Right on time, as I just finished my recurrent Winter Training and OPC at the ATR-500 sim in Paris. I always feel more stressed before the sim than once I'm actually there!
As always, a fantastic video Magnar! It's great to see what pilots have to do on a regular basis to keep their skills sharp. To the layman it should be reassuring to know what you train for in the sim, even if you never encounter the actual situation for real during your whole career. Thank you so much for sharing with us. Keep up the great work
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Excellent breakdown, Magnar. Happy to hear you will soon fly again! Lykke til videre. Edit: did my first ME / IR proficiency check 28th September. I passed my skill test 22nd October last year. It was a good stress to be back in the Seneca, a licence to learn. Missed flying her. Looking forward to start FI training soon.
This is why I always feel safe on planes. Seeing all the requirements and checks for pilots in order for them to stay current and prepared for any emergencies.
Great video, I’m just done adaptation for my delta from 72-500 to 600 and still amazed with how they improve it. Wish you happy stay in Maldives , from Madagascar.
The relief when an engine fails just after V1 is enormous. The vicious examiners wait until rotate or a few seconds thereafter. In terms of strategy it took me ages to realise that you could simply the check by taking absolute minimum fuel. The only thing that made these checks difficult were the constant changes in rules, names, periods, validities and the pointless guff that got the ground based gimboids in EASA ermm… excited. Top tips: 1. Study beforehand . 2. Find out what the limits are and fly in the middle. 3. Take your time. Let your minimum fuel make the examiner work.
Great videos Magnar, I have a question for you. Can you explain why we increase power for the cruise at TOC in the 42-500. I've read and asked but no one seems to know. I would be interested in the reasoning behind this if you have any ideas.
When ATR introduced the 42-500, they promised potential customers a cruise speed of 300 kt. Test flights proved that the cruise speed was slightly less. The solution was to increase cruise power. This is not mentioned in FCOM, but performance data and fuel consumption in QRH are correct.
always watching your videos so amazing alot to learn as a pilot. One question how do you handle stressful situation and follow procedure without panicking? thank you so much for the answer much appreciated
I have never seen a pilot panic in a simulator. If you get mentally overloaded, you might get tunnel vision (focus on one item only) and lose situation awarness. This might result in inaction or making wrong decisions. To avoid this, your best strategy is to repeat emergency procedures again and again. And when something unexpecrted happens, you will, in most situations, have time to take a deep breath, look around you, and count slowly to ten.
My buddy and I are both commercial pilots with aviation degrees. We want to train in a multi crew member environment and acquire a standard operating procedure to improve our skills preparing for the airline environment. What would you recommend?
Thanks for sharing this video Capt. I have a question about it, what's the difference between PPC, OPC and LPC? I am looking for flight simulator to get current again, some offered me PPC and others said can not do PPC but only LPC, so i am confused about it. Thank you.
PPC is Pilot Proficiency Check. I am not familiar with this term. They use this term in Canada, and maybe other parts of the word. I made a search in internet, and it appears to be a skill test after completing flight traing at at flight school. LPC is Licence Proficiency Check. This is an annual check to revalidate your rating (class rating, type rating or instrument rating). OPC is Operator Proficiency Check. This is a check required for pilots working for airline companies. The validity is of the check is 6 months. Therefore, airline pilots have simulator training and checking every 6 months. An OPC can be combined with an LPC.
I don't think so. Some pilots experience simulator training and checking as stressful. It depends on how the instructors and examiners behave. Most early retirement happens because of health problems (loss of medical certificate).
No matter how experienced you are, there will always be a level of anxiousness because you always want to perform your best. I once did a check with a simulator check airman who himself said that just because he knew the script, he still got butterflies when in the hot seat 😅. It’s all good fun once you know your procedures.
In the Maldives I need a Maldivian medical. None of the aviation doctors here are approved by EASA, so the Maldivian medical check cannot be combined with an EASA medical.
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Right on time, as I just finished my recurrent Winter Training and OPC at the ATR-500 sim in Paris. I always feel more stressed before the sim than once I'm actually there!
Thank you Captain, that was an interesting presentation. You are a good story teller and I felt like I was with you in the simulator.
As always, a fantastic video Magnar! It's great to see what pilots have to do on a regular basis to keep their skills sharp. To the layman it should be reassuring to know what you train for in the sim, even if you never encounter the actual situation for real during your whole career. Thank you so much for sharing with us. Keep up the great work
Excellent breakdown, Magnar. Happy to hear you will soon fly again! Lykke til videre.
