What I would have given a lot to know when I was a student....

The integrated JAR FCL ATPL program ( Phases 1 - 4 ) + phase 5
I was a NEAR CFII at NAIA from 2001 - 2002 - one year

Phase 1 Phase 2 Phase 3 Phase 4 Phase 5
Elements for a good landing About skill tests Crosswind correction
CPL ME CFI CFII
Must go places

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After I became authorized as a JAR FCL instructor, I mainly flew with the NEAR students, ang gathered around
500 hours instructing after that. I have worked all 4 ( US ) stages, so here is how I see it.

Stage 1 - 4 is done at NAIA, while stage 5 is back in Norway.
The JAR FCL theory ( the european theory ) are done parallell with the classroom lessons on the FAA theory
In other words, you will be studying 2 separate theory sets at the same time.
Fundamentally, they cover the same subjects but there are some major differences...

• FAA lessons and exams are more practical and in general at a lower level of knowledge
  Less indepth and detailed. Far less on air law, procedures and aircraft systems
  More questions like how to interprete the instruments for IFR ( witch is good ... )
  
• JAR FCL are heavy, heavy theory subdivided into 14 subjects and are detailed, extensive and
  the questions can be extremely hard to get right.
  Much more math, physics and complex problem solving.
  You will get a very good general knowledge after completing the exam....
  
  Phase 1
  This leads up to the first solo, and has a minimum of 10 hours dual flight in the TOM.
  ( Ususally more time than this is required )
  
  Before you start, learn the POH as good as you possibly can, eveything from checklist to emergency procedures.
  Learn the plane and cocpit layout intimately. I spent many hours blindfolded in the cocpits ....
  ( to much amusement for my fellow students, but the amusement was over when
  I was an instructor and they still being students... )
  
  You learn to steer the plane with your feet, and this can be harder than you might think..... split brakes and
  rather unprecise tracking of the small 152, makes you work hard in the beginning.
  This is a very important skill to master, as you will eventually see that good rudder control is the key to
  safe and efficient flying, so look far ahead and use the rudders, don`t "drive" the plane !
  
  Your first hops out in the practice aera with your instructor gives you hands on experience.
  When you master the fundamentals of climbs,descents, turns, straight and level, then you will return to the
  pattern where you will start practicing landings
  Now, this might seen like an impossible task in the beginning, but practice makes master...
  
  

  Nice and steady now.....smooth but firm inputs !	Flaring at just the right point is an art !

  
  Key elements for a good landing
• Control your airspeed !
  ( Learn to use the throttle and trim to precisely control airspeed )
  Whenever you change the trottle, you have to change the trim.
  When you want to slow down, ALWAYS maintain LEVEL flight, reduce throttle a little, apply up trim.
  When the speed is there, make sure that the plane is in trim.
  TRIM -TRIM - TRIM !!!!! ALWAYS TRIM THE PLANE !!!!
  
  
• Descending will require retrimming !
  The 152 / 172 / 172 RG will actually increase airspeed when you reduce throttle to enter a descent.
  The reason being that prop downwash will "push the " tail down when power is present. When it is gone,
  the nose will tilt downwards, decreasing angle of attack.
  So apply slight up trim after a descent is initiated to maintain airspeed
  ( The opposite happens when more power than needed for straight flight is applied :
  the plane slows down, so slight down trim is needed )
  It can sometimes lead to an elevator trim stall, wich you will practice later in stage 4.
  
  
• Stay ahead of the plane !
  In the 152 / 172, you will be at full power all the way up to downwind, so all you have to do is control the airspeed
  ( 70 kt )
  and centerline tracking ( looks good ) turning x wind at around 700 agl.
  Then as you enter downwind, you should be close to 1000 ft pattern altitude.
  Reduce power to about 2300 rpm, initial down trim and then complete the sweepcheck as soon as
  possible :
  Fuel on - Mixture rich - Carbheat on - Ignition on both - Master on - Primer locked - Seatbelts checked.
  
