Year: 2019

Before you roll your eyes and say: ‘Of course the owner of a flight school in Caloundra is going to plug his own aerodrome over the other aerodromes’, be aware that my first flight school was actually located at Caboolture Aerodrome. Later, when I was looking around to start a satellite flight school I also spent considerable time researching other sites such as Redcliffe, Caloundra, Sunshine Coast and Archerfield.

(At the time I thought that ‘bigger is better’, when running a business, so it made sense to me to start up a second flight school. Since then I’ve learnt that ‘becoming excellent at what you do’, is much better than becoming bigger and more complex, and maybe I’ll write another blog on this topic in the future.)

All of these locations I researched had some benefits but many of them had more disadvantages than advantages. After six months of research I concluded that Redcliffe or Caloundra were the best choices for starting my second flight school. While Redcliffe had many advantages I wanted to eventually live on the Sunshine Coast, so I decided on Caloundra Aerodrome. After operating GoFly Aviation from both Caloundra and Caboolture for a few years, I eventually decided to move my entire operation from Caboolture to Caloundra because the facilities available and the aerodrome were so good to operate from. The fact that it shortened my commute from Mooloolaba was just an added bonus.

I’ve been in the flight training business now for eight years and flown into many airports. I am listing below, those airports which I believe to be the best flight training aerodromes in south-east QLD and why I think this:

1. Caloundra Aerodrome (very good)
2. Redcliffe Aerodrome ( very good)
3. Caboolture Aerodrome (good)
4. Archerfield Aerodrome (average)
5. Sunshine Coast Aerodrome (average)

Sunshine Coast Aerodrome

I did my Commercial Pilot Licence and Instrument Rating at Sunshine Coast Aerodrome around twenty two years ago (yikes, those years went fast!) and it was a busy aerodrome even back then. I remember having to hold in the Twin Piper Seminole for up to ten minutes while 737 planes departed, and thinking to myself, ‘Well, that wait just cost me $80’.

Learning to fly at a Controlled Airport for a new student is not a lot of fun. Firstly you have to get clearance then wait for the controller to tell you what to do. Secondly, small aircraft (training aircraft) get lower priority over large regular public transport aircraft flown by the major airlines. Last year almost a million passengers travelling with the major airlines used Sunshine Coast Airport.

Sunshine Coast just closed the east-west runway while constructing a new longer international runway so things are about to get even worse. Training aircraft presently cannot do touch-and-go landings at the Aerodrome between 10am – 1.30pm during the week. This results in many of the flight schools flying (ferrying) to Caloundra Aerodrome – at the student’s expense – to do touch-and-go landing practice. This adds considerable cost to the student in ferrying to another aerodrome.

Again, if you’re wanting to become a Commercial Pilot, learning to fly in controlled airspace environment has its benefits, however if you’re wanting to learn to fly for fun, do you really want all this stress and extra cost?

Archerfield Aerodrome

The  best part of Archerfield Aerodrome is its proximity to Brisbane (particular south and western Brisbane). Other than that, there is not a lot I really love about this Aerodrome. It has multiple runways and is controlled, so for new students this can be overly complex and intimidating.

At certain times of the day, the aerodrome limits the amount of aircraft which can operate in circuit and will restrict how many touch-and-go landings an aircraft and student can do in a particular lesson. This has a flow-on effect for a student. They also have expensive landing charges. One of my competitors, who operates out of Archerfield charges $40 more per hour for lessons and I can only assume that this is to cover the landing and other charges that this aerodrome imposes on flight schools. The other issue is that it is surrounded by lots of Controlled Airspace, making it complex for new student pilots. If you are wishing to become a Commercial Pilot, this may be beneficial, but if you’re looking to fly for fun then I suggest you go elsewhere.

Caboolture Aerodrome

Caboolture is still fairly close to Brisbane and I operated out of this aerodrome for five years. As a training field it is fairly good, however my main issue is that the majority of the runways are grass so it can get rough or soggy after rain. The other issues ares a lack of commercial office space for flight schools and the high numbers of birds and other wildlife which don’t mix too well with student pilots and aircraft. If you look past the wildlife and grass runways, it is still a good aerodrome. There are no runway lights so if you want to do night training you will have to go elsewhere.

