Category Archives: Aviation

Private Pilot Licence – Navigation

Okay, navigation is one of the most difficult parts during the training – theoretically and practically. On the theoretical part you might struggle with abbreviations like QDM, QTE and QUJ. On the other side, in one of the first practical lessons I have learned that from top, everything looks similar (at least in the beginning). You might think it is anyway VFR (Visual Flight Rules) and not IFR (Instrument Flight Rules), where it is obvious that you need navigation. No! Once you plan to go to an aerodrome which is not your home base you want to know how to go there – and usually also how to go back to your home base.

So to overcome the feeling of being lost, you usually have several devices in the plane, helping you to navigate:

  • Magnetic Compass
  • Gyroscopic Compass
  • NDB
  • VOR
  • GPS

So you might wonder why you have so many devices. Thinking about a car your GPS might be sufficient enough. So first of all – if you might have an older airplane, you might not have GPS (Global Position System) at all. And once you have it, it can fault, like many high-tech equipment. Furthermore, in case of a solar storm, you might receive incorrect or wrong values. Beside this I have noticed already that in most airplanes the GPS tracking is lagging behind. Focusing on the approach of a GPS mark, once you reach the point – you are usually already 1-2 min over your target. This is important to realize especially in the beginning of your flight lessons. As an aerodrome is not that easy to spot, you should consider by approaching via GPS, the airfield is closer that it might look like.

A VOR (Very High Frequency Omnidirectional Radio Range) is a navigation system based upon radio frequencies. You basically tune in a frequency of a VOR and then select a radial (from/to) the station. In comparison, a NDB is much simpler, as it acts a bit like a compass. It always shows you the direction to the NDB. A more detailed describtion would be far too much for this blog entry. At [1] you will find a good explanation of VOR navigation.  At [2] you can simulate the VOR navigation

What you definitely need is a physical (paper) map. It is a good and cheap backup and helps you especially in the route planning. In combination with a navigation circle, it helps you a lot to get along with the planning. A tip for the route planning is to highlight certain landmarks. E.g. if you have a known castle, sea or highway on the way – it can help you to find your position and routing.

All this stuff you learn already in the theoretical part plus a lot about planning. What was kind of difficult to me was the learning of the different abbreviations, meaning different directions/courses related to VOR/NDB.

  • QDM – ‘Direction Magnetic’ (I prefer ‘Quick, Direct Me!’)
  • QDR – ‘Direction Radial’ (Radial from the station.)
  • QTE – ‘True Emanation’ (true bearing that emanates from the station.)
  • QUJ – God only knows, but it’s the opposite of QTE!

At [3] the relations are quite good explained in German (but should be also clear for English speakers).

At a later stage I recommend the usage of a flight planning software. My preferred solution is SkyDemon [4]. It offers a planning software which can installed on a Windows PC for flight route preparation, storing it and then using it in-flight with a mobile device. Having the proper hardware it even shows you your actual position, speed and course. Also useful is the possibility to show weather information as well as NOTAMs. As the software is actively managed, constantly new features are introduced. Furthermore you have the possibility to store the flight. Another feature I really like is that it can be used also with an flight simulator like X-Plane [5]!


[1], VOR Navigation

[2], Aviation Training Tools

[3], Kursdiagramm

[4] SkyDemon, Flight Planing Software

[5] X-Plane Flight Simulator

Information about Flight Accidents

As a pilot your are always trying to improve your skills. Therefore it is always good to get reports on flight accidents, causes and possible failures. I actually like the Aviation Herald [1] quite much since it provides always the latest issues/incidents with quite good reports. Another quite good page is the Aviation Safety Network [2], which can provide you an overview of incidents for each year – which can be drilled down on the individual countries. If you are not a pilot please take in mind that flying is still the most safest way to travel. Businessinsider [3] gives you 12 reason for it.

Happy landings to all of you!

[1] The Aviation Herald

[2] Aviation Safety Network

[3], Flying is still the safest way to travel

Aero Club Trip – Regio Emillia

Within my pilot training, I had the exceptional chance to join the Pilotenclub Wien [1] club-trip to Italy. It took place from the 4th to the 7th of July 2015. This was actually possible, since my pilot trainer joined and agreed to fly with me there.


