BGA EXAMINER STANDARDS. BGA Flight Examiner BGA Flight Instructor Examiner. Examiner Stds V6 October

BGA EXAMINER STANDARDS BGA Flight Examiner BGA Flight Instructor Examiner Examiner Stds V6 October 2012-1

Contents. Introduction Part A Examining Section 1 Section 2 Section 3 Section 4 Examiner Requirements and Authorisation Testing General Guidance Testing and Assessment Test Conduct Part B Test/Check Formats Section 1 Section 2 Section 3 Skill test flight tolerances Guidance Notes for the BGA FI Skill Test Briefing Guidance Notes for Skill Test Briefing Part C: Examiner Training Section 1 Section 2 Section 3 Section 4 Section 5 BGA Flight examiner BGA Flight instructor examiner Flight Examiner core course Flight Examiner Standardisation Training Course Syllabus Instructor Examiner Standardisation Training Course Syllabus Copyright note: This manual is produced by the BGA. However, in several sections the CAA has kindly agreed to allow the use of some content from the CAA publication Flight Examiners Handbook (Aeroplanes) 2010. This content is subject to specific permissions, and as such should not be used other than directly in this manual without CAA consent. The authors are grateful for the cooperation of the CAA in this matter. Examiner Stds V6 October 2012-2

Introduction. General The purpose of this handbook is to provide all BGA Sailplane Flight Examiners and Flight Instructor Examiners with a reference as to the content and conduct of any examining tasks they may carry out. This handbook is being written at a time of change for British gliding. The handbook only deals with the conduct of Examinations carried out within a BGA framework of operation. It should serve to formalise procedures within Gliding in the UK to clarify and standardise our processes in preparation for a transition to EASA standards. It will, of course be updated in line with new regulation. Privileges 0.1 Examiners are authorised to conduct skill tests and proficiency checks where they hold the rating or qualification under test or check, and are granted appropriate signing powers to support the BGA pilot certification systems. The BGA standardisation arrangements for examiners are reflected in this document. 0.2 The purpose of this section is to describe the procedures to be followed in order to gain and retain authorisation as an examiner and the scope and content of each type of test. Arrangements for the training and testing of examiners are the responsibility of the SRE. All authorisations described in this document are issued by the BGA. 0.3 This document describes the role & privileges of the BGA Flight Examiner and the BGA Flight Instructor Examiner. It also provides guidance and supporting documents. 0.4 Throughout, the following editorial practices shall apply: Shall and Must are used to indicate a mandatory requirement. Expect and Should are used to indicate strong obligation. May is used to indicate discretion. Bronze GST and NST is the Bronze Certificate General Skills Tests and Navigation Skills Tests Examiner is used to indicate a person who is authorised by the BGA to conduct the appropriate skill test or proficiency check Applicant is used to indicate a person who is seeking the appropriate skill test or proficiency check SRE is Senior Regional Examiner i.e. the senior BGA Examiner in a defined BGA region as appointed by the Chairman of the Instructor Committee. Training Standards Manager is the BGA appointed lead Flying Coach Chairman of the Instructors Committee is the Executive Committee appointed lead on the BGA Instructors sub-committee. Examiner Stds V6 October 2012-3

0.5 The BGA requires that examiners shall not test applicants to whom a significant amount of flight instruction has been given by them for that skill test or proficiency check. Any involvement beyond this would require permission from the Chairman of the Instructors Committee. Examiner Stds V6 October 2012-4

A Examining 1 Examiner Requirements and Authorisation 1.1 Authorisation of Examiners 1.2 Selection Applicants for examiner authorisations are required to comply with the following requirements: a. Hold a current BGA Full Instructor rating b. Complete the flying experience requirements as shown in this document c. Complete the training and standardisation course required by the BGA and as shown in this document. Examiners who choose to give up examining privileges must advise the BGA. The BGA has the authority to designate and authorise suitably qualified persons of integrity as examiners. Selection will also take account of geographical location and examiner numbers. Following receipt of an application or recommendation, the BGA will determine the acceptability of an individual for examiner rating/authorisation. To this end an interview may be required. 1.3 Standardisation To ensure common standards and practices are applied to testing and checking, the BGA publishes guidance and requires attendance at seminars arranged by the BGA. Examiners are advised of the date and location of seminars by the BGA. 1.4 Observation of Flight Tests Examiner acceptance and observed tests should be conducted in gliders including self-launching motor gliders or touring motor gliders as appropriate. 1.5 Period of Validity Examiner ratings/authorisations shall be valid for three years. Examiners may be re-authorised at the discretion of the BGA after complying with the requirements in this document. 1.6 Administration. Examiner Stds V6 October 2012-5

