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1.3.1 What is an air experience or trial instructional flight? In essence, an air experience flight is a trial instructional flight [TIF], a way of sampling flight training without making any commitment to joining the movement or continuing with sport and recreational flying. Please be aware that a TIF is not a so-called 'joy flight' — although you will enjoy it. Our world of sport and recreational aviation is not permitted to fly for hire or reward, except payment in return for flying training services; therefore 'joy flights' are strictly a no-no! To obtain maximum benefit from a trial instructional flight, invest a few minutes reading the following. RA-Aus flying training can only be provided by an approved flight training facility [FTF], which has to meet certain operating standards at regular inspections. The flying is provided in a certified and registered, fully dual-controlled, approved training aircraft — 3-axis control aeroplane, weight-shift control trike or a powered parachute — maintained by the holder of a level 2 maintenance authority. The training is given by authorised flying instructors, who themselves are checked regularly. Do not be put off by all the approvals and controls — they are there to ensure safety and quality of participation. You are not heading for something that seems like a QANTAS appraisal for new staff. What comes out the other end in our environment is a friendly, maybe even apparently 'laid-back', recreational flying ambience you will easily fit into and become part of. Sure, the backbone is there, but it remains under the surface. So if we cannot give you a 'joy flight' we can give you something better, from which you will obtain a much greater insight and enjoyment — the TIF. 1.3.2 How does the TIF work? You do have to be an RA-Aus member to participate but this can be at no initial cost to yourself. The FTFs have a book of simple dockets that can be filled out on the spot — you are then an RA-Aus member for a 28-day trial period. There are a number of components to a good quality TIF — it is not a simple case of just hop in and have a go! The objective is to give you a good and fair sampling of what recreational flying feels like, plus an insight into the flight training process. The TIF follows the same sequence as a normal instructional flight: Pre-flight briefing You will usually spend a little time in a classroom being convinced, in simple non-technical terms, that you do not have to be some kind of supernatural being to be a pilot and that an RA-Aus aircraft is much the same as any other flying machine. The aircraft essentially works all by itself and you are there to control it — make it take you where you want to go. It is just another vehicle to learn to control; like a push bike, car or boat. Aircraft pre-flight inspection You will be shown around the aircraft and while it will be clear that the machine is inspected prior to flight, you will not be involved in any technicality at this stage. You will be shown how to get in, adjust the seat so you are in optimum control position and how to strap in. The cockpit equipment will be briefly outlined to you, as well as the actions to be taken in an in-flight emergency. Much like the pre-flight briefing by the cabin crew when flying as a QANTAS passenger. Flight procedures Your flight will be in the vicinity of the airfield and for usually about 25 minutes total. During the flight you will be exposed to the sensation of being both in a very light aircraft and aloft in a very personal form of aircraft. You will be shown the airfield from the air, the local scenery and points to orientate yourself by. You will spend more than 50% of the time with control of the aircraft in your hands, under the guidance of the instructor. No need to be alarmed about this — it is a simple matter of being shown how to raise and lower the nose, plus bank and level the wings. This will give you a 'feel' for the machine in its natural environment and you will find it surprisingly easy. You will only be asked to do things the instructor knows you can easily accomplish and absorb. Nothing odd or abrupt will happen. Your instructor will give you advance notice if the engine note is going to change or if the aircraft is going to change attitude, plus what it will be doing. You will not be subjected to aerobatics or unusual attitudes — you are primarily orientated to a two-dimensional world and we make the transition into the three-dimensional world of flight understandable, progressive and comfortable. Post-flight debriefing Your instructor will answer any questions you have and underline a few of the main points of the exercise in which you have just participated. Your options on where you go from there will be explained to you, partly verbally and partly with literature the FTF provides for new members. Then it is your decision. There is very little 'hard selling' in Recreational Aviation — nobody should be pressured into learning to fly — you should WANT to, deep down within yourself. If you are still unsure then you can obtain three hours actual flying training from the school, within the 28-day trial period, before committing yourself to full membership of RA-Aus and applying for the RA-Aus Student Pilot Certificate. If you wish, you can download the "Application for membership — Student Pilot" form from the RA-Aus applications page. 1.3.3 How do I get best value from a TIF? TIFs are not expensive but you can get additional value from them if you plan your TIF and you know what to look for. The apparent quality of the flight school, the instructors and the airfield will figure in your decision on where you want to fly, what you want to fly, and who you want to fly with. The TIF gives you a look at all of these and assists your decision. Start asking yourself questions. The TIF will give you a flight, but what do you want to do with your intended future flying? Just 'fly a recreational aircraft' is not a sufficient answer — that is easy enough to arrange — but there are some things of which you need to be aware. 1.3.4 RA-Aus aircraft types We have a number of quite different aircraft categories (which we touched on in the previous module) and you may already have a preconceived idea of what a recreational aircraft is supposed to be. Make sure you go for a TIF in a type that matches your personal goals — even if they are not yet fully formed. Some of your considerations are not just what you want the aircraft to do, but also the initial and on-going costs of possession and maintenance (in Recreational Aviation you will be able to service your own machine for personal use — will the complexity be too much for you?); and will your goals outgrow the machine? Although we have looked at the types of RA-Aus aircraft in the preceding module, it may help to reiterate a little. Three-axis control aeroplanes For fixed-wing aircraft with conventional flight controls, refer to the relevant groundschool flight theory section. The three-axis aircraft have two landing gear configurations — nosewheel or tailwheel. The latter is a little harder to learn on but far more suited for rougher operating strips. The nosewheel aircraft are easier to take-off and land, but if you gain your RA-Aus Pilot Certificate solely in such aircraft then you will need a further five hours or so training to then convert to the tailwheel layout. Traditional ultralights These mainly have a tubular metal main structure and fabric covering with three-axis control. They are often with open or semi-open cockpits. The usual operating range is up to 200 nautical miles (360 km) and cruising speeds of 55 to 65 knots (100 to 120 km/h). Usually they have two-stroke motors, but four-strokes are being increasingly introduced. Newer types These are heavier, faster and more expensive than the traditional low-momentum ultralights. Often they can be optionally registered with the Civil Aviation Safety Authority as a general aviation aircraft, or with RA-Aus as a sport and recreational aviation aircraft. They usually have fully enclosed cockpits. Range is around 250 to 500 nm and cruising speeds are 70 to 120 knots. Generally they have 80–100 hp, four-cylinder, four-stroke Jabiru or Rotax engines. (Cheetah, Jabiru J120, Lightwing.) Weight-shift control This means an aircraft controlled primarily by shifting the pilot's weight in relation to the wing attachment point — these include RA-Aus trikes and some powered parachutes and also the HGFA hang gliders. See 'Hang glider and 'trike' wings and carriages' in the groundschool flight theory section. Trikes These look like a large 'powered hang glider' but are now in a class of their own. They comprise an open cockpit pod suspended below a 'Dickenson' wing (no tail unit) and are controlled by a 'trapeze bar' in front of the pilot. Range is up to 300 nm and cruising speeds are around 50 to 70 knots. They have two-stroke and Rotax 912 four-stroke engines, see the Airborne website. Parawing control - Powered parachutes This is a large, steerable parachute canopy with an open, two-place, 3-wheel carriage below it, suspended by shroud lines and steered by control lines. Power is usually a Rotax 65 hp two-stroke engine. Range is about 60 nm and they have a constant speed around 25–30 knots. Refer to the relevant groundschool flight theory section and see the Aerochute website. There is another version of the powered parachute, the Group F foot-launched, powered parachute or powered paraglider. The power pack is strapped to the pilot's back. Obviously this has to be a single-person vehicle and no dual control instruction can be given; such vehicles are only suitable for an experienced powered parachutist. 