Good luck Gautim.

Try not to put your examiner on a pedestal, sometimes they are not all great pilots, even by their own admission, and remember they have all been where you are once.

Another thing is that you don’t have to fly your best to pass the test, just be consistant and be safe, if you do something wrong put it behind you and carry on.

Good luck

Good point Allen.

Locked until it has been confirmed

Thread locked, also one in Commercial

Any more posts off topic will be deleted, Algorithm21 if you want to force your views onto us regarding the benefits of flying “a more up to date and safer aircraft” then please start another thread.

Normally if an airfield has an ILS/DME then this is the approach they’d use.
Most large airfields have a few approaches, 1 precision approach (the ILS) and at least 1 non precision approach (NDB/DME, VOR/DME or LOC/DME).

Smaller airfields like Gloucestershire only have an NDB/DME procedure so they can only use this.
I’ve seen commercial guys conduct an NDB/DME into Filton when an ILS was available, this could have been for practice, I assume company SOPs would stipulate you do a non precision approach once in a given timescale for currency although I cannot confirm this as I haven’t got my company’s SOPs just yet.

So normally the only other time you’d conduct an NDB/DME is if the ILS is unserviceable.
If you have an ILS and the Glideslope is unserviceable then you can normally conduct a LOC/DME approach.

As for a visual approach I guess it’s down to company SOPs, I’d imagine there are set criterias the conditions have to meet before they are allowed to do this. Airfield procedures could also dictate whether or not this is done.

Dean

Stunning photos mate, adore the night ones, more please 🙂