The examiner authorisation and re-authorisation is carried out separately from BGA instructor ratings. Applications for examiner initial authorisation and re-authorisation must be made to the BGA using Instructor Form 8. All examiners are issued with an Examiner Rating document listing the privileges of the examiner rating and the examiner rating expiry date. Re-authorisation is the responsibility of the examiner. 1.7 Authorisation and disciplinary policy for authorised examiners. The BGA has to be satisfied that a person is fit and qualified to conduct any specified examinations or tests before authorising them to do so. If the BGA ceases to be satisfied about an authorised examiner, it will take appropriate action in accordance with sub Paragraph (b) below. a. Requirements for the BGA to be satisfied that a person is fit and qualified to be authorised as an examiner Examiners have a vital role in the regulation of flight standards and promotion of flight safety by conducting skill tests, proficiency checks and ground examinations. It is essential that examiners have the trust and respect of the BGA, the applicants for test, the flying training organisations and the aviation community in general. In particular, applicants for authorisation shall: Demonstrate compliance with the Air Navigation Order, BGA Laws and Rules and good aviation practice in respect of their own flight operations. Have ratings as required for the exercise of their examining privileges Agree to comply with standardisation and currency requirements as determined by the BGA. Agree to keep records of flight tests and make them available for inspection when required by the BGA. Be of good character and have integrity Authorised examiners shall: Conduct tests impartially and without fear or favour in accordance with the current procedures and standards for testing as determined by the BGA. Maintain ratings as required for the exercise of their examining privileges Continue to demonstrate compliance with the Air Navigation Order, BGA Laws and Rules and good aviation practice in respect of their own flight operations. Continue to comply with standardisation and currency requirements as determined by the BGA. Keep records of flight tests (5 years) and make them available for inspection when required by the BGA. Continue to be of good character and have integrity b. Disciplinary action If it becomes apparent that an examiner is failing to achieve the standards expected of him/her, the BGA will take appropriate steps to rectify the situation. Among the courses of action available are the following: Interview with SRE or a person delegated by the Chairman of the Instructor Committee Formal warning Requirement for retraining and/or retesting of examiner skills Examiner Stds V6 October 2012-6

Suspension of examiner authorisation Revocation of examiner authorisation The particular course of disciplinary action will depend on the circumstances of the individual case and will not necessarily follow the sequence listed above. The Chairman of the Instructor Committee in consultation with the SRE may mandate remedial action such as retraining/testing, an interview or a formal warning. An authorisation may be provisionally suspended pending investigation of an alleged offence or until remedial action such as retraining is completed. The Chairman of the Instructor Committee will take suspension or revocation action where it is considered that the BGA cannot remain satisfied as to the fitness or qualification of the examiner. Examiner Stds V6 October 2012-7

2 Testing General Guidance 2.1 Training Applicants for any skill test must have completed all of the required training before the flight test. Before any flight test all relevant ground examinations must have been passed. 2.2 Licence and Medical Validity 2.3 Restrictions It is the individual s responsibility to ensure that any required certificate, licence, ratings and medical are valid before flying. Examiners should check the applicant s relevant documents to ensure that any rating renewed or revalidated as a result of a flight test/check will be valid. Examiners should bear in mind the scale of training they have carried out with an individual before deciding whether testing by them is appropriate and will remain completely objective. 2.6 Weather Conditions Examiners are to ensure that the weather conditions are adequate for the test. Applicants may declare their limits based upon club operating guidance. 2.7 Aircraft Airworthiness Examiners must ensure that any aircraft used for testing is airworthy in accordance with BGA and EASA Part M requirements as appropriate. 2.8 Use of a Dummy Applicant For instructor and examiner authorisations and renewals/revalidations the testing examiner will be acting as the dummy applicant. The dummy must act as an applicant in all respects and should have available the relevant paperwork to show the examiner under test when requested. During the flying, it is important that the dummy applicant makes some errors (whether by accident or design is immaterial) so that the new examiner must observe, exercise judgement, assess and have something to debrief. A PASS with no errors would prove very little. The dummy must not make mistakes too subtle nor set traps for the examiner: he must try to reproduce a typical flight from a marginal applicant. 2.9 Insurance Examiner Stds V6 October 2012-8

Examiners should always clarify their position regarding insurance before conducting a test. Although aircraft in the UK must now carry third party cover, this cover may be limited and may preclude instructing or examining. 3 Testing & Assessment 3.1 Definitions A Skill Test: Is a demonstration of knowledge and skill for rating issue and will include an aircraft technical oral examination. A Proficiency Check: Is a demonstration of continuing knowledge and skill to revalidate or renew ratings which may include an aircraft oral examination. Revalidation: The administrative action taken within the validity of a rating or approval that allows the holder to continue to exercise the privileges of a rating or approval for a further specified period, consequent upon the fulfilment of the specified requirements. Renewal: The administrative action taken after a rating or approval has lapsed that renews the privileges of the rating or approval for a further specified period, consequent upon the fulfilment of the specified requirements. 3.2 Aim of the Flight Test a) The aim of the flight test is to: Determine whether, by practical demonstration, the applicant has reached the required level of knowledge and skill for the rating. Improve the standards of instruction and training by feedback of information to gliding clubs of those exercises and procedures which are commonly failed. Ensure that the safety standards are maintained and where possible improved, throughout the gliding community by requiring the application of sound airmanship and flight discipline. b) It is essential that a common standard is applied by all examiners. However, because every flight will be conducted in different and sometimes widely varying conditions and circumstances, each examiner must consider all aspects when assessing the flight. Examiners must exercise sound judgement and impartiality throughout their duties. c) The following basic principles apply: The test standard as determined by the BGA must apply at all times and shall not be varied regardless of the training and experience of the applicant. Examiner Stds V6 October 2012-9