1.3.5 How do I arrange a TIF? Having made a decision (no matter how broad) on where you think you want to go in flying, then study the complete list of FTFs. Pick a school and give them a bell. It is better to book rather than just turn up. If you are unsure of whether you want to progress with a particular school, or on a particular type of ultralight, then take a few TIFs at different places and/or on different types — you are not wasting money, you are probably saving it — plus broadening your experience base. The most important person in the world of aviation is not the most experienced instructor — it is the rawest beginner, because the future of aviation will be partly in your hands. Unfortunately the beginner is by definition the least equipped to make decisions on what to do. We trust the words above will help you make those decisions. Tony Hayes — inaugural holder of the RA-Aus Meritorious Service Award. The next module in this 'Joining sport and recreational aviation' series is another article authored by the late Tony Hayes about getting flying training underway. STRICT COPYRIGHT JOHN BRANDON AND RECREATIONAL FLYING (.com)

1.2.1 Student entry conditions A student cannot fly as pilot-in-command of an RA-Aus aircraft (i.e. fly solo) until she/he has attained the age of 15* and until a Student Pilot Certificate is issued. Up to three hours dual instruction can be undertaken before applying for a Student Pilot Certificate and a further six hours dual instruction may be flown while waiting for the document. However, an intending student can apply for RA-Aus membership and issue of a Student Pilot Certificate, before selecting a particular flight school, by downloading the form Application for membership – Student Pilot Certificate from the RA-Aus website and returning it to the RA-Aus office. If the applicant is under 18 years of age a parent must also sign the application. *Note: thus a person would have to be at least 14 years old before it is practicable to commence flight training; in all Australian states the minimum age for a learning to drive permit is 16. Generally, as long as you are in reasonable physical and mental condition — equivalent to that needed to hold (and maintain) an Australian private vehicle driver licence — you can become a member of a sport and recreational aviation association and learn to fly an Australian sport and recreational aircraft, just for the fun of it, and at your own pace and convenience. Your medical fitness does not need to be confirmed by a designated aviation medical examiner, nor do you need a medical certificate from your own general practitioner; but you must sign a declaration that your medical fitness is at least equivalent to that needed for the driver licence. For more information on the physical condition required for the private vehicle driver licence see 'Assessing fitness to drive'. A student pilot must possess a RA-Aus Operations Manual (which will be issued automatically by RA-Aus on joining) and a log book, and it is recommended that a study manual is also purchased. There are a number of titles available or you can use the tutorials on this website. You may also wish to purchase maps and other reference materials. When you start training, the school should issue you with a training package that contains flight notes produced by the school including a Pilot's Operating Handbook* or aircraft Flight Manual for the training aircraft and a study manual. *Note: a Pilot's Operating Handbook is a basic form of aircraft Flight Manual established by the United States General Aviation Manufacturer's Association in 1975. The RA-Aus Operations Manager may refuse to accept an application for a Student Pilot Certificate or a Pilot Certificate if it is known that the applicant has a history of aviation regulation contravention or flying activities that might bring the good name of RA-Aus and its members into disrepute. 1.2.2 Ground and flight programs at flight training facilities All forms of flight are potentially hazardous, but the skills of safe flight can be readily mastered by anyone who has the necessary enthusiasm and motivation, and consequently willing to devote some effort to it. Remember the regulations expect that you are an 'informed participant'; being a person aware of the risks involved in a particular form of sport and recreational aviation and willing to accept those risks. The training programs at flight training facilities [FTFs] comprise a ground study program and an in-flight program, but much of the ground study program is usually done in your own time, under direction from your instructor. The principles learned on the ground are assimilated in the flight program so that you, the student pilot, should always be comfortably aware of the consequences of each of your actions, or inactions. Each in-flight lesson entails flight time of about 45 minutes plus pre-flight and post-flight briefings; thus the total time at the FTF for each flying lesson will be about two hours. Flight training will be conducted in both the airfield circuit area and a local training area designated by the school; except if a cross country navigation exercise [navex] is involved. The flight time for a longer navex may be 90 minutes or more. You can of course opt for two flying lessons in each day; i.e. a full time schedule. More than two in-flight lessons in one day is probably unproductive, as are lesson durations that exceed 45 minutes — excepting an advanced navex. 1.2.3 Outline of the flight training program The Australian Civil Aviation Safety Authority [CASA] Flight Instructor Manual issue 2 (December 2006) is available in PDF format (89 pages) and although it is intended primarily for flight instructors, a student will find it is well worth studying. The manual is written for 3-axis fixed wing aeroplanes but the programs for weight-shift trikes and powered parachutes are similar. The exercise sequence outlined in the CASA manual is as follows: Familiarisation with the aeroplane and air experience Preparation for flight Taxiing Operation of controls Straight and level flight Climbing Descending Turning Stalling Sideslipping Take-off Approach and landing Spin prevention and spiral dives First solo Emergency and special procedures Pilot navigation Instrument flying Night flying The RA-Aus syllabus is similar, though the last two items covering instrument flying and night flying are not included in any sport and recreational flight training program because such aircraft are prohibited to fly in meteorological conditions that mandate flight by instruments only, nor may they be flown after last light or before first light. The ground study program, though broad-ranging, does not require any particular educational qualification except for reasonable proficiency in spoken and written English. It covers — in general terms — the theory of flight, the atmosphere and aviation meteorology, aircraft instruments, engine handling, radio communication procedures, flight planning and navigation, air law and basic (level 1) aircraft maintenance plus coping with emergencies. The diagram below shows an indication of the practical and exam components required to attain the Pilot Certificate. Note that the hours shown represent the legal minimum required. More often than not, most student pilots will take longer than this to achieve competency before they can first fly solo, and before they can attempt the Pilot Certificate flying test. The end of the ab initio training period could be regarded as reaching a competence level equivalent to that required for the day VFR private pilot licence; i.e. Pilot Certificate plus the navigation, communications and passenger endorsements. Perhaps you should not aspire to acquire extra endorsements until you have around 50 hours solo experience in your logbook – unless there is a pressing need to do so. Note that the HP (high performance) and LP (low performance) endorsements listed in the image under 'Other endorsements' are no longer relevant. 