SAQA All qualifications and part qualifications registered on the National Qualifications Framework are public property. Thus the only payment that can be made for them is for service and reproduction. It is illegal to sell this material for profit. If the material is reproduced or quoted, the South African Qualifications Authority (SAQA) should be acknowledged as the source.
SOUTH AFRICAN QUALIFICATIONS AUTHORITY 
REGISTERED UNIT STANDARD THAT HAS PASSED THE END DATE: 

Pilot a multi-engine aeroplane 
SAQA US ID UNIT STANDARD TITLE
243336  Pilot a multi-engine aeroplane 
ORIGINATOR
SGB Aerospace Operations 
PRIMARY OR DELEGATED QUALITY ASSURANCE FUNCTIONARY
-  
FIELD SUBFIELD
Field 10 - Physical, Mathematical, Computer and Life Sciences Physical Sciences 
ABET BAND UNIT STANDARD TYPE PRE-2009 NQF LEVEL NQF LEVEL CREDITS
Undefined  Regular  Level 5  Level TBA: Pre-2009 was L5  4 
REGISTRATION STATUS REGISTRATION START DATE REGISTRATION END DATE SAQA DECISION NUMBER
Passed the End Date -
Status was "Reregistered" 		 2018-07-01  2023-06-30  SAQA 06120/18 
LAST DATE FOR ENROLMENT LAST DATE FOR ACHIEVEMENT
2024-06-30   2027-06-30  

In all of the tables in this document, both the pre-2009 NQF Level and the NQF Level is shown. In the text (purpose statements, qualification rules, etc), any references to NQF Levels are to the pre-2009 levels unless specifically stated otherwise.  

This unit standard does not replace any other unit standard and is not replaced by any other unit standard. 

PURPOSE OF THE UNIT STANDARD 
This unit standard will enable learners to fly a multi-engine aeroplane in all phases of flight. They will also be able to fly the aeroplane with one engine inoperative in order to provide them with the necessary competencies should such a situation occur. The competencies in this unit standard will also enable a learner to act in compliance with Civil Aviation Authority (CAA) or Military Aviation Authority (MAA) Regulations and apply safe flying practices. This unit standard will benefit learners within the arena of commercial piloting.

A person credited with this unit standard will be able to:
  • Identify the effects of failure of an engine on the control and performance of a multi-engine aeroplane.
  • Taxi a multi-engine aeroplane.
  • Plan for flight in a multi-engine aeroplane.
  • Perform take-off in multi-engine aeroplane.
  • Fly a multi-engine aeroplane.
  • Manage engine failure during flight. 
    		•

    LEARNING ASSUMED TO BE IN PLACE AND RECOGNITION OF PRIOR LEARNING 
  • Mathematics at NQF Level 4.
  • Physical Science at NQF Level 4.
  • Communication at NQF Level 4.
  • The learner will have demonstrated the ability to pilot single-engine aeroplanes by day and by night. 
    		•

    UNIT STANDARD RANGE 
    The typical scope of this unit standard:
  • Assessment of the learner shall be conducted in compliance with CAA/MAA Regulations and in accordance with safe flying practice.
  • Assessment of the learner shall be conducted without the use of an Automatic Pilot System.
  • The aeroplane and its systems shall be operated within the limitations and recommendations expressed in the Aircraft Flight Manual (AFM) /Pilot Operating Handbook (POH).
  • Assessment of the learner must be conducted in Visual Meteorological Conditions (VMC), under Visual Flight Rules (VFR) by day and by night.
  • Good airmanship appropriate to the level of the unit standard should be demonstrated for all outcomes. Additional elements of airmanship specific to outcomes are indicated in range statements within assessment criteria.
  • Assessment of the learner shall be conducted in a propeller-driven, multi-engine aeroplane, excluding an aeroplane with centre-line thrust.
  • Assessment of the learner in emergency and abnormal operations shall be conducted using simulated emergency and abnormal situations. If a suitable simulator is available, use of the simulator is preferred.
  • Assessment of the learner in simulated emergencies should be terminated at a point where successful outcome can be judged, and safe recovery to normal conditions can be achieved.
  • Assessment of the learner shall include at least 3 take-offs and landings, including:

    > At least one take-off in which engine failure is simulated before V1.
    > At least one take-off in which engine failure is simulated after V1.
    > At least one landing with the critical engine (simulated) inoperative.
    > At least one landing with the critical engine (simulated) inoperative, at night.
    > Note: If the aeroplane provided for the assessment does not have data to compute V1,VR shall be substituted for V1.
  • Assessment of the learner shall be conducted with the learner flying by visual reference.
  • Learners are expected to use proper and effective visual scanning techniques to clear the area before and while performing manoeuvres.
  • Tolerances:

    > The assessor shall make allowance for environmental conditions and the handling qualities and performance of the type of aircraft.
    > Assessors should not over emphasize staying within the tolerances at the expense of smooth flying.