Each exercise within the flight test schedule should be completed and assessed individually. The examiner may arrange the sequence of exercises in order to complete the test schedule. Every item must be assessed with sufficient criteria to support the result against the established test standard. Any previous exercises or poorly completed manoeuvre must not influence any subsequent items. The requirements for the flight or whole series of flights must be established by completing a thorough pre-flight briefing. When the flight or series of flights has been completed or discontinued a debriefing must be given which emphasises the reasons for the result, followed by any further advice or comment which may assist the applicant when attempting further flight tests. d) The applicant must demonstrate the ability to: Operate the aircraft within its limitations Complete all manoeuvres with smoothness and accuracy Exercise good judgement and airmanship Apply aeronautical knowledge of procedures and regulations as currently apply. Maintain control of the aircraft at all times such that the successful outcome of a procedure or manoeuvre is never seriously in doubt. The applicant s airmanship must be assessed with each exercise and this must include lookout, checks and drills, cockpit management, and where applicable RTF and ATC liaison, fuel management, planning and use of airspace. Special emphasis should be placed upon areas of aircraft operation that are most critical to flight safety, particularly: 3.3 Repeat Manoeuvres Preparation for flight including: Rigging Airspace safety (NOTAMS) Lookout and collision avoidance Stall/spin awareness and recovery Weather assessment Emergency procedures Aircraft control/trim techniques Safety heights / glide distances Safe launching techniques Understanding and interpretation of maps & charts R/T procedures (where applicable) a) At the discretion of an examiner a manoeuvre or procedure of the test or check may be repeated once by the applicant. However, as the option to repeat any item is not a right of the applicant, the examiner must use discretion to ensure the applicant has had every opportunity to demonstrate the necessary skill or technique. Should the examiner consider that the applicant might not have been performing satisfactorily due to any external influence or distraction the exercise must be repeated. Notwithstanding the examiner s remit to repeat items he must ensure that any manoeuvre he assesses as a fail is not then repeated. Examiner Stds V6 October 2012-10

b) The intention of proficiency checks are to confirm the applicant s proficiency in those skills demonstrated when the rating was gained. Therefore, there may be good reason to broaden the application of the repeat manoeuvres during proficiency checks rather than skill tests. On skill tests, although repeat manoeuvres are permitted as explained, the skill of the applicant also reflects the standard of instruction given. It would be inappropriate to give allowance for poor training. 3.4 Test termination 3.5 Assessment a) The examiner may stop the test at any stage if it is considered that the applicant s demonstrated skill requires a complete re-test. b) Should the applicant elect to terminate the test or check for reasons considered inadequate by the examiner the applicant is to retake the entire test or check. c) If the test is terminated for reasons considered adequate by the examiner it is deemed to be incomplete. Only those items/sections not completed shall be tested in a further flight. a) The standard of performance produced by applicants is difficult to assess and relies heavily on the experience and judgement of the examiner to determine what is acceptable. Most pilots will dislike the prospect of being tested and some applicants will become extremely nervous and not perform as normal or may react to false assumptions of what is expected. The attitude and approach of the examiner can do much to overcome these difficulties. However, the examiner must apply the standard evenly, fairly and without prejudice. In order to maintain this uniform standard certain basic principles must be applied and assessment should be based on the following: A FAIL must be awarded if the following apply: Aim of exercise not achieved Acceptable level of flying skill or aviation knowledge not demonstrated Aim of exercise completed but at the expense of unsafe airmanship and/or rough handling errors Endangering the aircraft at any time Control of the aircraft assumed by the examiner. An assessment between the ideal performance PASS and a FAIL will be very difficult to determine i.e. a marginal performance. Several stages could be considered as follows: Aim of the exercise was not achieved and/or badly flown. Level of skill and knowledge results in a poor overall performance with several major variations and frequent minor variations from the model: FAIL = major de-brief items. Aim of the exercise was not achieved and the performance included not more than two major variations and frequent minor variations from the model: FAIL or partial PASS = several important items to de-brief. Aim of the exercise was safely achieved. Performance included no major variations but several minor variations from the model: PASS or Partial Pass = several de-brief items. Examiner Stds V6 October 2012-11