  Now you are all set to go before reaching the midfield downwind.
  Full phocus on drift and airspeed control are then much easier.
  Reduce rpm to about 2000, and start to slow down, while trimming the plane
  A very common error at this point, is to reduce power, then while not trimming,
  the plane descends and maintains airspeed.
  You arrive at Key Point 200 ft too low with too high airspeed .... not good !
  
  
• The landing is made or broken at the KEY POINT ( Abeam landing threshold )
  At this point, you should be at around 80 kt, be perfectly trimmed off, and at the right
  distance to the runway in realation to any Xwind.
  Reduce power to 1500 rpm, THEN flaps 10, and descend with 500 fpm
  If you are not stabilized at this point, the landing seldom becomes very nice....
  
• Turn base at the 45`point to the threshold, always..
  When you see the runway midway between the stabiliser and wing tip, the angle is about 45 `, and you should turn base.
  Altitude around 700 ft.
  The beauty of this is that in a strong tailwind, you will get to this point sooner, and with more altitude,
  witch is good...
  you need it into the strong headwind on final. Always avoid those loooong loooow finals witch you see way to often.
  Loose the engine,and you are in the woods....
  If everything looks good - 20 flaps at base turn, and adjust power and trim to maintain 70 kt and 500 fpm descent
  
  
• Slide onto final !
  You don`t have to bank 30 `onto the final, its much more easy to make a wide gentle turn onto the centerline.
  Keep 20 flaps and reduce speed gradually from 70 to 60 as you cross the threshold.
  Remember to keep a good lookout in the pattern, there could be planes on a long straight in final.
  
  
• Control altitude with power and airspeed with trim and yoke
  Since you are on the back side of the power curve
  ( where less power is needed to increase airspeed and vice versa .. ),
  it is VERY dangerous to try to correct low altitude with pitch up, as it will rapidly kill your airspeed
  ( and possibly you.. )
  
  
• Keep the plane on the centerline at all times !
  Makes it much easier to make a good controlled landing, when all you have to control is the flare.
  
  
• Look far forward, around where the windsock is.
  Learning to flare takes practice, so this you just have to try for yourself, just don`t overcorrect on final, be gentle !
  Look too close - and you loose directional control, and most likely flares too high
  Look to far away - and you run the risk of flying into the ground

Synnøve and I stranded at Georgetown due to WX.... Can`t complain though.. (-;	A good weather briefing is cool.. 1 - 800 WX BRIEF....

Crosswind correction
YES - you should land on ONE wheel if there is a crosswind, now forget about all you heard about coordinated flight....
Keep the nose alligned down the runway and use ailerons into the wind !
2 ways - sideslipping on final ( What I reccomend ) and crabbing final, followed by a quick sideslip manouver
Just remember to correct for crosswind, and keep flying the plane on the ground !

Sideslip = Longitudional axis alligned with direction of flight
Forward slip = Longitudional axis points away from driection of flight
( Usually away from the wind, ailerons into the wind )

When you are ready, you will be put up for a presolo progress test, also known as the P12.
Before that happens, your instructor will have you do a presolo written exam, questions about airspace,
aircraft systems; emergency procedures and more.

I did several progchecks like this, and know how stressful they can feel.
Yes you are evaluated on your ability to safely be on your own, and That is just the point also,
and not that you can fly super accurate.
Safety is the issue.
If you are well prepared and feel ready for it, you should have no problems.
There is an oral part, and a flight portion.
My emphasis was always these areas :
Emergency procedures / Aircraft systems / Stall - spin awareness / general aircraft control

Max concentration ... note the PAPI ... "red on white - your allright" "White on white - high as a kite " "red on red - your dead ! "	And... yes, did I forget to tell.... within 10 hours of flight, you will be spinning the 152....

A few elements on progress and skill tests....

