The RPL becomes a reality.
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The RPL becomes a reality.
I was very pleased recently to approve a major addition to the way we manage pilot medicals in Australia. After wide consultation and detailed analysis of the safety issues, CASA has put in place a new simplified and streamlined medical certificate system for pilots who operate aircraft for private purposes. It means pilots who qualify to use the new system can obtain their medical certificate from any general practitioner, instead of having to visit a designated aviation medical examiner and apply for a class 2 medical. For many pilots this will reduce the time and cost of obtaining a medical certificate. The new system is open to all CASA licensed pilots who operate aircraft in a private or recreational capacity, subject to a number of important safety restrictions.
The new medical standards for private and recreational operations are based on the Austroads Inc unconditional motor vehicle driving licence standard, with a range of aviation specific additional requirements. These additional medical requirements cover areas such as cancer, heart failure, head injuries, epilepsy and musculoskeletal disorders that can pose a safety risk in aviation. The new medical certificate restricts CASA licensed pilots to flying single piston engine aircraft weighing less than 1500 kg maximum take-off weight. Pilots must operate at less than 10,000 feet above sea level in visual metrological conditions, with only one informed and consenting passenger on board. If a control seat is occupied by an appropriately licensed pilot with a current class 1 or 2 medical certificate these restrictions do not apply. Pilots using the new medical will have access to controlled airspace.
Once a pilot successfully obtains a drivers licence (DL) medical certificate (aviation) from a general practitioner they must e-register it at CASA’s web site, agree to be bound by the conditions and limitations of the CASA instrument and receive an electronic acknowledgement from CASA. Pilots under 65 years must renew and re-register their certificate every two years, while those over 65 will need to do this every 12 months. There is no fee attached to the registration of the certificate. Pilots are required to carry the medical certificate and the CASA acknowledgement of registration when flying and produce them to CASA inspectors as if they were a class 2 medical certificate.
I hope many pilots find the new DL medical certificate (aviation) an easier way to obtain and maintain their medical clearance to fly. Having robust medical standards is a key element of aviation safety and this initiative ensures safety standards remain high while making the system simpler.
More information will be available on the CASA web site once this initiative goes through the necessary machinery-of-government processes.
In this month's newsletter you will see an item about a short survey of readers we are currently running to make sure this newsletter serves your needs in the best possible way. Please take a minute to click on the link and complete the survey as we do need your views to make improvements.
Go to the CASA Briefing reader's survey.
Best regards
John F McCormick
The new medical standards for private and recreational operations are based on the Austroads Inc unconditional motor vehicle driving licence standard, with a range of aviation specific additional requirements. These additional medical requirements cover areas such as cancer, heart failure, head injuries, epilepsy and musculoskeletal disorders that can pose a safety risk in aviation. The new medical certificate restricts CASA licensed pilots to flying single piston engine aircraft weighing less than 1500 kg maximum take-off weight. Pilots must operate at less than 10,000 feet above sea level in visual metrological conditions, with only one informed and consenting passenger on board. If a control seat is occupied by an appropriately licensed pilot with a current class 1 or 2 medical certificate these restrictions do not apply. Pilots using the new medical will have access to controlled airspace.
Once a pilot successfully obtains a drivers licence (DL) medical certificate (aviation) from a general practitioner they must e-register it at CASA’s web site, agree to be bound by the conditions and limitations of the CASA instrument and receive an electronic acknowledgement from CASA. Pilots under 65 years must renew and re-register their certificate every two years, while those over 65 will need to do this every 12 months. There is no fee attached to the registration of the certificate. Pilots are required to carry the medical certificate and the CASA acknowledgement of registration when flying and produce them to CASA inspectors as if they were a class 2 medical certificate.
I hope many pilots find the new DL medical certificate (aviation) an easier way to obtain and maintain their medical clearance to fly. Having robust medical standards is a key element of aviation safety and this initiative ensures safety standards remain high while making the system simpler.
More information will be available on the CASA web site once this initiative goes through the necessary machinery-of-government processes.
In this month's newsletter you will see an item about a short survey of readers we are currently running to make sure this newsletter serves your needs in the best possible way. Please take a minute to click on the link and complete the survey as we do need your views to make improvements.
Go to the CASA Briefing reader's survey.
Best regards
John F McCormick
That's pretty impressive in the context of CASA being a typical, conservative organ of government, even the FAA in the US are still in the "talking about" phase of this. Congrats to those involved in the initiative, both within CASA and in the SAAA etc. Pity about the one passenger restriction in a personal sense, I need 3 seats for another 6/7 years, but still a big step forward.