1.2.4 Competency, ground and flight tests All aspects of your performance and progress should be measured objectively, and continuously, against a competency standard required by RA-Aus. There are only three ground examinations and one formal flight test involved in the initial program. The first ground examination is a simple test on the rules of the air (i.e. the traffic rules), which must be passed before your first solo flight. The second is the RA-Aus Basic Aeronautical Knowledge (BAK) test, which must be passed before the Recreational Aviation Australia Pilot Certificate can be issued. Also prior to issue of a Pilot Certificate, the student pilot must pass the RA-Aus examination on human factors, airmanship and decision-making. The written examinations are generally 'multiple choice', which require you to select one clear answer from three or four possible answers. Your instructor will endeavour to make sure you know your subject beforehand. Also, the flight tests are only undertaken when your instructor believes you have acquired the necessary competencies and recommends to the facility's Chief Flying Instructor [CFI] that you are ready, so you will not be undertaking a flight test unless you are most likely to pass. The flight test is conducted by the CFI to formally assess your airmanship and ability to manipulate the aircraft safely. The Chief Flying Instructor is responsible to the association's Operations Manager — and to you of course — for your ground training, your flight training and your safety at all times. After success in the flight test and BAK you are qualified, in one of the three major RA-Aus aircraft groups (i.e. Group A 3-axis, Group B weight-shift trikes or Group D powered parachute) to fly within a radius of 25 nautical miles from the airfield. You are not yet qualified to carry passengers. There are two other Pilot Certificate aircraft group ratings; Group F for foot-launched backpack engine-powered parachutes with an empty weight exceeding 70 kg (HGFA are responsible for the aircraft of 70 kg or less) and Group C for combined control (i.e. combined weight-shift and aerodynamic control inputs) aircraft. Incidently, Australia has a long history in flight training. The first pilot or aviator's certificate was issued 17 November 1911, by the Aerial League of Australia, to William Hart for satisfactory completion of the certificate flight test — five continuous figure eights within a 500 metre circuit. It wasn't until 1921, after the 1921 Air Navigation Act came into being (and the establishment of a network of 60 landing grounds for the aerial mail services was commenced), that government-controlled civil pilot's licence and aircraft register systems were introduced "to reduce reckless flying and the number of air fatalities". The first Commercial Pilot's Licence was issued in 1921, by the newly established Department of Civil Aviation, to Norman Brearley, ex-WW1 pilot and founder of Australia's first regular airmail and passenger service — West Australian Airways which later became Australian National Airways and, finally, Ansett-ANA. 1.2.5 Certificate endorsements When a newly qualified, 3-axis group A pilot receives their Pilot Certificate, it may carry endorsements reflecting the configuration of the aircraft type in which the person trained or is qualified. Those initial endorsements may be: tail wheel; for aircraft with a tail wheel or tail-skid undercarriage rather than the normal nose wheel undercarriage; and perhaps two-stroke engine; if training in an aircraft with a two-stroke engine rather than the normal four-stroke. If you wish to undertake flights that will take you more than 25 nautical miles from the original point of departure you must get a navigation or cross country endorsement. This entails both a flight test and a written examination covering flight planning, meteorology, navigation, and flight rules and procedures. Also you must have accumulated a minimum 10 hours cross country navigation flight training including a minimum two hours solo navex experience. You need to gain some familiarity with the control, advisory and information services available from the various air traffic service units of Airservices Australia. Instruction will be provided in the on-line acquisition of weather briefings and current advisory notices to airmen [NOTAM] from Airservices Australia and the Bureau of Meteorology. For safety all pilots should obtain a radio operator endorsement, which also allows you more freedom, and ease, of flight — for instance if you want to visit our annual fly-in. It only entails some study of the radio communications procedures in Class G airspace and at non-controlled aerodromes, and a written and oral test by an RA-Aus instructor. In most FTFs you will start learning some radio procedures from your first flight. You can qualify for a passenger carrying endorsement to your Pilot Certificate after you have a total of 10 hours solo (i.e. as pilot in command [PIC]), which must include two hours in a RA-Aus two-seat aircraft. The CFI has to be convinced of your personal maturity and you also have to do a flight test to check that you know how to look after your passenger. The pre-flight planning of fuel requirements, passenger and baggage arrangement, assessment of runway and air density conditions, calculation of aircraft weight and balance, and the physical pre-flight airworthiness checking of the aircraft is emphasised, to ensure the flight will be operated safely. All RA-Aus flight training facilities offer the navigation, passenger and radio endorsements. At the conclusion of the basic program you, as a certificated RA-Aus pilot, will be fit to carry out the level 1 maintenance; to check the aircraft's airworthiness by reviewing the maintenance release and maintenance log; to do the daily and pre-flight inspections of the aircraft. If you also have the cross country endorsement then you can also fly — in daylight and reasonable weather under the visual flight rules [VFR] — anywhere within Australia. Generally you will be restricted to fly below 10 000 feet above mean sea level, to stay within Class G airspace unless you fulfil some specific requirements of Airservices Australia (the air traffic management organisation), and not fly over towns in some recreational aircraft categories, or designated remote areas, or other prohibited or restricted areas. For fuller airspace information see RA-Aus/HGFA/ASRA powered aircraft flight operations and the other material on that web page. 1.2.6 Fees charged by the FTF The flight hours required by an individual vary, particularly according to the flight frequency, i.e. generally someone flying just three or four hours each month will need more hours than someone flying three or four hours every week. Most people, not undertaking a full-time schedule, achieve the Pilot Certificate within 3–5 months. For a person who is not the holder of a valid International Civil Aviation Organisation (ICAO) pilot licence (which in Australia would be a CASA licence), RA-Aus regulations require a minimum 20 hours general flying training, including a minimum of 5 hours flying as pilot in command, i.e. solo, before the Pilot Certificate flight test and if this minimum was achieved then the total flying costs would be around A$3000 to A$4000 including the Australian Goods & Services Tax. (The schools charge from $150 to perhaps $220 per flight hour depending on the type of aircraft employed and other factors.) But the typical student time is 15–20 hours flying with an instructor and 8–10 hours solo flying and, like learning to drive, a few students will take a lot longer to achieve a satisfactory competency level in all the required training sequences. The costs you will incur depend chiefly on flight hours and the aircraft type flown. Check the flight training facilities for the FTFs near you, or near where you plan to take a vacation. Accessing the flight school websites may provide comparative information on rates for their types of training aircraft. Instead of charging an hourly rate, some FTFs may offer a fixed-price package, or a package negotiated to fit your needs, which you should assess carefully — bearing in mind the range of qualification times mentioned in the preceding paragraph. There will also be out-of-pocket expenses for purchase of study manuals and navigation materials. Perhaps you should also consider purchasing your own helmet and communications headset early in your training period. In this guide I have included the text of a brochure issued to prospective clients by a flight training facility. You should read this document, which rightly points out that when selecting a flight school, there are aspects other than fees to be considered. Advice is given on setting goals, picking aircraft types to train in, getting started, selecting a school and hints on how training actually happens. Not particularly highlighted in the school brochure is the need for the student to be happy with the instructor's personality and training style — not easy to assess on initial contact. The training should reinforce your view that your decision to learn to fly is a wise one and not be a de-motivating experience. Expect value in return for your expenditure — if you are not happy with the customer service provided by the FTF, inform the CFI of your needs; if you are still dissatisfied, take your custom to another school. It is also important that the student takes responsibility for their own learning and, with that in mind, I have included a document, titled "Learning to fly: a students viewpoint", written by Dr Carol Richards, a recreational aviation enthusiast and former RA-Aus board member who did much to develop the Airservices Australia–RA-Aus flight training scholarship program for young people. 