Redcliffe Aerodrome

This is my second favourite aerodrome in SE QLD. The advantages are: close proximity to Brisbane; it is a non-controlled aerodrome; and there is close proximity to the training area and other control zones. The aerodrome is well managed by Moreton Bay Council and has a decent paved runway and taxiways. It also has runway lights for night training.The only disadvantage is it only has one runway, so crosswinds can be a challenge, however some may argue that makes for a better pilot (eventually). If you’re based in Brisbane and don’t want to drive all the way to the Sunshine Coast, this would be my recommended aerodrome.

Caloundra Aerodrome

I love teaching and operating at Caloundra Aerodrome. It is a non-controlled Aerodrome and I believe a non-controlled Aerodrome is a better learning environment for pilots wanting to learn to fly for fun. There are no landing charges at Caloundra and this results in GoFly being able to offer competitively-priced training. There are two sealed runways and this means that there is rarely an issue with crosswinds being over the maximum limit for the training aircraft. It also has runway lighting. It is still close to Controlled Airspace for students wanting that experience or learning to become commercial pilots.

As a business owner, I also have greater flexibility in how I operate my business and at what times I can start and finish, than I would have if I operated at a Controlled Aerodrome.

The location is also absolutely spectacular, being situated directly beside the river and ocean. As soon as you take off you are presented with an incredible view of the Pumicestone Passage, Glasshouse Mountains, Moreton Bay and islands. The aerodrome is also very central to shops and the Caloundra township, making it ideal for overseas students to find accommodation and transport for the few weeks it takes to get their Recreational Pilot Certificate. There are plenty of accommodation options from budget to five star hotels and of course the beaches are wonderful. Many of my students live in Brisbane but learn to fly with us because they can visit the beach afterwards. Some bring friends or family and make a day of it, enjoying the great restaurants beside the beach.

The only negatives at Caloundra Aerodrome are that there is not enough taxiways (one has to use runways to access other runways) and there’s a lack of parking for visiting aircraft, but these negatives are minor compared to the benefits and can be improved in coming years.

A good aerodrome is a nice-to-have but good training is a must-have

It is important to note that you can receive fantastic training at any aerodrome. There are many great flight schools which operate at all of these aerodromes. If you find a great school at an aerodrome that is not-so-great, and which has great instructors whom you’re comfortable with, then stick with it. You can become a great pilot from any aerodrome if you have good quality training.

However, if you can have good quality training at any aerodrome, wouldn’t you want to choose the location which best supports that great training?

I’m so glad I made the decision to move my entire operation to Caloundra Aerodrome two years ago. I love working at Caloundra Aerodrome as it has a unique tropical feel that few aerodromes possess. Having the friendly guys at AMS right next door for maintenance also makes life easy for a Chief Pilot, plus we get to see a variety of exotic old and new planes being worked on and put through their paces.

If you are still considering which is the best location at which to learn to fly, drop in to visit Caloundra Aerodrome for yourself. You will not be disappointed.

Damien

CEO GoFly Group

Click on this link to read further blogs by Damien.

Those who can and those who cannot

As a business owner and Chief Flying Instructor, I have always been intrigued by why some students succeed during flight training while others give up; or why some of them go on to join airlines and fulfil their dreams while others don’t. I‘m quite obsessed with self-development and psychology, and fascinated why some people never give up while others give up before they even begin.

I am not talking about individuals who are not quite sure whether they want to be a pilot or not, but the real die-hard aviation enthusiast who wants to learn to fly and to one day get paid to be an airline pilot.

I would love to be an Airline Pilot but….

Below are all the excuses I have heard over the last 30 years as to why someone would love to be an airline pilot but cannot be. In their minds, people have created excuses as to why it is not possible.

I don’t have enough money
I don’t want to get into debt
It will put too much stress on my family
I already have a pretty good job
I might have to move to another city
I’m not smart enough
My partner/family does not want me to
It could be dangerous
I might not pass the medical
I’m too old
The only excuses I agree with are the last two: airlines generally don’t hire new pilots after the age of 65, and if the person has a medical or psychological issue preventing them from passing a medical, they will not get hired.

Their excuses tell me one thing: this individual does not want to be an airline pilot badly enough or, they simply cannot handle, and have not learnt to deal with, frustration.

Big dreams equals big frustration

It doesn’t matter matter whether you want to start your own business, or become a well paid lawyer, an artist, a doctor or Airline Pilot; to achieve anything rewarding you are going to have to handle ‘frustration’.

