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This page contains learning and training material and resources designed to assist you with achieving your RA-Aus Pilots Certificate and endorsements. The page includes training materials for purchase, additional learning resource links, other information and what about the weather which may be useful. Please contact me directly for more details or to order your training materials. 11/04/12

For sale
RA-Aus Pre-Solo Study Guide - now available for purchase - a powerpoint slide show (on CD) specifically for the RA-Aus Pre-Solo Theory Exam. It includes air legislation and items relevant to local operations - AU$30 + $3 postage & handling Personal one-on-one and remote tuition available online (via Skype) or in person - get the theory help you need to pass your exams - tailored to suit your personal requirements		RA-Aus Cross Country Exam Study Guides - now available for purchase - I have collated 3 study guides for the RA-Aus Cross Country Endorsement Exam. It includes navigation and meteorology theory and how to use the whiz wheel in simple terms. These guides are not only useful for the theory side but also for the practical side of how to apply your learning in-flight - total package = 3 guides AU$105 including postage & handling (or AU$35/guide + $7 p&h)
AirServices Australia Publications - I often have a number of charts & ERSA available for purchase, including: VTC, VNC, WAC, PCA, ERC-L etc. Refer to the Charts Amendment Calendar 2012 for when the next editions are available		Radio Calls - Can't remember what calls to make where whilst in circuit? This sheet assists with some basic circuit radio calls including arrival and departure calls. Please check with your instructor to confirm details for your own airfield : COMPLIMENTARY

Additional learning resources and information, regulation and amendment changes
Visual Flight Rules Guide - CASA July 2010 - a valuable study aid for pre-solo theory, practical and obtaining your RA-Aus Pilots Certificate VFRG Aviation Definitions - CASA		Fly Safe Tutorials - Recreational Aviation flying tutorials by John Brandon See How it Flies: A new spin on the perceptions, procedures, and principles of flight - by John S Denker
Document and Chart descriptions - AirServices Australia Operations at, or in the vicinity of non-towered aerodromes - CASA eLearning tutorials as mentioned in the January 2012 CASA Briefing email Langhorne Creek (SA) Parachute Drop Zone map as at 8/8/09 CASA released information - September 2010 - Flight Crew Biennial Reviews Lake Eyre Broadcast requirements and frequency - Instrument number CASA 74/11 - commences 1 March 2011 ends 30 November 2011 Electronic Flight Bags (EFB) - The future of flying... Check out what CASA has to say in Project OS 11/30 - 31 Aug 2011		CASA Civil Aviation Order 95.55 Instrument 2011 main text and explanatory statement - with regard to maximum weight, carriage of emergency locator beacons, flight over water, and flight over land, (lifting of the 5000 ft ceiling) - 16 April 2011 - A detailed explanation of the changes that have been made to a range of rules covering sport and recreational aviation operations has been released. CASA has issued a notice of final rule making covering the changes made in April 2011 to eight Civil Aviation Orders in the 95 series. The changes allowed the early implementation of policies developed by CASA and sport and recreational aviation groups over a number of years. It had been hoped to introduce the changes in the new Part 103 of the Civil Aviation Safety Regulations, however this part has been delayed due to legal drafting priorities. People and organisations in the sport and recreational sector had given strong support to the proposed rule changes and CASA received a number of requests to introduce the reforms as soon as possible. Amending eight Civil Aviation Orders in the 95 series was achieved more quickly as legal drafting for these types of amendments can be done by CASA's in-house legal team. By making changes to the Civil Aviation Order the need for a range of personal and group exemption instruments was removed, reducing the regulatory burden on the sport and recreational sector and CASA. The changes to the rules cover the operations of gliders and powered sailplanes, hang gliders and paragliders, low momentum ultralights, single place privately built gyroplanes, two place gyroplanes, weight shift aeroplanes and powered parachutes, manned balloons and hot air ships. They also apply to single and two place aeroplanes registered with Recreational Aviation Australia. The existing policy that requires pilots flying sport and recreational aircraft in controlled airspace to hold a CASA issued pilot licence and medical is unchanged. Similarly, the current policy which prohibits aircraft registered with Recreational Aviation Australia doing aerobatics continues. Aircraft categories with a previous altitude limitation of 5000 feet can now operate up to 10,000 feet.
