EASA PILTO EXAM

Hello dear pilots in this video I will show you how a PPL exam that is the exam for a private pilot takes place here in Switzerland according to EASA that is according to European guidelines The entire process is based on a form and the examiner goes through this form during the examination It consists of individual sections and is then filled out by the Examiner to determine whether the candidate has passed or not and whether they need to retake it or not During the check-in the flight log is first reviewed to ensure all flights according to the syllabus are completed and all solo flights have been conducted The results of theoretical exam are being checked and the Language Proficiency Check (LPC) is also being reviewed Then there is a route flight briefing where of course the examiner checks if the candidate has an understanding of flight planning fuel calculations taxiway procedures and radio communication And of course all the procedures at the respective airports are also examined such as where the touchdown point is and where the rollout occurs At the weather briefing they asked what a warm front occlusion is and what wind can be expected on our flight route today The pressure conditions in Switzerland regarding föhn are being examined It is being asked how often a METAR issued how often DAPS issued Then it goes to Mass and Balance and the Performance data is determined thus the Examiner is also entered as weight Also the examinee must know how heavy the examiner is what kind of luggage he has and then fill out the weight and balance sheet based on these data The entire takeoff performance along with the corresponding temperatures and flight levels for the current examination day will be determined And of course the examiner will also ask individual questions to see if the student really has it under control The whole thing can be done today simply through the Geronimo app neatly digital and clean so there's no longer a need to circle around with a pencil and ruler in the tables The EFM can still be used for display as we can see now but here it is nicely digital and visible with the points The flight route will be discussed naturally including which airspace will be crossed The examination consists of a VOR overflight in this case Willisau and a CTR crossing in Bern The examiner can naturally check whether the trainee has mastered the spark the 5 Ts the overhead and intercept of the VOR radials Then it goes through Payen and Biel towards Grenchen In the Echo airspace you are there and then you are back in the Golf There can naturally also be questions from the examiner The approach to Grenchen is via Whiskey which is the city of Biel and then Whiskey One via the CTR to Grenchen The Operational Flight Plan also known as the OFP or NFP is filled out with the current date the planned flight altitude and the expected frequencies The fuel calculation is done and reviewed for this day Of course the Examiner may always have questions about what the legal minimum is As a result the Examiner then completes the first Section Pre-Flight Operations and Departures which was passed Then there is the Oral Exam which deals with aviation expertise The question could be for example "show me a carburetor " "how does a carburetor icing occur " "what can be done about it " After about an hour we will then go out to the airplane The refueling is done after prior calculation and it is important that the student gives the examiner a briefing on the aircraft Here the always-check is performed Of course the Examiner can always ask questions such as what color is the NavFlight left or right Where is the BeaconLight what is the GPS antenna Where are the drain valves for the tanks What does Fill-a-Neck mean where is the stall warning What is a trip edge How much oil should be in the engine how many cylinders does it have Is it an air-cooled or water-cooled engine What type of oil should go into such an engine multi-grade oil or not Where is the battery Where are the magnets The tunnel warning is checked here with the Battery-Master-On so that the horn can be heard from the cockpit Here the student explains to the examiner how to get on and where one is allowed to stand and where not Aircraft documents are in the rear seats This is the EFM All documents of the aircraft are shown to the examiner and checked for validity An emergency briefing is held where the fire extinguisher and the pharmacy are explained and then it begins The examiner checks when the aircraft starts whether the student follows the procedures and starts the plane according to the checklist It is important that no small mistakes creep in for example when the fuel supply is mentioned This does not mean the fuel is okay but the endurance fuel lasts for four and a half hours This is very important that one works very professionally and also gives the examiner who only has this opportunity a good impression of the student The examiner must decide after this day whether he can do it or not or whether he will be overwhelmed in a stressful situation Now of course questions may arise such as how much injection is needed why and where can one find the temperatures and how much needs to be injected It is important to know the POH or the aircraft's checklist well One should know the starting limits that the engine should not be started for more than 10 seconds without cooling Now the student checks the outside temperature and decides how much to inject It is injected 3-4 times now This day was very hot and then this Like-Homing-Engine does not start so well That needs to be primed again depending on the situation It's important to make sure the openings on top are open when you turn on the ventilation or the fan in the Piper No the fan shouldn't blow against a closed hatch and then overheat When the student puts on the headset they must perform a radio check with their examiner to ensure communication is secure When the engine is running the Examiner continues to fill the first Section Whether the aircraft was raised according to the checklist whether the engine was started accordingly whether the radio telephone procedures of the airport were followed Whether the NAV setting for this flight was correctly configured and whether the frequencies were set and preselected Here the controller asks how many POBs that is how many people are on board The examiner naturally checks how student Metzgert can spark again The rolling speed should be adjusted neither too fast nor too slow And a good overview is necessary The examiner takes many notes and the student should perform the flight entirely independently making independent decisions so that the examiner can assess whether he is doing the right thing when flying alone During the run-up check the examiner verifies that the student maintains the oil temperatures Whether he checks the overview before accelerating