This incredible choice can create at
least two potential issues. Firstly,
how do you distinguish between
them all? There may be limited
solid operating history to determine
which aircraft is the best for you.
Secondly, how do you know if there
is going to be adequate support
available for you when you need it
down the track? Already both Piper
and Cessna have withdrawn from
the LSA market; it is inevitable that
further consolidation will occur in
this market segment. How can you
guarantee your LSA won’t become
a hangar queen if you can’t get the
parts for it down the track?
Up-front costs
Although LSAs may have lower
operating costs than most GA
aircraft, something like a Cessna 152
is going to be much cheaper up front
than most advanced brand new LSAs.
This far lower initial capital cost that
is always going to assist the argument
for retaining an existing–or buying
a used–GA aircraft. “Some flying
schools prefer to have an associated
person buy the LSA and then lease
it to the school in some sort of hire
arrangement” says Peter Harlow.
This is certainly one way to get
around the financing of a new aircraft.
Peter also thinks that the RA-
Aus regime may in fact have some
further refinement heading its
way, particularly in the form of
allowing pilots to perform their own
maintenance. “Eventually, RA-Aus
may require individuals to undergo
specific training and have their
logbooks endorsed before being
allowed to perform maintenance.”
This may not necessarily be a bad
thing, but it would begin a move away
from the lower regulatory burden
that RA-Aus currently enjoys.
Finally, one drawback, and
certainly for those pilots seeking
training in RA-Aus aircraft, may
be geographic depending on where
you live. David Bell of Peninsula
Aero Club at Tyabb in Victoria
advises there is little demand for
RA-Aus training in airports in a
city environment. His experience
suggests because of a high demand
amongst their students to progress to
commercial pilot training, there
is a focus on GA training from the ab
initio stage. Although this may not
the be case across all metropolitan
airports, the majority of flying
clubs experiencing an increase in
RA-Aus activity contacted for this
article are located in regional areas.
Consequently, if you want to fly RA-
Aus and live in the city, you might
have to travel for the experience.The future
If the measure of success of the
introduction of a new class of aircraft
is that flying activity and membership
numbers increase significantly, the
experience of the majority of the aero
and flying clubs interviewed for this
story achieves this goal. RA-Aus
appears to have a growing supporter
base, and this enthusiasm is likely to
continue for as long as RA-Aus provides
a lower regulatory hurdle and cheaper
options for flying compared to its older
GA brother. Whatever class of aircraft
you prefer, and for whatever the reason,
an increase in flying activity, no matter
the type of winged steed, is ultimately
good for all aviators.
Perhaps Bill Kiernan cut through
all the noise best when he said “It
puts the fun back in flying.”3 Caption.
4 Caption.
5 Caption.australianflying.com.au 55
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