Everybody is thinking about flying as the freedom to go wherever you want – but actually it is not. Flying requires a lot of preparation, as you are not allowed to fly under any conditions and not everywhere you want. And the farther you go, the more preparation is required. In a nutshell the following major preparation task for the club trip had to be done:

  • Airspace Charts: Organise valid & up-to-date charts of Austrian, Slovenian and Italien Airspace.
  • Approach Charts: Printouts of valid approach charts including alternative airports. Also consider where you are able to get the proper fuel for your airplane.
  • Route planning: It is utmost importance to plan the routes in advance. Having that said it is also important to have alternative routes in case weather conditions on your initial route might not be good.
  • Checking the weather conditions (local and greater area)
  • Airplane & interiour preparation: We had an iPad as an supporting device – therefore we required and adopter to power it and alternatively a battery pack. Furthermore since we planned to go over open water, we had to take life jackets with us.
  • Personal luggage: since you will require some stuff for 3 days – but consider that you are not flying with an airliner, so your space is limited. Consider it on your weight and balance calculation.
  • Financials: You definitely need cash – not every airport/aerodrome offers the possibility to pay with credit card. Furthermore note that the fuel prices in Italy are quite high (around EUR 3,- per litre at the time).

Day 1: Bad Vöslau (LOAV) – Klagenfurt (LOWK) – Reggio Emilia (LIDE)

After a short general briefing with the colleagues, we went immediately to the plane, did the initial checks and went straight to the petrol station. After refilling and lining up, we finally started our trip. Within the first leg we started from Bad Vöslau and went through the Austrian Alps via Mariazell, Liezen, crossed the military control zone of Zeltweg and landed in Klagenfurt. Having perfect weather for this trip, we could enjoy a beautiful view crossing through the alps.


The landing in LOWK was quite interesting. After the touchdown I indented to roll until the end of the runway to go back over the taxiway – but there is no taxiway! So my trainer looked at me and asked me what I want to do? Ops! So backtrack and exiting the runway as I should. After refuling and a short wheater briefing, we got back to the plane and started the second leg of the day-trip Klagenfurt(LOWK) to Regio Emilia (LIDE). We actually needed to speed up, since the forecast was not that promising, while the current timeslot still looked acceptable.


We followed the route through the Val Canale (in German: Kanaltal), and when crossing the border to Italy we tried to contact Padova Information on 124,150. Unfortunately, due to the high mountains between us, we have not been able to get in contact until we exited the Val Canale. From there the controller routed us by following the river down to Lignano. There we followed the cost line until Chioggia in 1500ft. From there we then took a direct line to Reggio Emila (LIDE).

After doing some paperwork we checked in in the hotel and had a short rest before we meet up with our colleagues for a debriefing in the town with fine Italian cuisine and wine. Coming back to the hotel, I think I already felt asleep before I touched the mattress.

Day 2: Regio Emilia (LIDE) – Isola d’Elba (LIRJ) – Regio Emilia (LIDE)

The second day started with perfect weather – actually too perfect. With 35 degrees in the morning hours, the check procedures with a closed cockpit and life jackets are not joyful. At this point you wanted to wish that those planes would have a air condition. Going through the tuscany mountains we headed to the Firenze VOR, which actually turned out not to be working. From there we then followed the route to the coast and the crossed over to the island Elba. The approach on Elba was definitely one of the highlights of the trip. The mixture of the perfect weather, the dark blue of the sea and the runway directly on the edge of the island was so amazing.

Screenshot at Nov. 07 12-07-15

When going back we took a different route. Departing Elba we headed to the main land and followed the cost line, shortly after Pisa, where we then took a direct back to Reggio Emila. The advantage of this route was basically that we did not had to climb too much.

Screenshot at Nov. 07 12-27-05

Day 3:  Reggio Emilia (LIDE) – Reggio Emilia (LIDE), Reggio Emilia (LIDE) – Lido (LIDO) – Reggio Emilia (LIDE)

On the 3rd day the initial plan was to fly from Reggio Emila to Trento. We basically went in formation flight up to “Gardasee” when the weather condition turned bad. We decided that it was far to misty to continue the flight to Trendo and therefore returned to LIDE. After landing we checked the weather and decided to go alternatively to Lido, which is next to Venice.

Screenshot at Nov. 07 12-09-07As like the trip from the first day, we never climbed more than 1500ft. The advantage there is actually that you get a quite good view on the landscape, while the disadvantage is that you don’t enjoy a change of temperature. After landing in LIDO, we took a walk-around through the city, enjoyed some snacks and a coffee before heading back to the aerodrome.

One the way back – which was basically the same route we noticed some technical issues with the VOR navigation on the Aquila A211. Basically whenever the button for radio communication is pressed – the VOR signalled to be out of order. Releasing the talk-button, activated the VOR navigation again.