CASA Flight Planning Kit - Earlier in the year CASA released the Flight Planning Kit for pilots operating to the visual flight rules (VFR) - The kit, which has been very popular, has been reviewed and it has been decided to withdraw the flight planning notepad and time in your tanks card. While the information contained in the notepad and on the card is not incorrect, they do not include some items that will fully assist pilots when managing their fuel. CASA recommends pilots do not use the flight planning notepad and the time in your tanks card issued earlier this year. Please dispose of these elements of the flight planning kit. The rest of the kit may continue to be used - 16 Nov 2011		'Dipstick' article published in October Sport Pilot - 7/10/2011 The RA-Aus Technical Manager Steve Bell, requests readers to disregard the 'Dipstick' article published in October Sport Pilot; see the comments on the RA-Aus Notice Board and read the reply in the Feb 2012 edition. CASA Amendment Regulations with regard to radio carriage and broadcasting requirements and responsibilities, and certain arrival and departure procedures, applicable to pilots operating at, or in the vicinity of, aerodromes without an air traffic control service - 3 June 2010 For some very interesting education articles also refer to the Articles of Interest section on the Stories page.
Other information
Airmanship and circuits... Let's talk about airmanship. As the weather gets better (and warmer) we all want to get up there and have fun. But what about everyone else up there? If you are practising circuits please consider those around you. Consider the speed at which yours and other aircraft fly, are you slower or quicker? If someone is joining a circuit, where are they joining and who will be No 1, No 2 etc? Keep an eye out and a listening watch. Visualise where aircraft are in the circuit and if you can't see them, ask where they are. What about aircraft backtracking on a runway? Aircraft on the runway have right of way... so if you are intending to make an approach either allow time for them to take off by extending your downwind or base leg or consider going around if you are too close to the final approach. Why should the master switch be turned off before I do my pre-flight checks? If the master switch is off, this could potentially save your life. If the switch was on, and you were near the prop, and the engine started, lets say... it could be fatal. Why is carby heat so important? When you are flying in cool, moist air conditions, the air can ice the engine and make it run roughly. Applying carby heat, warms the engine and prevents ice from occurring. A good tip is if there is visible moisture in the air (cloud, rain or high humidity) then put the carby heat on for a few minutes at a time whilst travelling. Don't forget to use carby heat on a cold day when you are lined up at the hold point for a long time or have a long way to taxi before take off. Why is reading my study guide important? Your study guides are written in a logical sequence and explain the principles of flying in simple terms. If your are reading up on the lesson details before your next flight, this prepares you for what you will experience on the day. This way you can ask your instructors any questions you may have in the pre-flight briefing before you get up in the air. This also shows your instructor you are interested and have prepared yourself before the flight. Why do we call 'clear prop'? Calling 'clear prop' before you start the engine is a safety measure to ensure 'if' someone was near the prop or plane, they have time to move away. Remember once you have called 'clear prop' to wait a couple of seconds before starting the engine, just in case someone is nearby and needs to move quickly. Eyesight considerations When learning to fly... please consider your eyes. When performing upper air work, you may get by with your eyes being 'not so good' however, once you begin learning to land, at the point of landing it is important your vision is working well. If you have been delaying getting your eyes checked (or getting new glasses - sun or vision), this is the time to reconsider your decision. If you have thick rimmed glasses they may impinge on your peripheral vision - please speak with your instructor to ascertain types of frames and glasses that are most suitable for flying. Often in the early stages of learning to fly, pilots chose to revisit their optometrist and get new glasses or to update their current prescription. Once you progress to navigation training, there can be the added complication of reading charts, ERSA and other publications in the cockpit and then having to look outside the cockpit (and into the distance) so your eyes need to be able to quickly refocus to sight other traffic.		Why do we do so many circuits? It's important to get good practice in for your landings. The more circuits you do, the more practice you get. It also helps to reinforce the correct heights to fly at, and the radio calls you need to make. Circuit legs and height Learn the legs of the circuit, upwind, crosswind, downwind, base and final and learn the heights associated with each leg. Learning to maintain the correct circuit heights early, encourages you to be a good pilot for the future. Practice at home... sit in a chair and visualise yourself flying the circuit and identifying the legs as you fly around it. How is the aircraft configured on each leg (flaps up or down, fuel pump on or off, carby heat on or off)? What radio calls are you making and when? What checks are you making on downwind and final? Did you miss (or not hear) an instruction in flight? During flight, if you are not sure of something you have been requested to do, or did not hear or understand what your instructor said, ask them to repeat it again or to explain their request. Don't be afraid to say you don't understand something. Everyone learns differently and often at a different pace. It is important you feel comfortable with your instructor to ask for their assistance. I don't feel so well.. should I still fly? This is what we call a 'human factor' and only you can make this decision. Ultimately, you have to take responsibility for yourself and others when you are the Pilot in Command (PIC). Therefore if you don't feel up to flying, then it is up to you to make the call for the safety of all concerned, yourself, your passenger and others in the air. Why does it take some people longer than others to learn? Everyone learns at a different pace and it's important to appreciate that as we get older our reflexes and responses are not as quick as they were when we were younger. As a result of this sometimes it takes people more time to consolidate their learning and feel comfortable and confident in the aircraft. Remember, it's not a race, your safety and the safety of those around you is important. So take as long as it takes to make you a safe flyer. Stress and tension - a human factor If you get nervous before or during your instructional flights, remember to take a deep breath and relax as best you can. If you are feeling stressed you may not hear everything that is being said to you. Often when you start to learn you only hear half of what is being said because you are so focused on the task at hand, which may be turning downwind, or making a radio call, or watching the balance ball or the ASI (air speed indicator). The more comfortable and practiced you become in your training, the quicker you consolidate your learning so things start to become automatic to you. At this time, you are then able to take on new information. Relax... this is a normal part of the learning process. Haven't flown for awhile? If it's been awhile since you've flown, it's always a great idea to do a couple of circuits before departing. The first approach should be with the intent to fly along the runway (not to land) to get your hand-eye coordination back in, then the next approach to be a touch and go. These two circuits get you back in the seat and assist with familiarising yourself with standard practice. Don't forget the 90-day rule as listed in the RA-Aus Operations Manual 2.07-6 para 11b.
