This manual, as well as the subsequent "ADVANCED FLIGHT TRAINING”, is intended as a guide to both students and instructors.
The elementary flight training is the first phase towards the obtainment of the aircraft private PILOT licence, or PPL (A). This initial practical course includes forty one lessons, followed by a few finishing flight training sessions which can be carried out while going on with the second phase, namely the basic instrument flying and basic radionavigation parts (covered in the "ADVANCED FLIGHT TRAINING"), the whole culminating in the official final proficiency test in front of an official BCAA (Belgian Civil Aviation Authorities) examiner.
One important fact to remember is that the flight test may only be undergone providing that a previous official theoretical examination, also in front of the BCAA, has been successfully passed. It is thus extremely important to follow the associated ground courses in due time, preferably even before starting the flight training, to ensure that this initial examination does not cause any delay in the flight training progress.
Each lesson normally includes a briefing, the flight training session itself, and a short postflight review. The training program mentions for each lesson the duration of the briefing, the expected duration of the associated flight session, whether in dual (D) or in solo (S), including the ground operations (engine start, taxi out/in, and engine test), the total times in dual and in solo, and finally the total D+S at the end of each lesson.
The training program shows that a total of 55 hours is considered to complete the course. It seems indeed that the legal minimum required flight time (45 hours for the complete PPL(A) training) is somewhat little to reach a satisfactory proficiency level, particularly for persons with no previous piloting experience at all, such as on sailplanes or ULM (Ultra Light Motorized) aircraft. However, instructors are well aware that flight training is no cheap venture: consequently, they should always aim to stay as close as possible to the planned total flight time and, if at all feasible, to stay even below it, without adversely affecting the proficiency level which the student must reach in the end.
The training program allows the candidate to keep track of his progress at all times. Nonetheless, it should be noted that even 55 hours are an idealized view of the proceedings: indeed, one must be aware that a number of factors are likely to raise this total. Such are for instance the weather conditions which, in our country, can seriously disrupt the planned training process because of low clouds, poor visibilities or excessively strong winds. Furthermore, particularly on heavy traffic airports, delays are to be expected during ground operations as well as during approach procedures: such delays can easily account for 20% additional time.
Finally, and although they can ultimately become very proficient pilots, some individuals need more learning time than others to master the art of flying, and particularly to reach the required safety level to fly in solo, i.e. as the sole occupant of the aircraft, for the very first time in their life.
Besides the aforementioned circumstances, which are rather unpredictable, the candidate himself plays a decisive part in the progress of his training. To start with, there is his personal will to succeed, and consequently his ensuing readiness to submit to the necessary efforts: between each lesson, at which the candidate must show in good physical condition, he should constantly review the previously learned material. For maximum efficiency, it is also essential that he carefully studies the contents of each forthcoming lesson and answers the associated questionary in writing to the best of his abilities.
Another important matter is the regularity of the flight lessons. The “total immersion" system whereby the candidate has no other worries than his flight training is of course ideal: one or two lessons could be worked out daily and the program could be completed in about six weeks, including the flight test, although this would imply that the groundcourse and the theoretical examination required by the BCAA is completed before or at least shortly after, the flight training is initiated. However, besides the fact that not too many flying schools in Belgium are able to offer such a total immersion course, many candidates have other matters to attend to. On the other hand, it must be avoided that the training process lasts for too long: this leads to additional flying hours and additional expenses; it is disheartening and often ultimately results in giving up. Two to three lessons a week seems a good and perfectly feasible average and allows the candidate to pass the flight test after about five to six months. And, under these circumstances, the preparation of the theoretical examination can easily go along with the flight training.
The training program hereafter allows both the instructor and the student to anticipate the approximate duration of each lesson. For planning purposes, an additional 45 minutes should be taken into account for the postflight briefing and additional matters such as aircraft preflight inspection and possible delays of all sorts. In other words, assuming a programmed preflight briefing of one hour and a flight session of the same duration, a total time of at least 02.45 hours should be considered.
Unless other arrangements prevail, an appointment must be made between the student and the instructor for each forthcoming lesson. Both the student and the instructor should always be present on the premises a few minutes before the agreed time of appointment. On the other hand, assuming that the instructor has two or more students to take care of, he should at any time do his utmost best to avoid keeping them unduly waiting.
