Nightmare

As Nev said, a PAX endorsement it is not automatic, you have to pass a test. But yes, your 7 hours do count towards the 10 hours PIC time required to go for it, as far as I can see. I'm pretty sure the criteria just states any 10 hours PIC as a prerequisite: Copied from the OPS Manual Issue 7 (the current one) Section 2.07 : "An applicant for the issue of a Passenger Endorsement must: (a) for Group A and B aeroplanes; (i) have logged a minimum of 10 hours flight time as pilot in command of an aeroplane; and (ii) have a minimum of 2 hours flight time as pilot in command of a two seat recreational aeroplane of the same Group, type and design features; or (b) for Group D aeroplanes; (i) have logged a minimum of 25 hours flight time in a Group D recreational aeroplane; and (ii) have logged a minimum of 5 hours and 10 full stop landings as pilot in command of a two seat Group D recreational aeroplane, of the same wing type and performance characteristics that will be used for the carrying of passengers; and © pass a flight check with an RA-Aus Examiner; or (d) provide written proof to the Operations Manager of an appropriate recognised qualification and meet the requirements of subparagraphs 10.a.ii. or 10.b.ii. of this Paragraph."

When I passed my RAA Pilot Certificate this year on Feb 9, I was so excited, I booked and flew the plane for a private hire for the next day. My authority was the signed entry by my CFI in my log book. So to answer your question, you can fly straight after you pass your flight test, I had my RPC in my hands a few days later. For my PAX endorsement, I just needed to get 10 hours solo (PIC), I had 5 hours at that time of my certificate, and completed the 10 hours on Feb 29. I completed a 20 minute flight test for my PAX with my CFI, who again signed my log book as an authority to carry passengers immediately. The endorsement was on the RAA website that afternoon, and I received the paperwork in the mail a few days later. I took my first passenger on March 5, but I could have started taking passengers from Feb 29 after passing my test Does that answer your questions?

I went for a local flight from Coominya on Sunday. The conditions were a bit windy. I travelled 22nm down wind in 10 minutes with IAS of 85kts. That's a ground speed of 132kts. I went back almost the same way, I diverted a little to travel 25nm, but took 40 minutes, still maintaining IAS of 85kts. That's a GS of 38kts. I have not had much in the way of cross country training as yet, I'm still studying the material, but would that mean the wind was blowing at 47kts? The forecast was predicting 35kts. Fortunately, those winds were not blowing on the surface, so it was a nice easy 5-10kt crosswind on landing, with some gusts thrown in to make life a little exciting.

Hey Brent, I'm glad you're enjoying the circuits, you'll be doing a lot more of them.... don't get dizzy! As your instructor would have already said to you, don't be afraid to go around if something doesn't quite look right, that's good airmanship. Besides, it's just more flying time. I'm guessing your next big milestone in your training will be solo circuits. Exciting stuff! Tony

From the look of how the cloud shadows were moving, did he land with a bit of a tail wind? As said before, there were a whole lot of other options, but we can only say that in hindsight. I don't know if I'd do any better when the adrenaline starts pumping. I remember in my emergency training selecting what looked like a very smooth field to land in from 2000ft, only to find at about 500ft that it was a bit rough, but I was committed. You can't go changing your mind when you have no altitude, so you have to see it through. I'm glad he is ok. The video is priceless, watching it got me thinking of my emergency training.

Hi Brent, It is good to see you enjoying your training. Circuits, the bread and butter of aviation, exciting stuff! If you think that takeoffs are awesome, wait till you master the landings. They are the best and most enjoyable part of the whole flying thing IMHO.... before long you'll be putting her down in 10kn crosswinds and loving every second of it! Tony

I hear you, it's been nearly 2 weeks since I've flown. I have the plane booked for later in the week though

I was about to write a very similar post, especially about staying in the ground effect on takeoff, if you're getting a stall warning, lower the nose and build more speed. In the manuals, this is called a short field takeoff. I prefer to do every takeoff like this, it is very kind to your undercarriage. Crosswind landings? I love them, that's just fun for me. My very first time I flew after getting my certificate, I was challenged with 12kt crosswinds, gusting at times to 18kts. The plane is only rated to 14kts. I made the next one a full stop when I found out about how strong it was gusting, via radio from my instructor who was watching from the ground. I prefer the wing down method, but I guess I should put some practice in on the crab method if I ever get to fly low wing aircraft.

Yeah, I can understand that, it is my understanding that ATC would usually issue altitudes at whole thousands

That's why I like this forum, so educational! Mind you I still don't think I'd be flying at the LL with only a margin of 1ft to penetrate controlled airspace, I'd be cruising about 50 to 100ft below it. Mind you, I can see occasions when you would be virtually on the LL, especially when there are mountains, and low airspace.

