The other big difference is the
Australian simulated instrument
flight or “time under the hood ”
checking straight and level, climbing
and descending, plus recovery from
unusual positions and reversal turns.
This is not a PPL FR requirement in
NZ and is rarely checked.Approach
David Wright, Grade One
instructor at Melbourne
Flight Training (www.
melbourneflighttraining.com.
au) says in planning an FR with the
pilot he discusses the nature and
frequency of flying they have been
doing and in which aircraft types.
Says Wright “It is very different forsomeone who owns their own
aircraft and flies a lot and someone
who has not flown for a long time.”
He regards the pre-flight
component as important, especially
visibility and distance from cloud.
The author was put through a
rigorous examination of fuel
requirements and alternates as
they relate to weather and found
himself in strong need of a Visual
Flight Rules Guide re-read. Wright’s
favourite question is: “With cloud
overcast at 3100 ft what’s the highest
altitude you can fly over Avalon?”
Good instructors have this
knack of finding your weak points
that–when corrected–might save
your life one day!
Says Wright “Most pilots strugglewith forced landings and steep turns
because they simply do not practice
them often enough. They get their
PPL and fly from A to B but rarely
go up to 3000 ft or 4000 ft and
practice power [on] stalls or forced
landings.”
Wright says it is critical for newbies
to Moorabbin to have a thorough
briefing and check on ERSA procedures
at busy Moorabbin. “They might have to
do two or three departures and arrivals
to nail it. Similarly we may need to cover
how to depart the circuit out to 3 nm in
accordance with published procedures
via an extended leg of the circuit at
2000 ft. Departures on runway 17 to
the south, to avoid conflict, are critical,
that is, outbound over land and inbound
over water.” Wright also listens for good
read back if runway 13/31 is in use as
this can require crossing two runways
and multiple taxiways.
He notes that in the Melbourne
area there are many airports, including
international, private and military,
with different airspace, approaches,
parachutists, fast commercial jet
traffic, warbirds, gliders, hazard areas,
balloons and more.
“Situational awareness needs to
be observed,” he says. “We do not
want to see flying with the head in
the cockpit all the time. We do want
to see awareness of the conditions,
for example, the effect of a strong
quartering wind on taxi.If it’s a retraceable undercarriage and
CSU we would want to see them
use a checklist.”Common Problems
The common problems Wright
encounters are lack of practice of
emergency drills and procedures like
PFL and low flying. “We want you to
be competent in case you have to do
one for real. We do not mind if pilots
use or were taught different methods,
as long as they execute well.”
Wright says sometimes simple
things can be very important in
forced landing practice, for example,
remembering to pick a field and
land the plane into wind. “There is
a big difference between a typical
glide speed of say 65 kts plus a 20
kt tailwind for 85 kts downwind
versus 45 kts upwind.” He also
likes pilots to be familiar with and
able to quickly rattle off critical
manoeuvring speeds.
Wright’s tip is for pilots to practice
flying between FRs, especially
emergency procedures with an
instructor. “This stands you in good
stead if it’s actually required ” he says.The New Zealand FR
In NZ there is emphasis on being
able to f ly the plane, particularly
in emergencies or “dicey”AUSTRALIAN FLYING March – April 201538 Flight Reviews australianflying.com.au
You must know the country-specific rules, and
instructors expect you to get them right.LEFT: In Australia, an FR will likely take
you into controlled airspace. This is on
base at Essendon.
BELOW: Melbourne Flight Training’s
David Wright.
ABOVE: The author’s Melbourne AFR
shown on OzRunways.