On the aerodrome of Reggio Emila we’ve seen that a jet plane was prepared to do some aerobatic training. So we stood at the fence of the aerodrome watching out for the start of the machine. Our presence was actually noticed by a colleague from the local flying club, which invited us for a espresso. While enjoying one of those perfect espressos, he showed us the planes of the club and we had a nice chat about – guess what – flying. And here a joke which he told us: “If you know how to navigate you get a good pilot, if you don’t know how to navigate you go aerobatic!”.

The evening, we spend at the restaurant at the aerodrome. From the outside it did not look that inviting, but inside we had an really delicious dinner. For started we had like 10-15 different kind of Ravioli and Tortellini, which was followed by some nice steaks.

Day 4: Reggio Emilia (LIDE)  – Portoroz (LJPE) – Bad Vöslau (LOAV)

Time passes so fast – we are already settled for the trip back home. After checking out we went to the aerodrome to get ready for the flight back home. Good that we already refilled on the day before – so we did not had any waiting time. For the return we planned to go over Portoroz back to Bad Vöslau. So the first part of the trip looked as follows.

Screenshot at Nov. 07 12-10-21

The approach to Portoroz was actually quite interesting, since we had to land from the land side. This is tricky since there are quite high hills, which requires to decent fast, while trying to gain not too much speed. Short break, refuelling and go for the second leg, which went through Slovenia to the border of Austria. The first thing you notice when you are coming from Italy to Slovenia is the radio communication. While most of the time the radio was so busy in Italy, I’ve been able to talk to the controller in Slovenia.

Screenshot at Nov. 07 12-15-24

Shortly before the final landing in LOAV, the circuit breaker for the radio communication got activated. While I thought I might have said something wrong on the radio, my trainer immediately noticed the problem and fixed it by putting back the circuit breaker after a short break.

After the landing and the parking of the plane, we cleaned it and went back to the office where we did the final paperwork. I guess both of us has been to exhausted to talk too much about the trip. Especially for me it took some time to process  the experiences of the trip. Altogether it was a really amazing experience and once again proofs that it was the right decision to go for the pilot licence. It was really great to had the chance to do this trip within my training, to go there with my trainer and to meet and chat with the colleagues from the club happy to share their experiences. Whenever there is the chance again and I am able to join, I would definitely go again.

Lessons learned

There are a few lessons learned that I take from this grandiose trip:

  • Don’t be afraid of radio communication: While in Austria the radio communication is quite understandable and not that busy, Italy was challenging. Take the courage to do such a trip – it helps to get rid of anger.
  • If you plan to do a long trip, you definitely need a buddy: While flying in an more-or-less unknown territory you will need a buddy taking over the radio communication and navigation. Far too often we have been routed other than initially planned.
  • Don’t panic: Whenever a technical issue occurs – don’t panic. Think first then react!
  • Prepare yourself: For myself I noticed that is utmost importance to prepare properly. Especially when it comes to the approach charts.
  • Flying is a sport: Going there, having a lot of food and drinks – I noticed when I’ve been back in Austria that I lost 2kg.

Once again thanks to the organisation and especially to my trainer. A few pictures of the trip can be found under [2].

[1] Pilotenclub Wien

[2] Pilotenclub Wien, Clubausflug Italien

Private Pilot Licence – Final Exam

Time has passed quickly. Not a year ago I started with theoretical and practical training for the Private Pilot Licence – and a few weeks ago I finally finished.

So what has happened after the theoretical exam [1]. A lot – In a nutshell:

  • Finish solo cross country flights
  • Language Proficiency Check
  • Progress Check D
  • Final Exam
  • Bureaucracy

So first of all I had to finish my cross-country flights to ensure that I fulfilled the criteria for the Progress Check D. While doing the triangular flight between Bad Vöslau (LOAV), Krems (LOAG) and Punitz (LOGG), it did my further cross country flights to:

  • Spitzerberg (LOAS)
  • Stockerau (LOAU)
  • Seitenstätten (LOLT)

Doing my Radio Check in English language, does not automatically allow you to do the radio communication in foreign countries. This requires an additional Language Proficiency Check. This is basically done under the audience of an examiner on the computer. This include basic english conversation talk, as well as technical terms and radio communication in english. Depending on your skills you might reach a level up to 6 (which is more or less native speaker). This is automatically forwarded to the Austro Control and once you pick up your licence, the language proficiency level is noted in your licence.

