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and businesslike. The weather must
obviously be good enough, which is
down to the candidate to check, but
if it isn’t, for a commercial or
otherwise normal flight to take place,
you may elect to do the test anyway,
provided the candidate clearly
understands the position.
You need to check the licence for
the following:
· Candidate’s signature
· Expiry Date
· Medical currency (and signature!)
· Date of last C of T.
The Briefing
Should cover the following points:
· The aim of the flight—whether
for Proficiency Check, 1179 or C
of T.
· The sequence of exercises to be
covered; as you will give
instructions as you go along,
there is no need for the
candidate to memorise them.
· Responsibilities—who is the
Captain and when. Although the
candidate is the “Captain”,
legally, you are, and the
circumstances (and the methods)
under which you will take
control must be clearly spelt out.
· Equipment usage; altimeters,
icing, etc.
· ATC Instructions and the
following thereof.
· Radio, R/T and NavAids; setting
and tuning.
· Use of checklists.
· Aircraft Control
· Speeds to be used in climb,
descent, approach and
autorotation (if applicable).
· Circuit heights and directions,
etc.
· Aircraft parameters; oral
questions about Ts and Ps,
maximum settings, RPM limits,
crosswind limitations, etc.
Training & Testing 321
· Methods of simulating
emergencies.
You could also mention that any
writing you do is not necessarily
criticism, but an aide memoire for the
debriefing. Also, the candidate
shouldn’t fret about mistakes so
much that the rest of the test is at
risk. The exercises concerned can
always be done again at the end.
Based on the above, here is a sample
briefing (for a helicopter flight):
You will be required to demonstrate an
accurate training circuit from and to a
given area, and during the flight carry out
the exercises listed on the F1179 flight
test/Base Check form, which may be
given in any order. There will be a
practice engine-off in the hover, given
without warning by closing the throttle.
A limited power takeoff and landing
must be demonstrated at a power setting
given by me, based on what power is
available in the hover. There will also be
a quick stop into wind from at least 60
Kts, sloping ground landings, a restricted
site landing using the full procedure for
an unknown and confined area, including
the relevant power checks, recces and
clearing turns, followed by departure from
the circuit into the local training area and
subsequent rejoin. Steep turns in both
directions as briefed by me, a minimum of
30o bank, normally 45.
You will need to recognise and recover
from incipient Vortex Ring. Recover to a
safe configuration with minimum height
loss.
You can expect a simulated engine
emergency, which will result in a practice
forced landing. This may be the result of
a practice fire in the air. You are to
continue to 500 feet agl ensuring you
manoeuvre the aircraft to safely achieve
autorotation towards a suitable landing
site. The appropriate checks and Radio
calls should be completed, but not to the
detriment of the flying.
There will be an Engine Off Landing to
a pre-agreed position on the airfield. You
must be wings level, with no slip or skid
and at the given autorotation speed by
300 feet. I will assist you to close the
throttle if needed.
IF I CALL “I HAVE
CONTROL”, BE SURE TO
RELEASE THE THROTTLE.
Before starting training or examining
with any candidate, you should find
out exactly what they have done in
the past, so you know where the
difficulties are, and can have your
hands nearer the controls at the right
times. Also, especially if you haven’t
met the candidate before, try a
demonstration to show the response
and procedures that are expected.
The Flight
This must take place at 90% of the
landing weight or RTOW, and
should flow smoothly from one
section to the next, because it should
be as short as possible consistent
with a proper examination;
remember that someone is paying
for it. For example, if you have
sideways flight in a helicopter to do,
there’s no reason why it couldn’t be
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