whether someone is not behind the airplane that he can blow away This is where the mixture adjustment is checked When the mixture is reduced the exhaust temperature increases Then when you lean too much the engine's RPM also drops That's what we just saw that's the carburetor enrichment Then the idle speed is checked This should all be memorized The entire warm-up check should be done from memory by the student The controls are checked This should be done thoroughly on all pages in all corners Also not just front back left and right but really once and for all Here we go to the start The Examiner checks if the right callouts come at start So Take-Off-Power should be checked The speed indicator should be addressed when it starts running And of course the rotation speed And when taking off the examiner checks if the ball is in the center This means whether the routers are pressed appropriately the airplane does not slide sideways To compensate for torque and P-factor and slipstream The entire thing is going through the iPad So is the entire flight plan Thus one can fly very precisely and adhere to the exact standard procedures of the respective airport If it was successfully passed he gets a checkmark And if the entire section is correct then he doesn't have to do it again If individual points are missing the Examiner may require that specific items be repeated The journey begins in Basel and continues southward Regarding the excursion points towards the VORs Willisau And when flying 5000 feet according to EFM from Piper you should lean That is reduce the mixture because the air is thinner at the top and less oxygen is available Then the fuel supply is reduced and by checking the exhaust temperature you can ensure that the combustion is optimal The first exercise of the flight consists of the student flying a homing course to the Willisau VOR You can see it here At the upper CDI the nose should be as centered as possible This is now Inbound Radial 157 Inbound VOR Willisau And if there is wind the student must naturally fly the corresponding wind correction angle And the examiner can of course easily see on his iPad whether everything flew cleanly There has been no airspace violation with Zurich in this case We are already in the Cruise the Cruise Check is taking place The performance data is read from the solar panel and then set accordingly and reset This was Zurich Information which has asked us to recontact them at the VOR Willisau Here is the approach to the VOR And there the examiner looks how well the student does how accurately he scans the station And then come the five T's The first one is Time or time check Now you can see how the needle runs out Then comes the Cone of Silence Right above the VOR Station you have no reception you can see that there When the flag changes from To to From a Time Check is performed The second is a Time Twist There you turn to the new Heading The old heading bug is replaced with the new heading And the new radial is adjusted and then turned that's the turn and talk In this case we will contact Zurich Information again to inform them that we have passed the VOR There you can clearly see the right turn onto the new radial's intercept heading Then it's already heading towards Bern And the new radial is approached at a 30-degree angle You can see it a beautiful one flying in a 30-degree angle towards the pink-red line This is the new Radial Here he installs the new Radial 246 And it also checks that He already stopped it after 2 and he was on it not long after But the new Radial is not 246 but 228 as far as I can see He is intercepting it now for the CTR Crossing so he must fly through the airspace over Bern Once he has established the new radial the last of the 5Ts is the Tabulate Then he goes to the Operational Flight Plan and writes down the current overflight time from the VOR And calculate the new ETA which is the Estimated Time of Arrival from the next VOR Here the student is already speaking with Bern and demanding a flight through the airspace We are already over Bern And with a CTR crossing it is naturally important that the altitude is maintained properly Meanwhile he listens to the current weather in Gränchen and already does an approach briefing for Gränchen The tolerance for height is plus or minus 100 feet And the examiner has of course plenty of time to track the VOR intercept Now we have already passed Bern and are flying over the VOR of Fribourg Here come another 5 Ts Airspace monitoring is very important Before flying a curve the student is required to first report the curve Here we see the tracking of the Operational Flight Plan And the ETA for Gränchen has just been determined There could be good questions about fuel calculations How long can you still fly What do you do if you have too little fuel Can you declare an emergency We flew over Fribourg We are now flying through the airspace of Bavaria and have initiated the descent It is important to know that the student is doing a descent plan That he is at the correct time with the correct altitude at the entry points of Gränchen Here we are already on the final approach to Gränchen The student must independently adjust the speed and flap position so that the approach goes well Due to the wind conditions on that day If it is gusty as it is here half of the gust should be added to the approach speed The aiming point is always 50 meters ahead of the planned touchdown point It is important for the examiner that the landings are always well executed That the touchdown is not too fast The ideal approach speed is 50-52 knots for this Piper Cadet This means the landing was well flown The examiner has now completed the entire check form indicating whether it was passed or not But this first part is actually quite independent on the student's part The examiner is only present as an observer and takes notes It is important that the student remains focused until the end of the flight Not that any carelessness creeps in when parking The aircraft must be shut down again using the checklist The Operational Flight Balance will be completed with the current arrival time The Examiner checks this A safety vest must be worn at the Gränichen airport This student is also doing it very commendably here Then it's off to the checkout to pay the landing fee And then afterwards to the restaurant No source-language words "Manöver" is German but the user says to translate properly So "maneuver" is the correct translation "Teilen" as "parts" is okay But "Manöver-Teilen" as a compound might need to be "maneuver parts" or "maneuver section " However in English "maneuver part" might not be the most natural Maybe "the second part the maneuver section " But the original uses "Teilen " which is plural So "maneuver parts" could be correct But maybe the user intended "maneuver part" as a single term Alternatively "maneuver section" sounds better