The definition of frustration is: being upset or annoyed as a result of not being able to change or achieve something.

Most individuals give up on their dreams for three main reasons

their dream is either not big enough or not meaningful enough for them
They don’t believe they are capable of achieving their dream
They have not learnt to properly deal with frustration
Some students give up at the first sign of frustration

It is common knowledge amongst flight instructors that the majority of our students give up just prior to going solo. I believe the reason for this is that learning to land an aircraft can be difficult – and most students have an expectation that it will not that be that hard to learn. As soon as the training becomes difficult, they feel frustrated and give up.

Many students come to GoFly having heard a story about an old friend, or a friend of a friend, who completed their first solo after just 10 hours of flight training. They may have had this anecdote in their head for years, and even when we try to change their expectations, they get frustrated when they get to 11 hours of flight training and have not yet gone solo.

‘The only person in this world you should be competing against is yourself.’ You may have heard a variation of the statement above at some point.

Commercial flight training is challenging AND rewarding

Notice how I stated that it is both challenging AND rewarding. As as a rule, nothing is really rewarding if it is very easily achieved, and of course, anything which is challenging can also mean it is massively frustrating.

But anything which produces frustration can also lead to massive rewards.

During my own flight training, I considered giving up many times. I failed every one of my flight tests the first time, except for my Commercial Flight Test. I found my twin-engine instrument rating so challenging that I felt like giving up on the course on a daily basis. But I stuck it out, and the feeling of achievement was well worth the massive frustration I had to deal with to get to the end. Flight training will bring out the best and worst in you. It can be extremely challenging but the rewards can be exhilarating.

Feeling frustrated feels very uncomfortable

No one likes the feeling of frustration, it is a very close feeling to the feeling of being stressed. So it stands to reason that we try to avoid feeling frustrated at all costs. The easiest way to avoid frustration is to simply avoid doing things which make us frustrated, so we give up as soon as something becomes frustrating. This makes absolute sense if you don’t need or want to achieve anything meaningful or important, but if you are reading this post I will assume that you do not fall into this category.

How many people do you know who work in average jobs, live in an average house and have average dreams and goals? Most likely a lot – if not the majority – of the people you know. The reason that there are so many individuals who live average lives is because they want to continue living in their comfort zones and do not wish to have to deal with frustration. Also, many of them have given up believing that they have any real power to change their lives or that it is even possible to get what they truly desire.

There is another way

What if, instead of avoiding frustration, or giving up as soon as we feel frustrated, we could learn how to channel our sense of frustration into something that feels a lot better? Wouldn’t that be great? Over the last thirty or so years, I have learnt how best to manage my own frustrations. Some of these techniques I learnt from reading books and others I have learnt through trial and error. Here are some of my tips on how to avoid or eliminate feelings of frustration altogether, so you can succeed.

(1) Expect frustration

The first step in learning to deal with frustration is to expect it. If you are planning on doing anything new and it excites you and will be a challenge there will be frustration involved. If you expect it and almost welcome it then you will reduce its impact.

(2) Estimate how long, and how much, it will cost you then double it

Planning on starting a business and think it will take you twelve months and ten thousand dollars to begin? Well, you should really plan on it costing twice as much and taking twice as long, as there is then less chance of you being frustrated. Unrealistic expectations are what causes of lot of frustrations. For flying students for instance, I tell them that the legal minimum to get your initial pilot certificate is 20 hours, however, the average time taken is around 30 hours for part- time or casual students.

(3) Read or talk to others who have gone through the same experience or process

Talking to others who are going through or have been through what you have gone through is a great way to normalise the feeling of frustration you might be feeling. I love to read books and when I read about some individual who has achieved something and has dealt with massive frustration but continued anyway, it inspires me to keep going. I also then come to realise that my problems are usually not worth getting frustrated over. Reading about someone who has achieved what you are trying to achieve is a great way to motivate you and to reduce feelings of frustration.

(4) Meditate in nature

Nothing relieves my frustrations more than going for a meditative walk on the beach on my own. This really allows me to clear my mind and receive creative inspiration to keep going. I like to do this at least twice a week. Owning and operating a weather-dependent business can be frustrating at times and I look forward to these walks and they also remind me how lucky I am to live near a beach. Find a reserve, park, hill or walk that calms you and allows you to get some perspective on your frustration.