So having the according hours and the language test – I was ready for the Progress Check D. I did the check flight to Krems (LOAG), whereby we did some emergency practices in between. Overall no big issue, except that we had wind with over 40 knots, which was quite a experience on the landing in Bad Vöslau.

Having all together and after doing some paper-work I was ready for the final exam. After a short briefing I filed a flight plan to Stockerau through the Control Zone Vienna. Basically the flight was starting in Bad Vöslau – entering the Control Zone Vienna over Sector Sierra. Once the controller of Wien Schwechat approved it, we crossed the landing field of Wien Schwechat and went further along the Danube through Vienna until Klosterneuburg. There we have been handed back to Wien Information and continued the flight to Stockerau. The exact route was as follows:


Short break in Stockerau, and then we went back to Bad Vöslau over Klosterneuburg and Wienerwald See. In betwenn we did all kind of emergency procedures.


On the landing we did a flapless and a signal landing. After overall 2hours it was done. Handshake and I really felt released!


A few days later I went with all papers, my flight log, my radio check licence and my medical to Austro Control to request the private pilot licence. And after 2 days, it arrived via mail. Yes!! The shocking part – the handout of the licence was quite expensive (around 580 EUR). But at this point you don’t want to turn back.

And what now? Flying, flying and flying to get experience. Beginning of next year I consider an introduction to a 4 seater – but I will keep you updated.

[1], Private Pilot Licence – Theoretical Exam

Private Pilot Licence – Theoretical Exam

After finishing all the classroom training and the subject related test after each session, you are basically allowed to do the theoretical exam after a overall pre-test in your flight school.The theoretical part is basically separated from the practical, wherby it should be noted that you need to have the theoretical exam, befor going to the final practical exam.

Anyway after finishing all the classroom training, I’ve let some time pass to focus on the practical training. Fast progressing I noticed that I should follow up on the theoretical exam, as I was not interested to wait for my final practical exam, because I forgot about the other part.

Having the scripts and presentation provided by Aircademy [1], I thought it would be a good idea to buy and use their exam trainer. In the beginning the tool was a bit confusing – it requires pop-ups to be enabled, and don’t offer something like an overall exam mode. This means basically that you can do a test for each subject area separatley. From the look and feel it is more or less from the early 2000 years. Anyway – there is a big advantage with this tool: it is basically the same piece of software used for the theoretical exam at the Austro Control GmbH [2].

While you are able to download 75% of the official questions from the Austro Control GmbH Homepage [3], 25% of additional questions will be added on the exam itself. Having in mind that you need 75% correct in each subject, this sounds quite easy, but it should not be unterestimated. Especially since I have seen a few people on the exam, which have failed in some subjects. Also keep in mind that for each of the subjects you have 20min time-slot. Once this time has passed, the subject is closed – with all possible open questions.

Ok, so from the proceedure: once you get in contact with Austro Control GmbH via [2], they will assign you a date/time for your exam. You are allowed to take your navigation maps with you, a ruler and the aviation calculator. Also take some empty papers and and a pen – it might be helpful.

On the day of the exam you will be picked up on the entrance of Austro Control GmbH and guided to the examination room. Once you take place you will get a short introduction. Important to notice is that between each subject, you can take a break – but definitley not in between.

The subjects are as follows:

  • 10 – Airlaw
  • 20 – Human Performance
  • 30 – Meteorology
  • 50 – Principles of Flight
  • 60 – Operational Procedures
  • 70 – Flight Performance and Planing
  • 80 – Aircraft General Knowledge
  • 90 – Navigation

Overall it took me around 3 hours to finish the exam. Immediatly after a short break you will get back the results. It should be noted that if you are not able to pass in one subject, your whole exam does not have to be redone. Only those subjects, which you have not passed.

Once you have done the exam and feeling relieved from the burdon, you will get the invoice from Austro Control GmbH within the next few days. For those who are interested – I paid EUR 116,40.

Happy Landings!

[1] Aircedemy – Learning at a higher level

[2] Austro Control GmbH, Pilot Licences

[3] Austro Control GmbH, PPL Exam Questions

Private Pilot Licence – Radio Check

While progressing on my practical trainings, I also managed to do my radio-check. In Austria it is mandatory to do a radio check, which is held by an official government institution. It is differentiated between:

  • AFZ – Allgemeines Funkzeugnis
  • EFZ – Eingeschränktes Funkzeugnis
  • BFZ – Binnen Funkzeugnis

From what I understood, the Austrian BFZ is similar to the German BFZ I, while the Austrian EFZ is like the German BFZ II. Anyway, in regards to the test, it is split up into a theoretical part and a practical part. While doing the exam together with 4 more people, it starts with the practical part.

