Chris Tarran

Hi All, Finished....finally. Managed to get a couple of days to finish off my PAX and NAV endorsements. Drove up to Pt Augusta yesterday (Monday) and did a couple of circuits dual with my CFI and then had a local flight to brush up. The Tecnam Sierra has had a brand new Rotax installed and a full airframe inspection and service since I last flew it (before Xmas for god's sake) so it flew like an absolute dream. Did ny NAV exam in the afternoon (successfully) and then put in another hour flying late afternoon and did a preliminary flight plan for this mornings flight test. Up at sparrows this morning to preflight and finish flight planning and then off on a Port Augusta (YPAG) - Mt Ive Station - Wudinna (YWUD) - Waddikee - Iron Baron - YPAG loop. Leg from YPAG to Mt Ive was a bit off. Forecast winds 270/20 ended up being 190/20 so I ended up a bit north of track but recovered that OK. It's a bit hard to miss a landmark as big as Lake Gairdner. On the way home the CFI threw me a curve ball by requesting direct from YWUD - YPAG. Managed the changes OK and hit my waypoints and ETA dead on the way home. Sensational day for flying. Smooth air and visibilty for miles but a bit cold at 5500. It's the first time I have ever used the cabin heat. On the minus side landings are a bit how's-your-father though. They were all really good on Monday but I struggled with a couple today. My CFI reckons it's a currency issue and nothing a couple of sessions of circuits wont fix. Hopefully I'll be able to spend an hour or two in a fortnight on this issue. So paperwork all done and sent to RAAus for the endorsments but I'm not really finished, I think it's just the beginning. Planning to do a tail wheel endorsment ASAP and also considering doing the Advanced course which from the curriculum description (stall recovery from all attitudes, simulated engine failure practice, etc.) sounds a bit daunting but should make me a better pilot. Cheers Chris

In the Tecnam Sierra I trained in run up mag check was at 4000, shut down was 3000. It never backfired.

During my training mag checks (and controls full and free) were taught as part of the pre-taxi checklist along with others things like fuses, electric fuel pump check, switch setttings etc. They were also part of the shut down checklist and consequently I do them every time. If they are in the checklists there is a very good reason for them. If you don't get a rev drop when testing mags then its probably faulty and why anyone one would take off with a faulty mag escapes me. Same for controls. The consequences of your engine stopping in your car are merely inconvenient, in an aircraft they are potentially fatal. My two cents. Cheers Chris

Wiser heads will correct me if I am wrong but I think the the J160 and Sportstar are both High Performance Nose Wheel so you are already "certificated" to fly the Sportsstar. That said I believe you will have to do a check flight before being allowed to fly one solo. Don't know whether thats a mandatory requirement or just normal safe practice though.

Your CFI will assess you and if you are not ready he/she wont let you. When they do decide they are absolutely certain that you can do it and you should be to. When I soloed after a couple of dual circuits I had no nerves whatsoever which surprised me no end. I'll remember the moment forever. Cheers Chris

Definetly not a wimp Kev. I did my solo nav exercise on the Eyre Pensinsula in those sort of conditions and there was a lot of nether region tensioning moments. On the inland legs I had to be up at 8500 (going west) or 7500 (east) AMSL to take the edge of the bumps. Even on the westerly coastal leg where the air was coller and less affected by thermals 6500 AMSL was the go. I did what a few here have advised and slowed the aircraft to below manouvering speed and instead of doing a touch and go at Wudinna did a full stop and had a rest and a calming cigarette. Had to make some adjustments to my flight plan but that was no hardship. Cheers Chris

25 years in admin and then sales in the Telecom's industry. Got out of the corporate world and the wife and I bought a country hotel & motel, so now a publican. Also an SES volunteer in a road crash crew.

Fantastic models but some of them are so big I think I'd rather fly it myself.

How long between flights? Too long unfortunately. Since completing the basic certificate I have had a few long gaps in training. What I have done to ensure I am still up to it is do some dual flying and circuits with my CFI before I tackle any solo stuff. Cheers Chris

I agree that a lap sash is of limited use, a 4 point is better and a 5 point (or 6 in some applications) is best of all, but they have to be worn properly, i.e. adjusted so that the lap belt is firm across the hips. As an SES road crash member I have been to a number of bad accidents. In EVERY one I have been to when the driver was not wearing a seat belt they died. I also raced off road buggies for 7 or 8 years. My first car had a 4 point harness and the last one a 5 point. I always felt safer in the car with the 5 point as you were firmly strapped to the seat and could concentrate on driving the thing rather than keeping your seat. Cheers Chris

Hi All, Did another 2 hours solo yesterday so have now completed the requisite 10 hours for Pax endorsment. Beautiful day for a fly (eventually) although a little bumpy under 2500. Flew Cleve - Arno Bay - Cowell for a landing. Then Cowell - Arno - Cleve for a few circuits at Cleve and then Cleve out around Darke's Range and return to Cleve. 2 hours exactly on the Hobbs meter. Progress has been really slow since April but nearly there now. Already done 3 dual and 1 solo Navex so just the flight test and exam to do and we've planned that for the middle of January. Also will do the Pax test simultaneously so after that I'll have both. Have to change my Avatar (Green P's perhaps). Anyway Merry Christmas to all forumites and your familys. Enjoy the holidays and stay safe. Regards Chris

Thanks Dave. When I did my initial training in Port Augusta (YPAG) I started in October and trained through the summer months and early AM or lete PM was definitely the best time to fly. Middle of the day was book time. Had a couple of moments coming in on final to RWY15 and getting a huge lift as I crossed the highway just outside the northern boundary of the airport. One minute I'm at 500 and coming into land and next 1500 feet and going around. Interesting to say the least. Cheers Chris