    > General flight tolerances: all engines.

    > General Flying: ± 5 ° heading, ± 5 kts IAS, ± 50 ft altitude.
    > Turns: ± 10 °, ± 10kts, ± 100 ft, ± 10% of correct time for turn.
    > Aircraft is balanced to within ¼ of the balance ball.
    > Aircraft is trim, except for transient manoeuvres.

    > General flight tolerances: one engine inoperative.

    > General Flying: ± 10 ° heading, ± 10 kts IAS, ± 100 ft altitude.
    > Turns: ± 10 °, ± 10kts, ± 100 ft, ± 10% of correct time for turn.
    > Aircraft is balanced to within ½ of the balance ball.
    > Aircraft is trim, except for transient manoeuvres. 
    		•

    Specific Outcomes and Assessment Criteria: 

    SPECIFIC OUTCOME 1 
    Identify the effects of failure of an engine on the control and performance of a multi-engine aeroplane. 
    OUTCOME NOTES 
    This specific outcome shall be assessed prior to in-flight operations. 

    ASSESSMENT CRITERIA     

    ASSESSMENT CRITERION 1 
    Forces and moments acting on a multi-engine aeroplane are explained on failure of one engine. 

    ASSESSMENT CRITERION 2 
    Factors affecting control of the aeroplane are explained on failure of one engine. 
    ASSESSMENT CRITERION RANGE 
    Factors include but are not limited to:
  • Forces and moments.
  • Aeroplane response: yaw, roll, pitch.
  • Aeroplane: configuration; mass; centre of gravity position; design.
  • Control response: control surfaces; configuration; propeller.
  • Minimum control speeds: Vmc; Vmca defined conditions.
     
    		•

    ASSESSMENT CRITERION 3 
    One engine failure is explained in terms of its impact on an aeroplane's performance. 
    ASSESSMENT CRITERION RANGE 
    Impact includes but is not limited to:
  • Performance measures.
  • Performance losses.
  • Optimising performance after failure of an engine.
    One engine failure includes the effect of one engine inoperative on centre line thrust.
     
    		•

    SPECIFIC OUTCOME 2 
    Taxi a multi-engine aeroplane. 
    OUTCOME NOTES 
    During assessment, the emphasis should be placed on the differences between taxi-ing a multi-engine aeroplane versus a single-engine aeroplane. 

    ASSESSMENT CRITERIA     

    ASSESSMENT CRITERION 1 
    The planned taxi path is maintained while taxi-ing the aeroplane. 
    ASSESSMENT CRITERION RANGE 
    Maintain refers to but is not limited to:
  • Lookout.
  • Direction.
  • Speed.
  • Inertia.
  • Ground clearance.
  • Size of aeroplane in relation to position of obstacles.
     
    		•

    ASSESSMENT CRITERION 2 
    Changing direction of the aeroplane is demonstrated by making use of differential power. 
    ASSESSMENT CRITERION RANGE 
    Changing direction also refers to the turning of the aeroplane.
     

    ASSESSMENT CRITERION 3 
    An aeroplane is controlled and managed during a simulation of a failed engine. 
    ASSESSMENT CRITERION RANGE 
    Failed engine management includes but is not limited to:
  • Directional control.
  • Stopping.
     
    		•

    ASSESSMENT CRITERION 4 
    Aeroplane systems are managed while taxi-ing the aeroplane. 
    ASSESSMENT CRITERION RANGE 
    Manage includes but is not limited to:
  • Performing checks according to AFM/POH.
  • Conduct fuel crossfeed checks.
  • Maintaining symmetric power except to counter crosswinds.
     