(5) Exercise

I’m not at all sporty but I have read books which tell me that exercise can also help reduce frustration! While I do not exercise a lot, I know that after I go for a power walk or use my rowing machine, I feel a lot better and frustration does diminish.

(6) Frustration will be there regardless of what you choose

I used to be a Manager with a large insurance company. I was paid a lot of money for not creating a lot. While I was comfortable doing the job, I knew I was wasting my time, talents and abilities, and this caused massive frustration. In fact, I think this type of frustration is worse than any other form of frustration because it is within your control; you know what you should be doing, but you’re just too damn scared to do it and that is really frustrating.

If you had to choose between the frustration of not even attempting to go after your dreams, or the frustration that comes with chasing them, I know which one I would prefer.

Channeling frustration into positive action

I have learnt to use the energy of feeling frustrated, to motivate myself into action to create a structure that will eventually reduce the frustration. What on earth am I talking about? A good example of this is when I started my business. I used to get very frustrated on windy, rainy and low-cloud days when the weather prevented my flight school from making money. So, after some thought, I used this frustration to film and edit flying lessons, which could be sold on DVD and posted to people to create income, regardless of what the weather was doing.

The year after I created these videos, the Sunshine Coast experienced the longest period of wet weather in 100 years. This low, but constant, income from the videos saved my business from closing down. So, as you can see, frustration, when turned outward into positive action, can create massive positive results for your life. (I have since filmed the ab initio lessons again, this time in 360-degree video and you can download the first lesson for FREE here. )

Imagine what your life will look like when you are old if you never learned to handle your frustrations

When I was working for the insurance company, I imagined being 60 and still being stuck in the same dead-end boring job and looking back on my life thinking: ‘How would my life be different if I had taken a chance and followed my dreams?’ This was a big motivator for me.

Your dream of being an Airline Pilot is at the moment just a dream. Dreams and visualisations are powerful things. Close your eyes for a moment and imagine that you’re old, and you’ve been stuck for many years in a boring job which does not inspire you. Next, imagine what your life could have looked like if you were determined to handle your frustration and determined to become an airline pilot. Imagine your perfect future. What would it feel like to actually change your life and fulfil your dream? A favorite saying of mine by Henry Ford is: ‘Whether you think you can or you cannot, you are right.’

Whether you choose to achieve your dream and learn to deal with frustration or not, is the choice you must now make.

It’s time to get frustrated!

Damien

Click on this link to read further blogs by Damien.

If you have heard about the global shortage of pilots and are interested in becoming a Commercial Pilot, you are likely to have been researching flight schools and learning a lot of strange new terms. Terms such as: RPC, RPL, CPL, light sport aircraft, General Aviation aircraft, 3-axis and rotary aircraft, VET fee, HECs, Aviation Diploma, class 02 and class 01 medical and CASA (the Civilian Aviation Safety Authority).

A question I get asked repeatedly is: ‘What’s the difference between a General Aviation and a light sport aircraft and can I use my hours flown on a recreational aircraft towards my Commercial Pilot License? Before I answer this question, let’s start by looking at some key differences between a recreational light sport aircraft and a General Aviation (GA) aircraft.

Firstly, as far as general mechanics go, there is no difference. They are both fixed-wing three-axis aircraft. The only difference is in the weight. Recreational aircraft are currently limited to a maximum of 600kg (total weight of combined plane, fuel, passengers and luggage) although that’s about to be increased. General Aviation aircraft can weigh up to 5,600 kilos. Most older General Aviation two-seat trainers weigh somewhere between 600-800 kilos, fairly close to the recreational aviation weight.

Secondly, as far as learning to fly and the training syllabus is concerned, there is almost no discernible difference between learning to fly in a recreational aircraft and a GA aircraft. Recreational aircraft are however, usually more advanced than the GA aircraft used in most flight schools. This is one of the reasons why GoFly has been successful: we use modern recreational aircraft which are under 5 years old and each has a modern electronic flight instrument system (EFIS).

A new recreational aircraft costs around $180,000, whereas a new GA aircraft costs around $500,000.

As a flight school owner, I have worked out that once you start to borrow more than $200,000 for a flight school aircraft, the profit margins on flight training decrease dramatically. What this means in the real world is that flight schools tend to either purchase the older GA aircraft or the cheaper new recreational aircraft. Which would you prefer to learn to fly in? A modern recreational aircraft or a 30 year old GA aircraft?