• Everybody is nervous before a check ride, and it is perfectly normal !
• There will always be reasons for failure on a flight like this, but it is not the case to fail as many as possible.
  The examiner will look for your overall performance and safety as a pilot.
  ( Yes, he might yell a little, but will in general not fail you for a minor mistake )
  They are NOT there to "get you "
• In the US, everything you are being tested on, comes out of the PTS,
  and all flight procedures from the airplane flying handbook "
• Should it happen that you fail a test ( it happens .. ),
  you probably know it yourself, as you must have done something seriously wrong.....
• If you screw up something , go on and forget that, phocus on the remainder of the flight, overall performance counts.
• Keep scanning the panel, as many check pilots have looong fingers,
  and can do amazing things to your plane while you look somewhere else:
  You might suddenly have 10 flaps deflected, and it will really screw up your trim and airspeed....
• And try to relax as much as you can. On a check ride, consider yourself already passed the flight.....
  just one more flight to prove it !
  
• Here`s what I told all my students to do when showing up for a checkride ....
  The first impression is very important, whether you like it or not, so make sure you make a good one on the examiner ..
  - Gather all the paperwork and be absolutely sure that all is in order!
  - Then put the exact amount of money along with the papers inside the logbook:
  A small, but important detail, showing that you are well prepared.

And be well prepared ! Nothing is worse than a candidate showing up not being prepared. !

The first solo flight is truly something on it`s own, a very special experience, one you can look forward to !

Torgeir after his first solo !	Runup !

Phase 2
It consists of at least 10 hours dual and 10 hours solo and leads up to your first solo cross country flight
( Once more too few hours )

Don`t worry if you overfly some in this stage, as most people do it. It can be caught up later in the program.
This where you fly solo in the practice aera for the first time, and most students think this is pretty exiting,
as they leave the airport for the first time....
The aera is flat and looks deceptively uniform. Make sure you bring a small map of the aera, and that your instructor challenges you
with navigation , and situational awareness before this flight.
And of course that you are familiar with the "ultimate" rescue should you get lost.
Calling MYR app on 127,4 and requesting vectors back to Conway. Certainly not good for self confidence, but much better
than busting MYR class C airspace....

The Cross country flights consist of a huge amount of skill to learn, and I won`t get into that.... Bug your instructor...
Some elements though...

• Keep an organised cocpit !
• Get a good lapboard, with multiple pouches.
  Also consider a NAVBOARD, Clear plastic plates to put the map into, and can work wonders...
• Keep the DG aligned with the DG.....
• Keep the heading accurately.....( Not always easy )
• Keep track of progress by writing down times as you go
• Do not become too hung up on your checkpoints, read the map continously, as you may loose your waypoint.....
  I like to position the checkpoints 20 - 35 miles apart, then relying on mapreading or pilotage between points.
  If they are too close, you are going to be VERY busy trying to keep up with them, contious mapreading is actually
  less triring and more efficient.
• Learn the art of inflight planning and recalculation, as the real world is seldom like forecasted......
• Learn how to use the VOR / ADF before your first XC
• Know where the nearest airport is, in case of emergency
• I never flew intentinally below 5000 ft at night ( It is very dark down there.... )
• Keep everything on a leash at night, as things disappear into another dimension if you loose something.......
• A maglite around your neck works wonders ( I even used a headlamp during solo night xc with great success )
• Use ATC, they are there for you !
  
• And finally, always ask yourself : IS THERE SOMETHING I SHOULD BE DOING ? /
  WHAT IS GOIING TO HAPPEN NEXT ?
  
  You should never be "sleeping" while on a XC !

Yes, there are some very cold mornings in winter...	The beach is the best place to go at Myrtle beach..

You will do 2 XC`s with your instructor ( 1 day + 1 night ), then you are off on your own. Since you still are a student,
you will have to be endorsed for each xc.
NAIA signoff procedures also apply.

The first solo XC`s are very very satisfying and confidence building.
Look forward to it, as you will never forget the first ones...

Try to select the route to fly according to your own ability and confience.
My first XC was 5 hours long, with landing at KCAE, capital of South Carolina...
If you feel up for it / your instructor agrees, increase the difficulty of the flight for rapid learning..