The practical part consists of:

  • Practical radio communication: The examiner is sitting in a separate room and goes through a whole flight with start, cruise and landing. Depending on the type of classification, the content might vary from “German only” to “German/English mixed” and “German/English with IFR topics”.
  • Translation exercise, for those who are doing the AFZ or the EFZ

After the practical part everybody has to leave to room, so that the examiners can consolidate internally. If you are able to pass the first section you are allowed to enter the room again to do the theoretical exam.

The theoretical exam (for the EFZ) consists of 3 parts:

  • Law (Recht)
  • Technical (Technik)
  • Special Provision (Sonderbestimmungen)

Each of those parts is consisting of 3-4 questions in a multiple-choice format. Overall 75% have to be correct. After being able to manage the question, in the end you will receive your certificate directly there.


Private Pilot Licence – 1st Progress Check

Some time has passed again – and actually, I managed to do some practical lessons. Basically I have been on vacation during Christmas, but on the 22nd I’ve been back to Vienna for some radio training. The good thing was that I have been able to combine it with some practical training.

Due to a lot of gusts, we have been doing some circuit training with the DV20. If you like to know more in regards to the circuit training, there is a quite good description on [1]. We managed to perform overall 6 landings. While getting closer to the ground during the landing, the conditions have been quite fine – but after taking off again, it got quite bumpy. In the end I’ve been happy that I didn’t have any lunch before. Neither the less it was a great experience and I enjoyed it.

Relaxed I’ve gone back to Styria and enjoyed the Christmas days. At Christmas I was surprised by my girlfriend with a superb flight bag – the Brightline B07 [2].

2015-01-04 10.16.40

I’ll have to say that this model is really great. It offers enough storage space for all your stuff (incl. the headset) and has some clever features. E.g. it is easily extendable and can be adopted according to your requirements. A small, but definitely notable feature for me is the sunglass compartment on the top.

Back in January, the weather was on my side, and I managed to take flight training on the 3th of January. It was my first flight with the Aquila A211 [3], which is a much more modern and comfortable airplane. In comparison to the Diamond Katana DV20, the plane is much more sensitive in the steering. Additionally, the nose is a bit higher, which results at beginner pilots into a constant decent if you try to hold the plane in a way to see the horizon. Furthermore, every half an hour you should switch the tank from one wing to another, since the two tanks in the wings are separated. But overall, the comfort, the modern equipment (e.g. glass cockpit) and the feeling definitely makes the plane much more simpatico to me than the DV20.

So we first flew around the area of Neunkirchen [4], where we did some basic turn maneuvers. Then we decided to head in direction Krems/Langenlois – LOAG [5]. On the way there I made the enclosed two pictures.

2015-01-03 12.33.022015-01-03 12.32.57

After the landing, I’ve paid the landing fees and within minutes we have been back in the air again. Flying back we once again did some basic turn maneuvers in the area of Neunkirchen, before we landed again in LOAV [6].

Going forward, I’ve had enough hours – and most important the ok from my flight trainer to do my first progress check. Intentionally planned on the 4th – I finally did the progess check  on the 6th of January, as once again the weather has forced us to reschedule. For the progess check, the following parts have been checked:

  • Flight Preparation
  • All kind of Ceck-Procedures, Check-Lists (e.g. Pre-Flight, Start, Take-off, Landing, …)
  • Taxi Check
  • Emergency Briefing
  • Take-off / Rotation Speed
  • Turn maneuvers (with holding height and speed)
  • Descend and climb with constant speed and leveling off
  • Power settings
  • Emergency procedures
  • Approach

It seems that I did everything right so far – therefore I got an ok to process to the second block, which is focused on Start- and Landing. Looking forward for my next training.

Happy flight & Cheers!


[1], Circuit Briefing

[2] Brightline Bags, B07 Flight

[3], Aquila A211

[4], Neunkirchen

[5] LOAG, Airfield Krems/Langenlois

[6] LOAV, Airfield Bad Vöslau


Private Pilot Licence – Year End

Some time has past since my last post. Actually, since the winter whether in Austria was not that fine, I did not had that many practical sessions as I planned to have. On the other side, the theoretical courses are nearly over, and I think it is time no to focus on learning all the theory. A part of the theoretical course is the radio communication, which requires a lot of practice.