1.2.7 Costs charged by Recreational Aviation Australia Before you can be issued with an RA-Aus Student Pilot Certificate or Pilot Certificate you must be a member of Recreational Aviation Australia and carry the third party legal liability insurance protection. This has been arranged by RA-Aus to cover members for damage to other people's property or person. The RA-Aus fee schedule issued July 2014, including GST, is: Student pilot joining fee: $210.00; which includes the issue of the Student Pilot Certificate, third party insurance cover, Operations and Technical Manuals, first 12 months RA-Aus membership and 12 months subscription to the monthly Sport Pilot magazine. This journal is the official means of RA-Aus board and executive communication to the members of the association. Issue of Pilot Certificate on qualification: no charge Pilot Certificate endorsements: no charge Annual Pilot membership renewal: $210.00 (which includes third party insurance cover, amendment service for the Operations and Technical Manuals, and the annual subscription to the monthly journal Sport Pilot.) 1.2.8 Airfield security ID An aviation security identification card [ASIC] must be worn by all persons who need access to the secure parts of some Australian aerodromes. A flight school will advise if students need an ASIC and the RA-Aus staff will handle an ASIC application. The RA-Aus fee for this members-only service is $200, which includes the service charges from the various police, security authorities and the card manufacturer. Download the application form. 1.2.9 After you get your Pilot Certificate Most pilots do not buy their own aircraft initially but prefer to join a club where members can hire an aircraft from an associated school, usually paying a flight time hourly charge. One thing about joining a club, you will be well entertained when the members get together to swap tall stories! There are quite a number of sport and recreational clubs in Australia but they normally tend to focus on one aircraft class — 3-axis powered aeroplanes, sailplanes, gyroplanes, hang gliders, trikes, powered parachutes and so on. Your initial RA-Aus Pilot Certificate usually covers only that aircraft group rating in which you qualified. If you wish to extend the category of recreational aircraft that you are qualified to fly you will need further instruction in the chosen group before that aircraft group rating can be added to your Pilot Certificate. You can also add endorsements for formation flying, waterborne/amphibian operations and others — so there is ample potential to spread your wings. I will cover this in the advanced flight training section of this guide. To continue holding an RA-Aus Pilot Certificate you must remain a financial member of RA-Aus, remain medically fit and undertake a biennial ultralight flight review [BFR] with a Senior Instructor or Pilot Examiner. This two-yearly review helps pilots identify any deficiencies in competency which may have developed. See the Operations Manual section 2.07, subsections 4–5. Whether you extend your qualifications or not, you will experience a whole new world of fun with many varied activities within the recreational aviation community. Some of the internet discussion forums may provide rewarding participation. 1.2.10 Pilot licence or pilot certificate? To compare the RA-Aus training program with the general aviation program for their Private Pilot Licence we recommend you visit CASA's Learning to fly page. While there, look at the 'Licence Requirements and Entitlements' section. Some Australian-designed aircraft, such as the Jabiru, may be registered as a sport and recreational aviation aircraft or as a general aviation aircraft. In fact, many Jabirus are used in flying training organisations from both camps so it is easy to compare the cost of attaining a Private Pilot Licence with that of attaining an RA-Aus Pilot Certificate. It is interesting to note that in September 2004, the United States Federal Aviation Administration [FAA] introduced their Sport Pilot Certificate which seems to be having a beneficial impact on US recreational aviation and the associated aircraft manufacturing/distribution industry, with more than 5000 SPCs current in early 2014. The FAA Sport Pilot Certificate is very similar to the RA-Aus Pilot Certificate — the same driver's licence medical standard, the same minimum dual (15) and solo (5) training hours before qualification, and the same concept of only one passenger and maximum aircraft weights — 600 kg for a landplane, 650 kg for a seaplane. Since about 1998 CASA has been proposing the introduction of a Recreational Pilot Licence (RPL) within the General Aviation environment. This came into being on 1 September 2014. The RPL is, in many respects, similar to the RA-Aus Pilot Certificate and might provide an alternate path for those who might wish to join sport and recreational aviation without going along the RAAO path. This is not the 'parallel path principle' laid out in the proposed CASR Part 103, implementation of which has also been expected for a number of years. The proposed RPL is based on the USA's existing (but most unsuccessful) Recreational Pilot Certificate, where only about 200 US pilots (just 0.03% of all US pilots) were still certificated 22 years after the introduction of the classification. The FAA's Sport Pilot Certificate has been much more successful. Note: the International Civil Aviation Organisation (ICAO) documentation uses the term 'pilot licence' and the British Commonwealth nations of Canada, Britain and Australia employ the 'licence' term for the various pilot qualification documents issued by national airworthiness authorities — such as the Australian Civil Aviation Safety Authority. A 'licence' is a permit from a government authority to do something, which could be to go fishing or to go flying. The United States Federal Aviation Administration uses the term 'airmen certification', e.g Sport Pilot Certificate, Recreational Pilot Certificate, Private Pilot Certificate etc. A 'certificate' is a document issued by an authority that formally attests to the fulfilment of the requirements — or the achievement of the proficiencies — necessary for certification. The Australian recreational aviation administration organisations issue Pilot Certificates on qualification. 1.2.11 Procedure for holders of a valid pilot licence Holders of a valid aeroplane pilot licence (e.g. PPL, CPL, ATPL) who wish to obtain an RA-Aus Pilot Certificate can undertake conversion training at an RA-Aus flight training facility to gain familiarity with the flight characteristics of very light aircraft. Prior to undertaking the flight test for the issue of a Pilot Certificate and endorsements, an applicant must complete such dual training as deemed necessary by a CFI and, in any case, shall have not less than 5 hours experience, in an aeroplane registrable with RA-Aus, which shall include a minimum of one hour solo. Of course, licence holders converting to powered parachutes or weight-shift aircraft may need considerably more than five hours of training. Holders of a pilot licence which is no longer valid because the period of effectiveness of the last biennial flight review or class 2 medical certificate has lapsed, are also eligible to apply for the Pilot Certificate, however it is likely that lack of recency will affect the conversion flight time necessary. An aviation medical certificate is not required but an RA-Aus pilot must be medically fit to a standard equivalent to that required to hold a private motor vehicle driver's licence in Australia. For more information on the physical condition required for a private vehicle driver licence see 'Assessing fitness to drive'. It is the responsibility of all Pilot Certificate holders to report to RA-Aus any change in their health status which would cause them to be below that minimum health standard required. Persons who have not completed their PPL training may utilise their GA training hours towards the RA-Aus Pilot Certificate. However, this depends on acquiring in excess of the minimum 20 hours experience including a minimum of 5 hours solo and the candidate must also demonstrate to the CFI that they successfully meet the standard for the issue of an RA-Aus Pilot Certificate. It may also be necessary to do the RA-Aus Basic Aeronautical Knowledge written test. Read paragraph 2 of the Flight Crew Certificate document in the Operations Manual. Email the RA-Aus Operations Manager or telephone 02 6280 4700 to discuss your needs. 