When you are done with your xc flights, you are getting close to the PPL checkride, and some flights are spent reviewing
the manouvers as required.
You also take the Lasergrade test ( Computer knowledge test ) witch must be 70 % or better
( 75 % for jar fcl tests ) before the checkride

Short field landings and takeoffs / Soft field landings and takeoffs / Ground reference manouvers /
Slowflights / Stalls / Diversions ( Inflight flightplanning )

You may, or may not do your FAA PPL sheckride in phase 2 ( Many move into phase 3 )

Phase 3
This one is yours alone almost exclusively, solo xc is on the agenda !
The phase consists of at least 5 hours dual and 40 hours solo flight

Now, the demands are on the rise, and assuming that you have passed your PPL checkride,
you can initiate the flights when you are ready for it !
All in all, you MUST complete 36 hours of solo xc ( + the 5 dual and 2 solo flights to review ) before entering phase 4.

Be aware, that this is when you must be phocused, stay sharp, and work hard to maintain good progress :

• In order for a xc to be signed off, weather must be good enough ( + 5 nm visibilty and 3000 ft ceiling )
  all along the route of flight.
  This can be a problem, especially during spring, summer and early fall due to thunderstorms and low ceilings.
  Solution : Plan short xc`s that can be initiated and completed on short notice, should the unstable wx persist.
  Solution : Have xc`s preplanned in all directions, so that you can go where the WX is good
  
  
• Even if the wx seems crappy in the morning, ready the plane and planning if forecast looks OK
  Many a flight has been lost due to low morning cloud, when they break up, it`s too late if you are not ready !
  
  
• For the CPL, you must complete a long xc with one leg more than 250nm.
  This flight can easily add up to 7 - 8 hours flight,
  and the whole east coast should have good weather.
  Remember to leave at least 8 hours for this one, if you fly many short xc`s or you`l overfly on hours.
  Do this flight a the very first oppurtunity, as many a student has been halted for many weeks on this one !
  
  My long xc was 8 : 40 .....
  
  
• Challenge yourself !
  Do not take the path of least resistance, as you will learn far more by frequenting the larger, controlled airports.
  You are allowed to request instrument approaches on a VFR plan. If you have good experience on the flightsim, and
  have consulted your instructor, you might want to try a vectored ILS ? ( use localizer only if no GS in the plane )
  I did that alot !
  
• Consider using a 152 instead of the 172
  Many times, it is hard getting a 172 for a long block time, while 152`s abound...
  Will give you more xc hours for less money. Most of my flights were in the 152, even the long one, careful planning
  makes it possible, and you`ll fly slower and cheaper....

And when you are out there...

• Stay cool, and thrust yourself, the planning and the plane
• If you are unsure of what ATC means, ASK !
• Even if you told APP your intentions, tell TWR too, as they don`t always commuicate with each other....
• Use all available means including VOR / ADF to update your position, at all times
  Many use a small GPS as backup, and it is fine as long as you don`t use it as primary navigation aid..
  It should only be used as reference and in emergency.
• Be very careful if facing convective weather. Spring / summer can build thunderstorms in minutes, so be
  careful when those CU`s grow bigger...
• NEVER fall for the temptation of "scud running" flying under lowering cloud cover to get home:
  IT IS VERY VERY DANGEROUS !
• Remember that FLIGHTWATCH on 122.0 can be reached anytime for weather updates inflight.
  I used it many times, and it is a great help !
• Never cruise below 5000 ft at night !

When you are getting close to the end of this phase, there are going to be a new progress test, the 2313....
TIP : There are 2 dual XC`s in this phase, so consider doing 1 before you start your solos, then save 1 until right
before the progcheck, so that any "bad habbits " can be straightened out !

You will be alone for long periods of time during this phase, this makes for a great opportunity to see some very cool places
and also to enjoy a little more freedom from the more rigorous dual flights.

So look forward to these flights, as they are some of the best you will get during your training.
Enjoy !

Must go places :

• First flight, or Kittyhawk. Further explanation should be unecceseary for the flight crazy.....
• Asheville, for the most beautiful nature in the aera , My favorite !
• Hilton head, for some beach cruising...
• Charlottesville on your long xc...
• Monks Corner, just very nice...

