Rediscovering Affordable Aviation

Leaving the name ‘Ultralight’ behind, the RA-Aus was incorporated in 2004 and by now represented a substantial niche within the aviation community. Perhaps the turning point for many came at the beginning of 2006 when the Light Sport Aircraft (LSA) category came into being. These machines not only integrated the latest technology in materials, but some of the cockpits boasted avionics far beyond the flight decks of many commercial operators. It was a form of refreshingly modern light aircraft set to a backdrop of ageing GA aeroplanes at a substantially lower price. The LSA category of aircraft may be limited to a MTOW of 600kg, but with their basic weight often closer to 300kg, these aircraft established a genuine reputation for performance. And with that reputation, the RA-Aus numbers grew.

From January 2007 until the end of last year, membership of the RA-Aus rose by over 4000 to total over 9600 current financial members. This represents a staggering 78% growth in 3 years! There are also now over 3000 RA-Aus registered aircraft, a number which has swelled by over a third in the same period.

This growth is not limited to Australia and it has been recognised by the stalwarts, Cessna and Piper. Both companies have now ventured into the LSA arena, Cessna with the ‘SkyCatcher’ and Piper with the newly announced ‘PiperSport’. Recreational aviation and the LSA category are here to stay and even the biggest GA players are recognising that if you can’t beat them, join them.

On the Move.

The RA-Aus membership numbers are swelling daily with a good many transferring their loyalty from traditional GA to the new breed. This is occurring for a variety of reasons, but central to the theme are the issues of aircraft age, cost and ease of administration.

The vast majority of general aviation trainers are showing the signs of age and a rather testing existence. These aircraft have also traditionally doubled in the role of private hire aircraft and many pilots are tiring of the worn upholstery, cracking interiors and ancient flight panels. While a new generation of impressive composite GA aircraft are coming through, their price tags are substantial and make them more accessible as fleet purchases for major schools or as tourers for the more ‘financially equipped’ individual. Whether a kit-built aircraft or a factory built aeroplane whose price tag is far more reasonable, at the end of the day it is a new machine. Clean and shiny externally, powered by a new engine with a new interior and potentially an EFIS-equipped cockpit. Additionally, all of these considerations, from paint scheme to powerplant, can be tailored to the individual’s desires and budget.

The umbrella of the RA-Aus and its regulatory framework encompass owner-designed machines with a MTOW of 300kg, right through to factory built LSAs. There are ‘Trikes’, tail-draggers, float planes, gyrocopters and virtually everything in between. Many are locally produced by the likes of Jabiru, Lightwing and Brumby. This range of aircraft, from kits to new-builds, provides a far more cost-effective means to owning and flying an aeroplane. While kits offer a lower entry price and the ability to stagger the outlay, the price of factory built aircraft is still tangible in terms of the aviation world. Even the newly announced PiperSport LSA, which sits towards the top end of the price list, has a flyaway price of around A$130,000.

Once purchased, the ongoing cost of these aircraft is also significantly less than traditional trainers. Their fuel consumption is frequently well below 20 lph and many types offer the facility to use MOGAS as distinct from aviation grade fuels. A number of parts are universal in nature and can be sourced from automotive spares suppliers or even the local hardware. An air vent knob doesn’t necessarily have to be an imported piece with a 12-digit part number. Furthermore, the maintenance of owner-operated RA-Aus aircraft is the sole responsibility of the owner and can be conducted personally in accordance with the manufacturers’ maintenance/service manuals and schedules including all supplementary service instructions. Type specific courses are readily available for many aircraft and engines, and the ability to conduct this maintenance offers a very cost-effective option to aircraft owners. Only factory built aircraft can be offered for hire or reward and these must be maintained by a more highly qualified Level 2 maintenance provider.

The nature of RA-Aus is that it is about flying “for the sheer fun of it”. It is not aimed at regular public transport (RPT) or the commercial world; it is concerned with “recreational aviation”. While falling under a dedicated section of the C.A.Os, much of the burden of regulation and administration is placed upon RA-Aus, the manufacturer and the aircraft owner. This facilitates a more streamlined solution to the issue of ongoing administration and even aircraft development, that is encouraging more people to seek out RA-Aus as this means to become airborne.

What’s the Difference?

In terms of the aircraft, the main distinguishing factors of RA-Aus aircraft are the absolute MTOW of 600kg and the maximum number of persons on board being limited to two. There are minimum stall speed limitations and other elements, but predominantly these are light aircraft limited to 2 persons on board. For economical leisure flying and training, that’s all you really need.

For pilots wishing to gain a Pilot Certificate under the guidelines of the RA-Aus, there is a structured syllabus and minimum requirements just as there is for any air crew licence. However, RA-Aus flight training is generally at quite a lower cost per hour than the rate associated with traditional flying schools. The basic Pilot Certificate permits solo flight within 25 miles of the departure point. Subsequent training avails further privileges which are recognised endorsements on the certificate such as cross country flying and the ability to carry a passenger. There are also various endorsements based on aircraft performance, engines and configuration. The ability to fly into controlled airspace in an RA-Aus aircraft is limited to pilots holding a valid CASA Private Pilot Licence or higher, despite an application to CASA last year to lift this requirement.