Edit: did my first ME / IR proficiency check 28th September. I passed my skill test 22nd October last year. It was a good stress to be back in the Seneca, a licence to learn. Missed flying her.
Looking forward to start FI training soon.
I just did my recurrent training in here last week. Damm. Brings back my memories on that two sessions. Thanks showing sir.
This is why I always feel safe on planes. Seeing all the requirements and checks for pilots in order for them to stay current and prepared for any emergencies.
Great video, I’m just done adaptation for my delta from 72-500 to 600 and still amazed with how they improve it. Wish you happy stay in Maldives , from Madagascar.
That was fascinating, as always.
Thank you.
Glad you enjoyed it
Always a pleasure to watch your vidéos .thanks a lot captain
The relief when an engine fails just after V1 is enormous. The vicious examiners wait until rotate or a few seconds thereafter. In terms of strategy it took me ages to realise that you could simply the check by taking absolute minimum fuel. The only thing that made these checks difficult were the constant changes in rules, names, periods, validities and the pointless guff that got the ground based gimboids in EASA ermm… excited. Top tips: 1. Study beforehand . 2. Find out what the limits are and fly in the middle. 3. Take your time. Let your minimum fuel make the examiner work.
Great videos Magnar, I have a question for you. Can you explain why we increase power for the cruise at TOC in the 42-500. I've read and asked but no one seems to know. I would be interested in the reasoning behind this if you have any ideas.
When ATR introduced the 42-500, they promised potential customers a cruise speed of 300 kt. Test flights proved that the cruise speed was slightly less. The solution was to increase cruise power. This is not mentioned in FCOM, but performance data and fuel consumption in QRH are correct.
Great video. Would like to see videos where you train in the simulator. 😎
Oh Magnar - how i appreciate my FLIGHTSIMMER-FREEDOM
always watching your videos so amazing alot to learn as a pilot. One question how do you handle stressful situation and follow procedure without panicking? thank you so much for the answer much appreciated
I have never seen a pilot panic in a simulator. If you get mentally overloaded, you might get tunnel vision (focus on one item only) and lose situation awarness. This might result in inaction or making wrong decisions.
To avoid this, your best strategy is to repeat emergency procedures again and again. And when something unexpecrted happens, you will, in most situations, have time to take a deep breath, look around you, and count slowly to ten.
35 years of it.
Happy to be retired
My check is next weekend. Expecting a double engine failure. Should be fun! 😬
Why did you leave the nigerian airline?
I think the environment there is hostile to expat pilots. At least that’s what I heard
Amazing content!
The paperwork is the hardest thing. And then talking about the fun sitting 4 hours in a hell fire. How can you guys been that cool?
My buddy and I are both commercial pilots with aviation degrees. We want to train in a multi crew member environment and acquire a standard operating procedure to improve our skills preparing for the airline environment. What would you recommend?
An MCC course. MCC stands for Multi-Crew Cooperation. The training is theoretical and practical, the latter part taking place in a simulator.
Thanks for sharing this video Capt. I have a question about it, what's the difference between PPC, OPC and LPC? I am looking for flight simulator to get current again, some offered me PPC and others said can not do PPC but only LPC, so i am confused about it. Thank you.
PPC is Pilot Proficiency Check. I am not familiar with this term. They use this term in Canada, and maybe other parts of the word. I made a search in internet, and it appears to be a skill test after completing flight traing at at flight school.
LPC is Licence Proficiency Check. This is an annual check to revalidate your rating (class rating, type rating or instrument rating).
OPC is Operator Proficiency Check. This is a check required for pilots working for airline companies. The validity is of the check is 6 months. Therefore, airline pilots have simulator training and checking every 6 months. An OPC can be combined with an LPC.
@@FlywithMagnar thank you for the information and your time Capt. Now is clear for me. 👍
The amount of paperwork and the pressure of check rides every 6 months must wear on pilots. Does it ever cause early retirement or career change?
I don't think so. Some pilots experience simulator training and checking as stressful. It depends on how the instructors and examiners behave. Most early retirement happens because of health problems (loss of medical certificate).
No matter how experienced you are, there will always be a level of anxiousness because you always want to perform your best. I once did a check with a simulator check airman who himself said that just because he knew the script, he still got butterflies when in the hot seat 😅. It’s all good fun once you know your procedures.
Do you need to revalidate 2 different medicals, or just the maldivian one? Can you combine the medical of both authorities in just one check?
In the Maldives I need a Maldivian medical. None of the aviation doctors here are approved by EASA, so the Maldivian medical check cannot be combined with an EASA medical.
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