Oral questioning - IRT

Hi Robert,

Many thanks for the detailed reply. I’ve got an EOBT count back and it’s worked well. The worst we have been is 10 minutes late, but that was with reason and we notified LTCC with 20 minutes notice. But yes agreed, I have heard of some interesting stories of people being late and aircraft not fueled up for the test. When I worked at BA we used to have a critical path, more so for being on time but gave us time sensitivity to complete things.

I’ve already started organising my paperwork and will take a laptop with me on the day as I want an electronic copy, and will print to sign for signatures.

I have most of that already to hand and laminated, there are a few more bits and bobs that I’ll add based on your feedback for the briefing. I’ve heard taking the PBN exam (The old EIR/IR Syllabus doesn’t contain that whereas QB2020 does.) negates the questions on PBN. Is this bs? I’ll definitely look to brush up on my knowledge in those areas but I guess I am already doing it on a regular basis.

If all goes well this weekend and I brush up on a few things flying-wise, and it’s hoped I am forwarded for the test this Sunday with a 170A of today equivalent.

Cheers,
R…
RobertL18C wrote:

@pilotrobbie your IR instructor should be able to help with the prep, and I would ask them to spend time doing so.

Make sure you present yourself on time for the examiner briefing, the adage 80% of success is turning up, is not always observed by the candidates!

The examiner will want to see a well organised presentation in the briefing. Don’t turn up with a scruffy pile of papers. Lay them out logically, ideally in subject folder.

Personal: ID, recommendation to test/ATO course completion, Medical, Licence, RTO

Flight plan and approach bookings, EOBT count back

Tech log: make sure the aircraft is serviceable and you can brief the tech log, MEL and aircraft documents. Again examiner turns up and the candidate is saying at EOBT it needs fuelling, high muppet alert will turn on. Having a clean windscreen will be noted. The examiner on the IR may not have to ask the candidate on systems, as she might on a CPL, but she can ask about antennas, de icing, databases, MEL items.

M&B/Performance: legal requirement and if at CPL standard to include safety factors. The TODR/LDR should also apply to destination and diversion. Have the declared distances from the AIP.

Weather brief: your instructor should brief you on conducting a weather brief, but basically big picture threats (low level sig wx, frontal movement on route), TAF/METAR trend vs minima (SOP and system), RPS for the diversion, crosswind limits

NOTAM: highlight NOTAM risks on diversion OCAS route, ensure obstacle NOTAM on minima is noted, ensure NAV aids are serviceable, AUGUR GPS check

PLOG: Focus on fuel plan and how it is logged, also MEA, DOC for terrestrial nav aids. Candidate has to be able to reconstruct the flight from the PLOG

Approach/Airport briefing: AIP, COMMS failure procedure, Noise abatement, Minima

As you can see unlike the USA, where it is a theory knowledge check, the briefing is mainly allowing the candidate to evidence professional preparation and presentation.

Theory questions tend to be highly practical: calculation of minima (system, precision and non precision), EAT and lost comms either on airways or in the hold, fuel plan, icing (if not FIKI), RNP/PBN checks, RNP mechanics, ILS mechanics, ADF mechanics, altimeter setting on OCAS diversion, RT and ATC.

The UK European IR is highly choreographed, too choreographed by USA standards, so be aware if there is an ATC request or unplanned emergency the candidate is still PICUS and airmanship is required.

I would say all the UK examiners create a good relaxed environment. They probably can tell by the time you reach TOC if you are set fair, or at risk of a partial.

So you agree that If I give a very detailed briefing that covers all aspects, to what Robert mentioned. I’ll have no uncomfortable questions from the examiner? Those ones that the teacher in maths class used to ask me ;)

gallois wrote:

Totally agree TEM is about thinking about and planning sensible stuff.
Here when taking the oral test before the flight test we give the briefing Reason for flight, Notams, weather, routing and alternates, fuel, weight and balance etc.. As mentioned in previous posts.
The final part of the brief is TEM all the stuff that could mean a change of plan and by giving the brief you show you have been sensible and planned for it. I gave a few examples from recent tests here but each route, airfield , time of day etc will bring its own threats which perhaps will not have been covered in the briefing. One such here might be an examiner with level 4 ELP and a student with level 6. What language are you going to communicate in? I realise that this wont be an issue in UK or in USA
What OPS are you being tested to NCO or Commercial, there are differences in regulations
At the end of this briefing the examiner will ask some questions. The fuller the briefing the less questions s/he will ask.
Popular questions are such as “15 minutes before arrival at your destination you call the destination airfield for the latest. It gives visibility 2km ceiling at 100ft, what do you do?”

Capitaine wrote:

Good luck PilotRobbie!

Thanks :)