On a Student Pilot Certificate, the individual can ‘solo’ from the age of fifteen. For a valid Pilot Certificate, with the exception of some listed medical conditions, the level of health required is equivalent to that required to hold a private motor vehicle licence in Australia until reaching the generous age of 75. The RA-Aus is actively encouraging youth to take an interest in aviation through its junior membership and should be congratulated on recognising these youngsters as the future of ALL aviation in this country.

Crossing Over.

As the membership nears the 10,000 mark, a growing number of RA-Aus pilots are converts from the established CASA flight crew licensing system and often maintain their qualifications in both realms. It is no surprise when the conversion to RA-Aus for a licensed pilot can be achieved in as little as five hours and undertaking a Human Factors exam.

Sharing a hangar with a Storm Century 5XL and having previously tasted the Brumby LSA and a variety of Jabiru aircraft, I recently set about personally obtaining my RA-Aus Pilot Certificate. The first step involved becoming an RA-Aus member, applying for a Student Pilot Certificate and obtaining an RA-Aus Log Book and Operations Manual. Within a week of my fax, a very professionally put together package arrived complete with a complimentary RA-Aus tote bag! The RA-Aus Operations Manual is a well laid out document with the relevant CAOs included at the rear, while I was able to download the manual for the Jabiru J230 straight from the manufacturer’s website. It seemed all too easy.

I had decided to undertake the conversion with ‘ASK’ at Bundaberg. The Senior Instructor with whom I would fly is Peter McNamara, a former RA-AUSF engineer who can be found cropdusting when he’s not attending to his RA-Aus Flying School. The aircraft was relatively new and in pristine condition, while its light weight made it a dream to manoeuvre out of the hangar. Once seated inside, the interior was very comfortable and after engine start the ‘Avionics Master Switch’ brought to life an array of EFIS screens displaying information ranging from primary flight data and ‘VDO’ times through to GPS-based navigation displays and detailed engine indications.

As I had flown the equivalent J430 previously, the performance was not a surprise, but it was still appreciated. The aircraft has 120hp up front with a wing span equal to a C152, yet is asked to lift a considerably more streamlined airframe weighing significantly less than would be the case with an old-style Cessna or Piper. The enhanced power to weight ratio equates to a minimal takeoff roll and a climb rate that is nothing less than impressive with two chaps on board. The lowspeed handling is equally impressive at the other end of the performance envelope.

Over two days Peter flew with me as a dual assessment before sending me on my way to accumulate the required solo time. While the minimum requirement to convert an existing PPL or higher to an RA-Aus Certificate is a minimum of 5 hours including at least one hour solo, this shouldn’t be viewed as a formality. It will be very dependent upon the relevance of the individual’s previous experience and is more about demonstrating a standard than merely meeting minimum requirements. Fortunately, I was relatively current on light aircraft and had the opportunity to fly a variety of LSAs in previous flight tests.

At every stage of the process, both the school and the RA-Aus were efficient and easy to deal with. Based on my previous experience, I received credit for a variety of endorsements that included ‘cross country’, ‘passenger carriage’ and tail-wheel. Signed off by Peter, a copy of my Flight Crew Licence was needed to substantiate a number of these qualifications and this was added to the other completed paperwork. Once again, a little over week after submitting my paperwork to the RA-Aus, my new Pilot Certificate arrived in the mail. I was now legal to fly RA-Aus.

Every step of the conversion, both administratively and operationally, was unambiguous and straightforward. This bodes well for anyone taking up RA-Aus flying from the outset as they undertake the more extensive training syllabus and ground theory requirements. In addition to the vast breed of aircraft that now reside in the RA-Aus stable, this simplicity of process is undoubtedly a major factor in the growing numbers of members and aircraft.

Accessible Aviation.

RA-Aus flying is not all things to all pilots; it has definite limitations in what it can offer. Pilots are limited to sharing their passion for aviation with one passenger and without a PPL, and controlled airspace is off limits. Yet there are a number of pilots flying on the ‘VH register’ who rarely uplift more than two people and give CTA a wide berth anyway. If these considerations are not deal-breakers, then RA-Aus flying may well be a very attractive option, both for the new pilot and those struggling to afford the cost of maintaining their Flight Crew Licence.

One of the greatest challenges for private pilots is the issue of currency. Many private pilots struggle to maintain a legal level of currency, let alone a prudently safe level. If the lower cost of RA-Aus aircraft hire encourages pilots to fly more frequently, this can only aid in the maintenance of their manipulative skills and procedural integrity.

Recreational aviation may well be the site for a new commercial battle ground for the likes of Piper and Cessna, but for the most part this growing section of the aviation community is about enjoyment for the individual. It is about removing barriers and granting the dream of flight to as many potential pilots as possible, while still maintaining a defined structure of regulation and standards. It will always be a fine balance to maintain, but to date the RA-Aus seems to be rising to the task and people are gravitating en masse.

RA-Aus may officially stand for Recreational Aviation Australia, but in so many ways it also represents really accessible aviation.