    		•

    SPECIFIC OUTCOME 3 
    Plan for flight in a multi-engine aeroplane. 
    OUTCOME RANGE 
    Flight may refer to but is not limited to a commercial flight, military flight and a VFR flight. 

    ASSESSMENT CRITERIA     

    ASSESSMENT CRITERION 1 
    Take-off is planned according to operational objectives. 
    ASSESSMENT CRITERION RANGE 
    Planning may include planning of:
  • Required distances: take-off; accelerate-stop and accelerate-go.
  • Available distances: runway; stopway; clearway.
  • Critical speeds.
  • Required and achievable climb gradients.
  • Conditions: density altitude; runway; wind; aeroplane mass.
     
    		•

    ASSESSMENT CRITERION 2 
    En-route and diversion segments are planned to meet operational objectives. 
    ASSESSMENT CRITERION RANGE 
    Planning may take into account the following:
  • Single-engine ceiling.
  • Terrain clearance altitude.
  • Fuel requirements.
  • Diversion airports: critical points calculation.
  • Weather.
     
    		•

    ASSESSMENT CRITERION 3 
    Landing is planned to conclude the final phases of flight. 
    ASSESSMENT CRITERION RANGE 
    Planning may take into account the following:
  • Required and available landing distances.
  • Conditions: pressure altitude; wind; runway surface; aeroplane mass.
  • Maximum landing mass.
  • Weather.
     
    		•

    ASSESSMENT CRITERION 4 
    Aeroplane mass and balance is determined in line with aeroplane's operating limitations. 

    SPECIFIC OUTCOME 4 
    Perform take-off in multi-engine aeroplane. 
    OUTCOME RANGE 
    Take-off conditions may include but are not limited to:
  • Crosswind.
  • Short-field.
  • Rough surface.
  • Soft surface.
  • Contaminated surface.
  • Engine inoperative (simulated).
  • Wake turbulence avoidance.
  • Adverse weather. 
    		•

    ASSESSMENT CRITERIA     

    ASSESSMENT CRITERION 1 
    Aeroplane is prepared for take-off. 
    ASSESSMENT CRITERION RANGE 
    Preparation of the aeroplane for take-off includes but is not limited to:
  • AFM/POH recommended checks and procedures.
  • Crew briefing: critical speeds; contingency planning.
     
    		•

    ASSESSMENT CRITERION 2 
    Take-off is performed under prevailing or simulated conditions. 
    ASSESSMENT CRITERION RANGE 
    Take off refers to normal and short-field take-offs.
     

    ASSESSMENT CRITERION 3 
    The take off performance of an aeroplane is controlled and managed during a simulated emergency before and after V1. 
    ASSESSMENT CRITERION RANGE 
    Control and management include but is not limited to:
  • Recognition of emergency.
  • Crew briefing.
  • AFM/POH recommendations.
  • Directional control.
  • Stopping: on runway (stopway may be utilised).
  • Control: flightpath; speed.

    Emergency includes but is not limited to:
  • Engine failure.
  • Engine fire.
  • Burst tyre.
  • Bird strike.
     
    		•

    SPECIFIC OUTCOME 5 
    Fly a multi-engine aeroplane. 
    OUTCOME NOTES 
    Aeroplane performance may preclude level or climbing flight with one engine inoperative. After initial management of the engine failure, the effects on performance of the inoperative engine shall be simulated with a zero-thrust setting. 

    ASSESSMENT CRITERIA     

    ASSESSMENT CRITERION 1 
    Normal flight is conducted within general flight tolerances. 
    ASSESSMENT CRITERION RANGE 
    Normal flight includes but is not limited to:
  • Straight and level flight.
  • Climbing and descending flight.
  • Turning flight with angle of bank less than 30º.
  • Climbing and descending turns.
  • Symmetric thrust.
  • Asymmetric thrust.
  • Flying with various configurations and changing configuration.
  • Changing airspeeds and flying at a range of airspeeds between minimum safe speed and maximum cruising speed.
  • Propeller synchronisation.
     
    		•

    ASSESSMENT CRITERION 2 
    Airport operations are performed in line with operational objectives. 
    ASSESSMENT CRITERION RANGE 
    Airport operations include but are not limited to:
  • Circuits.
  • Landings.
  • Approach and departure procedures.
  • Simulated engine failure at different positions in traffic pattern.
  • Nomination and consideration of asymmetric decision height.
     