Aim of the exercise was safely achieved. Performance included very few variations from the model and generally smooth and accurate control of the aircraft: PASS with comments and discussion An exercise which, in all respects, meets the required standard with a performance which anticipates changes and adapts easily with smooth accurate control: A model performance. During the de-brief examiners should encourage applicants by giving appropriate praise for a good performance: PASS Note regarding exercise variation asessments: key teaching points of the exercise - no variations from the published list are permitted. All of the key teaching points must be addressed and delivered clearly without addition or modification. Any variation in this regard is to be regarded as a major variation for testing or checking purposes key demonstration points of the exercise - a candidate should stick as close as possible to the BGA's guidance on the principal demonstration points for the exercise. Addition or variation is permitted where this is to the benefit of the demonstration under the circumstances that apply at the time of the test - in such instances, these are to be regarded as minor variations. If a candidate introduces an entirely or substantially different form of demonstration for the exercise, without a clear rationale for such a difference, it is to be regarded as a major variation for testing or checking purposes 3.6 Retest Requirements 3.7 Retraining 3.8 Appeals If a substantial proportion of any Examination is failed by the applicant, the whole of the examination must be re-taken. If only one or maximum two parts require further training, these parts may be scheduled for retest separately. The discretion for this is left with the examiner, but this must be recorded in the applicants logbook or training record card, along with suggested retraining (see below). Retests must not take place without further training being recommended and carried out. The recommendation may include a number of launches or hours to be flown, or to the satisfaction of an instructor. These recommendations must be recorded in the applicants logbook or training record card. It must be made clear to the applicant that if they are not happy with the conduct of a test or examination, an appeal to the BGA instructors committee can be made. These should be in writing to the BGA office within 14 days of the test in question. Examiner Stds V6 October 2012-12

4 Test Conduct 4.1 Test & Check Profiles 4.2 Pre-flight a) Examiners may not vary the test content nor miss out any items and must conduct the flight(s) in a practical manner. They should not set any traps or pitfalls. To assist with this, each examiner should maintain an assessment record so that all aspects may be debriefed fully. b) No manoeuvre or procedures may be introduced by the examiner which are not included in the test schedule. Exercises must be performed in such a manner as to be considered normal aviation practice. c) The examiner may change the sequence of sections or manoeuvres to achieve an orderly and efficient flow of a practical flight having regard to existing conditions or circumstances. Briefing in the air for a change to the requirement is not normally acceptable. Before meeting the applicant, the examiner must prepare as much as possible for the flight test. This self briefing should include a check of the weather conditions, NOTAMs and any local airfield operational information. Guides to the format of tests and checks are included as appendices to this document. For all tests the briefing format should be: Make contact with the applicant and achieve an amicable atmosphere Check that the applicant s paperwork, including his medical certificate, is correct and that the format of the test is established. In the case of an examiner authorisation this check is to be recorded on BGA Instructor Form 8 BGA FIE/FE Authorisation Application. Brief the applicant on the sequence in which the flight(s) and any ground items will be conducted. Enter into a specific briefing as required by the test to ensure that he knows in what capacity he is acting. In the case of navigation tests, allow adequate time for preparation and detailed planning Conduct a second pre-flight briefing to check his planning. Examiner Stds V6 October 2012-13

4.3 In- flight 4.4 Debrief Thoroughly check all aircraft documentation before accepting the aircraft for flight. Oral testing elements. a) As PIC of the aircraft the examiner must ensure that the flight is safely and correctly conducted. b) During the flight the examiner should allow the applicant to demonstrate skill and knowledge without assistance, and should avoid making any comment or criticism. His assessment must be reserved for the debrief. At the same time the examiner must establish a friendly and relaxed atmosphere which will enable the applicant to demonstrate his abilities fully. Conversations should be kept to a minimum except to advise the next exercise or to avoid a dangerous situation developing. c) The examiner must ensure that each applicant is allowed adequate time to prepare and perform the manoeuvres required of the test. d) The examiner is expected to use good judgement when simulating any emergency or abnormal procedure having regard to local conditions and aircraft safety throughout. e) The examiner may declare a section or item of test as not assessable under conditions of severe turbulence or low cloud base. However, he may need to consider why the applicant did not make his own decision regarding these problems. f) Should the applicant fail any item which, either on its own or combined with other failed items, necessitates a complete re-test the examiner may intervene in the flight. However, examiners are to consider the implications before doing so, as the remaining flight may give the opportunity to reappraise an item and give time in which to ensure that the initial decision was soundly based. g) Should the option to discontinue the flight be taken this is best handled by taking control of the aircraft, explaining the circumstances and curtailing the flight. The applicant should be given the option to continue the flight for the purpose of assessing the remaining items but must be made to understand that his subsequent performance will not affect the result of the test. a) Where an Instructor or Examiner test has been conducted, the applicant will first provide his debrief of the flight(s). b) The test will always conclude with the examiner s debrief. The debrief will start with a statement of the result of the test and a brief summary of the failed items in each failed section. A fuller debrief should then follow in a facilitative manner, discussing how the flight(s) could be improved upon. c) The administration of each test is completed after any notification of failure or retraining requirement is advised, the form is signed by the applicant and any required licence action is completed by the examiner. Examiner Stds V6 October 2012-14

4.5 Administration Pilots Bronze & Cross Country Endorsement BGA Bronze Badge Application form BGA Cross Country Endorsement form Flight Instructors BGA Form 1 initial Issue BGA Form 2 renewal BGA Form 6 MGIR initial issue Flight Examiner/Flight Instructor Examiners BGA Form 8 initial issue/re-issue or renewal All completed application forms and other records as required should be submitted to the BGA Office. Examiner Stds V6 October 2012-15