The other major difference between recreational aircraft and GA is the cost of learning to fly. Recreational aircraft can cost up to $100/hour less to learn to fly in. General Aviation use older engines and most still use the more expensive Avgas, as well as using more fuel per hour. This means the flight school has to charge a higher hourly rate for teaching. A Cessna 172 used for flight training, uses around 34 litres/hour of fuel whereas the fuel burn for a rotax-powered Sling recreational aircraft is 16 litres/hour. Both aircraft fly at the same speed and can be used for the same type of training.

Integrated and non-integrated training

Now let’s look at the difference between a CPL-integrated and non-integrated course. An integrated CPL course is a full-time flight training course which is usually integrated with a diploma course and has very strict guidelines. The minimum flight hours for these courses is 150 hours.

A standard Commercial Pilot Licence (CPL) course or non-integrated course, can be full-time or part-time and the minimum number of flight hours is 200.

While integrated courses might reduce the total flight hours required, I can tell you from experience, a 150-hour commercial pilot fresh out of uni, is not very employable. If you’re an owner of a charter Company and you have two candidates: one from an integrated course with 150 hours total command time and a pilot from a standard 200 hour course, who are you going to employ?

Ok. it’s time for me to finally answer the question in the title: yes, you CAN do most of the flying for your CPL in light sport aircraft! For non-integrated CPL courses, CASA will allow the majority of flight training to be done in a recreational aircraft!

CASA has a strange way of grouping aircraft. Both General Aviation and recreational aircraft come under one group called ‘fixed wing aircraft – Group A’. They then break it up into another category called ‘registered’ (or ‘recognised’)  aircraft. Australian aircraft have a registration number starting with the letters VH. This means that if the aircraft has VH registration and is certified, then it is recognised.

This might sound confusing but all you need to know is that for non-integrated CPL flying course (which most flying schools offer), you can do the majority of your flight time in a recreational aircraft. The dual benefits of this are that it saves money and the aircraft are modern.

At GoFly we have partnered with another business with a Part 141, to offer a hybrid RPC to CPL course. There are other flight schools (such as Soar in Sydney and Melbourne) which offer a similar course. For our 200 hour CPL course, the first 150 flight hours are conducted in our modern recreational aircraft. The student then does a conversion over to the GA plane and finishes their commercial training and flight test at the end of the course. This equates to a saving of around $10,000 in flight training costs.

For more information about our hybrid CPL course, please call us on 0426 282 26, email [email protected] or log onto the CASA website www.casa.gov.au for hourly requirements for CPL courses.

See you in the sky!

Damien

CEO, GoFly Group

Click on this link to read further blogs by Damien.

You love flying and you might have dreamt of being paid to fly an aircraft. Your dream may have been to become an Air Force or Airline Pilot or even a Flight Instructor.

Unfortunately, somewhere along the way, you gave up on your dream of being a pilot and you settled for a comfortable (and easier to achieve) job. As each year passes, your dream of eventually becoming a Commercial Pilot seems less and less likely.  However, if you still have that desire, and you’re thinking that another 20 or so years being stuck in a dead end job that you’re not passionate about, is just like undergoing daily root canal therapy, then read on.

How old is too old to learn to fly?

I have trained some student pilots in their 70s who made me feel unfit standing beside them. So there are a lot of exceptions to every rule, and my suggestions are by no means gospel. If you’re learning to fly for fun, I would say 80 years old would be the cut-off, if you are in good health.

If you are looking to fly for a career, then this obviously changes the maximum age. What type of pilot you want to become will determine what age would be too old to change careers and start your flight training journey.

Becoming an Airline Pilot

If you’re looking to fly larger jets for a major airline then I would suggest the cut-off date is around 35 years if you are only just starting your training. I would suggest anyone just learning to fly over the age of 40, will probably not get into a major airline but they may get into a regional (smaller) airline.

In fact the 40-45 age bracket has an advantage for smaller regional airlines, as the airline knows that you will not move onto a major airline, so the time they invest in your training is well worth their risk of employing someone slightly older.

Obviously there are exceptions to this rule but I know a lot of the regional airlines are complaining because they are losing a lot of their younger pilots to the larger airlines after only a couple of years of employment with the regional airline. I would suggest 45 would be the cut-off age if you are considering a regional airline and are just starting your flight training.