1.2.12 Airservices Australia — RA-Aus flight training scholarship program The aims of the Airservices Australia/RA-Aus joint scholarship program are to: introduce young people to the sport of recreational aviation develop responsible and safe flying attitudes offer a basis of aviation knowledge for advancement and careers in recreational, military or general commercial aviation assist young people to complete their flying training at minimal cost encourage young people to become active long-term members of the recreational aviation community. For more information visit the RA-Aus GYFTS page. The next module in this 'Joining sport and recreational aviation' series is an outline of the 'air experience flight'. STRICT COPYRIGHT JOHN BRANDON AND RECREATIONAL FLYING (.com)

1.1.1 Can I learn to fly a sport and recreational aviation aircraft? Of course you can. Generally, as long as you are in reasonable physical and mental condition — equivalent to that needed to hold (and maintain) an Australian private vehicle driver licence — you can become a member of a sport and recreational aviation association and learn to fly an Australian sport and recreational aeroplane, just for the fun of it, and at your own pace and convenience. Your medical fitness usually does not need to be confirmed by a medical certificate, but you must sign a declaration that your medical fitness is at least equivalent to that needed for the driver licence. For more information on the physical condition required for the private vehicle driver licence see 'Assessing fitness to drive'. However 'reasonable fitness' is all that is required to fly a hang-glider or paraglider and the backpack-motorised versions of those gliders that have an empty weight less than 70 kg. You may start flying training at any practicable age but for powered aeroplanes there is an age restriction requiring a person to be at least 15 years old before they can make their first most memorable flight — as 'pilot-in-command', i.e. 'to go solo'. Consequently the minimum age for commencing powered aircraft flight school is at least 14 years. There is no upper age limit — for those who maintain their private vehicle driver licence fitness level. 1.1.2 What sort of aircraft are included? Aircraft categories An 'aircraft' is defined as 'any machine or craft that can derive support in the atmosphere from the reactions of the air, other than the reactions of the air against the earth's surface [i.e. hovercraft]' and includes 'lighter-than-air' craft [e.g. non-powered hot-air balloons and powered airships] and 'heavier-than-air' craft. The latter includes the power-driven aeroplanes, helicopters and other rotary wing craft, the non-powered gliders and sailplanes plus power-assisted gliders and sailplanes. Australian sport and recreational aviation offers a considerable range of aircraft categories, in any of which you can commence, or expand, your flight experience. There is a wide range in the acquisition cost of an aircraft, ranging from around A$4000 for a secondhand hang-glider in airworthy condition to perhaps A$150 000 for a top-of-the-range, carbon-fibre structure, two-place aeroplane fitted with up-market electronic flight instrumentation, navigation and communications systems. The following aircraft class descriptions, particularly the weights, are in accordance with Australian regulations; other nations will differ: the lighter-than-air aircraft — non-power-driven hot-air balloons and power-driven hot-air airships the unpowered gliders — hang gliders, paragliders and sailplanes (in the regulatory context, a sailplane is a glider whose empty weight exceeds 70 kg) the power-driven heavier-than-air aircraft spectrum: the very light-weight end (empty weight 70 kg or less) — the small framed wing, one-person, foot-launched, motorised harness (i.e. the engine is not attached to the frame) — plus the light-weight, wheeled cart — powered hang gliders (PHG) and the backpack-motorised, foot-launched powered paragliders (PPG). The PPG and PHG motors are typically 100-200cc, 12-30hp 2-strokes weighing around 16-27 kg and consuming 2-4 litres of fuel per hour. in the middle — the one- and two-place, wheeled carriage, powered parachutes (PPC) low-momentum, single-place, three-axis control, ultralight aeroplanes or weight-shift control trikes; that may be factory-built, or privately-built from commercially-supplied kits or plans, or privately-built from your own design; and must weigh less than 300 kg fully loaded the fixed-pitch rotor, home-built or factory-built, light gyroplanes at the top-weight end — one- and two-place, power-assisted sailplanes and 'motor gliders'. the heavier (up to 600 kg fully loaded), weight-shift control trikes the two-place, rotary-wing gyroplanes (which may be factory-built or home-built from factory-supplied kits) that conform to a 'Light Sport Aircraft' airworthiness certification standard and weigh less than 600 kg fully loaded the generally two-place, fixed-wing, three-axis control aeroplanes* (which may be factory-built or home-built from factory-supplied kits) in various classes that could weigh up to 650 kg fully loaded *Most sport and recreational aeroplanes are designed as 'landplanes', being equipped with a shock-absorbing, wheeled undercarriage for take-off and landing on solid surfaces. However many of those landplanes can be readily converted to 'seaplanes' by replacing the wheeled undercarriage with a pair of fixed, non-shock-absorbing, strutted floats; thus providing the buoyancy required for waterborne operations — at the cost of perhaps a 20% decrease in performance due to the weight and drag of the float undercarriage. This seaplane configuration is usually described as a 'floatplane'. Aeroplanes specifically designed for waterborne operations generally do not have floats, rather the fuselage underbody is shaped as an enclosed, high-speed, hydrodynamically-efficient boat hull; thereby achieving buoyancy with a minimum increase in weight and drag. They utilise small wing-tip floats for waterborne stability. Such seaplanes are flying-boats and, like the floatplanes, are single-engined. A very few seaplanes are mono-hulled floatplanes, see the Lazair electric floatplane. Many seaplanes are also equipped with wheeled landing gear, repositionable into cavities in the hull or the floats during both flight and waterborne operations, while providing an 'amphibian' capability for launching into water, climbing ashore or for solely land operation. There is another unpowered aircraft category — gyrogliders — that are not regarded as 'free-flying' aircraft because they are towed behind a land vehicle. They obtain their lift by the reaction of a rotor and are often referred to as 'rotor kites'. Parasails are similar and are also towed but usually by a boat. Both parasails and gyroglider operations are limited by CAO 95.14 to heights not exceeding 300 feet above surface level and there is no requirement for membership of any administration organisation or for formal training. The aircraft flight control and power control systems To achieve low cost, light weight and high performance the aircraft design, structural engineering and manufacturing processes involved in producing the airframe, power systems, flight instruments, navigation and communication electronics may be quite complex, but the aircraft operating systems are not. The basic flight control systems of the aircraft range through: none for the hot-air balloons; rudder steering control only for the hot-air airships the hang gliders have 'weight-shift control' (i.e. body shift) by the pilot moving their body fore-and-aft or sideways relative to a simple, fixed, triangular control bar and frame system rigidly attached to the wing. The pilot's harness is attached to a hang-point on the tubular metal wing keel structure the microlights/trikes have a similar but more complex 'weight-shift control' system that entails the movement of the whole carriage (that is attached