A_F_2015_03_04_

“As we did not have an AOC–this

was too difficult to obtain–we could

only hire out the 172 on a private basis;

now under RA-Aus we are a Flight

Training Facility, and so are now

able to offer flight instruction under

RA-Aus. We now have a lot more

activity than we did previously and our

membership base has doubled.

“So far as operating under RA-

Aus, we don’t have any concerns;

the organisation is prompt about

responding to our enquiries.”

This experience is not unique

to Hastings District. Bruce Stark

relates the experience of Goulburn

Valley Aero Club at Shepparton

doubling its membership from 60 to

120 people by changing to Gazelle

LSAs, and then peaking at 200

when it changed again to Tecnam.

This then prompted it to form a

relationship with a GA training

school at the same airfield, thus

allowing some pilots the opportunity

to step into GA flying if they wish.

And, of course, this is a good time

to note RA-Aus is not an exclusive

option. Aside from the fact that

any training at all should generally

instil basic flying awareness and

airmanship, given the RA-Aus flying

training syllabus is very similar

to GA, and operating an LSA

will be very similar to operating a

GA aircraft, there is a great deal

of commonality between the two

regimes. Consequently, there is

nothing stopping an aspiring GA

pilot from first starting with RA-

Aus. This is reflected in a statement

by CASA in late 2014 that RA-

Aus hours will count towards the

requirements for Recreational Pilot

Licence, Private Pilot Licence and

Commercial Pilot Licence.

As a result, this enables RA-Aus

to be regarded as possibly a stepping

stone to GA for those who wish. Try

RA-Aus out for size to restrict your

financial exposure, and then, if you

like, transfer what you’ve learned to

the GA environment. This attitude

is a boon for both GA and the broad

minded RA-Aus organisations.

Michael Pendergast sums up this

welcoming attitude: “It shouldn’t

matter if someone who has commercial

aspirations goes on to complete

their GA training with another

organisation. If that young pilot goes

on to complete his or her ATPL, he or

she may return to that RA-Aus aero

club where it all started for them.”

The drawbacks

Although RA-Aus has lower barriers

to entry, these lower thresholds

are reflected in greater restrictions

compared to GA. These include

prohibiting, even with extra training:

• flying with more than one
  passenger


• night flying


• flying on instruments


• aerobatics.
  Consequently, say, if you want to
  be able to shoot night ILS approaches
  to 16R at Kingsford Smith like a boss,
  you’ll have to move down the GA
  path, eventually at least.
  Notwithstanding that the aviation
  sector is a little over a century old
  and has gone through incredible
  technological transformation over
  that time, one major drawback
  LSAs will have for a while is they are
  simply “different” and incorporate
  technology–specifically that of
  engines–that doesn’t have the same
  reliability history of GA. “Some people
  are simply dyed-in-the-wool GA
  types and will never consider LSAs,”

TECNAM AUSTRALIA

AUSTRALIAN FLYING March – April 2015

52 Aero Clubs australianflying.com.au

According to Tecnam’s Bruce Stark,

aircraft like the P92 are a better

financial proposition for aero clubs.

ABOVE: Hastings

District Flying Club’s

Foxbat is prepared

for yet another flight.

The club has put

2500 hours on two of

the type.

R IGH T: Northern

Rivers Aero Club

operates a fleet of

Jabirus from Lismore,

NSW, as well as the

standard GA trainers.

HASTINGS DISTRICT FLYING CLUB

NORTHERN RIVERS AERO CLUB