The preflight briefing is extremely important, particularly when elementary flight training is involved: the instructor is supposed to explain the nature of the anticipated exercices, to stress the most common errors, to answer the questions the student might have and assists him with adequate advice. However, the briefing cannot be as extensive as a groundcourse: particularly when one instructor is responsible for several students, he is urged to observe a strict planning and is therefore compelled to stick to the most important. In fact, when he arrives at the premises, the student should already have a fair knowledge of the nature of the anticipated lesson. This is where the present manual comes into the picture: it mainly covers the various preflight briefings, albeit into a more expanded form, and contains a number of recommendations for the associated in-flight part. In fact, with the system of associated questionaries, the briefing of the instructor is mainly a matter of checking the answers of the student and, if necessary, of clarifying possible dark areas.
Reference is often made to “PILOT NOTES": these are assembled in a spearate part and cover a number of subjects in more detail. It is strongly recommended that, prior to attend any lesson, the student reads the associated briefing very carefully, including the "PILOT NOTES” when referred to and, as said earlier, that he answers the related questionaries in writing. As the official flight examination is likely to include a thorough oral test, it is equally recommended to review these various questions as often as possible.
We mentioned already the effects of poor weather conditions on the training program. Assuming that the forecasted weather is such that the anticipated flight must be postponed, this must not necessarily lead to the cancellation of the appointment between student and instructor. The expected duration of the lesson can be used either to review previously learned material, particularly the various questionaries, or to deepen specific subjects. The additional expenses which might be involved are rather insignificant compared to the advantages offered in the long term by these "non flying” activities.
Flight instruction, and particularly elementary flight instruction, is a very serious business. It is a well known fact that, although accidents do happen once in a while, civil aviation provides nowadays for one of the safest transportation means. This is true for light aircraft as well as for airliners. But it is an equally well known fact that the weakest link in flight safety is the human being, in casu the pilot. It must be realized that the nature of the responsibilities of the private pilot, flying for pure recreational purposes and carrying a few passengers on a short sight-seeing tour, on board of a light single-engined aircraft, is the same as for the airline pilot transporting hundreds of souls on international or intercontinental journeys: both must thoroughly know their aircraft, its systems and its performances, both must be adequately trained, and both must be aware of their own limitations. Furthermore, the PPL (A) is not necessarily an end in itself, it is also the foundation for further training on more complex aircraft and is often the first step towards the airline pilot licence. For all these reasons, the elementary training is of paramount importance and should never be considered as a mere simplified flying education: this is where, besides pure flying technique, the basic principles of sound airmanship, i.e. the capability of taking the right decision at the right time, are to be acquired.
Your instructor is a dedicated person whose major aim is to transfer his flying knowledge and experience over to you as efficiently as possible. In order to yield the most effective teaching method, it is necessary that he is aware of matters such as your previous education, your current occupation, your knowledge of English (which is the international aviation language) and a number of other items of particular importance is whether you have some previous flying experience, either with sailplanes, ULM's etc, as this might allow to move at a greater pace, at least through the initial stages of the training program.
Besides having passed the required medical examination and having obtained your official training licence and personal log-book from the BCAA, and unless the flight school puts them at your disposal, you will be required to purchase a few additional items, namely:
1°) A suitable noise damping headset (koptelefoon/écouteurs), preferably with incorporated microphone (a so-called "boom-mike"). This is recommended for a number of reasons, but particularly because light trainer aircraft are uncomfortably noisy. Such headsets are rather expensive but might very well be bought second hand;
2°) A topographical aviation chart of Belgium;
3°) An information manual of your training aircraft, also known as PILOT Operating Handbook (POH), Aircraft Operating Manual (AOM), or simply Owner's Manual, together with an adapted checklist;
4°) Finally, although these tools are only necessary for later navigation flights (but also for the groundcourse), a specially designed aviation computer. Although such computers are presently produced in electronic version, the "manual" systems are preferable (and might be compulsory during official theoretical examinations). Aviation computers exist in a variety of types and prices: the famous ARISTO-AVIAT with sliding rule is amongst the most popular, albeit also the most expensive. Nonetheless, this latter type is strongly recommended for candidates to the airline pilot licence because it can be used on the fastest commercial aircraft as well as on the slowest of the light trainers.
Wishing you all the best, and plenty of happy landings!
Luc Sobry