    		•

    ASSESSMENT CRITERION 3 
    Steep turns are performed within aeroplane limitations. 
    ASSESSMENT CRITERION RANGE 
    Steep turns are to be performed with symmetric thrust only.
     

    ASSESSMENT CRITERION 4 
    Approach to stall and stall avoidance and recovery techniques are demonstrated with symmetric thrust only. 
    ASSESSMENT CRITERION RANGE 
    Stall and recovery includes but is not limited to:
  • Height loss minimisation.
  • Power/thrust application.
  • Recovery speed.
     
    		•

    ASSESSMENT CRITERION 5 
    Power-off descent and simulated forced landing is demonstrated within aeroplane limitations. 
    ASSESSMENT CRITERION RANGE 
    Power-off descent and simulated forced landing includes but is not limited to:
  • Glide speed.
  • Drag control.
  • Field selection.
  • Flight path.
     
    		•

    ASSESSMENT CRITERION 6 
    Critical speed or Vmca is demonstrated during flight. 
    ASSESSMENT CRITERION RANGE 
    Recovery shall commence at the first to occur of: (a) loss of directional control or (b) stall symptoms.

    Critical speed or Vmca demonstration includes but is not limited to consideration of:
  • Safety checks.
  • AFM/POH recommended techniques.
  • Control inputs: rudder and aileron.
  • Loss of directional control.
  • Recovery: live engine only.
     
    		•

    SPECIFIC OUTCOME 6 
    Manage engine failure during flight. 
    OUTCOME RANGE 
    The simulated engine failure may be introduced at any stage of the assessment. For safety reasons, if the assessment is carried out in an aeroplane certified under FAA/JAR Part 23, engine failure in-flight should always be simulated above Vmca or where published Vsse. 

    ASSESSMENT CRITERIA     

    ASSESSMENT CRITERION 1 
    Aeroplane is controlled during flight. 
    ASSESSMENT CRITERION NOTES 
    Aeroplane performance may preclude maintenance of altitude. 
    ASSESSMENT CRITERION RANGE 
    Control includes but is not limited to:
  • Airspeed.
  • Flight path.
  • Attitude.
     
    		•

    ASSESSMENT CRITERION 2 
    Engine failure is managed during a simulation. 
    ASSESSMENT CRITERION RANGE 
    Engine failure should be simulated and shut down should be demonstrated with touch drills.

    Management includes but is not limited to:
  • Recognition.
  • Restart or shutdown.
  • The use of checklists where required.
     
    		•

    ASSESSMENT CRITERION 3 
    Operating engine(s) is managed in accordance with AFM/POH and within engine operating limitations. 

    ASSESSMENT CRITERION 4 
    Contingency plan is activated in accordance with prevailing conditions. 
    ASSESSMENT CRITERION RANGE 
    Conditions include but are not limited to:
  • Aeroplane performance.
  • Diversion airport availability.
  • Fuel status.
  • Weather.
  • Nature of engine failure.
  • System status.
  • ATS communication.
     
    		•

    ASSESSMENT CRITERION 5 
    Aeroplane systems are managed during a real or simulated flight. 
    ASSESSMENT CRITERION RANGE 
    Aeroplane systems include but are not limited to:
  • Fuel system.
  • Inoperative/alternative systems.
     
    		•


    UNIT STANDARD ACCREDITATION AND MODERATION OPTIONS 
  • Anyone assessing a learner or moderating the assessment of a learner against this unit standard must be registered as an assessor with the relevant ETQA in accordance with the current ETQA regulations.
  • Any institution offering learning that will enable the achievement of this unit standard must be accredited as a provider with the relevant ETQA.
  • Other ETQA's who have a Memorandum of Understanding with the relevant ETQA would be responsible for moderation of learner achievements of learners who meet the requirements of this qualification. 
    		•

    UNIT STANDARD ESSENTIAL EMBEDDED KNOWLEDGE 
  • Vectors, forces and moments; Newton's laws.
  • Aerodynamics of flight and aeroplane controls.
  • Operation of aeroplane engines and propellers.
  • Environmental factors affecting aeroplane performance.
  • Interpretation of graphs and tabulated data.
  • Definitions of critical speeds.
  • Aeroplane technical knowledge: general and type-specific. 
    		•

