 hour period.
Therefore, I was thinking of leaving Tatenhill mid-afternoon, flying to Jersey and staying overnight, then flying in to Guernsey the next day before heading back home... is this allowed? If I have enough time, I was thinking about popping in to Alderney too.

Many thanks in advance.

That's a shame to hear about GA in Dubai.

I actually live quite near Long Beach, so drop me a PM when you're heading over for the IR.

Scott C, thanks for bringing us back on topic (I was starting to wander) :ok:
I can't see anything wrong with that flight plan for the qualifying CPL x-country, but you do know it only has to be 300nm yeah? You can do a much shorter flight in one day and it would still be valid. Just make sure it's more than 300nm direct track between the airfields (even if your route is longer!), otherwise it won't be valid.

Another myth, I'm afraid. The requirement is to complete a flight of at least 300nm during which a full-stop landing is made at two aerodromes different from the aerodrome of departure. There is no requirement for the aerodromes to be any particular distance from each other. For example, Jersey - Guernsey - Alderney would be perfectly acceptable provided that you flew around the area enough to make the total distance exceed 300nm.

Pretty sure the within 24hr period is a myth too. Last time I looked under JAR that stipulation didnt exist. If I remember correctly, this is a confusion with the old uk national cpl, which did have a "within the course of a single day" restriction.

The distance is now in km too actually I think, 540 from memory

Tm, thanks, will do

Thank you for your replies.

Does anyone have a definitive answer to my question before I book the Aircraft and a Hotel?

Many thanks.

CPL 300nm
 

Billiebob
The wording doesn't even include different aerodromes anymore! But I am told it is not in the spirit of the exercise! And how do you prove that the distance has been covered?

I cannot find written evidence that the aerodrome triangle can be less than 300nm!! EASA AMC and GM are no help whatsoever.
Apparently the CAA put a ruler between the stated landing points??

Do you have an official interpretation in writing?
A copy or link would be much appreciated!!

Yes it does:
There isn't any. It doesn't have to be. However I think it is a good idea as aerodromes (usually) log landings so, provided they are the requisite distance apart, there is (if necessary) an independent means of verifying the flight met the distance requirements.

The requirement is for "a VFR cross-country flight" ie one flight. There is no definition of what constitutes one flight, as opposed to two (or more) different flights.
Time between landing and taking off would probably be a consideration. I don't think anyone would argue that a Take Off one week after Landing is a continuation of the same flight. An overnight break: Who knows? But I would suggest these now become separate flights - so not allowed for the 300nm experience requirement for CPL issue.

...different from point of departure!

So there is no need for written proof of having been to another aerodrome!

But the distance between aerodromes that may or may not have been visited should confirm the distance that may or may not have been flown!?

The requirement is for, "a flight of 300nm during which full stop landings at two airfields different from the aerodrome of departure shall be made". Consequently, any flight that covers at least 300nm during which two landings are made qualifies irrespective of how far apart the airfields are. As an extreme example: Lee-on-Solent - MID - GWC - SFD - MID - OCK - BIG - DVR - SFD - Bembridge - Sandown - Lee-on-Solent is about 305nm and will meet the requirement.

As for proving that the distance has been covered, logbook evidence is normally sufficient although, if you are claiming something odd, a copy of the PLOG might be useful.

Clear as EASA
 

Exactly as I thought...

Open to interpretation with no means of clarification!

Unless there is someone from EASA or the CAA willing to go on record with a clarifying statement to support any particular interpretation...!?

...best stick with the unambiguous, measurable, 300nm triangle to avoid having to repeat the exercise!

I did my CPL QXC last week, total mileage of 374NM, didnt use a triangular route.
I went for EGKB-EGMC (OH)-EGSR (OH)-EGSC-CLN-DET-SFD-EGHH-GWC-MAY-EGKB

EGSC & EGHH stamped my log book, keeping hold of the plog incase the CAA ask any questions when it comes to licence issue.

was great fun!:ok:

I did mine today - Compton Abbas, Perranporth, Gloucester, Compton Abbas today - approx 332miles - 4.2 hours - I'm shattered.

Turbulent - I'm so jealous - wish I was back in LB - I flew out of Pacific Air just next to LBFC. The flying in the States is fantastic and I recommend it to everyone. My QXC was Laughlin (Nevada) - Sedona (Arizona) - Grand Canyon - Henderson (Las Vegas). It's got to be the most spectacular trip I've ever done - although trying to climb to 11,500 to join the agreed VFR routes at the Grand Canyon proved too exhausting in a C172 at the end of a long day so after getting a couple of snaps, I descended and left the SVFR area to go to Vegas. Landing at Vegas just after sunset was unforgettable.

Does anyone know if you have to shut the engine down or can it be a full stop and taxi back for EASA? Otherwise in your log book the times will look similar to a touch and go?

EASA PartFCL defines cross-country as:

Appendix 3 - Training courses for the issue of a CPL and an ATPL page 1127-
also states:

So... there is your answer... in PartFCL world.

"Full stop" is not (IFAIK) further defined. It could me "comes to a complete halt with the engine running" or could mean "when the engine is off, at the parking area, and the plane is at a full stop"....

A full stop landing can consist of landing, stopping on the r/w, and starting directly from the r/w. Save time, save money!

Can you bring your instructor with you on the 300NM journey just to ensure you are flying to correct standard? Thanks.

Do you even understand why we fly a cross country? This is your second post asking to take an instructor along, which points to confidence issues. The whole point is to remove the safety net and force you to become self reliant.