So regarding the basic theoretical training, after a long and hard learning session, it is time to start testing my skills. Either officially vial the question catalogue from the Austrocontrol [1], or unofficially – but more practical, vial the iPilot App [2], which has its focus on the German rules & regulation. Actually for most of the topics it does not really matter.

For the radio communication, it was recommended to register at [3] to do some additional training. As the exam is taken by the Austrian authority, it has to be done independent. Additionally – for a later part of the practical flight training – it is required to have this certificate. If you are not able to pass the radio check exam, you are actually not allowed for the upcoming three month to do it again – so there is a certain pressure to pass it.

I would like to close this post, by keeping the motivation high with a nice picture I took from the cockpit.

2014-10-12 12.37.09


[1] Austrocontrol, Fragenkatalog

[2] Apple iStore, iPilot Deutschland

[3], Trainingszugang


Private Pilot Licence – First Practical Session

On Sunday 2014/09/28 I’ve had my first practical flight lesson. The day started with a ride to LOAV with perfect weather conditions as you can see: Blue sky, no clouds and just a perfect view.

2014-09-28 08.44.05

Arriving in LOAV, I have met my flight trainier and we immediately went through the flight preparation, consisting of the following main steps:

  • Check of airplane documents are complete and all required documents are still valid.
  • Weight and Balance to calculate the amount of gasoline we can take with us.
  • Print the flight map of LOAV for an orientation.

2014-09-28 19.19.12

Then we went to the hangar to take out the plane and start with the pre-flight checks. Checks in general are required – and important – all the time. So if I remember correctly there are the following additional checks/procedures before take-off:

  • Before-engine start checks
  • Engine start
  • Taxiing
  • Motor run-up
  • pre take-off check
  • take-off

After filling up the tank, we had a short minute to take a picture of myself in front of the plane.

2014-09-28 10.07.01

Then finally lift-off. We flew around an hour where we first climbed up to 6000 feet. This was followed by the first manoeuvres – curves. It is actually not that easy to hold the speed, the attitude or doing a 360° circle. Steering the plane while watching all the instrument is quite a lot for the beginning. But neither the less I really enjoyed my first flight.

I am already looking forward for my next session.

Private Pilot Licence – Air Law

After finishing aerodynamics last week [1], this week we had 8 hours of air law classroom training. Sounds quite boring and though, but was actually very interesting. Having a good lector, which is able to handle all kind of stupid questions we asked, the classroom training was really instructive.

The main lesson I’ve learned today is that the german song “Über den Wolken” from Reinhard Mey [2] where he is singing that the freedom is endless beyond the clouds is not true at all.

2014-09-27 21.32.05


There are 7 types of airspace classes named A to G, whereby G is the one with the lowest class and A the highest [3]. Giving this classification, Austria has actually quite a lot of restrictions, especially in the area around Vienna. I guess if you compare it to other countries, Austria might be an exceptional case, as in many other topics as well.

Beside the airspace classes there are dozens of other topics you have to keep in mind when flying a plane. Regulations on the ground, regulations in regards to communication, requirements in regards to documentations. Much to much to take everything in this blog entry.  A good information source in regards to rules and regulation of the air law seems to be the website of Austro Control [4] and [5].

With all the rules and regulations, the authorities and the need to put a lot of information into small maps, I felt that we learned 1000 acronyms, and I am sure that 1000 more will come. To sum it up the classroom training is exciting, interesting and very informative. The more we have the more I get the feeling that this is really required.

Beside the classroom training today, I have bought some equipment in the pilot-store [6] at LOAV [7] for my first practical flight lesson tomorrow: a pilot kneeboard, a pilot logbook and a headset. On the pilot kneeboard I took the recommendation of our teacher, that a small one should actually be sufficient enough. The pilot logbook had to be Part FCL compliant. For the headset I have to say that I searched through the internet before and I thought about buying a classical David Clark headset. But after trying several headsets I decided for the Sennheiser S1 Passive, which I found most comfortable. Passive since I was not willing to spend more than EUR 1000. Furthermore I think as a hobby pilot a passive one should be sufficient enough.

2014-09-27 21.30.26

So now I am ready and looking forward for tomorrow.


[1], Private Pilot Licence – Aerodynamics

[2], Reinhard Mey – Über den Wolken

[3], Airspace Classes

[4] Austrocontrol GmbH


[6] Watschinger PilotStore

[7] Flugplatz Vöslau – Kottingbrunn