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Aviation History
1969
1969 - 0393.PDF
FLIGHT International. 6 March I ab9 /.' iTi.', .^V.';* •":' . »-" INSTRUMENT RATING REVISION PROPOSED LAST JULY the Board of Trade asked the British Light Aviation Centre and the Guild of Air Pilots and Air • Navigators to submit their ideas for a Tevised Instrument Rating for private pilots. Behind the request was mounting pressure from the BLAC and the independent Radio Nav Committee for some form of "intermediate"" or "'radio nav*' rating to form a convenient half-way point between the IMC Rating and the full Instrument Rating. It had also been widely alleged that the IR syllabus and training procedures were in appropriate to private flying. The pilot representative organisa tions and the Board of Trade had quickly realised that to tailor the Instrument Rating to the needs of the private pilot (yet without sacrificing the essential ICAO standards for an IFR pilot rating) was a more realistic, and no less important, first objective than to try to contrive an intermediate rating. The BLAC and the Guild have now concluded their delibera tions and have jointly presented proposals to the Board of Trade. The proposed Private Pilot Licence/Instrument Rating (PPL IR) differs in three main respects from the existing British [R requirements as they apply to both private and commercial pilots. First, they do not set out to identify potential airline co-pilots and captains for the future; secondly, the training and test syllabuses are intended to be strictly relevant to operation on airways; thirdly, it is asked that the methods of training and the conduct of tests be adjusted so as to make it convenient for private pilots to achieve the rating. It is specifically denied in the proposal document that there is to be any relaxation in the required standard of pilot competence. The intention is that the PPL IR must be an instrument rating to ICAO standard. The proposals outline a complete revision of the flight train ing and test procedures. The dual object is to make the pro gramme a more practical one and to make it more convenient and less expensive for the average private pilot to undertake. It is suggested that the aircraft used for training and the flight test might be the candidate's own, or any type with which he is familiar, provided it has dual flying controls and the mini mum equipment for non-commercial IFR flight appropriate to the test route. Any private-category C of A would be con sidered adequate proof of airworthiness for the test aircraft. To simulate instrument-flight conditions for training and during the test any method would be allowed (vizor, hood, two-stage amber, or angled screens) provided it effectively blocked-off external reference. For the flight test, the BLAC/Guild proposals aim to give the pilot and examiner considerable flexibility in the choice of time and place. It is suggested that the flight might start and finish at any airfield convenient to the candidate and examiner, and be conducted either by day or by night. Also, it would consist of a straightforward out-and-return airways flight of not more than one hour's duration each way, with an away landing at an airfield with instrument approach facilities. Any suitably qualified instrument flying instructor would be eligible for Board of Trade authorisation to conduct the flight test. The proposed technical examination specifies a three-part written examination (in navigation and meteorology: instru ments and radio; and flight planning and ATC procedures) and an oral test in conjunction with pre-flight and de-briefing of the flight test. Compared to the present-day technical examination, the simplified version would cut out much that specifically applies to long-range and high-performance opera tions; meteorological theory and the decoding of station circles; "behind-the-panel" details of equipment; and a morse-code test. Candidates, it is suggested, should be allowed to study in any way they wish, e.g., by private study, correspondence course and so forth. The suggested minimum-experience requirements for taking the final flight test are 150hr flying in command; 50hr cross country in command: 40hr instrument flying (up to 20hr of which may be in simulators); 5hr as pilot, within the previous 30 days, on the aircraft type to be used for the test; and 15 pilot-interpreted procedural instrument approaches under supervision of a qualified instrument rating instructor. Dawn-to-dusk, 1969 The Tiger Club is to hold the sixth Dawn- to-dusk Competition between June 14 and 18. The con test is judged on a combination of various factors, includ ing the type of aircraft and experience of the pilot; the distance flown and block speed achieved; the fuel consumption and time in the air; the route taken and weather conditions experienced; and the quality and accuracy of log submitted. The overall winner will receive £75 plus the Duke of Edinburgh Trophy. Full details and entry forms may be obtained from the Tiger Club, Redhill Aerodrome, Surrey. Heading picture: American engineer Rim Kaminskas built this single- seat gull-winged biplane for racing. Called Jungster III, it is powered by a I IS h.p. Lycoming 0-290 and has a gross weight of 9901b, empty weight of 550/fa, a span of 16ft and a claimed maximum speed of 200 m.p.h. Below, Beog/e Concessionaires (Ireland) Ltd have taken delivery of a Beagle Pup-100. The first Pup into Ireland (o -150) is at Weston
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