Air Ground Radio Operator Course Review (ROCC)

As an instructor, I’ve been training (and correcting) students how to talk on the radio for several years. More recently, I’ve run a couple of extensive FRTOL practical training courses online and held 1:1 online sessions via Zoom with students from other schools to prepare for their practical exam. Some have limited or no experience outside a grass strip with at most an air/ground service. Others have not been taught

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Flight Instructor Revalidation

A UK flight instructor rating expires after three years. Assuming you are actively instructing, you can revalidate the first time by attending a two day refresher course. On each alternate expiry, you must revalidate through an Assessment of Competence with an examiner. These are not called Skill Tests or Check Rides, but effectively have the same outcome – if you are not up to standard, then you fail. Today it

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Practical CPL Course and Skill Test

I had put an enormous amount of time and effort into passing the CPL theory exams in 2017/18 which are required to become a fully qualified Flight Instructor. I didn’t want that to go to waste or to have to repeat them. These exams are only valid for three years after the final test and so I decided to complete the practical side of the training and gain my Commercial

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Online Flight Instructor Refresher Training Seminar

I don’t directly sell or organise Flight Instructor Seminars – the article below is simply a review of my experience attending one. If you wish to participate in a seminar, please contact an approved training organisation such as AOPA UK, FPT, On Track Aviation or Pooleys. This list is not exhaustive and is not a recommendation for or against any particular provider. The review below is based on my experience

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Instrument Rating Instructor Course

This week saw the final step in my journey to become a qualified EASA IRI (Instrument Rating Instructor) – similar to an FAA CFII – which allows me to instruct pilots towards a full Instrument Rating as well as the UK IR(R). Over the past 18 months, I’ve passed 11 CPL Theory exams, undergone a six week practical training course and Assessment of Competence to become an EASA Flight Instructor,

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EASA CPL Theory course and exams

As part of my journey to become an EASA qualified IR instructor, I needed to take  an approved groundschool course and pass the set of CPL (Commercial Pilot Licence) exams, of which I get to skip 2 of the 13 because I have an IR. This is one step below the 14 ATPL (Airline Transport Pilot Licence) exams but the scope of the CPL is smaller and the course should

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EASA Flight Instructor Course

One step at a time While what I’ve described below is the practical EASA flight instructor course, it is just one step towards my bigger goal – to become qualified to instruct for private instrument flying, which would include privileges for: IR(R) / IMC (UK only) Competency Based Instrument Rating (CB-IR) En-Route Instrument Rating (EIR), which has had very limited interest to date Basic IR, being developed by EASA for introduction

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Spin Test

A mandatory element of the EASA Flight Instructor course relates to spins. Potential flight instructors must not only receive training for incipient and full spins but demonstrate to a Flight Instructor Examiner that they can correct demonstrate and recover from these abnormal conditions. Although this can be combined with the FI Assessment of Competence at the end of the course, typically this is scheduled as a separate exercise with two

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Another IR Revalidation

VFR Revalidation for SEP rating VFR private pilots normally have to take an hour’s instruction every two years to be allowed to retain their licence privileges. Even airline pilots have to do this separately for smaller aircraft, ensuring their SEP (Single Engine Piston) rating remains current. This isn’t an exam or skill test, although any instructor would be cautious to sign off someone who was thought to be dangerous. In

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O2 box

Flying with portable oxygen

The benefits Pilots of non-pressurised small aircraft such as ours are limited to 10,000 feet, above which an oxygen system is usually required. EASA european rules allow you to fly up to 12,000 feet for 30 minutes without one; passengers are considered OK up to 13,000 for any length of time. After the few airways flights I’ve had at FL100, I have felt slightly the worse for wear and believe oxygen would

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