to a suspension joint on the keel of the wing) relative to a control bar. the paragliders (PG and PPG) and powered parachutes have a very simple ram-air parawing system — hand-operated steering/braking toggles or foot-operated steering pedals plus limited weight-shift assistance the sailplanes, aeroplanes and gyroplanes have foot-operated rudder pedals and a hand-operated control column or 'stick', that together provide the three-axis (yaw, roll and pitch) aerodynamic moving control systems. The chemical energy control systems employed are: the propane-burner buoyancy (thus height within the wind gradient) valve system/s of the hot-air balloons and hot-air airships; and the petrol-engine controls of the airship for speed control. the petrol-engine controls of the powered, propeller-driven aircraft, providing their ability to maintain height or to climb, without dependence on atmospheric uplift plus their ability to select an airspeed within a performance range. Once a sport and recreational petrol engine has been started the basic engine operating control is a hand-operated or foot-operated throttle – the same as a road vehicle. Currently there is considerable testing of battery-powered electric motors for aircraft propulsion. Persons with physical disabilities should note that — unlike a road vehicle — the placement of the hand/foot operated aerodynamic controls usually cannot be changed in the training aircraft, though it may be possible in your own aircraft. Weight-shift controlled aircraft have only the hand-operated flight control bar; steering when on the ground is normally foot-controlled, but this can be altered to hand-control in your own aircraft. See David Sykes solo England-Australia trike flight. 1.1.3 Who runs sport and recreational aviation? The role of the Civil Aviation Safety Authority 'The primary function of the Civil Aviation Safety Authority (CASA) is to conduct the safety regulation of civil air operations in Australia and the operation of Australian aircraft overseas by means that include, amongst other things, developing, promulgating and implementing appropriate aviation safety standards and effective enforcement strategies to secure compliance with those standards, conducting comprehensive aviation industry surveillance and regular reviews of the system of civil aviation safety, and carrying out timely assessments of international safety developments. CASA also has a range of other safety-related functions, including, amongst other things, providing safety education and training programmes and aviation safety advice designed to encourage a greater acceptance by the aviation industry of its obligation to maintain high safety standards; fostering an awareness in industry management and the community generally of the importance of aviation safety and compliance with the civil aviation legislation; and promoting consultation and communication with all interested parties on aviation safety issues.' There are five Australian recreational aviation administration organisations (RAAOs) – each with specialist knowledge and insight into a particular sector of the sport and recreational aviation industry – that provide the flight training for their sector. The RAAOs operate under a deed of agreement [i.e. a contract] with the CASA for the self-administration of that sector. The organisations 'exist to oversight member activities and assure CASA that activities are being conducted safely and in accordance with CASA approved procedure manuals. CASA needs to be fully confident that RAAOs have the risk treatment and governance capacity to provide the safety outcomes required. The Sport Aviation Self Administration Handbook 2010 provides further detail on CASA's expectations for RAAOs and their board members in ensuring that self administration is providing a safe environment for sport aviators*, as well as other airspace users and people and property on the ground.' (*Note: sport and recreational aviators and the single passenger allowed, are regarded (in a regulatory sense) as informed participants in the activity being pursued. An informed participant is aware of the risks involved in a particular form of sport and recreational aviation and is willing to accept those risks. How do you make a passenger aware of the potential risks inherent in sport and recreational aviation so he/she can make an informed decision about their participation? Various warning placards must be displayed in the aircraft cockpit but that's hardly sufficient. What if the passenger is legally a child, how can children be considered 'risk-informed'?) The arrangement with CASA is that the RAAOs are responsible for the day to day enforcement of standards and operational rules in accordance with the individual RAAO's CASA-approved rules and procedures manuals. Such rules and procedures are designed to meet CASA's required safety outcomes for the 27 000 association members. CASA oversights the RAAOs via their sport aviation office, the Self-administering Sport Aviation Organisations Section, which is part of the Office of the Director of Aviation Safety. That oversight includes creation, and monitoring of, systems for the enhancement of RAAO governance and of safety effectiveness. RAAOs set the training and skill standards required of flight instructors and of student pilot members; the latter to qualify for issue of a Pilot Certificate and subsequent endorsements to the certificate. RAAO Pilot Certificate holders are not required to hold any type of CASA Pilot Licence. You cannot learn to fly — or continue to fly once qualified — unless you are a financial member of the relevant organisation. Unfortunately this means that if your interests extend over several sectors, you will have to be a paid-up member of several RAAOs. Generally RAAO members won't come into contact with CASA officers, however, officers from the Self-administering Sport Aviation Organisations Section do carry out 'ramp check' inspections on pilot and aircraft after landing or before take-off at any airfield where sport and recreational aircraft are operating; see 'Staying within the rules'. The flight training recreational aviation administration organisations RAAOs are 'not-for-profit' associations of like-minded individuals that administer their sector for the benefit of Australian recreational and sport aviation in general and their membership in particular. The regulatory authorisations involved may be: acceptance of a factory-built or home-built/kit-built aircraft type into their jurisdiction issue of the certificate of registration required for aircraft over 70 kg empty weight issue of aircraft airworthiness certificates (where applicable) issue of pilot certifications and other qualifications issue of aircraft maintenance qualifications ongoing approval of associated flying training and maintenance training facilities oversighting membership activities enforcement action where members are in breach of the rules. The five ab initio ('from the beginning') flight training RAAOs are: The Gliding Federation of Australia (GFA) was formed in 1949 and became Australia's first national aviation self-administration organisation in 1953. GFA administers the higher performance, higher cost sailplane sector — recreational and regional/national/international competitive soaring*. GFA is an organisation of about 86 clubs contained within five regions with a total membership around 12 000. The clubs have a considerable authoritative role within GFA, on top of their supportive and social roles. About 1200 sailplanes, power-assisted sailplanes and motor-gliders are associated with the GFA. The sailplanes are the only 3-axis control aerobatic aircraft in the RAAO administered sector of sport and recreational aviation. *Soaring is the art of using only atmospheric uplift (orographic ascent, convection or solitary wave and lee wave motion) — that is greater than the aircraft's sink rate in normal circling flight — to gain height. The aircraft may then glide some distance losing height until another source of lift is used to regain it and so on until a considerable distance has been travelled — thermal soaring for example. If a source of orographic lift is available from a raised topographic feature such as a coastal cliff, escarpment, hill, ridge or mountain, then height can be maintained for a considerable time, but within one location — ridge and hill soaring. The paragliders, hang gliders and sailplanes have soaring ability and the competitive nature of gliding produces finely honed pilots who have a high appreciation of atmospheric motion, as sources of lift (i.e. ascending air) but also as sources of risk. The Hang Gliding Federation of Australia (HGFA). Formed in 1978, administers the lower performance, lower cost glider sector — hang gliding and paragliding (including motorised hang gliding and motorised paragliding). HGFA is also one of the two RAAOs (RA-Aus is the other) that administer powered weight-shift control trikes or microlights — occasionally used for tug-launching of hang gliders. There is a strong national and international competitive FAI hang gliding scene. HGFA has about 2500 members, 44 commercial flight schools and 50 clubs located throughout Australia. The Australian Ballooning Federation (ABF). Formed in 1978, administers recreational, adventure and competitive FAI lighter-than-air private balloon flying. ABF is also responsible for hot-air airships. There are about 350 hot-air balloons on the Civil Aviation Safety Authority's aircraft register, equally split between private and commercial ownership. There are 5 regional associations/clubs. Recreational Aviation Australia (RA-Aus), formed in 1983 (see the history), administers the powered light recreational aeroplane scene in Australia, including seaplanes, weight-shift control trikes and powered parachutes (PPC). The weight-shift control trikes are also administered by the HGFA. There is no FAI competitive flying or Colibri badge program. RA-Aus has grown to a membership of around 10 000 persons who own and operate about 3400 aircraft with a current market value around $135 million. There are commercial flight schools in about 180 Australian locations with some 450 instructors. There are about 100 recreational clubs, performing a supportive and social role, which — unlike the GFA and HGFA organisations — act quite independently of RA-Aus, although many are affiliated with RA-Aus. See the RA-Aus mission statement. Note: in September 2014 CASA introduced their Recreational Pilot Licence (RPL) which is based on the United States Federal Aviation Administration's* Recreational Pilot Certificate and very similar in concept to the RA-Aus Pilot Certificate. The RPL authorises a person over 16 years of age to pilot a single-engine aircraft that has a maximum certificated take-off weight of not more than 1500 kg, by day under the visual flight rules – if the aircraft is engaged in a private operation. The aircraft must be listed on the Australian civil aircraft register, not an RAAO aircraft register. The same Australian private vehicle driver licence medical conditions apply. Persons on board is generally limited to one passenger plus the pilot. For more information see the CASA RPL information brochure. A Recreational Pilot Licence holder may not act as pilot-in-command of an RA-Aus registered aircraft unless that pilot is also a RA-Aus member and a RA-Aus Pilot Certificate holder. *The Recreational Pilot Certificate was introduced by the FAA in 1989, following pressure from the American Aircraft Owners and Pilots Association, but was never successful; after 22 years there were only about 200 recreational pilot certificates in existence, about 0.03% of the 625 000 FAA certificated pilots in the USA. The experience in the USA perhaps indicates that the RPL may not be a resounding success though, in Australia, it is a stepping-stone on the way to qualifying for the Private Pilot Licence (PPL). Also it does provide the means by which an RA-Aus pilot certificate holder can readily obtain a CASA pilot licence. The Australian Sport Rotorcraft Association (ASRA) administers gyroplanes and gyrogliders. Although the term 'rotorcraft' encompasses both gyroplanes and helicopters, the organisation administers gyroplane operations only. There are about nine regional clubs associated with the organisation with about 40 flight instructors in the clubs. Sport aviation RAAOs and associations within General Aviation The term General Aviation (GA) describes the sector of Australian aviation that includes both private flying and commercial aviation (but not scheduled airline transport) and thus a significant number of professional pilots. GA is mostly administered directly by the CASA. GA aircraft operate both within controlled airspace and outside controlled airspace and under the 'visual flight rules' or the 'instrument flight rules'. There are several GA groups with some association with sport aviation. The Australian Parachute Federation (APF) RAAO was formed in 1960 to administer and represent Australian Sport Parachuting. Skydiving clubs were first formed in Australia in 1958. There is much to learn in the sport — skydiving (i.e. stable, controlled freefall), formation skydiving, wingsuiting, canopy formation and other variations. APF states that some 70 000 people undertake 'tandem' jumps each year. The Australian Warbirds Association Limited self-management organisation was incorporated ' to bring together aircraft owners, operators, restorers, maintainers, historians and enthusiasts to share their passion for ex-military aviation and to promote and preserve Australia's proud military aviation heritage.' AWAL is the very successful self-administration body for around 400 warbirds in the 'Limited' certification category, ranging from Tiger Moths to jets. Some owners offer 'Adventure Flying' to paying passengers. The Sport Aircraft Association of Australia (SAAA) RAAO is an association of around 1400 'aviation enthusiasts assisting each other to build, maintain and operate sport aircraft. We educate members to continuously improve safety outcomes.' The members aircraft are registered by CASA in the Experimental category. The association has similar aims to, but not the same breadth of, those of the US Experimental Aircraft Association (EAA). The Australian Aerobatic Club (AAC) was 'formed to foster interest in the sport by providing opportunities to train and compete. The AAC is responsible for the administration of the sport of aerobatics in Australia' and is affiliated to FAI via its ASAC membership. The Seaplane Pilots Association of Australia is an independent organisation with about 450 members around Australia; membership is free. General Aviation pilots predominate but RA-Aus pilots participate. Other sport and recreational aviation RAAOs and associations The Model Aeronautical Association of Australia (MAAA) RAAO is the Australian governing body for aeromodelling and is affiliated to FAI via ASAC. In a regulatory sense model aircraft are regarded as small unmanned aerial vehicles (UAVs) used for sport and recreational purposes only. The ABF, GFA, HGFA and APF are members of the Air Sport Australia Confederation (ASAC), which was formed in 1989 as a national confederation of sport and recreational aviation organisations to act as a lobbying body in respect to Commonwealth and State goverments and Commonwealth aviation authorities. ASAC is also Australia's representative on the Fédération Aéronautique Internationale. ASRA and RA-Aus are not ASAC members. FAI: the world air sports federation Founded in 1905, FAI is the Fédération Aéronautique Internationale; the international governing body for air sports and aeronautical world records. Participation in FAI-recognised competitions requires entry of pilot particulars into the FAI data base and issue of an FAI sporting licence number — if a pilot wants to be included on the FAI World Pilot Ranking. The FAI Sporting Code consists of the General Section and a number of specialised sections, one for each air sport. The Code deals with three major areas: firstly, organised sporting events such as championships and competitions, secondly, records, and thirdly the validation of specified performances for Certificates of Proficiency or Colibri badges. See FAI Sporting Code section 10 ' Microlights and Paramotors'. Balloons and airships Aeroplanes Gliding Aeromodelling Parachuting Aerobatics Hang gliding and paragliding Astronautic records Rotorcraft Microlights* and paramotors Human powered aircraft Unmanned aerial vehicles Solar-powered aeroplanes *In FAI classifications a 'microlight' is defined as a fixed- or flexible-wing, powered aircraft with gross weight not exceeding 300 kg if single-place and 450 kg if two-place plus stall speed not exceeding 65 km/h (35 knots). National interpretations of the term vary considerably, though the European Joint Aviation Authorities' definition is the same as the FAI. 1.1.4 Where can I fly? Normally, aircraft administered by one of the five flight training RAAOs may freely operate over land under the day visual flight rules [VFR] and outside controlled airspace [OCTA] at heights below 10 000 feet above sea level. The total volume of airspace available for sport and recreational aviation (included between the average land mass elevation of 1100 feet and 10 000 feet above sea level) is some 20 million cubic kilometres. Of course sport and recreational pilots usually would not choose to fly over densely forested, mountainous terrain (except at the periphery) or through any dangerously remote inland areas. Flight over