gee whiz that RPL stuff is all new. brilliant!





.....identical to the old restricted pilots licence of the 70's

Yeah, I know, but how many old hands are still in the teaching game to remember?:E

My concern is that many raa pilots are seeing this as a right-of-passage, tick-in-the-box type licence where it clearly wasn't meant to be.

There's a lot of talk saying "Can I do the test in my raa aircraft" etc etc........ no, you can't.

With so many people out there too "scared" to do the PPL theory exam, this looks like the same thing, but without the exam, so therefore it is very appealing on the surface of it.

CPL Test Form, page 4 of 5,7th item of the examiner declaration checklist. Interpretation complete =)

??? .

Doubt very much the flood of RAA to RPL if the limitations are the same as the old area restriction on your PPL.

No restriction Oz, if you already have RAA cross country. I read your points Captain but still lack your scepticism. The majority of GA instructors are more professional than you seem to think and here is one who will not hand out this AFR on a plate. Some RAA pilots will never make the grade.

Know the majority will do the right thing, but there are always the fringe couple who don't do the right thing. I believe most of the industry will act professionally, but as I've illustrated, some don't and I don't want to be sharing airspace with their product.

Still battling to understand how your situation is any different to your dodgy instructor doing a crap job on an ab initio PPL, m.i.h.c. I'm willing to bet that the more typical scenario will be an experienced and competant RA cert holder being made to jump through endless hoops "because GA training is vastly superior and none of you RA types can fly..." Bit of that on here already methinks.

Part 61 "traps for young players"
 

Quick question: you do a proficiency check
on your 380/747 etc, does that cover you WRT
1. your new generic multi class rating to fly a light twin on the weekend
2. your new single engine class rating

Not if you want to operate IFR. The IPC as it is now called, is type-specific for aircraft above 5700 kg. Also there is differentiation between multi crew IR and single pilot ratings.
But, (and someone please correct me if I am wrong) an IPC in anything negates the requirement for a BFR in VH aircraft, but not RA Aus aircraft.
Therefore, if you already have the 'generic' rating(s)/class and stick to VFR, you should be OK.

Spiney, you and I both know the only reason RA is so popular is it's cheaper. RA don't do instrument, airspace, night, aeros or commercial. It's purpose is limited activities at reduced cost. There are many good RA instructors out there, but you may find holding dual RAAus and CASA qualifications has something to do with that. Calling a spade a spade, the training is not always the same standard.

Don't worry, these days VH instructors who are just in the industry to build hours and fcuk off to the airlines ASAP are levelling the playing field.

If you can fly and learn the rules, I will happily sign off your flight review for the RPL transition, but my point was about a new backdoor to circumvent process and that there will likely be some exploitation. Quite a few of the enqiries I've seen looking to convert are expecting an automatic pass.:=

Where is the restriction that flights must start and end at the same airport listed?
My understanding was land aways are ok within the 25 miles of origin, but of course you can't leapfrog consecutive 25 milers to cheat the system.

So hypotheticals....

I take off from my home base and fly 20 miles East, land and a while later take off and fly 40 miles West, another landing and takeoff, then back to home... Never went outside the 25 mile limit from home base... Legal.

Scenario 2. I take off and fly that same strip 20 miles East, land and take off and continue on to the next strip 10 miles further East... I'm now 30 miles from home base and CASA slaps me about.

Scenario 3. I take of and fly my 20miles East and land. Two days later I take off and fly 23 miles east and land... Now I'm within the 25 miles from my point of origin, but 43 miles from home... My read would be legal, but what does CASA say? Just how long do I need between flights so that they don't consider home field the origin?

Could be some issues arise till the explanations are clear...

These hypotheticals are just that. To do the above you would need your own aircraft. I doubt it would be permitted in a rental.

Captain, organise a test for them. Point out their deficiencies then bill them! I agree some (the majority perhaps) will not be within a bulls roar of a CASA standard.

Get yourself a protractor and draw a circle 25 miles around your initial departure point. There is your 25 miles. No hypotheticals required. Done.

MIHC we're probably at different places on the same page. I did the whole thing back to front, PPL years ago, made a start on a CPL then realised that I'd be competing with kids 10 years younger than me and probably forever poor so gave it away. When the bug bit again I took myself off to the various GA schools wanting someone to get me current, never felt like such a nuisance in all my life, they had no interest in anyone who didn't see themselves flying an airliner in due course. Tripped over an RA school (some dual qualified but not all) and am not too proud to say that I learnt quite a lot while I got my eye back in and had a lot of fun in the process. At the time, I had no need for CTA nor more than 1 pax so it suited me just fine.

I've also seen the tone of enquiries on various sites, but a part of that is thanks to the approach CASA has been taking at the roadshows and I'm quite sure some people are going to come to earth with a bump (figuratively I hope) when they try and cope with a different aircraft, atc, more complex airfields etc, all at once. Not all though and for some the transition should be virtually seamless, eg same aircraft type and OCTA if that's all they need for the moment.

Bob and Captain, you've both clearly done a bit of thinking about the RPL and perhaps you might be able to shed some light on a discussion which ground to a halt in another thread. How or where does an RPL candidate training in the GA system (as opposed to someone converting from RA) complete a navigation theory module for the lifting of the area restriction? I'm probably missing it but I couldn't see any prescribed test in the Part 61 material, apart from the prescription for the practical cross-country component. For a candidate coming from the RA world, it's clearer in that they need to have passed the relevant RAA exam.

On the subject of training standards, it's true that the biggest problem is the variability of RA training. I'm a long-time GA pilot with an RAA certificate and, while there are some good RA/GA instructors training RA pilots, I see too many pilots who really shouldn't have a licence of any sort. With few exceptions, my recommendation to people wanting an RA licence is to go to one of the many schools doing both RA and GA training. It's not a foolproof prescription but, for the average punter, it at least ensures there's some sort of minimum standard in place.

As absolutely incredible as it may sound bob, some people infact DO own aircraft!:eek: ...the hypothetical situation may have some relevancy to someone who purchases their own aircraft to train in stages and wants to fly for a while between the issue of an RPL and later nav endorsement or full PPL.

7700... It's would appear it's not that simple. I have seen no mention of a landing away prohibition, and that means at some point the origin of the flight could change from the point where the aircraft is originally based. The situation could arise that the aircraft moves to a different home base 24.5 miles from previously. Are you suggesting then that it could only fly in one direction? :}

I can't police them and they are free to interpret the legislation as they see fit. There are folks who own aircraft and have no MR or medical either.

tecman, If they have an RAA with a navigation endorsement and navigational experience then to get a RPL validated, my AFR would include navigation to PPL standard without the Ipad.

If they want an RPL navigation endorsement (navigation training) because they only have a basic RAA certificate then I would like to see the PPL(A) exam completed.

The above is only a guess, I still haven't digested the legislation or written an amendment for the ops manual yet however I am aware of a couple of RAA pilots who have already applied for the RPL so I guess I had better get my act together.

Interested in what other CFI's are proposing as well.

#Q%#@!$@

this is why you should pay attention to casa emails.

Ive sat on my cpl for years because I could care less about ATPL. Now I have to fkn resit a stupid pointless childrens exam I sat 6 years ago.

the rage is strong with me.