The important thing to remember when gathering evidence is that the more evidence the better - that is, the more evidence you gather to demonstrate your skills, the more confident an assessor can be that you have learned the skills not just at one point in time, but are continuing to apply and develop those skills (as opposed to just learning for the test!). Furthermore, one piece of evidence that you collect will not usualy demonstrate all the required criteria for a unit of competency, whereas multiple overlapping pieces of evidence will usually do the trick!
From the Wiki University
What evidence can you provide to prove your understanding of each of the following citeria?
Operate a multi-engine aeroplane in all phases of flight |
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Completed |
Evidence:
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Normal operations of multi-engine aeroplane type on the ground and in flight are conducted in accordance with the aircraft flight manual (AFM), pilot’s operating handbook (POH) and company operating procedures |
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Completed |
Evidence:
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Asymmetric operations for all phases of flight are anticipated and contingencies are planned |
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Completed |
Evidence:
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Plan of action is self-briefed or briefed to crew members to ensure safest outcome in asymmetric operations |
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Completed |
Evidence:
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Manage engine failure/malfunction in flight |
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Completed |
Evidence:
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Control of aeroplane is maintained and/or regained during implementation of emergency response procedures |
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Completed |
Evidence:
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Failed/malfunctioning engine is identified and confirmed |
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Completed |
Evidence:
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Power set on serviceable engine/s and aeroplane configuration is adjusted to achieve desired aeroplane performance |
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Completed |
Evidence:
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Failed/malfunctioning engine is managed |
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Completed |
Evidence:
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Indicated airspeed is maintained above minimum controllable airspeed (Vmca) |
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Completed |
Evidence:
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Air traffic control (ATC) or another agency capable of assistance is advised of situation and intentions |
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Completed |
Evidence:
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Recovery or diversion to appropriate aerodrome is evaluated and conducted |
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Completed |
Evidence:
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Manage engine failure/malfunction after take-off |
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Completed |
Evidence:
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Engine failure/malfunction is managed after take-off while control of aircraft flight path is maintained |
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Completed |
Evidence:
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Initial climb not less than best engine out angle of climb speed (VX) or best engine out rate of climb speed (VY) until clear of obstacles, then VY is maintained |
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Completed |
Evidence:
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Perform rejected take-off |
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Completed |
Evidence:
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Take-off is aborted prior to speed beyond which take-off can no longer be safely aborted (V1)or at a decision point during take-off where abort procedure can be initiated and aeroplane stopped on remaining runway/stopway |
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Completed |
Evidence:
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Power is reduced smoothly and promptly |
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Completed |
Evidence:
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Spoilers, prop fine/reverse, thrust reverse, wheel brakes and other drag and braking devices are activated |
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Completed |
Evidence:
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Positive control is maintained to bring aeroplane to a safe stop |
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Completed |
Evidence:
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Engine failure procedures and/or checklists are initiated and completed |
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Completed |
Evidence:
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Manage engine failure/malfunction during approach/landing |
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Completed |
Evidence:
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Control of aeroplane flight path is maintained during implementation of emergency response procedures |
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Completed |
Evidence:
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Engine inoperative approach is performed |
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Completed |
Evidence:
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Decision is made to continue or abort approach/landing |
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Completed |
Evidence:
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Decision height for landing is nominated |
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Completed |
Evidence:
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ATC or other agency capable of providing assistance is advised of situation and intentions |
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Completed |
Evidence:
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Smooth, positively-controlled flight profile is flown, from which a controlled landing could be achieved |
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Completed |
Evidence:
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Positive directional control is maintained and cross-wind corrections are applied during after-landing roll while maintaining centreline within tolerances |
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Completed |
Evidence:
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Spoilers, prop reverse, thrust reversers, wheel brakes, and other drag or braking devices are applied to bring airplane to a safe stop after landing |
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Completed |
Evidence:
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Conduct go-around or missed approach with engine failure |
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Completed |
Evidence:
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Engine failure in a multi-engine aeroplane during a go-around or missed approach is identified and confirmed |
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Completed |
Evidence:
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Engine inoperative go-around is performed from decision height |
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Completed |
Evidence:
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