cities and towns is generally forbidden. However, the problem is to locate suitable aircraft operating areas at a reasonable distance from home. Unpowered hang gliders and paragliders tend to operate in groups with ground crews and generally need elevated sites for foot-launching, coupled with suitable areas for landing that also provide reasonable road access for the recovery crew. Powered hang gliders, powered paragliders and powered parachutes don't need an elevated site for launching, only a suitable, but not large, open field for launching and recovery and it is feasible for flights to be operated independently. Sailplanes must operate from fairly large, open airfields suitable for aero-tow, vehicle-tow or winch launching and there must be a well-drilled group from the club ensuring that all aspects of every launch and recovery go smoothly and are completely safe. GFA regulations do allow for 'independent operators' (motor-gliders for example) but they are still tied to a club. Sport parachutists must operate in groups and in drop zones authorised by the Civil Aviation Safety Authority. Aeroplane, gyroplane and trike pilots tend to operate quite independently (perhaps 20% are club members), occasionally arranging joint flights, 'get-togethers' or 'fly-ins'. All such aircraft can operate from normal airfields, most can operate from reasonably large and smooth paddocks, some — the short-landing and take-off (STOL) aeroplanes — can operate from small, rough, sloping sites, see the Snowy Plain airstrip. 1.1.5 The 'exemption' legislation enabling recreational aviation Aviation in Australia is a highly regulated activity but in sport and recreational aviation much of the day-to-day enforcement of standards and operational rules is undertaken by the RAAOs. So eight Civil Aviation Orders (CAOs) exist to provide recreational aviation with the necessary operating exemptions from some sections (listed within each CAO) of the Civil Aviation Regulations but, of course, all other current legislation could apply to RAAO registered aircraft and RAAO certificated pilots. Excluding CAO 95.14, the content of the seven remaining CAOs has been made as uniform as possible. These exemption CAOs are: CAO 95.4 for GFA sailplanes CAO 95.8 for HGFA hang-gliders and paragliders (including powered variants) CAO 95.12 plus CAO 95.12.1 for privately operated ASRA gyroplanes with empty weight not more than 250 kg (95.12) and maximum gross weight not more than 600 kg (95.12.1) CAO 95.14 for parasails and gyrogliders (membership of an RAAO is not required ) CAO 95.54 for ABF hot-air balloons and hot-air airships CAO 95.10 for RA-Aus and HGFA low-momentum ultralight aircraft between minimum 70 kg empty weight and 300 kg maximum loaded weight at take-off CAO 95.32 for RA-Aus and HGFA weight-shift controlled aeroplanes [aka trikes or microlights] and for RA-Aus powered parachutes, with variable gross weights up to 650 kg CAO 95.55 for the larger 3-axis controlled RA-Aus aeroplanes, with variable gross weights up to 650 kg. If you are interested in the structure of Australian aviation legislation read the document 'An overview of the legislative framework enabling recreational aviation'. 1.1.6 Becoming a member of the RA-Aus powered light recreational aviation community The self-administered RA-Aus aviation community is distributed Australia-wide; chiefly operating throughout rural and regional districts and, naturally enough, with a concentration in the eastern states. The safety and the rights of 10 000 members are the core concern of the association. Membership is drawn from most socio-economic groups, the average age is around 50, with a preponderance of males throughout all age groups. The low participation rate of younger Australians in all forms of powered sports and recreational aviation is a national shortcoming that RA-Aus recognises and aims to improve. See the RA-Aus — Airservices Australia flight training scholarship program. If you don't know anyone associated with RA-Aus recreational aviation then it is probably best to make the acquaintance of a club or training facility or you could contact an RA-Aus state representative or a staff member to discuss your introduction into our community. More information is available in the RA-Aus flight training outline section of this guide. The members' monthly journal 'Sport Pilot' will give you some insight into sport and recreational aviation. Available on the RA-Aus website or posted to members, it is the official medium for communication to the membership, containing the President's report on policy implementation progress and monthly reports from the CEO, the Operations Manager or the Technical Manager plus the latest Airworthiness Notices and Service Bulletins. It also contains articles of general interest and a 'members aircraft for sale' section.The magazine is available to non-members via annual subscription from the RA-Aus on-line shop. Another opportunity to get a broad view of this form of recreational aviation is at NATFLY, the annual four-day Easter (Friday through Monday) get-together at Temora aerodrome in New South Wales. Around 25% of the 3400 RA-Aus registered aircraft attend the event. The national fly-in also provides a venue for Australian manufacturers and importers to introduce new and forthcoming aircraft and aviation products. NATFLY allows the opportunity for home-builders to display their finished projects and, perhaps, win one of the achievement awards. Also view the history of the 'Come and Get It Trophy' for an insight into some 10 000 km flights (within Australia) undertaken by sport and recreational pilots. The typical RA-Aus member is a 50-year old male who has always wanted to experience 'seat-of-the pants' flying, is now relatively free of family, work pressures have reduced somewhat, has some mechanical or practical aptitude, enjoys reasonable health and lives in a rural, regional or outer capital city area where there is a non-towered airfield in the district or there is suitable space for an airstrip. There is a tendency for that typical member to have had some past association with the defence forces and quite a few are, or have been, general aviation or airline pilots. But of course there is a wide variance from the 'typical' within the 10 000 RA-Aus members. Should you decide to join RA-Aus you can download the necessary Application for Membership – Student Pilot' and return it to the RA-Aus office — or a flight school can provide the form and process the paperwork. The RA-Aus sister self-administration association, the Hang Gliding Federation of Australia, also supports powered light recreational aviation in the form of CAO 95.10 and CAO 95.32 trikes and as self-launching gliders — hang gliders with a lightweight, perhaps 15 hp, two-stroke engine plus propeller in the rear of the harness boot (hang-motors), paragliders with a backpack engine and propeller (paramotors), and lightweight trikes (nanolights). The empty weight of machines in the self-launching group must be under 70 kg to avoid classification within CAO 95.10 and CAO 95.32. Recreational aircraft amateur builders About 40% of RA-Aus members are owners, co-owners or owner-builders of sport and recreational aircraft. Nearly half the aircraft with current RA-Aus registration are homebuilt and, at any time, there are a substantial number under construction. Such aircraft are either designed by the builder; for example, Daryl Patterson's 'SE5A', built from plans — Peter Franks' 'Jenny', or built from commercially supplied kits — Peter Loveday's 'Storch'. Home builder, and RA-Aus Life Member, Lynn Jarvis's Sonex aircraft received the award for best overall aircraft at NATFLY 2004. The balance of this 'Joining sport and recreational aviation' guide describes learning to fly in the sector of aviation administered by Recreational Aviation Australia Incorporated. That sector includes home-built or factory-built, 3-axis control, single-engine aeroplanes including seaplanes, weight-shift control 'trikes' and powered parachutes. These aircraft may be one- or two-place with a gross weight up to 600–650 kg. The next module in this series is an outline of flight training for pilot certification in RA-Aus 3-axis aeroplanes, trikes or powered parachutes including an estimate of costs. STRICT COPYRIGHT JOHN BRANDON AND RECREATIONAL FLYING (.com)

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[Posted on behalf of a user] A quick video of me flying my Australian built kit ultralight, the Supa Pup MkII. The aircraft is flying from a farm strip at Duckmaloi NSW 3100' AMSL, powered by a Rotax 503DCDI with a carbon ground adjust Powerfin Prop. Fuse is welded Chromoly tube and wings are Aluminium rib and spar. Aircraft is covered with Ceconite.

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