Is there something around that specifies that C LL 8500 is G or E class? Because I read it as C class lowest Limit is 8500, ie the C starts at 8500. You got me going back to my text books. From how I read it, I would have thought 8499 is the highest for the G or E class. Maybe the people at CASA give a little lee way to those skimming right on the level. I would still be 50-100ft lower, just for that error margin.

Welcome Phil. You may want to browse through the AIP's (http://www.airservicesaustralia.com/aip/aip.asp?pg=10) as well in preparation for your air legislation exams.... boring as bat poo though... but yeah, ask your instructor what else you need:wave: Tony

Hey rhysmcc, I'm sure you are not correct when you said that in a C LL 8500 zone you can fly at 8500 and still stay out of the C class airspace. My understanding is that C LL means C class Lowest Limit, ie, the C class starts at 8500, so if you want to stay clear of the C class you would need to be below this level. Please correct me if I'm wrong, besides common sense dictates to stay well clear of it otherwise you will wander into it very easily.

"C LL5500" basically means the C Class airspace lowest limit is at 5500AMSL. If there is no other airspace depicted then it is "G" class airspace under it. Be aware there is C and D class CTR airspace, from the surface, labeled SFC, to a certain height in feet AMSL, or a Flight Level (FL). To answer your question simply, you have to fly below it to stay out of the airspace. I live in another part of the country so not familiar with your area of Australia, but it sounds like you have some airspace steps, one starting at 5500ft and one at 8500ft. Stay under these levels to stay clear of the airspace. Look for restricted areas as well, they are outlined in red and dashed on the inside of the zone. The levels are printed in smaller red print somewhere within the zone, not as conspicuous as the A, C, D and E class zones

I wonder why he was forcing the nose down like he was? We are all taught to keep the nose wheel off the tarmac for as long as possible. His initial touchdown looked ok, he touched down on the mains, there was a bit of float happening, which makes me think he came in a little too fast, due to a low or unstable approach. Yes, he definitely should've gone around.

I did a training session called "Bounce Recovery". It consisted of go arounds only. That was the only option in the Bounce Recovery training... There is no shame in going around....

Oops! You're right about the %'s, don't know where I got 80% from

Some reports say he lost control and taxied into the ditch, but the taxiway is on the other side of the runway. I'm inclined to go with bounced landing idea .... If that's the case, I'd say he'd be kicking himself that he didn't apply power for a go-around ... but at least he didn't get hurt

What would I need to revise? I was just pointing out that turns increase the stall speeds of aircraft, especially steep turns, it's in the curriculum, and in the POH. Do you disagree with this?Tony

Hey Brent, Sounds like you're progressing well. Hey, congrats at getting her into the air all by yourself. You will probably do your steep turns when you are nearing the completion of your pilot certificate, that's how it was for me. With Steep Turns, the stall speed increases dramatically, If I remember correctly the Tecnam stalls in landing configuration at about 35kts and 40kts with flaps retracted. I believe a 60' turn adds 80% to the stall speed, so for your Tecnam this would be around 65kts with flaps. With the flaps up, this stall speed would be around 75kts. You could see this could be rather potentially deadly shortly after takeoff and on approach, where you don't have altitude to recover if you stall. so typically you only do them in an emergency. Tony

That's not good Rick, but it's not totally bad either. I faced a similar problem about 10 hours into my flight training, however mine was by my choice. I changed flying schools due to finding a closer one. Yes I know, I should've done my homework more thoroughly before commencing. I found that the different plane, instructor, and airfield made me go backward a step or two initially, but ultimately I think it made me a better pilot. I say get back into the air as soon as possible and keep enjoying the experience of learning to fly

I'm sure when you landed you would've discussed how you handled the Foxbat with your instructor. How did he/she say you handled the situation?

Hi Mark! Welcome

Hey Rick, that's good airmanship. keep up the good work, that's why your instructor let you go solo. Other options could've been, pulling your power and practicing your slow flight, or if he started turning base, extend your downwind leg, say another 5 to 10 seconds... Tony

If you are going for your RPC, you need at least 20 or 25hrs in your log book with at least 5 hrs being solo. You will be doing solo in the circuits (Touch and Goes), and area solo. You need to have also passed the 5 written exams, Radio, Pre-Solo, Air Legislation, BAK, and Human Factors. Then you need to pass a flight test for your certificate with your schools CFI. I was fortunate. My instructor is the CFI, so I thought I was going out on yet another lesson, I was a bit miffed that I wasn't doing any solo that day. I was a long lesson, emergency procedures outside the circuit, Wing Drops, going to another airfield(Circuit departures and rejoins). We were in the air for over an hour and a half. There he was filling out the paperwork for the debrief, and he started filling out a page titled "Flight Test for the issue of Recreational Pilot Certificate" I said to him, "Does that mean I'm now a Pilot?" He said, "No".... he finished completing it, signed it, reached over to shake my hand and said, "Congratulations Captain, you are now a pilot" That was February 9 this year.