And for later when you do your SPIC`s ( Not allowed solo... for a good reason....)

• Atlanta hartsfield, the busiest airport in the world...
• Charlotte, NC, busy class B

Enjoy and have fun, but remember that it is up to you how fast this phase is done,
as the instructor takes on a scondary role.

Phase 4
It consists of at least 55 hours IFR, 50 hours SPIC, and in addition about 60 hours that are to be used for the
so called NON - TOM training, not part of the JAR FCL training, but covers the FAA spesific stuff like CFI; CFII; CPL
Key word is instrument or IFR flight for this phase !

IFR means that you fly on an instrument flight plan, guided ny ATC.
SPIC ( Student Pilot In Command ) means that you, the student will do all the work in the plane,
the instructor is only there to watch and safeguard against total loss of control....most SPIC should be flown
as IFR XC

Phase 4 is a very large and demanding phase, and you will start your instrument training, your CPL, the instructor
training and also practicing the peculiar manouvers for the CPL checkride.

By now you should have around 100 hours in the air, and feeling pretty confident in the plane !
Gone is the happy days of solo xc`s where you could do more or less what you wanted to....
.... for long periods of time your instructor will bug you with the slightest deviation,
and all you will see is the inside of your hood - the view limiting device that simulates
"in the clouds" flight ( If it`s not cloudy though... ). This period is for many the hardest part of all, as learning to fly on
instruments is hard work, both in the air, but also to learn and understand the theory behind it
But the effort you put into it, will be well worth in the end.

Cruising at 10000 ft, then descending into the solid clouds over the appalacian mountains, Shooting the ILS 34 to Asheville (KAVL ) right down to minimums 200 ft above the ground... Synnøve skillfully at the controls !	Approach from solid IMC into Savannah, GA Can you see the runway ahead ?... ...we are only seconds from touchdown I am flying, and boy, do I have to concentrate..

When you fly in actual instrument conditions, there is no room for error and poor decisions.
You face an environment so strange, beautiful and potentially very dangerous,
that it has the potential to change the way you look at life itself forever.

Never before have your life depended so much on your skill and sound decisions,
once in the "soup" there is no turning back.....
The satisfaction of being able to safely fly in bad weather, shoot the approach and come out of the clouds to find the
airport right in front of you is unreal........you just have do it to understand.....

So beautiful, so peaceful ....

	Like another world up there ..... one you never want to leave.....

For many, the entry into a flight school started with a dream, and please, keep this dream alive during your training.....

It might seem like a strange statement, but it is a fact that there will be moments when you doubt your
sanity for choosing to be a pilot.....

Many get the feeling during their instrument training, that struggle and an ever picking instructor will bug you forever.
You may feel way behind the plane at times, and what used to be great fun, is not cool anymore......
You may not get this sensation, just be aware that in case,
it is very common, is fully acceptable and normal to feel that way !

It is a tremendous amount of knowledge and skill to digest during a very short timespan, that`s just the way it is...
So stay with it, work hard, and NEVER fall into the temptation of escape "sliding away ",
avoiding flights and falling behind the schedule.... I`ve seen it too often...

So know that the initial instrument training is a bottleneck in your training, maybe the hardest of them all -
PUSH TROUGH IT !

• After you complete the instrument progress test, you can start your SPIC flights, look forward to
  some superb IFR XC`s
• You can choose from a wide range of airports, so pick the ones of your choiche and have a ball !
• It is your reward to look forward to while in the initial instrument training - 50 hours of great flying !

Please, do not spend the SPIC hours on the Conway triangle - but go out there and gain priceless experience on IFR XC !
Avoid too many touch and goes, make regular full stop landings at controlled airports.
I have seen students with 200 hours, who never have picked up an IFR clearance on the ground,

just touch and goes are not good !

