Dual Flight with an Instructor
The following guidance refers to the content of the dual training flight with a Flight Instructor (FI) or Class Rating Instructor Single Engine (CRI SE) for the purpose of re-validation of a single-engine piston (SEP) class rating.
The training flight must be at least 1 hour duration with a FI or CRI SE who must countersign the logbook entry on completion. If the FI/CRI SE does not sign the logbook then the flight shall not count as the 'Dual Flight with an Instructor' (see Post-Flight Action).
This training flight may be replaced by any other proficiency check or skill test for a class or type rating or by the flight test for an IMC Rating. The LPC (Licence Proficiency Check) on MPA (Multi Pilot Aeroplane) for the revalidation/renewal of the type rating. e.g. B747, B737, A320, etc may also replace this dual training flight.
UK Qualified Service Pilot's only may undertake the dual training flight with a UK Military instructor. This dual training flight may be replaced by any other instructional flight that has been undertaken with a JAR-FCL or UK Military instructor.
This dual training flight may be included in the 12 hours of flight time required for the purpose of re-validation of a SEP class rating.
Content of the Flight
The flight may contain any aspect of flying from aerobatics to navigation. A recommended profile for the flight is given below:
Section 1 - Pre-flight and Departure
(a) Aircraft knowledge
(b) Mass and balance
(c) Pre-flight preparation
(d) Pre-start and after starting checks
(f) Pre-take-off procedures
(g) Take-off and departure from the aerodrome
(h) ATC liaison and compliance - altimeter setting and RT procedures
Section 2 - General Airwork
(a) Climbing at best angle and best rate
(b) Straight and level cruising flight
(c) Steep turns - at not less than 45º of bank
(d) Recovery from the power off clean stall - fully developed
(e) Recovery from the approach to the stall in the landing configuration
(f) Recovery from the approach to the stall in the approach configuration whilst in the turn
(g) Recovery from the incipient spin
Section 3 - Emergency Operation
(a) Simulated engine failure after take-off
(b) Simulated forced landing from a height of not less than 2000 ft
(c) Simulated precautionary landing
(d) Fire in the air and other simulated emergencies
Section 4 - Arrival and Landing Procedures
(a) Aerodrome arrival procedures
(b) Precision landing in accordance with performance criteria
(c) Flapless landing
(d) Cross wind landing - if conditions permit
Throughout all sections, compliance with the checklist and airmanship should be assessed.
Conduct of the Flight
The aim of the flight is to assess pilot performance. If required instruction should be given to achieve a safe and adequate standard. Interjection should be kept to a minimum and the handling pilot debriefed after a particular exercise has been completed. The flight should be conducted in a relaxed manner throughout and at the working pace of the handling pilot.
Where the standard was sound and there was no need for instruction or where instruction took place during the course of the flight and the final standard reached was satisfactory, then the instructor should sign the logbook and record the flight as dual training. If the instructor is not satisfied with the standard achieved then the logbook should not be signed. In this case it is clear that further dual training must be recommended in the debrief.
The FI or CRI SE is always the commander/captain (PIC) and the other pilot is either acting under supervision (P1S or P1US) or under training (PUT).