LPC and R44 rating renewal
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LPC and R44 rating renewal
It's been over a year since I've flown and now coming into the summer I want to get my ass back into the right hand seat, can anyone please tell me why I have to sit 2hrs with an examiner and then to renew my rating on the R44 I have to sit another hr with the same man, this is costing me the guts of £1500 - £2000 and to me this is a rip off, why can't the rating renewal be included in the 2 hr LPC, what will I be doing different in the rating renewal that I won't be doing in the LPC, am I ignorant to the fact that it's 2 different types of flying or is it all the same, someone please enlighten me.
Better red than ...
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1. Dems da rules in JAR/ EASA-land
2. If you have not flown a type in the past 12 months you are not current with all the drills. Are you safe as a result?
3. If you want to hire somebody elses asset, do you think they would consider you safe with 2.6hrs in the past year, let alone 0.6 LPC only?
Aviation all about safety.
h-r (v-safe)
2. If you have not flown a type in the past 12 months you are not current with all the drills. Are you safe as a result?
3. If you want to hire somebody elses asset, do you think they would consider you safe with 2.6hrs in the past year, let alone 0.6 LPC only?
Aviation all about safety.
h-r (v-safe)
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You have to have flown 2 hours in the prevoius 12 months in order to be current, if you havent done so then you can fly with any rated instructor to brush up.
The LPC can be included in those 2 hours if you are up to scratch, so you do not have to do the extra hour.
It is up to the examiner to decide if they are satisfied with your abilities to sign your license having flown the 2 hours.
The LPC can be included in those 2 hours if you are up to scratch, so you do not have to do the extra hour.
It is up to the examiner to decide if they are satisfied with your abilities to sign your license having flown the 2 hours.
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I understand the rules and I don't mind doing the 2hr LPC as safety always comes first, but what gets me is that after doing 2hrs why spend another hr renewing the rating going over again what I have prob already done in the previous 2hrs.......My instructor who is also my examiner has told me that it would be a min of 2.6hrs, including the 1hr rating with the 2hr LPC would make sense providing my flying skills were satisfactory.
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its an expensive hobby im afraid just bite the bullet and get your head down. in my opinion 2 hours per year is a ridiculosly low amount of time to qualify for an lpc attempt i would not dream of turning up with the minimum hours in my book i just think its disrespectful to the examiner who probably has better things to do with his weekend.
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its an expensive hobby im afraid just bite the bullet and get your head down. in my opinion 2 hours per year is a ridiculosly low amount of time to qualify for an lpc attempt i would not dream of turning up with the minimum hours in my book i just think its disrespectful to the examiner who probably has better things to do with his weekend.
Why is it disrespectful to ask an examiner to test you for an LPC, and does it have to be on a weekend?
1. what is the examiners job? I thought that is what he is paid to do.
2. I will my doing my LPC during a working week, so I won't be using up any of his precious weekend time.
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I can take control for a few min to brush the cobwebs.
Does this friend of yours let you do governer off work? autos? running landings? engine failures in the hover? While he is PIC? (I thought not)
1,000hrs PIC doesn't mean you are up to speed with all the drill and manouvers for one type of heli.
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I was always told, by my instructor and examiner, never to attempt auto's or any engine off landing without having at least an instructor with me....
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2hours LPC
Hi All,
I think there is a bit of confusion is some of the above posts on the requirements for renewal. the way I understand it the LPC and Type rating renewal are not 2 separate flights, and it is incorrect to say that you have to do 2 hour LPC.
If you are applying for a renewal (previous LPC expired), you must have flown 2hours in the past 12months to qualify to take the LPC, you are not being assessed on these 2hours of flight. The LPC and the rating renewal are then one in the same flight. Because this is a licence renewal (not a revalidation), it is not possible to do the LPC within the 2 hours required.
If you are applying for a revalidation (previous LPC still valid), you must have flown 2hours within the same 12month period, but your LPC can be part of the 2hours.
I think there is a bit of confusion is some of the above posts on the requirements for renewal. the way I understand it the LPC and Type rating renewal are not 2 separate flights, and it is incorrect to say that you have to do 2 hour LPC.
