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pressures, and are as much a hurdle
to some pilots as other training is,
because you will probably also have
Flight Director systems to use—you
don't get to use those in training.
Alternative Seat Position Check
Only needed if you fly in any other
seat than your normal one; you
might become a Line Training
Captain, where you need to be able
to fly the thing home or get it on the
ground if your examinee fails en
route. Also, in a helicopter you may
have to do a compass swing from
the other seat so the engineer can
conveniently make his adjustments,
or you may be a Commander who
occasionally needs to be a co-pilot.
If the latter is the case, provided you
still have a valid Proficiency Check,
this one may be abbreviated at the
discretion of the Training Captain,
but not below a minimum of an
engine failure after take-off, an
asymmetric go-around from DH and
an asymmetric landing. For whatever
reason, if done, it will coincide with
a Proficiency Check.
Crew Resource Management
CRM training will normally be
addressed during Line Oriented
Flight Training (LOFT). Otherwise,
Training & Testing 315
you must complete elements of
CRM every year, with the major
elements of a full course over a three
or four year recurrent training cycle.
It will be included as part of all the
above checks, and is covered more
fully in a later chapter.
Recent Experience
Not a test as such, but to be
considered current as a Commander,
you must have completed whatever
it says in Chapter 5. In addition,
some companies may require some
approaches or real Instrument Flying
within a certain period. Others may
even require recency on type and will
have special procedures should you
be absent from the Company for
more than 28 days.
Multi-Type Currency
Unless your company only operates
simple types of aircraft (refer to your
Inspector), it's rare for anyone to be
current on more than three types at
once. Not only is this sensible, but
multi-type currency causes all sorts
of other problems—training costs
could get out of hand, and it will be
quite difficult to keep up normal 28-
day currency as well (and I speak as
one who was once current for over a
year on 6 types of reasonably
different helicopter or aeroplane—
not easy, I can tell you).
Mixing things always causes
complications. For a combination of
aeroplane and helicopter, you can fly
one aeroplane within the same type
or class rating, and one helicopter,
irrespective of maximum take-off
weight or number of passengers. If
types are not within the same type or
class rating, you need some recency
on top.
For multi-pilot aeroplanes, or those
that can carry more than 19
passengers, you cannot operate more
than two types that need a separate
type rating. You also need at least
three months and 150 hours on the
first type before the conversion for
the second, on which you must do
some days and hours afterward
before getting your hands on the
first again. You can only fly one type
in any duty period.
Otherwise, you cannot operate more
than three piston types, three turboprop
types or one turbo-prop or
turbojet and one piston type.
Freelance Pilots
Freelancing need not be as
precarious a living as it sounds. Like
a lot of other things, it depends very
much on who you know as well as
what you know. If you're known to
be reliable, that is, get out of bed in
the morning, turn up on time, don't
crash and generally deliver
passengers safely, you will always get
work. Even airlines use freelancers.
If you do decide to make a living out
of it (at least it gives an illusion of
control over your life—you are in a
position to say no, after all, especially
to companies who are known to be
less than enthusiastic about
maintenance), the taxman will be
watching to ensure that you are in
fact working for more than one
customer, but it doesn't pay to be
too dependent on one anyway.
While their usefulness is recognised
in relieving short term problems,
especially in smaller companies, the
use of freelancers used to be (and
still is) frowned upon as they're more
difficult to keep control of, at least
316 Operational Flying
as far as Duty Hours and paperwork
are concerned.
Now that aircraft are more complex,
and it's increasingly difficult to hop
　
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