Becoming a Charter Pilot

If you’re willing to travel to remote locations you can still get a job in general aviation as a charter pilot even in your 50s. I worked for a large charter company in the Northern Territory and they regularly employed pilots in their late 40s and 50s as they knew, once again, the airlines would not poach them. As it’s expensive to train new pilots, it makes economic sense to retrain?? older pilots, particularly for smaller charter companies where keeping training costs low is critical.

There are a lot of charter companies in remote areas of Australia which carry tourists and mine workers. Many of these charter companies fly modern turbine aircraft and offer a lot of variety and flexible work hours.  I would suggest the cut off age to become a charter pilot would be around 50.

Becoming a Flight Instructor

With the global pilot shortage and the growth of recreational flying, there will always be a need for flight instructors (well, until we have self-flying aircraft in about 10 years, anyway)

The good news about growing old is that many students prefer instructors who look older, as they assume they are more experienced, plus, you have more life experience and skills that can be applied to assist your students in the training environment.

I would suggest that the cut-off age to start learning to fly and becoming a flight instructor would be 55. Please remember these are only suggestions and there are ALWAYS exceptions to every rule.

Stop using your age as an excuse

I have met a lot of students who hate their jobs and want to change careers but they often use their age as an excuse for why they can’t. The real reason is not usually their age but their fear of failure.

We tend to fear failing at something that we are passionate about. When you take on something new and you’re and you cannot be certain of the outcome, fear will creep in. Your mind starts thinking ‘What if I lose all my savings? What if they they laugh at me? What if I have an accident? Is it fair on my partner for me to stop earning while I learn a new skill and apply for jobs?’. It’s easier to stay in a job you hate, and complaining to everyone about it, because at least you can predict the outcome.

It’s too embarrassing and maybe even confronting to tell everyone the truth: ‘I’m not going to chase my dream of being a pilot, as I’m really afraid of failing and being called a fool for trying’, so we use age as an excuse not to be a pilot. It’s hard for people to argue with you because most individuals have no idea what too old is (including yourself!)

I’ve written this blog so you can stop the excuses and begin to seriously consider starting your journey to fulfill your dream.

How much will it cost?

Another excuse is the income uncertainty. I am always amazed at how many individuals would prefer to earn a high income in a job they hate, than work at a reduced income but in a job they have a passion for. We all need money to live, but wasting half of your waking hours working at a job you hate just so you can earn a good income, is crazy.

So how much can you expect to earn as a commercial pilot? Below I have outlined some basic wage expectations once you have secured full-time employment in Australia:

Charter Pilot.               $50,000 to $85,000

Flight Instructor           $45,000 to $75,000

Regional Airline Pilot   $80,000 to $140,000

Airline Pilot                  $90,000 to $250,000

One of GoFly Aviation’s most recently hired flight instructors gave up a corporate job in Sydney and moved to the Sunshine Coast with his wife and young child for a lifestyle and career change. He is in his early 40s.

He is now earning half of what he was being paid before, however he regularly tells me how happy he is and how much better his life is, now that he is living in one of the most beautiful areas in Australia.

Just focus on the first step

When a middle-aged person comes into my flight school and tells me that they have always wanted to be a commercial pilot but they think they are too old, I tell them not to focus on the entire training or the time that will be required to become a commercial pilot. Instead, I tell them to just start learning, and o complete the first part of their training. If they enjoy it and succeed, then they start and complete the next part of their training. It’s easy to plan and achieve smaller steps along the way to our goal, and a lot less intimidating.

Also, sometimes you don’t really know if your dream is right for you until you actually start to follow it. Taking small steps towards your dream will confirm you are on the right track. Worse case scenario is that you don’t enjoy it, and guess what? You’ve learnt something about yourself and you can move onto doing something else which is better suited to you.

Opportunities

In the last 25 or so years that I have been involved with the aviation industry, I cannot think of a more optimistic time to be a commercial pilot; there are plenty of jobs – even if you are older -and I do not see this changing for some time. Remember the famous words of Henry Ford ‘If you think you can, or you cannot, you’re right’.

If you’re still not sure whether you’re too old to change career then I suggest you research your local flight schools and book your first lesson, and then you can decide. You don’t want to get to your 80s, still in fairly good health, thinking: ‘You know, I really should have done something that I loved for the last 30 years’.