After about 40 hours of instrument training, you will face the 2.nd checkride in your training, the Instrument checkride
When completeing the 50 hours of SPIC, the greater part of JAR FCL phase 4 is over, as single engine is concened

You are drawing close to the end ofthe whole program, here is a quick look at the last period:

FAA commercial ( CPL )
THere are some great differences between the FAA and JAR CPL checkride
While both the JAA and FAA will test you on stalls, steep turns and emergency procedures, the FAA checkride
consist of some pretty cool ( and demanding ) manouvers.

• The chandelle
  This manouver is basically a climbing 180`turn where maximum height gain is the objective.
  You start of at around 105 kt, and banking 30` while starting to pitch up about 13 ` .
  Keeping the bank and pitch until you have turned 90.
  Then slowly roll out, timing it to have wings level and being just above stalling speed ( VS1 )
  the pitch must be kept constant, and as airspeed bleeds off, more backpressure is required.
  Very important to use the rudders, especially on a left chandelle, as it is the hardest one .....
  
  The manouver is pretty hard to do, as the plane might stall....and spin .....
  Timing is the issue, and here are a few tricks
  - Use the Airspeed indicator to check your pitch, it should fall off nice and slow. Too fast; ease off backpressure
  too slow, pull back some more !
  - Look outside to orient yourself
  
  
• The Lazy eight
  You are making a figure of eight over the ground, while climbing and descending slowly.
  Looking from above, it looks like a figure eight, looking from the side, it looks like a bowl,
  High on the sides, and low in the center
  Smoothness and coordination is the key words and it takes time to master, as you are constantly
  changing pitch / roll / yaw.
  
  Most people have some trouble with either the chandelle or the lazy eight.....for reasons I don`t know ...!
  
  
• Eights on pylons
  You are making a figure of eight over the ground, while climbing and descending, trying to keep a line of
  sight down the wing on a pylon on the ground......
  
  Now, this is a cool one...... many hate it and few really understand what happens in the initial training...
  You just have to try it......
  ......let`s see: pylon moving behing - climb to wait.........pylon moving ahead - down to catch.....fun !
  
  
• Power off accuracy
  My favorite ! You close the throttle abeam the landing threshold ( key point ), select a point, and land
  not further than 200 ft away.
  You are now a glider, and only have one shot at it....
  
  Hard manouver ! Just remenber that you always lands a little shorte than it looks, so careful about
  using your flaps and gear too soon...
  
  Then there are some more that you will learn about soon enough ....hihihi..(-:
• Descending spiral
• Short field landing
• Soft field landing

Power on stall, just before it breaks....	"Pull all the way back, kick the rudder through the floor, and this is what you get......" Douglas Titze during a spin to the right..

Tips for the CPL training.
- Most of the training flights for the CPL are done outside your NEAR training ( NON TOM )
- Your checkride will be in the 172 RG, and save those hours until shortly before the ride, because it is quite different
from the 172
- Fly some of the CPL flights from the right seat, this is how the CFI flights will be done, and you are prepared.
- You need 250 hours for your CPL checkride, and sometimes it seems like
you are walking in glue towards this number:
The reason is that you fly alot of dual hours, including multi. Lack of planes, and busy instructors
( especially CFI training ) and time drags on.

This tip can speed up your training several weeks : Go ahead and buy yourself 152 hours enough to get to 250.
so you can start the checkrides. Often it is not more than 5 - 10 hours that is needed.
It will free up your resources, and you don`t have to do all 4 remaining checkrides in one week ( as some have done )
The first 2 - the PPL and IRA comes naturally, but after that everything is halted by the 250 hour mark
You can not do ME/CFI/CFII before the CPL is done

...... I did that....

Multi engine
Coming soon

CFI
Coming soon

CFII
Coming soon

Where to go after graduation at NAIA
Coming soon

The distant learning program
Like before stated; the distant learning program covers the JAA ground school syllabus for the JAR ATPL written exams.
There are 14 exams, and there are 4 testing sessions each year, administered by the national CAA.
Session sample here - Evaluation of the may exams here

Make no mistake about it .... getting through the 14 exams is the "crux" of the climb towards your JAA CPL license.
Many bright students have failed several exams despite serious preparation, so prepare well,
it`s tough, but well worth the effort in the end.
OK, this is how I struggled through it.....