B Test/Check Table 1 BGA Ref Who can test Form used Test requirements Formats Bronze Skill Tests BGA Full Rated Instructor, BGA FIE, BGA FE BGA Bronze Badge Form a) An applicant should be responsible for the flight planning and should ensure that all equipment and documentation for the execution of the flight are on board. (b) The applicant should indicate to the FE the checks and duties carried out. Checks should be completed in accordance with the flight manual or the authorised checklist for the sailplane on which the test is being taken. FLIGHT TEST TOLERANCE (c) The applicant should demonstrate the ability to: (1) operate the sailplane within its limitations; (2) complete all manoeuvres with smoothness and accuracy; (3) exercise good judgment and airmanship; (4) apply aeronautical knowledge; (5) maintain control of the sailplane at all times in such a manner that the successful outcome of a procedure or manoeuvre is never seriously in doubt. Additional flight tolerance guidance for FE s is available in Section 1.. SECTION 1 PRE-FLIGHT OPERATIONS AND DEPARTURE Use of checks, airmanship (control of sailplane by external visual reference), lookout. Apply in all sections. a) Pre-flight sailplane (daily) inspection, documentation, NOTAM and weather briefing b) Verifying in-limit mass and balance c) Sailplane maintenance compliance d) Pre-take-off checks SECTION 2 LAUNCH METHOD Note: at least for one of the two launch methods all the mentioned items are fully exercised during the skill test SECTION 2 (A) WINCH OR CAR LAUNCH a) Signals before and during launch, including messages to winch driver b) Adequate profile of winch launch c) Simulated launch failure d Situational awareness SECTION 2 (B) AEROTOW LAUNCH a) Signals before and during launch, including signals to or communications with tow plane pilot for any problems Examiner Stds V6 October 2012-16

b) Initial roll and take-off climb c) Launch abandonment (simulation only or talk-through ) d) Correct positioning during straight flight and turns e) Out of position and recovery f) Correct release from tow g) Look-out and airmanship through whole launch phase SECTION 3 GENERAL AIRWORK a) Maintain straight flight: attitude and speed control b) Coordinated medium (30 bank) turns, look-out procedures and collision avoidance c) Turning on to selected headings visually and with use of compass d) Flight at high angle of attack (critically low air speed e) Clean stall and recovery f) Spin avoidance and recovery g)full spin and recovery, spiral dive and recovery h) Steep (45 bank) turns, look-out procedures and collision avoidance i) Local area navigation and awareness SECTION 4 CIRCUIT, APPROACH AND LANDING a) Aerodrome circuit joining procedure b) Collision avoidance: look-out procedures c) Pre-landing checks d) Circuit, approach control and landing e) Precision landing (simulation of out-landing and short field) f) Crosswind landing if suitable conditions Form guidance Notes Table 2 BGA Ref Who can test Form used Test requirements BGA Cross Country Endorsement BGA Full Rated Instructor, BGA FIE, BGA FE BGA Cross Country Endorsement form BGA Cross country endorsement Skill and navigation Test as set out on the application form, and ultimately in BGA Laws and Rules. Elements of the requirements to be completed are listed below. All flying is subject to the tolerances set out in Section 1 Field landing requirement: The applicant must make a minimum of two successful approaches in a motor glider towards a field landing area selected by the applicant. To qualify for the Endorsement, the approaches must be flown without any assistance or prompting from the instructor who must be satisfied that the applicant has demonstrated an adequate level of judgement and skill. The Bronze Cross Country Endorsement Navigation Skills Test (NST) 1. Purpose Examiner Stds V6 October 2012-17

The purpose of the navigation flight test is to ensure that the applicant is capable of navigating in the air by use of a map and compass as navigational aids. A GPS/Nav system may also be used, but the system will be failed during the course of the test to ensure that the map and compass navigation is being fully utilised. The applicant must plan the flight with regard to permanent airspace, temporary airspace, navigation warnings and any other aspects of good airmanship. At the end of this test the examining instructor must be confident that the applicant can plan a flight and safely navigate in the air. 2. Task selection. A task should be set of at least 100km with a maximum of two turning points such that the second leg does not come any closer than 15km from the home airfield. The reason for this is to avoid a flat triangle with the home airfield as its centre. Choose a route that avoids task legs that simply follow line features such as motorways, railways etc as this is not a good test of the applicant s ability to navigate. 3. Pre flight preparation. The applicant should be given about one hour to prepare to fly the task; however the length of time taken is not of great importance. During this time the applicant must obtain, and be able to extract relevant information for the day from NOTAMS and weather forecasts. 4. Turning points. The turning points used for the test do not need to be from the BGA list; however they should be less than 150m across. For instance a specific building or junction within a town should be used but not the town itself. When selecting turning points, if an obvious turning point is used (Power station, Reservoir etc) then a more challenging one should also be included. Ideally both turning points should be rounded however there are certain circumstances when this will not be possible or wise, a) The turning point is obscured by weather (shower etc) b) It is not soarable at the turning point and trying to round it will end in a field landing if not using a motor-glider. On occasions the applicant can be within a few Km of the TP but still be unable to specifically identify it. If this is the case, the examiner may point it out and continue with the test. This does not mean that the applicant has necessarily failed provided they are aware of their actual position to within 5km (or less, as necessary) with respect to other nearby, identified landmarks. 5. Airspace It is entirely the applicant s responsibility to avoid airspace. The examiner should stop the exercise prior to an infringement occurring, with such margin as may be necessary being at the discretion of the examiner and reasonable given the circumstances. The applicant may hold a valid RT licence, in which case airspace may be Examiner Stds V6 October 2012-18