    UNIT STANDARD DEVELOPMENTAL OUTCOME 
    N/A 

    UNIT STANDARD LINKAGES 
    N/A 


    Critical Cross-field Outcomes (CCFO): 

    UNIT STANDARD CCFO IDENTIFYING 
    The learner is able to identify and solve problems in which responses display that responsible decisions using critical and creative thinking have been made by:
  • Successfully managing the consequences of engine failure at any stage of the flight.
  • Considering available options under the prevailing circumstances following the engine failure, selecting the best option and implementing that option. 
    		•

    UNIT STANDARD CCFO WORKING 
    Work effectively with others as a member of a team, group, organisation or community by:
  • Communicating with ATC and other aircraft. 
    		•

    UNIT STANDARD CCFO ORGANISING 
    Organise and manage oneself and one's activities responsibly and effectively by:
  • Plan ahead.
  • Compliance with applicable legislation.
  • Appropriate checks and procedures are performed.
  • Checklists are used where appropriate.
  • Command ability and manoeuvring the aeroplane within its limits in order to achieve the desired outcome. 
    		•

    UNIT STANDARD CCFO COLLECTING 
    Collect, analyse and critically evaluate information by:
  • ATSU communications are responded to. 
    		•

    UNIT STANDARD CCFO COMMUNICATING 
    Communicate effectively using visual, mathematical and/or language skills in the modes of oral and/or written persuasion by:
  • Radio and cockpit communication is in accordance with standard procedures and phraseology to ensure clarity and brevity of communication is achieved.
  • Communication is maintained with ATS, passengers and crew. 
    		•

    UNIT STANDARD CCFO SCIENCE 
    Use science and technology effectively and critically, showing responsibility towards the environment and health of others by:
  • Proper and effective visual scanning techniques are used to clear the area before and while performing manoeuvres by visual reference.
  • Operation of the aeroplane and its systems in accordance with the AFM/POH.
  • Prompt corrective action is taken when tolerances are exceeded.
  • The aeroplane is flown in such a way that tolerance exceedences are kept to a minimum. 
    		•

    UNIT STANDARD ASSESSOR CRITERIA 
  • Assessors must be competent in the outcomes of this unit standard.
  • To be appropriately authorised by a relevant military or civil authority. 
    		•

    REREGISTRATION HISTORY 
    As per the SAQA Board decision/s at that time, this unit standard was Reregistered in 2012; 2015. 

    UNIT STANDARD NOTES 
  • Learners who are not competent in the language proficiency standard for ICAO defined operational English at ICAO level 4 will find it difficult to meet licensing requirements.
  • Numerous studies indicate that many accidents have occurred when the pilot has been distracted during critical phases of flight. To strengthen this area of pilot training and evaluation, the assessor shall provide a realistic distraction during the flight portion of the practical test. This will give the assessor a positive opportunity to evaluate the learner's ability to divide attention both inside and outside the cockpit while maintaining safe flight.
  • The information contained in this unit standard does not supercede any information contained in manufacturer's instructions or any law. 
    		•

    QUALIFICATIONS UTILISING THIS UNIT STANDARD: 
      ID QUALIFICATION TITLE PRE-2009 NQF LEVEL NQF LEVEL STATUS END DATE PRIMARY OR DELEGATED QA FUNCTIONARY
    Elective  58023   National Diploma: Aircraft Piloting  Level 5  NQF Level 05  Passed the End Date -
    Status was "Reregistered"     		 2016-12-31  TETA 


    PROVIDERS CURRENTLY ACCREDITED TO OFFER THIS UNIT STANDARD: 
    This information shows the current accreditations (i.e. those not past their accreditation end dates), and is the most complete record available to SAQA as of today. Some Primary or Delegated Quality Assurance Functionaries have a lag in their recording systems for provider accreditation, in turn leading to a lag in notifying SAQA of all the providers that they have accredited to offer qualifications and unit standards, as well as any extensions to accreditation end dates. The relevant Primary or Delegated Quality Assurance Functionary should be notified if a record appears to be missing from here.
     
    NONE 


    All qualifications and part qualifications registered on the National Qualifications Framework are public property. Thus the only payment that can be made for them is for service and reproduction. It is illegal to sell this material for profit. If the material is reproduced or quoted, the South African Qualifications Authority (SAQA) should be acknowledged as the source.