13 August 2011

Com + IF Flight Test 'Tips'

I thought I’d try giving some helpful information regarding the Com and IF Flight Tests, having just completed them and all that. I’m by no means an expert, but perhaps sharing my experience will help those of you that are nervous or unsure about the test.

First things first, go to the CAA website and download the testing forms, as well as the Recommended Ground Evaluation for the Instrument Flight Test. While you’re at it, download the form for the Application of a Rating or License. I’d do all of this at least 5 days before you test.

There isn’t a recommended ground evaluation form for the Com test, but it’s quite similar to the PPL ground evaluation, so if you’re really worried, just download the PPL one and go through that (CATs, CARs, AIPs, AICs, NOTAMS, TAFs, METARS, etc).

The testing forms outline all the exercises you are expected to do, so go through them and check to see if you’re unfamiliar with any of them. If you are, now’s your chance to ask your instructor for some help.

Phone/meet with the Examiner several days before the date of your test and discuss what you will be expected to do so that you can fully prepare (ie you need to do a nav). Get all the planning done a couple of days before you test (nav logs, weight and balance, make sure you have the correct testing forms, etc)

On the day of your test you want to look neat and professional. So dress smartly. And have all your notes and papers neatly in a flip file or something. If you don’t have access to the Aerad or Jeppesen Plates, go to the CAA website and print the plates you’ll need. And don’t assume that you will only need one plate; print the whole lot for wherever you’re flying in case there’s a runway change, or a facility goes offline and you suddenly have to use the NDB instead of the VOR.

Arrive early. Pre-flight and make sure the aircraft is clean. Phone ATC and make sure they have your flight plan. Ask for a Squawk code and the runway in use, and also make sure that they will be able to accommodate you. Don’t rush anything; it’s your day.

Every Examiner is different; some are very strict and uptight, others a bit more ‘laid back’. Some might want to do the ground evaluation before the flight, others might do it the other way around. Just remember to breath and stay calm!

I did the ground evaluation first, and I let the nerves get to me, so I made stupid mistakes. The main focus was on AWOPs, and here are some of the questions I was asked:
-Definition of a CAT I approach
-Difference between MDA and DA
-What is an Approach Ban?
-When do you need destination alternates?
-Comms failures when you are no longer following a SID/STAR. When are you allowed to begin the descent for your destination?
-LVP's; low visibilty procedures, when do they come into play, and what do they mean?
-Read a TAF
-Converting RVR to Vis; where do you find the conversion? When may you use the conversion?

Chances are the examiner will flick through a book (most likely the Handbook for Commercial and Airline Pilots) and ask you random questions regarding the information in there. So study that book! And if you aren’t sure about something, you’ll probably be allowed to look it up, but; make sure you know where to look for it.

Ground evaluation done, now for the fun part!
Talk. Tell the Examiner what you’re thinking, what you’re doing and why you’re doing it. Ask if they want to be treated as a “standard” passenger, ie someone that doesn’t fly often. Chances are the Examiner will be tired of hearing all the safety stuff, but they might just decide to throw a curveball. So have a quick “Don’t touch this, this or that, don’t open the window in flight, don’t open the door and slam it against the strut, etc” briefing ready. Just in case.

For the pre-flight, it apparently looks good if you use a checklist. I don’t normally use a physical checklist, so it was a bit weird for me. But all I need was use my mental checklist, and then CHECK that I had done everything using the piece of paper strapped to my leg.

The checklist should only be used while on the ground. If you need the thing in order to remember your after-take-off checks then you might have a bit of a problem.

Remember to take your time and try to relax. No one has failed a flight test because they paid too much attention to detail.

The flight is no different to any other flight. The rules and safety standards stay the same. Just remember that when the Examiner says “Fly heading 070 and maintain 3500” it doesn’t mean ‘fly heading 072 and maintain 3460ft’. If you start drifting/climbing/descending correct for it immediately. Heck, every time I started drifting or climbing or descending I would say so out loud.

When it comes to the instrument flying, just remember to keep the instrument scan going. Always ask “All clear?” or “Clear left/right/above/below” when you turn onto a new heading or are told to climb/descend. The chances of the Examiner making you turn into a mountain are slim, but you confirming that it’s safe to turn shows good airmanship.

Another important thing; do NOT bust the minima’s on the plates! Rather level off a little bit higher (no more than 50ft) than descend below the MDA/DA. For the holds and instrument approaches, I was taught two things in order to remember when to do what.

The first is when you are about 10nm from the facility: FAT-PC
F – FREDAS checks
A – Altitude (above MSA? Correct altitude for the hold/procedure turn?)
T – Tune, Identify, Test (check the com and nav frequencies. Test the VOR and ADF)
P – Plate Briefing (double check the altitude and frequencies, determine what entry you will be doing)
C – Clearance (Are you cleared for the hold? Approach?)

Then, once overhead the facility for the hold/procedure turn approach/etc:
Turn – comply with the entry/procedure turn/etc
Time – if you need to time a leg
Twist – the VOR and DI
Talk – tell ATC that you’re overhead the beacon

When flying the approach don’t forget the callouts (1000ft to DA, 500ft to DA, 100ft to DA) and the spot height checks.

Talk. Talk. Talk. I say again, TALK!
Think out loud. Do your checks out loud. Voice your concerns out loud. Make sure that the Examiner knows that you are constantly evaluating the situation and that you have a plan. If you are unsure about something; ASK! If you get too overwhelmed and find yourself trying to fly a plate and talk to ATC and adjust instruments and settings, then tell the Examiner, say “I’m sorry, could you please do the radio work for a minute while I sort myself out.” Because if you don’t, you’ll just continue to be overwhelmed and will most likely completely mess up.

Remember those things and you should be fine. 

As for the upper air work, it’s just like the PPL, except some of it will be done ‘under the hood’ and you might be given more limited panel scenarios. Keep the ball in the middle. Make sure all control and power/pitch/mixture adjustments are done smoothly. If you aren’t happy with the way you did a particular manoeuvre, ask if you can do it again.

If you complete a manoeuvre and the Examiner asks why you did it a certain way, say that was how you were taught and ask about other ways of doing it. If you ever make a mistake, admit it. You might just get some helpful advice on how not to make that mistake again.

When the nerves come along and you start wondering if you’re ready, remember that your instructor won’t let you test if he/she doesn’t think you’ll pass. If you start getting worked up while flying, take a couple of deep breaths, and when all else fails, just remember to fly the plane!

Good luck!

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