If you are applying for a renewal (previous LPC expired), you must have flown 2hours in the past 12months to qualify to take the LPC, you are not being assessed on these 2hours of flight. The LPC and the rating renewal are then one in the same flight. Because this is a licence renewal (not a revalidation), it is not possible to do the LPC within the 2 hours required.
If you are applying for a revalidation (previous LPC still valid), you must have flown 2hours within the same 12month period, but your LPC can be part of the 2hours.
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Hi Chopperdan,
My LPC and my rating have expired just over a yr now and even tho I have had some hands on flying within this last yr I cannot log it as my rating has expired, so on paper it shows I have not flown in the last 12 months, you say if I cannot show at least 2 hrs in the previous 12 months I don't qualify for my LPC, what do I have to do now to renew my LPC and my rating, tks
My LPC and my rating have expired just over a yr now and even tho I have had some hands on flying within this last yr I cannot log it as my rating has expired, so on paper it shows I have not flown in the last 12 months, you say if I cannot show at least 2 hrs in the previous 12 months I don't qualify for my LPC, what do I have to do now to renew my LPC and my rating, tks
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Fly for two hours with an instructor, then take the LPC. The LPC is a minimum of 0.6 logged hours. If you want to remind yourself what is involved in the LPC, it's on page three of the form.
You can fly all this time with an examiner if you want, or use your favourite instructor for the first two hours. It's up to you.
The only thing that happens as your rating goes out of validity is that you now need two hours IN ADDITION to the LPC, as opposed to two hours INCLUDING the LPC if you do it whilst you are still current. Of course once your rating is no longer valid you have to pay for an instructor to sit with you for the time required to get you up to two hours in the last twelve months, and you are paying for (at least) an additional 0.6 hours flying. Since you can anticipate the LPC by up to 90 days, there's not much reason why you should let it expire.
Once five years have passed since your rating expired, there are additional training requirements set by the CAA, and also CAA charges on top.
Just so as you know the terminology the CAA calls an LPC taken within the rating validity period as a revalidation, and after the rating validity period a renewal.
You can fly all this time with an examiner if you want, or use your favourite instructor for the first two hours. It's up to you.
The only thing that happens as your rating goes out of validity is that you now need two hours IN ADDITION to the LPC, as opposed to two hours INCLUDING the LPC if you do it whilst you are still current. Of course once your rating is no longer valid you have to pay for an instructor to sit with you for the time required to get you up to two hours in the last twelve months, and you are paying for (at least) an additional 0.6 hours flying. Since you can anticipate the LPC by up to 90 days, there's not much reason why you should let it expire.
Once five years have passed since your rating expired, there are additional training requirements set by the CAA, and also CAA charges on top.
Just so as you know the terminology the CAA calls an LPC taken within the rating validity period as a revalidation, and after the rating validity period a renewal.
Last edited by puntosaurus; 13th Jun 2011 at 11:30.
Hovering AND talking
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even tho I have had some hands on flying within this last yr I cannot log it as my rating has expired,
Cheers
Whirls
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I thought that too, but it turns out that there's absolutely no (legal) problem with a passenger manipulating the controls to a helicopter without a license or rating as long as the Pilot in Command is happy with the situation (and sitting at a set of controls also !).
Of course the PIC has to understand that his responsibilities are not altered just because he's allowed someone else to handle the aircraft.
Of course the PIC has to understand that his responsibilities are not altered just because he's allowed someone else to handle the aircraft.
Last edited by puntosaurus; 13th Jun 2011 at 16:57. Reason: qualifying the term problem to mean legal problem.
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here's absolutely no problem with a passenger manipulating the controls to a helicopter without a license or rating as long as the Pilot in Command is happy with the situation
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There are certainly potential problems with a pax manipulating the controls. However, do the assembled masses consider it illegal (as distinct from undesirable), and if so which regulation/requirement?
Hovering AND talking
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I'll plump for this bit from LASORS
I suppose it hinges on whether "having a go" classes as acting as a flight crew member?
