EASA PPL PRÜFUNG TEIL 2 MIT AUDIOKOMMENTAR

Hello pilots welcome to the second part of the EASA PPL exam This is the second part and it's about maneuvers The event takes place in Grenchen and the flight returns to Basel Again the same procedure the student starts the plane the engine and flies towards Basel And unlike the first part this part is accompanied by the Examiner The Examiner tells the student what they need to do which maneuvers they need to fly And guides him through the individual maneuvers The start from Grenchen goes eastward Of course the pre-flight check must be done again During this second part emergency drills can also be conducted They are initiated unannounced by the Examiner That is for example after starting the engine can be reduced to simulate an engine failure The student must immediately reduce the angle of attack lower the nose and go to best glide speed To restart the engine or initiate an emergency landing in a field Or on a road The whole thing can be seen here the Examiner is retracting the gas leak The student reduces the angle of attack and if this procedure is done properly then he regains the engine and can continue his flight Now we start with the exercises and before each exercise the fuel pump must be turned on The airspace must be monitored or controlled by the student We are now at 5000 feet as far as I can tell from the altimeter The airspace is carefully monitored to ensure there are no other aircraft in the airspace Then we start here with the first exercise these are normal 30-degree curves The tolerance is plus or minus 100 feet The heading should be redirected back within 5 degrees Important for the student first take a distant reference point set the heading bug He must carefully watch the vertical speed indicator so that the altitude is not lost This curve is now almost at the limit of the altimeter we have been almost at 5100 feet but it is still within range And when entering and exiting the examiner ensures that the negative turning moment is balanced with the feet Also when turning left a left footrest should be used and for a right turn a right footrest So that the ball is always in the center If an exercise does not work out the student can say "I'm giving it up and will try again " If that matches the Examiner's results the exercise can be repeated Then it goes to the Stalls Clean and Dirty Clean means without flaps Dirty means with full flaps This is done by the student independently reaching up to the stall warning and buffet Then the angle of attack is reduced full throttle is applied and the recovery procedure is initiated It is important not to pull too early to avoid a secondary stall Then it's time for the emergency landing The engine is reduced by the Examiner The student is doing the memorization items which means he is trying to restart the engine Memorized If that does not happen he will make a call on the frequency and say that he has an emergency and must land in a field It looks like we're fairly high up and with a best glide speed of 76 we can achieve a good time Also man has enough time to look for a field Flying too fast or too slow causes this time to decrease which is naturally not ideal in an emergency Once a landing field has been selected preferably on the left side so that it is never lost from sight speed no longer matters Then the best glide speed is abandoned and the aircraft is directed toward the aiming point By using the appropriate flap extension the aircraft can be slowed down and the approach angle adjusted Generally speaking it's better to go too high and too fast than too low and too slow because you can no longer touch the gas The examiner asks which field he would like to land on It is advantageous if additional runway fields follow Also hedges or houses in the runoff area are not advantageous In this case the row of trees would have become a problem This can be discussed and looked at together If that is true for the examiner he can confirm the exercise as passed Or in case of certain doubts perform the same exercise once more It is important to follow a systematic approach during a go-around first achieving a positive climb with the aircraft and then retracting the flaps step by step A low approach is made in Basel without flaps at the appropriate approach speed and with an earlier aiming point The touchdown point should be exactly the same as during a normal approach with flaps so that it does not result in an extremely long landing At this Piper the approach speeds are 5 knots faster When flying downwind the speed is 95 knots instead of 90 in the base it is 85 instead of 80 and in the final it is 75 instead of 70 knots It is important for the student here only the flaps are not working the engine can be operated It's unusual to have a high angle when turning causing the slope to disappear from view That was a very good landing with a stall warning within 150 meters The examiner checks that the landing does not take too long Then comes a precision landing landing at a predefined point plus 150 meters It is important for the student to choose a good aiming point and correctly adjust the approach speed That was now almost a 10-meter accurate landing so that was very very good Here a Low Go-Round is demonstrated the Examiner says OK just before the cut The procedure is full power positive rate flaps at level 2 400 feet above ground clear of obstacles Then the flaps can be retracted to level 1 and subsequently to 0 In the end the Power-Off Approach leaves you in a downwind situation and the Examiner reduces power It will immediately be flown at best glide to gain as much time as possible and turn as much as possible in the ski slope direction The Engine Restart Procedure also Fuel Selector is switched Fuel Pump ON Mixture Full Rich Carburetor Heat ON That's obviously not possible so a power-off landing must be demonstrated In this case you can also see that the examiner makes the call so the student can focus on the landing Here again the motto is better to be fast and high than to be deep and slow And the flaps as late as possible The easiest way is to keep the flaps fully closed or to extend the flap only 1 or 2 centimeters You really have to be a very skilled pilot when flying the Flaps 3 Because the time for flair is very short Here you can see the entire scene on the iPad showing exactly how the cloud geometry is maintained Depending on that the examiner can then decide whether an exercise needs to be repeated or whether the whole thing is considered passed In this case the student had to make another landing Always important are well-executed landings Never touch down too quickly Also here again the inspection is not over until the aircraft is properly parked and secured Remove the key from the ignition battery master OFF And the best way to do that is naturally with the checklist so you don't forget anything And this student here does it really commendably He goes through it step by step everything very systematically And one has to say it's a long day So these two flights that takes several hours You need a lot of concentration to avoid making mistakes there Even the magnetic grounding is checked here to ensure that the ignition is working properly Back to 1000 laps due to oil lubrication and then Mixed Lean Then comes the debriefing the full discussion of whether the exam was good or bad Whether a part needs to be repeated or not Everything fit perfectly and was in order Thank you for watching