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More information will be available on the CASA web site once this initiative goes through the necessary machinery-of-government processes.
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Yes, but in the moment of intense CASA bashing, (which I am guilty ), it is a positive move and should be applauded.
It is an Instrument, as opposed to a licence, so shouldn't take too long to promulgate.
It is an Instrument, as opposed to a licence, so shouldn't take too long to promulgate.
they must e-register it at CASA’s web site, agree to be bound by the conditions and limitations of the CASA instrument and receive an electronic acknowledgement
Last edited by Frank Arouet; 26th Jun 2012 at 06:05.
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Credit where credit is due.
Indeed Frank. 
I can assure you that all has been done by those who can....and the website is all but switched live, awaiting the return from parliament. It would not surprise me if it is later this week. But watch this space!
I think that it is probably time to publicly acknowledge the people in recent times who have actually taken this from a concept of the past and in the last year or so turned it into reality.
So credit should be paid to the head of CASA's GA Task Force Mr Peter John, who has tirelessly battled all the hundreds of roadblocks, researched and sought out the solutions to many complications that cropped up regularly.
Besides all his hard work and the various people associated with the project, the reason Peter was able to convince the Director to undertake the project was an enormous effort by the Sport Aircraft Association of Australia, and support from AOPA who have actively promoted the SAAA campaign.
This is also a major step forward and a new approach to the AVMed folk so hopefully some of these things will have some serendipities elsewhere.
And as time goes by and data points known, the system will be refined and some relaxations of certain boundaries.
All round a good job, well done.
I can assure you that all has been done by those who can....and the website is all but switched live, awaiting the return from parliament. It would not surprise me if it is later this week. But watch this space!
I think that it is probably time to publicly acknowledge the people in recent times who have actually taken this from a concept of the past and in the last year or so turned it into reality.
So credit should be paid to the head of CASA's GA Task Force Mr Peter John, who has tirelessly battled all the hundreds of roadblocks, researched and sought out the solutions to many complications that cropped up regularly.
Besides all his hard work and the various people associated with the project, the reason Peter was able to convince the Director to undertake the project was an enormous effort by the Sport Aircraft Association of Australia, and support from AOPA who have actively promoted the SAAA campaign.
This is also a major step forward and a new approach to the AVMed folk so hopefully some of these things will have some serendipities elsewhere.
And as time goes by and data points known, the system will be refined and some relaxations of certain boundaries.
All round a good job, well done.
I'd hesitate to applaud too loudly since it amounts to additional pages of regulations (simplification, in bureaucrat-speak), but the intent certainly needs applauding heartily.
Even better if the existing regulations and bureaucracy could be streamlined (productivity anyone...?) but I guess it's wishful thinking to imagine that government would shrink of its own accord.
Even better if the existing regulations and bureaucracy could be streamlined (productivity anyone...?) but I guess it's wishful thinking to imagine that government would shrink of its own accord.
Sooo.....How about this joint EAA/AOPA petition to the USA FAA re flying a recreational aircraft on your Drivers Licence Medical..??
EAA/AOPA Medical Petition Crucial to Future Flying | Left Seat
Cheers
EAA/AOPA Medical Petition Crucial to Future Flying | Left Seat
Cheers
It’s an interesting but rather confusing concept.
The risk to a Jumbo full of pax sharing controlled airspace with an RPL holder is acceptable if there’s no or only one passenger in the aircraft being flown by the RPL holder, but not acceptable if there’s more than one passenger in the latter aircraft.
An ‘informed and consenting passenger’ is a complete fiction. That is unless the passenger has tertiary and post-graduate qualifications in disciplines like cardio-vascular problems, oto-rhino-laryngology, psychiatry, ophthalmology and all the other areas that would enable the passenger to make an ‘informed’ decision about the risks of being in the aircraft.
Can’t Australia just move the Class 2 standard to the RPL standard? Almost all accidents are demonstrably caused by factors other than the medical fitness of the PIC.
The risk to a Jumbo full of pax sharing controlled airspace with an RPL holder is acceptable if there’s no or only one passenger in the aircraft being flown by the RPL holder, but not acceptable if there’s more than one passenger in the latter aircraft.
An ‘informed and consenting passenger’ is a complete fiction. That is unless the passenger has tertiary and post-graduate qualifications in disciplines like cardio-vascular problems, oto-rhino-laryngology, psychiatry, ophthalmology and all the other areas that would enable the passenger to make an ‘informed’ decision about the risks of being in the aircraft.
