Initial Flight Training Evaluation

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R5868
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Initial Flight Training Evaluation

Post by R5868 »

The following was taken from "The Arnprior Experiment – An Appraisal of Pilot Selection Procedures in the RCAF and RAF"
by Edro Italo Signori and details the evaluation of trainees during their pre-solo training on Tiger Moths.


Pre-Flight Training

After selection the candidates were posted for 12 hours of pre-flight training and testing. The 12 hours of training were spaced over a period of two weeks and were conducted in Tiger Moth aircraft. Flying training was conducted according to instructions contained in official flying publications, and covered only the basic elements of flying. Candidates were not permitted to solo. Drill and preliminary instruction in ground school subjects were given during the candidate's time off.
Flying Instructor’s Assessment

The flying instructors employed on this project ware required, as part of their duties, to make a series of assessments for each candidate following the first and a half, third, fifth, seventh and eleventh hours, of flying training, each assessment was to reflect the flying instructor's opinion regarding the suitability of the candidate for operational flying duties. The assessments were guided by a 10 point scale that was divided into four sections, each of which was defined verbally. The particular assessment made in each section was left to the flying instructor's discretion.

Flying Instructors' Assessments

The assessments given by each flying instructor for each of the five periods of training were sorted. An examination of this data showed, with few exceptions, that assessments had been confined to the middle range of the scale (4-7), particularly in the early assessments, viz. the first and half, third, and fifth hours. The assessments made at the seventh and eleventh hours showed a wider differentiation between the scale limits 2-9, but the greater majority were still confined to the scale limits 4-7.

Grading Tests

The Grading Tests followed the RAF pattern and were adapted for RCAF use by an RAF 'grading* expert, who was also in charge of the technical features of this phase of the project. Candidates were examined on two occasions by different examiners. First, at the end of the seventh and again at the end of the eleventh hour of flying training. This yielded two independent 'grading' scores for each candidate.

The assessment of flying performance was made in the air and recorded on a card which the examiner carried. Each of the tests took between 4&-60 minutes to administer.

The performance assessed during the test period, corresponded to the major flying sequences noted on the card, viz. taxying, take off and climb, medium turns, gliding turns, spinning, approach, landings first and second, and overshoot procedure. Candidates were also assessed for 'airmanship' displayed after the flying sequences had been assessed. Examiners were instructed to mark only one of the numbers in the scales that appear opposite the sub-items under each major heading. Ratings from 0-4 indicated a tendency toward 'poor' performance whereas those from 6-10 were given whenever the performance was considered to be better than average. In order to insure adequate differentiation between candidates, examiners were cautioned to avoid, wherever possible, the use of the middle value in the scales. For this reason the No. 5 was left out of the scales and was replaced by (-). Special instructions and training had been given to the examiners in order to insure that they were familiar with what constituted a "good" as opposed to a "poor" performance of each of the activities listed under each heading, moreover, the tests had to be made under uniform flying conditions, e.g., the aircraft had to be flying at a stipulated speed. Instructions governing this feature of the testing were contained in a special manual. Allowances were made for testing that had to be done under adverse weather conditions.

In scoring, the marks indicated in each of the scales were multiplied by the factors that appear in front of each scale and the weighted sub-scores were placed in the "total" column. The sum of these scores constituted the candidate's grading test score. The maximum score was 850. The weight factors for each of the major items and within each item are a priority weights, set by flying experts.

The 0-10 point scale is repeated opposite each item on the card and multiplied by the weighting factor indicated beside the item.

1. TAXYING (Total 50)
Handling of engine (1)
Use of controls (including brakes) (1)
Control of speed and manoeuvre. (2)
Look out and safety precautions (1)

2. TAKE OFF AND CLIMB TO 1000 FT. (Total 100)
Drill of vital actions (1)
Pre-take-off airmanship (2)
Handling of engine during take-off (1)
Handling of controls (2)
Keeping straight during take-off (2)
Going into initial climb (1)
Maintenance direction during climb (1)

3. MEDIUM TURNS (Total 50)
Going in (including looking round) (1)
Accuracy of turn (1)
Coming out (1) Co-ordination and control
(including maintaining level flight) (2)

4. GLIDING TURNS (Total 50)
Going in (including looking round) (1)
Accuracy of turn (1)
Coming out (1) Co-ordination and control
(including control of airspeed (2)


5. SPINNING (Total 100)
Going in
Safety precautions (1)
Handling controls going in (1)
Recovery
Correct method of recovery (4)
Centralizing rudder after recovery (1)
Smoothness of recovery to level flight
(including use of engine) (3)

6. APPROACH (Total 100)
Selection of position to commence glide (3)
Turning in correctly (2)
Maintaining correct approach speed (2)
Correcting glide path for under or overshoot (3)

7. LANDINGS
First (Total 100)
Judgment of height for initial check (1)
Handling of controls during hold off (2)
Landing without drift (1)
Keeping straight after landing (1)
Quality of landing (if completed) (5) or
Correctness of actions (if not completed)(2)

Second (Total 200 - 100 for each landing)
Judgment of height for initial check (1)
Handling of controls during hold off (2)
Landing without drift (1)
Keeping straight after landing (1)
Quality of landing (if completed) or (5)
Correctness of actions(if not completed.) (2)
Note : Mark quality of landing only if aircraft lands and comes to rest. Mark "correctness of actions" in the event of going round again after an unsuccessful attempt at landing. Only one may be marked at each attempt.

8. OVERSHOOT PROCEDURE (Total 50)
Use of engine (1)
Handling of controls (2)
Maintaining direction (2)
Note: Pupil will be marked on the same basis whether he overshoots unintentionally or is made to carry out procedure at instigation of testing officer on simulated overshoot.

9. AIRMANSHIP AND GENERAL ALERTNESS (Total 150)
Lookout in the air (2)
Lookout while approaching (1)
General alertness and airmanship (5)
General handling & control coordination (5)
Procedure after landing (2)
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K4KittyCrew
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Re: Initial Flight Training Evaluation

Post by K4KittyCrew »

Excellent work there, Kerry!
K for Kitty Crew - Winthorpe, 1661 HCU's - stirlingaircraftsoc.raf38group.org/
630 Squadron - East Kirkby
" There is nothing glorious about war with the exception of those who served us so valiantly"
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