penetrated provided that contact has been made with the appropriate controlling authority and permission to enter obtained. Entering airspace such as Danger areas and Parachute drop zones whilst not unlawful demonstrates a distinct lack of airmanship. If the applicant attempts to enter a notified danger area or a parachute drop zone without first checking its status (an RT licence is not required in order to ascertain the activity at a drop zone), the applicant will be deemed to have failed the test. It is also the applicant s responsibility to choose appropriate altimeter settings for the flight. If controlled airspace is about to be entered due to an incorrect altimeter setting then the examiner should again abandon the test. 6. Getting Lost It it is not necessary to know precisely where we are all the time. However, we do need to know approximately where we are within margins appropriate for the satisfactory avoidance or airspace and any other areas (e.g. danger/prohibited areas, built-up areas, etc.) in the vicinity and where special action may be required. Applicants will be under significant pressure during the test and even an experienced pilot could take some time before they are able to pinpoint precisely where they are. Because of this care should be taken when trying to ascertain the applicants knowledge of their position. It may be better for the examiner to pick an obvious feature and see if the applicant can identify it. If the applicant flies over an obvious feature ask them how far down the track leg they think they are. It is also good enough for an applicant to be able to pick out and identify a main feature within 10Km even if they cannot pinpoint their location precisely. If the test is being carried out in a glider then it is unlikely that you will be flying straight down the track line, which leads to the question how does the examiner know whether a applicant knows where he is going. As a rule unless there is a good reason for diverting from track (Soaring conditions, bad weather or airspace) if a applicant heads off track by more than 45 Degrees for more than 10 minutes the examiner might assume that the applicant is disorientated. This situation should be left for as long as possible as applicants can often realise their mistake and rectify the situation. If the flight becomes more than 20km off track the examiner can point this out and see if the applicant can recover the situation. The examiner should however still avoid telling the applicant where they are now unless they are totally disorientated in which case the test should be abandoned. 7. Use of a glider for the test A glider is arguably the best tool to use if testing an applicant s ability to navigate in gliders, but unfortunately it is not always the easiest or most convenient. If a glider is to be used it should be of sufficient performance to enable a proper assessment of a candidate's navigating ability. Using a low-performance (sub 35:1) glider may mean that too much time is spent thermalling and considering outlandings than actually assessing student navigation. This needs to be left to the judgement of the Examiner. In an indifferent season opportunities are few and far between and a less than Examiner Stds V6 October 2012-19

good soaring day isn t a good reason to conduct a less than adequate test. In addition there is always a great temptation for the instructor to stay within his/her soaring/navigational comfort zone, thus spoiling the opportunity to discover any ability the applicant may have to recover from error. Unless the candidate is expected to undertake any field landing themself as part of the test, the examiner should establish a clear protocol for the transfer of handling during the flight (e.g. "I may take control in order to ensure that we remain airborne", "I will take control at any time when we need to switch from navigation to affecting a safe field landing"). Examiners should not be giving cloud selection or any other form of advice during the flight - it is better for them to take control, deal with a situation or need (e.g. to climb) and then return control to the candidate. The purpose of the flight is to test the ability of the applicant to navigate so it isn t mandatory to round all the turning points, especially if soaring conditions are poor. As long as they have navigated to within about 5Km of the feature that should be sufficient. 8. Use of a motorglider for the test. The ability to be able to fly a heading down a track does little to test the applicant s aptitude at navigating in a glider under soarable conditions. Instead, circling, soaring, either attempted or successful, significant changes in altitude, periods with the engine at idle and even field landing practice can be used to add realism, although the examining instructor must bear in mind the costs involved. Added realism should be applied at least once per leg so as to more realistically simulate glider cross country conditions. Important considerations for the Instructor are as follows, a. The examining Instructor needs to establish the minimum weather criteria (wind strength, cloudbase etc) under which it is fair and effective to conduct the exercise. b. The examining Instructor takes overall responsibility for the flight, takeoff to landing, and must deal with engine and fuel management. c. Input during the course of this test should include adjustment of sink/climb (throttle) and indicating to the student location of thermals. d. The student is to be tested on his/her ability to deal with disorientation due to circling in thermals and re-establishment of navigation after getting low. e. Should one of the failure criteria be breached, an immediate end may be called to the test so that no more expense than necessary is incurred. 9. Other notes An up to date map and serviceable compass is essential for the flight and they must be the primary navigation tools. A GPS/Nav system may be used (and its use is encouraged) but must be failed no later than at the first turning point. It is important to note that the GOTO function on a simple GPS can take a pilot directly through intervening airspace if the applicant is not aware of their position at all times on the paper map. The use of a GPS should at all times be an aid to navigation. The examiner should be able to take the GPS away at any point and the applicant should be able to tell within a 10Km circle where they are on a map. The examiner may ask the candidate to divert from the given task and return to the home airfield in order to test their in-flight flight planning abilities. Examiner Stds V6 October 2012-20

