ATPL check ride (JAA)
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ATPL check ride (JAA)
Can someone tell me please whats involved in a ATPL check ride (JAA). Is there anything extra that wouldn't already be covered on an initial LPC for a new rating ?
Thanks
Buzz
Thanks
Buzz
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As far as I'm aware there's nothing different from an initial LST. The only difference from a bog standard OPC/LPC is that you have to fly an all engines operating raw data ILS (no flight directors, no automatics).
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It depends on who is doing it, company policy and also if you have a jumpseater from someone like the CAA attending.
In my airline the LST bit is normally tacked onto the end of the OPC/LPC session, time permitting. Some of my mates have been lucky and had the sim positioned to a 10nm straight in final and then told to turn the FD's off and hand fly it in. I had to do a full brief, push back, fly a SID and was then given a reason for an immediate return to land. All raw data from the downwind leg if I remember correctly and flown down to minimums when I got the approach lights.
In an airline environment its a bit of a tick in the box since time to command is usually quite long and you will be nowhere near that stage when you have the hours for the ATPL. Hence I can understand why some of the TRE's tend to take a relaxed view. There are so many other company checks along the way to ensure that you are suitable for command and are much better suited than the LST.
In a smaller outfit (Turbo prop perhaps) where you could see a command in a matter of years then I would suspect that it could be more involved and you might get the full monty. This may even form part of their command training/checking process. There is meant to be an element of you exercising command judgment in the LST as well. Hence you could expect to have the LHS pilot go incapacitated, something go on in the cabin, lose a donkey etc etc. Really depends on the TRE on the day and how nice they are feeling towards you
In our outfit its only practical use is that it enables you to act as cruise relief commander having passed various other company training and checking processes.
In my airline the LST bit is normally tacked onto the end of the OPC/LPC session, time permitting. Some of my mates have been lucky and had the sim positioned to a 10nm straight in final and then told to turn the FD's off and hand fly it in. I had to do a full brief, push back, fly a SID and was then given a reason for an immediate return to land. All raw data from the downwind leg if I remember correctly and flown down to minimums when I got the approach lights.
In an airline environment its a bit of a tick in the box since time to command is usually quite long and you will be nowhere near that stage when you have the hours for the ATPL. Hence I can understand why some of the TRE's tend to take a relaxed view. There are so many other company checks along the way to ensure that you are suitable for command and are much better suited than the LST.
In a smaller outfit (Turbo prop perhaps) where you could see a command in a matter of years then I would suspect that it could be more involved and you might get the full monty. This may even form part of their command training/checking process. There is meant to be an element of you exercising command judgment in the LST as well. Hence you could expect to have the LHS pilot go incapacitated, something go on in the cabin, lose a donkey etc etc. Really depends on the TRE on the day and how nice they are feeling towards you
In our outfit its only practical use is that it enables you to act as cruise relief commander having passed various other company training and checking processes.
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SRG1119: Type/Instrument/Class Ratings (Aeroplane), Licensing/ATPL Skill Test and Proficiency Check - Application | Publications | CAA
This is the LST-MPA test form which contains all the mandatory check items.
rgds/JD
This is the LST-MPA test form which contains all the mandatory check items.
rgds/JD
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This link is probably of more use and has the mandatory items for the skill test. I think there is an instructor guide or something similar that is not published which has the specific ins and outs and puts more meat on the bones on how the test is "meant" to be conducted according to the book.
http://www.caa.co.uk/docs/33/FORSRG1158.pdf
http://www.caa.co.uk/docs/33/FORSRG1158.pdf