The regrets in your life will always weigh more heavily on your mind than the mundane and comfortable times of your life!

Damien Wills

CEO, GoFly Group

You may also like to read this article:

How old is too old?

Click on this link to read further blogs by Damien.

I have been involved with the aviation industry now for over thirty years. I have been a charter pilot and flight instructor and have now owned my flight school for almost ten years.

While I don’t consider myself an expert, the fact remains that my business is still thriving despite the current doom and gloom portrayed in the media about the demise of General Aviation and the inability of CASA and other governing bodies to assist the General Aviation industry.

The local news is full of articles about the current and projected pilot shortage and the difficulties General Aviation is having in remaining viable in this country. Add to this the other stories suggesting our entire General Aviation fleet (or what’s left of it) and the news that a lot of our flight schools are being sold to China, then it is no wonder the general public (and future pilots) are becoming concerned.

I am amazed at how many flight school owners and aviation enthusiasts love to complain to the media how tough General Aviation is, but cannot offer any solutions to the issues facing the industry. I would suggest that instead of complaining about the current state of the industry (no one likes a whinger) we should look for ways to improve the current system.

The only two constructive news stories I have read in the last year are:

1. Flight One’s Managing Director, Lucas Tisdall, working with USQ on trying to understand the challenges and opportunities which face the general aviation community. They will be visiting up to 150 flight schools to gather feedback on what will make General Aviation great again.
2. The news that the Department of Infrastructure and Transport’s think-tank, the General Aviation Advisory Group (GAAG) released their GA Flight Plan strategy in mid 2018. The GA Flight Plan stems from the work of GAAG and the BITRE GA Study conducted last year by the Bureau of Infrastructure, Transport and Regional Economics  and comprises three main priorities: (i) Develop a broad long-term strategic perspective for GA (ii) Propose how air safety regulation can support GA through clear, consistently applied and proportionally responsible administration and (iii) maintain and enhance GA industry capability through workforce planning and access to airspace and infrastructure.

While flight training numbers in General Aviation have been on the decline, student numbers for recreational flying schools have been increasing. This is not surprising given the cost difference for training and the age difference in the aircraft. I hear a lot of individuals complaining that General Aviation Schools have a disadvantage over Recreational Flight Schools in relation to compliance costs, such as having to obtain an AOC. Another issue is the instructors leaving the schools to join the airlines, making it difficult for businesses to maintain adequate staffing levels.

We all want the same thing

Why is there currently still some hostility between RA Aus and GA schools and governing bodies? The reality is that we ALL want the same outcome: to grow and promote flight training in Australia. Why do we have a General Aviation versus Recreational Aviation mentality?

Below I will offer some possible solutions to key issues affecting the flight training community, as a talking point to generate interest in improving the Australian General and Recreational Aviation industries.

• Allow General Aviation Part 141 schools (non-integrated) to more easily be approved similar Recreational Aviation Flight Schools

This would not reduce safety, you would still need to to meet the the current Part 141 requirements. I would suggest a simple checklist of the requirements then a set fee (say $3,000) for a CASA-approved person to audit the new school and give approval. The audit process would be annual.

• Allow Light Sport Aircraft to be dual registered as VH as well as Recreational, so flight schools can better utilise these aircraft for General Aviation training or Recreational Aviation training

Presently you can register many of the RAAus aircraft as a VH-registered aircraft. For instance at GoFly Aviation we have recreational Sling aircraft, however, we could have VH-registered one or more of them and used them for PPL, controlled airspace and night training, using a General Aviation instructor (Grade 3 or above). Under the present rules, if we had done that, they could no longer be used for recreational flight training. This is a crazy situation. A common sense approach would be to allow the aircraft to be dual registered so they can be used for both types of training and thereby offer a better financial return for the flight school and better price for the students. RAAus would still receive their registration fees and everyone wins. One way to do this would be to simply add the letter ‘R’ after the VH registration to let people know that the plane was also registered for Recreational training.

• Allow CPL flight tests to be conducted in High Performance Recreational Aircraft (plus 120 kts, retractable, adjustable prop)

One of the reasons GA is dying and recreational flying is increasing is that most new students are not excited when they sit in a 20-30 year old Cessna 172. Young students who have grown up with high tech devices DO NOT want to fly in old Cessnas.