11. Pass / Fail Criteria This is left to the judgement of the examiner however certain errors will normally result in further training being required: a) Failure to read NOTAM s before the flight. b) Attempting to enter controlled or other restricted airspace without permission. c) Demonstrating poor airmanship with regard to parachute drop zones and danger areas. d) Getting lost and being unable to recover position. e) Being unaware at any time of the correct altimeter setting and its importance. Form guidance Notes Table 3 BGA Ref Who can test Form used Test requirements Form guidance Notes BGA Full Rated Instructor Test (included for completeness but will become redundant shortly) BGA FIE,SRE, RE BGA Full Rating Test Form BGA full rating test encompasses the following elements: The ability to construct a lesson on the ground and to deliver it in the air to a very high standard. The ability to test a applicant for the award of a Bronze and cross country endorsement The ability to supervise elements of airfield operations in an efficient manner. Table 4 BGA Flight Instructor BGA Ref EASA Ref Who can EASA FIE test Form used BGA form 1 Test The examiner should plan to test one applicant per day. The examiner should expect Format a sound standard of instruction of associated subjects. The applicant should display an adequate standard of teaching ability and be able to answer a broad range of student questions. Check that the training records indicate training is complete and that the applicant has been passed ready for test (approved course certificate completed on Form 1) Ground Test: A short lecture <45 minutes. The candidate to either (a) prepare a class-room lecture of no more than 30 minutes duration on a topic for which they will have received at least 72 hours prior notice, or (b) deliver a subject briefing (e.g. the winch launch) with no less than 30 minutes notice and preparation time on the day. Candidates will be expected to answer a selection of questions posed by the examiner following their presentation. Examiner Stds V6 October 2012-21

Flight test The candidate to prepare, brief and deliver a lesson plan, including the detailed components pertinent to each of the exercises to be covered, according to a scenario provided and briefed by the examiner. The examiner to role play the student." Form Guidance SECTION 1 THEORETICAL KNOWLEDGE This section can be covered by the standard theoretical knowledge written test. This has been carried out during the central instructor course. SECTION 2 PRE FLIGHT BRIEFING The assessment of competence should cover: 2.1 Visual presentation 2.3 Technical accuracy 2.4 Clarity of explanation 2.5 Clarity of speech 2.6 Instructional technique 2.7 Use of models and aids 2.8 Student participation Has the candidate provided an appropriate pre-flight briefing, covering clearly and concisely all the relevant teaching, operational and safety considerations relevant to the sortie/flight? SECTION 3 FLIGHT The assessment of competence should cover: 3.1 Arrangement of demo 3.2 Synchronisation of speech with demo 3.3 Correction of faults 3.4 Aircraft handling 3.5 Instructional technique 3.6 General airmanship and safety 3.7 Positioning and use of airspace Has the candidate: Clearly and accurately covered all the required teaching points relevant to the exercises covered on the flight; conducted all demonstrations clearly and accurately; carried out the assessment of student performance in an appropriate, comprehensive and constructive manner, and ensured that overall safe conduct of the flight? SECTION 4 Mandatory Exercises and other exercises at Examiner s discretion Items in this section can be used to test items specific to the circumstances, and they can be recorded on the candidates record. An examiner may wish to test a specific Examiner Stds V6 October 2012-22

area of a students flying, which should be recorded here. SECTION 7 Post Flight Debriefing The assessment of competence should cover: 5.1 Visual presentation 5.2 Technical accuracy 5.3 Clarity of explanation 5.4 Clarity of speech 5.5 Instructional technique 5.6 Use of models and aids 5.7 Student participation The post flight de briefing should be used as a tool to ensure that the applicant has picked up any critical points of safe practice that need work. The de-brief should be positive, focussing on the way forward for subsequent flights. Notes 1 Skill Safety training subjects (weather appreciation, flight in poor visibility, correct launching techniques, stall spin awareness and navigation techniques) must be covered. Retraining should be recommended after failing any attempt. The rating awarded is a BGA Flight Instructor (Restricted) See section 2 for notes as to the conduct of the test and example briefing. Test Flight Tolerances BGA Bronze and cross country endorsement GST and NST The tolerances listed below are guidelines to be used as a basis for assessment in smooth air and an aircraft that the applicant is familiar. The examiner should make justifiable allowances where appropriate, eg turbulence and the type of aircraft flown. Applicants should be advised that they should simply fly to the best of their abilities, and not attempt to fly within these tolerances to the detriment of smooth handling. To quote the Bronze requirement in Laws and Rules; Test that the applicant has the ability to operate the glider within its limitations, complete all manoeuvres with smoothness and accuracy, exercise good judgement and airmanship, maintain effective lookout, and maintain control of the glider at all times in a manner such that the successful outcome of a procedure or a manoeuvre is never seriously in doubt. Flight Profile Lookout Winch Launching / Bronze GST / NST Maintains standard lookout techniques throughout the flight, and particularly prior to changing direction Speed during launch within declared/permitted speed range, with Examiner Stds V6 October 2012-23