Radio tips 1. IN SIGHT - When asked if you have an aircraft 'visual' the correct terminology to use is "I have the aircraft in sight". When asking another aircraft you would ask "Do you have me in sight?" 2. VACATED ALL RUNWAYS - Once you have cleared the runways, say "vacated all runways". Using the terminology CLEAR is incorrect as this is used by Air Traffic Control (ATC) to advise a pilot they are clear for take-off. 3. If you want someone to hurry up (say from the runway)... you could say "*REQUEST EXPEDITE...* [and your request]" Learning Radio calls I know when I began learning to fly, radio calls were initially difficult to remember, so I put together a one page sheet that I used and have since passed on to a number of my students... it's now also available on the Training page - please check with your instructor to confirm your area and circuit calls especially if you have right hand circuits and are not able to join mid-field crosswind.		What is the maximum take off weight (MTOW) of the Jabiru LSA? The MTOW for the LSA Jabiru is 450kg. When the aircraft is empty (without fuel, but with oil), it weighs 240kg. This leaves you with 210kg of available weight however, you must include the weight of your fuel in this figure (50 litres fuel x 0.71 = 35.5kg) therefore this leaves you with approximately 175kg of extra weight you can carry. This remaining 175kg includes: your weight, your passengers weight, plus any publications and other incidentals or luggage (including chocks, tie downs, etc for the plane). What is the maximum take off weight (MTOW) of the Jabiru J170? The MTOW for the Jabiru J170 is 600kg. When the aircraft is empty (without fuel, but with oil), it weighs 315kg. This leaves you with 285kg of available weight including the weight of your fuel, your weight, your passengers weight, plus any publications and other incidentals or luggage (including chocks, tie downs, spare tyres, etc for the plane). What is the maximum take off weight (MTOW) of the FK9 Mk4? The MTOW for the FK9 Mk4 is 580kg. When the aircraft is empty (without fuel, but with oil), it weighs 271kg. This leaves 309kg of available weight however, including your fuel, passengers, luggage etc.
How does the hot weather affect flying? As hot air rises you sometimes encounter thermals and the ride up there can be a little bumpy. Remember land heats up quicker than water... so if flying near both you may encounter some 'speed bumps' as you fly over rivers or fly near a coastline. As you get closer to the ground with the undulations in the surrounding landscape (and air flow around them)... you may encounter bumpy circuits... be prepared and keep your hand on the throttle. Remember "Power is your friend!" Fly the landing, don't SINK into it. Make your choices wisely, get out there and keep having fun. RA-Aus CTA (Controlled Airspace) endorsement - some clarification explaining the privileges and limitations of this endorsement - PDF file - Mar 2012 PRDs when and when not to transit - some information about Prohibited, Restricted and Danger areas - what the stop lights are for and when airspace is becoming active - PDF file - Apr 2012		What about the weather? For weather forecasting websites and other weather learning tools, check out the Weather page - includes helpful cloud identification and learning examples as follows: Clouds - Bureau of Meteorology - PDF Cloud Collector's Reference Changes to the Aerodrome Forecast (TAF) Format as at 5 Nov 2008 - PDF Aerodrome Forecast -TAF explained - Bureau of Meterology - PDF Low Level Area Forecast - ARFOR explained - Bureau of Meteorology - PDF Please Note: Remember as the PIC it is your responsibility to check and clarify all details before implementing any actions. We at FlyingOnline.biz and all contributors take no responsibility for any errors or omissions (E&O).