Can’t Australia just move the Class 2 standard to the RPL standard? Almost all accidents are demonstrably caused by factors other than the medical fitness of the PIC.
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Festoons aplenty
These additional medical requirements cover areas such as cancer, heart
failure, head injuries, epilepsy and musculoskeletal disorders that can pose a
safety risk in aviation.
failure, head injuries, epilepsy and musculoskeletal disorders that can pose a
safety risk in aviation.
Last edited by gobbledock; 26th Jun 2012 at 11:10. Reason: Had to purge my bowels of an audit executive summary!
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It would appear the licence is the PPL and it is the medical that is different.
If you have endorsements, such as Nav (if you are coming from the old restricted licence), CTA, TW, CS etc then these continue to have effect. The difference is in the medical and the pax condition.
Seems a very sensible approach to me and a very interesting shift in CASA's thinking to boot. Well done to SAAA and AOPA from a grateful member of both.
Kaz
If you have endorsements, such as Nav (if you are coming from the old restricted licence), CTA, TW, CS etc then these continue to have effect. The difference is in the medical and the pax condition.
Seems a very sensible approach to me and a very interesting shift in CASA's thinking to boot. Well done to SAAA and AOPA from a grateful member of both.
Kaz
Last edited by kaz3g; 26th Jun 2012 at 11:38.
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Griffo
The truth is FAA, EAA, AOPA(USA) are looking very closely at what has been achieved here. So much so I would be talking out of school if I said more, not that there is much more to say.
The truth is FAA, EAA, AOPA(USA) are looking very closely at what has been achieved here. So much so I would be talking out of school if I said more, not that there is much more to say.
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Your licence is perpetual.
This is an exemption (read instrument), and not a new licence, that only pertains to the medical.
An informed passenger is one aware that the pilot doesn't possess a Class 1 or 2 medical certificate, but is fit to fly as he is fit to drive. Doesn't mention aerobatics however.
Please everyone, take the model in good faith. Rumors of matters at Fort Fumble should be ignored for the sake of the common good.
This is an exemption (read instrument), and not a new licence, that only pertains to the medical.
An informed passenger is one aware that the pilot doesn't possess a Class 1 or 2 medical certificate, but is fit to fly as he is fit to drive. Doesn't mention aerobatics however.
Please everyone, take the model in good faith. Rumors of matters at Fort Fumble should be ignored for the sake of the common good.
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It's a step in the right direction (and well overdue IMO), but as said previously it's effectively lowering the medical requirements for a PPL - it is not an RPL. I'd imagine this move mainly helps existing PPLs, particulary the more "experienced", but I can't see it reversing the backward slide of GA. If you're a new student the cost of the medical is the least of your concerns.
Gliders, Ultralights, Gyros, Hang-gliders etc are all recreational aircraft, each managed with their own redundant little kingdoms, joining expenses and inconsistant rules. If you want to fly Cessna 172s, motorgliders and Jabirus you're up for a PPL, RAA membership, GFA membership, and gliding club membership. It's possible to legally fly in CTA with the motorglider but not in the 172 (if you lack a GA CTA endorsement). If you don't have a PPL you can fly a Tecnam with numbers on the side but not letters, and vice-versa - even though it's the same aircraft.
To be honest I'm disappointed that this is the RPL CASA had in mind. I was (foolishly) hoping for something like a PPL-junior that had endorsements for ultralights, GA under 1500kg, hang-gliders etc, or at least something like the NPPL which is intended to be more affordable to obtain.
Gliders, Ultralights, Gyros, Hang-gliders etc are all recreational aircraft, each managed with their own redundant little kingdoms, joining expenses and inconsistant rules. If you want to fly Cessna 172s, motorgliders and Jabirus you're up for a PPL, RAA membership, GFA membership, and gliding club membership. It's possible to legally fly in CTA with the motorglider but not in the 172 (if you lack a GA CTA endorsement). If you don't have a PPL you can fly a Tecnam with numbers on the side but not letters, and vice-versa - even though it's the same aircraft.
To be honest I'm disappointed that this is the RPL CASA had in mind. I was (foolishly) hoping for something like a PPL-junior that had endorsements for ultralights, GA under 1500kg, hang-gliders etc, or at least something like the NPPL which is intended to be more affordable to obtain.
Originally Posted by Jaba
The truth is FAA, EAA, AOPA(USA) are looking very closely at what has been achieved here. So much so I would be talking out of school if I said more, not that there is much more to say.