Auto-tow particular emphasis on minimum speed Correct launch profile Appropriate lateral drift correction Aero-tow launching Eventualities plan and satisfactory knowledge of signals Well controlled take-off and position holding Able to regain normal tow position from out of position Circuit Safe circuit Safe recovery from out of position/running out of height Co-ordinated/balanced flight Straight glide +/- 10 degrees heading Speed +15/-10 Knots (+allowance for turbulence) subject to any preagreed minimum relevant to that phase of flight Good situational awareness (airfield location / height / other traffic etc) In trim after reasonable period. In balance. Turning / Co-ordination +/- 15 degrees bank angle accuracy Speed +10/-5 Knots (+allowance for turbulence) All turns safely coordinated Normal Approach and Landing Safe landing area selection Accurately flown approach speed +10/-0 Knots (+allowance for turbulence) Held off landing Land and stop within a defined area Crosswind approach and landing Accurate centreline tracking. landing straight and with no/minimal sideways drift. Accurate, straight rollout to controllable limits. Stalling including wing drop Recognition of symptoms. Standard recovery (or flight manual recovery) Examiner Stds V6 October 2012-24

Correct use of controls. Spinning & Spiral Dives Recognition of symptoms. Standard recovery (or flight manual recovery) Correct use of controls. Winch Launch failures Speed control throughout +15 / -0 Knots (+allowance for turbulence) Appropriate safe planning. Good coordination Field landings Consistent safe outcome Speed control as above. Navigation Effective preparation. Effective chart and compass navigation Effective GPS navigation (GPS use is encouraged, but not mandatory) Safe and effective use of lost procedures Safe and effective diversion to another airfield or goal 2 Guidance Notes for the BGA FI Skill Test Briefing Sample Initial Briefing WX general picture does it look good enough for your skill test? Establish the test requirement: know exactly what you are testing. Extract documents: Valid licence and medical, course report and Instructor Form??? as appropriate. Aircraft documents, checklists (SLMG). These can be checked while the applicant is preparing his first brief. The purpose of today s activities is to assess your ability to give instruction both in the air and on the ground. I shall be assessing your teaching technique, your flying ability and airmanship, knowledge of exercises and technical knowledge and finally your ability to analyse and correct student faults. Order of events to be determined by the examiner with regard to weather, aircraft availability and launch capacity. I propose that we conduct things as follows: we will do the flying exercises first after which you can debrief me as a student. We will then take a short break after which you can present a class room brief that you have prepared and then we will follow on with the ground associated subjects/oral. Examiner Stds V6 October 2012-25

Finally I will debrief you on the day s activities, make my overall assessment and complete the paperwork. Let us agree a few definitions of terms: If I ask you to demonstrate a manoeuvre, I want you to fly the manoeuvre as directed by the BGA, pointing out the key points of the demonstration. If you wish to vary any aspect of the demonstration from that laid down by the BGA, please make me aware of that in advance. If I ask you to patter an exercise I want you to talk through as you fly the manoeuvre or exercise, bringing out any relevant teaching points but without breaking the exercise down into a lesson or giving student practise Finally, if I ask you to teach me an exercise of manoeuvre I want you to break down the exercise into its relevant parts and devise a lesson giving me practice as a student and noting or correcting any faults that I might have. Any Questions For the main flight exercise I want you to teach me (nominate).. I will give you 15 minutes to prepare a pre-flight brief. In the air teach me this exercise and monitor me as a student. When I have seen enough of the exercise I will nominate a secondary exercise in the air for you to teach me. For this exercise you can assume that I ve done all the required training up to that exercise and that I ve been briefed before flight. After flight you will be required to de-brief me on my performance as a student pilot. Other mandatory exercises will be covered by asking you to patter or demonstrate the exercises. Note that spinning is invariably taught or pattered by the applicant rather than just demonstrated. Ground Exercise Briefing A few days ago I asked you to prepare a long briefing on (subject). I will give you 10 minutes to get ready. (If a small audience of students is available let him know). Be prepared to answer any question that may arise. After the long brief (and the audience has left), I will ask you some student questions on subjects chosen from the associated subjects. I will try to make them relevant to typical flying problems. Try to use these questions as a teaching situation and treat me as a student pilot. Use the board and any visual aids to illustrate your answers. Remember that this is an opportunity to demonstrate your teaching skills and not just a test of knowledge. Overall Debriefing Do not get involved in argument about test result or conduct. Should there be a problem, inform Result Give the result first. If one Section is failed, award a Partial Pass and detail retest requirements: If two or more Sections are failed the final result is a Fail and a full retest is required. Do not labour your debrief but keep to the salient points only: it will have been a long day for your applicant. Flight Exercise Deal with the pre-flight brief in logical steps e.g. Overall lesson plan/structure Examiner Stds V6 October 2012-26