First I must say that I was a kind of trailblazer on the program, the first to do every single online exam.
It was tough, it was sometimes agonizing and I felt terribly alone at times.....confused on what to study up on,
confused by the content of the exams, but still I never ever had any doubt on my ability to knock the suckers down....
..... and I did, passed 45 of the 48 progress test at first try, the remaining 3, I passed after retake.
I remember how I hated to push that "submit" button, and waiting the few agonizing moments
before the result popped up...
The progress tests was pretty hard, and only a few of them I was sure to pass, the rest......o`lala scary....

Dreaming about the day when I pushed that damned "submit " button for the last time....
I had a love/hate relationship with that button......

You need 75 % to pass and I ended up in the high 80`s average, witch is hard enough...

I like to work hard, figure out systems on my own, and usually can teach myself just about anything.
So a distant learning program suited me just fine, and I hardly needed any tutoring at all:
It ( The distant learning program ) was by no means perfect, but I got throught it with the flag flying high.
You, as a new student will experience a more streamlined and proofread programme, and should face few problems:

I had the "privilege" of reading the FAA ( US ) part of the theory first, then starting on the distant learning program:
It made it easier for sure...
New students will have to split attemtion between the tutored FAA theory, and the JAA distant learning program.
Although covering the same broadscale subjects, the JAA style questions are much more detailed and intricate.
Concentrate on the progress tests, and the FAA theory will follow easily.....

And be very aware on how easy it is to fall behind on your testing schedule.
Note that you will have to be VERY phocused and determined to succeed in a program, where self disipline is everything....

• Each online progress test has 20 questions, and a time limit of around 41 minutes.
• Multiple choiche ( like all exams you will take in avaition.. ) 4 alternatives
• You can fail 5 questions on each test max.
• After you are done with each exam, you submit online and can view the result instantly...
• Ideally, one test each week is the reccomended progress rate
• 48 tests all in all
• Primary learning aid is the 14 textbooks
• Secondary learning aid is the computer based ( CBT ) interactive tool
• "Supposed " to be a closed book exam.
  Many use the books while taking the test, but not really reccomended, as you just fool yourself....

.... Wanna pass your JAA exams...? ........ OK then... work HARD with the JAA stuff....

..... Cause I know .....

The following ( in Norwegian ) is sent to me by NEAR to highlite the most important changes
to the distant learnig program as it is today.

*Ingen elever som sender mail til Head of Training eller Chief Ground Instructor venter mer enn maks en arbeidsdag på svar

*Nye, kompetente faglærere som svarer på spørsmål er knyttet opp til de nye klassene
(jobber med å få dem knyttet til de gamle klassene).

*De nye klassene får en hel intro dag her før avreise til USA hvor det b.la. får opplæring i bruk av CBT
og distance learning systemet.
Dem får også med seg en perm som innholder den komplette studyguiden med detaljert plan for lesing,
cbt, sa tests og så til slutt prog. test. I denne permen ligger også testing schedule med dato for hver av de 48 prog testene.

*CGI følger opp at testing schedule blir fulgt minst en gang i måneden og kontakter personlig elever som faller bak i progresjonen med spørsmål om vi kan hjelpe med noe

*Nordian har kommet med helt nye bøker i et mindre mer håndterlig format som er oppdaterte faglig og har fargeillustrasjoner.
Nye studyguides til disse blir publisert i disse dager.

*Nordian har lansert betaversjon av en interaktiv spørsmåls CD for eksamenstrening,
fullversjonen av denne er klar til distribuering til alle fase fem elever fra nyttår av.

*Av 5 elever som var på teori klasserom i sommer så passerte to alle fag på første forsøk på eksamen.
2 manglet noen få prosent i et par pag og en strøk i en del fag men ikke med så mange prosent,
alle var enig i at klasseromsundervisnongen var til god hjelp.