Cheers
Whirls
Originally Posted by LASORS 2010
A3 BASIC AUTHORITY TO ACT AS A
FLIGHT CREW MEMBER
A person shall not act as a flight crew member of a
civil aeroplane/helicopter registered in a JAA Member
State unless that person holds a valid licence and
rating complying with the requirements of JAR-FCL
and appropriate to the duties being performed, or an
authorisation as set out in JAR-FCL 1.085/2.085 and/or
1.230/2.230. The licence shall have been issued by:
• A JAA Member State; or
• Another ICAO Contracting State and rendered valid
in accordance with JAR-FCL 1.015/ 2.015 (b) or (c).
Pilots holding National motor gliders licences/ratings/
authorisations are also permitted to operate touring motor
gliders under national regulations.
Pilots holding a restricted National Private Pilot’s Licence
(NPPL) are permitted under national regulations to
operate aeroplanes registered in the State of licence issue
within that State’s airspace.
Exercise of privileges
The holder of a licence or rating shall not exercise
privileges other than those granted by that licence, rating
or authorisation.
FLIGHT CREW MEMBER
A person shall not act as a flight crew member of a
civil aeroplane/helicopter registered in a JAA Member
State unless that person holds a valid licence and
rating complying with the requirements of JAR-FCL
and appropriate to the duties being performed, or an
authorisation as set out in JAR-FCL 1.085/2.085 and/or
1.230/2.230. The licence shall have been issued by:
• A JAA Member State; or
• Another ICAO Contracting State and rendered valid
in accordance with JAR-FCL 1.015/ 2.015 (b) or (c).
Pilots holding National motor gliders licences/ratings/
authorisations are also permitted to operate touring motor
gliders under national regulations.
Pilots holding a restricted National Private Pilot’s Licence
(NPPL) are permitted under national regulations to
operate aeroplanes registered in the State of licence issue
within that State’s airspace.
Exercise of privileges
The holder of a licence or rating shall not exercise
privileges other than those granted by that licence, rating
or authorisation.
Cheers
Whirls
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Why not combine the Robinson Safety course?
Hi,
I have just been in that exact situation and was fortunate to have done something I think all Robinson pilots should do at least once in their flying careers.
I have recently completed the European Robinson safety course, taking 3 days 2 of theory and 1 of flying with 2 hrs of various drills not normally covered in "basic PPL training"
As this is my first post I do not want to break any advertising rules but a simple google search on European Robinson safety course will point you in the right direction. The instructor has 100% credibility being involved with the product since nearly the first ones made and has first hand knowledge of what exactly goes wrong by being the safety accident investigator for Robinson Helicopters.
It was an eye opener to get detailed and precise engineering and factory direct thinking on various components, checklist and flying techniques which for my part had been forgotten or missed in my PPL training.
The Course cost was 340 pound plus Vat for the ground theory part and the flying is variable depending what school hosts the course? (I paid 425 ++ per hour)
PM me if anyone wants the exact contact details and I hope this is of use and really made my issue of getting back into the right seat a very productive and valuable experience.
I have just been in that exact situation and was fortunate to have done something I think all Robinson pilots should do at least once in their flying careers.
I have recently completed the European Robinson safety course, taking 3 days 2 of theory and 1 of flying with 2 hrs of various drills not normally covered in "basic PPL training"
As this is my first post I do not want to break any advertising rules but a simple google search on European Robinson safety course will point you in the right direction. The instructor has 100% credibility being involved with the product since nearly the first ones made and has first hand knowledge of what exactly goes wrong by being the safety accident investigator for Robinson Helicopters.
It was an eye opener to get detailed and precise engineering and factory direct thinking on various components, checklist and flying techniques which for my part had been forgotten or missed in my PPL training.
The Course cost was 340 pound plus Vat for the ground theory part and the flying is variable depending what school hosts the course? (I paid 425 ++ per hour)
PM me if anyone wants the exact contact details and I hope this is of use and really made my issue of getting back into the right seat a very productive and valuable experience.
Hovering AND talking
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But aren't they "acting" as one? It's certainly my interpretation. The passenger is not a student since the PIC is not an instructor.
Cheers
Whirls
Cheers
Whirls