Just a progress update. As per my last post I got the 3rd Navex done in May as planned and then it all came to a screaming halt until recently. Organised a TIF day a couple of weekends ago and some locals got to fly and I got 1/2 hour in (dual) although the weather and turbulence were terrible. It was high 30's with a fresh northerly. Not nice. This week I organised a whole day for myself (selfish aren't I) and my CFI flew down here for the day. Did a dual session for revision late morning and then a 2.5 hour solo Navex in the PM. Temp in the 30's again with a light southerly and rough as guts for most of the way. Even at 7500 AMSL she was still bouncing around all over the place. The only respite was a leg along the western coast of Eyre Pensinsula but as soon as I headed back inland it got turbulent again. On the final leg home to Cleve (YCEE) I was crossing over one of the big reserves and got a huge thermal. Plane trimmed for level flight and 1000 fpm on the VSI. Went from 6500 to 8000 in the blink of an eye. or so it seemed. Anyway I now have my Nav flight test to do, and about 2 more hours solo and I'll have my X country and PAX endorsments. Cheers Chris

It's up on the RAA site as well. After an audit they have discovered some files without the right documents. This is also referred to in the latter part of the Old Bar thread. Hope it gets fixed quick. We had planned a big day Tuesday for some revision, solo time and a solo navex. Bugger. It's my last oppoortunity for quite a while to advance my training.

It's an RAA trainer - 24-XXXX

My CFI has the same issue. Grounded until a compliance certificate is provided and acknowledged. Given its a 24 aircraft used for flight training for over 4 years it seems a bit draconian.

I guess I'd be classsed as a lurker. I get a great deal out of some of the threads, particularly the student support section but don't feel I have much to add at this stage (as a learner) and especially as my flying is on hold at the moment.:bad_mood:Keep posting guys, I'll keep reading.

My problem wasn't were I was, I knew that as I was carefully doing my time on distance checks to ensure I was on track. I had difficulty looking at similar landmarks in the distance and picking the right one. One example was a track from Cleve on the Eyre Pensinsula north-west(ish) to Wudinna. The actual vs forecast wind at cruise height turned out to be quite different so I was tracking north of my intended path. That took a few minutes to pick up and as a result I initially picked the Kyancutta silos to be Warramboo (some 10 km further South). As I got closer it resolved itself but it raised some doubts in my mind for a few minutes. No real danger as I was in an area I knew well but it certainly showed me how a simple error can be compounded. If it had gone on I would have been about 6 nm north of my intended turning point. Cheers Chris

Congrats Oksinay, I'll bet it's a great sense of achievment. I'm also a long time sailor and done 3 Navexs now, although the last one was 6 months ago. I've learnt something new every time. You're right about the perspective thing, at height and speed it is very easy to mistake one similar landmark for another. I fly out of Port Augsuta in SA and have used wheat silos as landmarks but I have picked the wrong one a couple of times particularly when they are (relatively) close together. Good luck with the rest of them. Cheers Chris

Hi Munners, I started my training in Oct 2010 and devoted my 2 days off (Mon & Tue for me) for a couple of months to do some intensive learning. I thought I was a bit slow soloing (about 14 hours) largely because I struggled with consistent landings but after solving this and getting the requisite 5 hours solo up I did my flight test at 21 and bit hours and got my basic RAA cert. My instrustor (IMO) is particulary well organised and keeps a log of the sylabbus and the students progression through it so I had covered all the requirements prior to doing my flight test. I am now most of the way through XC (3 dual navs done) and Passenger (3 more solo hours) endorsments but flying came to a halt for the last 6 months due to business pressures. I hope to get some time in next weekend but will do some dual revision with my FI to make sure I still "have it" before doing some more solo hours. Finishing off the XC will have to wait unfortunately. In summary when I get the full set (Basic, XC and Passenger) I'll have about 35 hours up and it will have taken 18 months. Would have been 12 without the break. Cheers Chris

Currently a publican (last 7 years) but 25 years in Sales & Marketing in the Telecommunications industry prior to this. Always wanted to fly and the opportunity came up to do TIF In October last year. Got hooked and now have my basic ticket and have nearly completed PAX and X Country endorsements. Haven't flown at all since early May due to business commitments but should get some revision and additional solo time in a couple of weeks.

I was taught glide approaches and the process was throttle off at the end of downwind, allow speed to bleed off to the white arc and then extend flaps (to T/O) prior to the turn to base. If doing a short field approach I put out full flaps after turning final. This is in a Tecnam J2002 Sierra.

That would be 3 then:cheezy grin:

I think the magazine is OK and hopefully will improve as promised by the publisher. I am happy to wait and see. Even though I read lots on line (including this forum) I like reading a magazine or book and you can't beat the print format for portability. (I can read it on the loo in a free moment , one of life's little pleasures) One of the goals of the magazine is to have it be attractive to people who might browse it in a newsagent and consider becoming Rec pilots or getting involved in some way. I think this is a valid goal for the magazine. Hopefully the new publisher will be able to sell plenty of advertising negating most or all of the cost of production. Cheers Chris

Hi BP246niner, I left for similar reasons albiet in 1993. I was working in sales in Corp & Govt at the time and wasn't happy about who was being promoted and who wasn't nor the organisations ability to deliver what it was spruiking. I was looking after the IT companies and was offered a job with one of them. Simpler life, more results and significantly more pay. No brainer really. Cheers Chris