Flight review CAAP released

The flight review (FR), variously known as the BFR or the AFR, first saw light of day in the late 1970s when the US FAA decided to make law a regular review of a pilot’s flying ability. Statistics showed that both private and commercial pilots, but more so private pilots, become a danger to themselves with skills and knowledge waning with time. What was needed was a regular review of the pilot’s safe flying ability by a trained professional to review their flying and if needed recommend that remedial training take place.

The review to take place every two years.

The FR has been a requirement in Australia since 1980.

Before then a pilot only needed to fly a minimum number of hours per year.

The guidance material available at the time the review was introduced has disappeared with the passing of time and until now we have only had scattered references in the CARs, CAOs etc as to what the review rules were and how to conduct it.

In November 2007 CASA released CAAP 5. 81-1(0) that effectively brings together all the references and gives the industry a stand-alone document for use by pilots undergoing a FR as well as the person conducting the review. The FR is applicable to private, commercial and ATPL licence holders. It covers fixed wing, rotary wing, gyroplane, balloon and the private IFR classes.

The CAAP states that the review should be at least one hour of air time and one hour of briefing time. It is not a must to do a navigation flight unless the pilot being reviewed is a PIFR holder or the reviewer sees that a navigation flight is needed.

It is also recommended that a pilot’s FR be conducted in the most complex aircraft on his licence, eg a twin rather than a single. The CAAP also states who can conduct a FR.

A few tips for instructors on the conduct of a FR: Use a printed checklist, the CAAP has samples to use.

Retain the completed checklist for a minimum of two years as there is always the remote prospect that CASA or ATSB may want to discuss the review in that time.

It can be useful to record on the back of the checklist such things as how long the review took. Note items discussed with the pilot under review. Do sight the pilot’s log book, licence and medical. Record such things as total time, recent time, medical expiry date etc. Not every pilot will be of a satisfactory standard to be signed off. Be prepared for that and plan with the candidate to undertake remedial flying to bring them up to standard.

Pilots about to undertake a FR can assist themselves by making sure that their paperwork, logbooks, charts and so forth are up to date.

Even carry out refresher flying before the review.

Hiring Trends

With the current surge in pilot employment, and demand regularly exceeding supply for experienced pilots, some GA employers are finding problems not only obtaining pilots but retaining them for any length of time.

This has resulted in changing job hiring patterns.

Some employers want to have the new-hire pilot bonded to the company.

In the case of one WA company if the pilot leaves in less than a year he is hit with a $5000 ‘exit’ fee. The company advises that for a new-start command instrument rated pilot it requires at least 1300 hours total time, 300 multi-engine and 50 hours PA-31 time. The base salary is said to be $28,826.

An inland regional airline advises enquirers that there will be conditions to a new-hire pilot’s employment contract. This is interpreted as stay-with-us or penalties will apply. Other firms quiz a prospective new pilot on how long they will stay with the company but do not talk of a retention bonus or better salary.

Meanwhile other companies are trying to attract pilots but stating that they will pay ‘award wages and conditions’. With the current demand for experienced pilots paying the award may not be enough to attract the right applicants.

Another noted trend is job adverts for high profile positions, examples being chief pilot and chief flying instructor, but with an anonymous application address and no mention of remuneration.

These adverts smack of the days when there were bulk pilots falling over themselves trying to snap up any position available.

Meanwhile the adverts for experienced instructors continue to make one wonder how will all the new-start flying colleges obtain experienced staff for their operations? o Contact Dave at flyer02@ optusnet. com. au