Recreational aircraft are modern and innovative aircraft available for a fraction of the purchase price of new equivalent General Aviation aircraft. Recently, one of my friends who is a 737 Captain mentioned that one of my Slings had the same level of advanced avionics as the 737s which he flies.

Other than weight, I do not see any difference in doing a CPL flight test in a high performance 120 kt plus Light Sport aircraft compared to a Cessna. I have heard the argument, ‘A student will not be able to get a job as a charter pilot once they complete their CPL if they don’t train in a high performance type aircraft’. To counter that argument, I suggest that the student can simply get endorsed on the type of aircraft which they are looking to fly, after they have completed their CPL. For instance, get a Cessna 182 endorsement if you want to work for a company which uses Cessna 182s. None of my recreational flying students have had any issue transitioning to heavier aircraft; the weight is never the issue, it is more the higher speed. Weight is a consideration going from a Sling to say, a 210. Landing configuration and methods of holding off are different. The principle is the same however. And let’s not forget that these aircraft are far more environmentally friendly than their older counterparts.

• Allow RAAus instructors (if they hold a CPL) to easily transition to a General Aviation Grade 3 Instructor

This would offer better career transition for recreational instructors and maybe alleviate the future shortage of flight instructors. Flight training is meant to be competency-based, so if an instructor does not meet the required competency level then they simply do not pass the course.

• Make all instructor grades competency-based rather than based on minimum instructional hours as they currently are

Making all instructor grades competency-based would allow any instructor to sit a flight review for a higher grade of instructor without having to have the prerequisite instructional hours. I know many senior CPL-qualified RAAus instructors who have their Grade 3 Instructor rating, however their ab initio hours on an RAAus aircraft currently do not count towards getting their Grade 2 licence. This is ridiculous and goes against the entire concept of competency-based testing.

Another alternative would be to offer a ‘higher grade instructor course’. Instead of having to have the minimum hours, you could undergo a 10 hour dual training Grade 3 to Grade 2 course, to improve your standards to the required competency.

• Allow CASA exams to be conducted in-house in the student’s flight school with video supervision

To attract and keep more students we should be making sure the exam process is easy for the student. Why put the student through the added stress of travelling long distances to an approved exam centre? By using readily available technology, every flight school could host exams at set times twice per week with the exam room monitored not only by the staff but also via video link to a central CASA auditing team (or independent company).

• Allow Multi Engine Instrument ratings to be conducted in single-engine aircraft with the multi-engine component conducted in a Category B simulator

This would alleviate flight schools from having to purchase and maintain expensive twin-engine aircraft. Airlines are starting to accept direct entry pilots who have single-engine turbine time but no twin engine aircraft experience (although you would still need a twin-rating IFR).

I believe that unless you want to conduct twin-engine charter in a light aircraft, the twin-engine instrument rating requirement is ridiculous. There are many General Aviation schools struggling to keep and maintain ageing twin-engine training aircraft when the aircraft is being utilised for less than 20% of each CPL student’s training. This is not sustainable.

If CASA allowed the flying component to be conducted in a more cost effective single-engine aircraft and the twin component to be conducted in a CAT-B sim, the costs for training would be far lower for both the school and the student.

If you want to fly a twin-engine Baron for charter work, then simply get a Baron endorsement after your training (you will need to do this anyway). Most charter companies will be supervising you in command under supervision (ICUS) for the first 20 or so hours anyway.

• Allow flight simulators to complement all flight training

Simulators are becoming more cost-effective and more realistic and we need innovative ways to incorporate this training into flight schools. Once again this would attract younger pilots into flight training and benefit them as they are used to using VR headsets and X Box simulators etc.

• Allow overseas companies to buy a maximum of 49% ownership of Australian flight schools

I have no issue with training non-Australian pilots and I truly believe that this is a great way to grow and sustain the Australian flight training industry, but I also believe that we should keep our flight schools Australian-owned and not further shrink the flight training options for Australian students.

• Allow progressive VET fee for all flight schools (Recreational and General Aviation)

VET fee should be accessible to all flight schools and students (providing they have passed their CPL theory subjects:  if you’ve passed your CPL theory subjects then you are a serious student!).

This would allow both Recreational and General Aviation schools to benefit from VET fee help. The VET fee would be portable and students could also choose to change schools if they are not happy with the quality of their flight training (this would keep schools honest and working towards the student’s best interests, rather than just concentrating on the government funding). Part time courses should also be eligible.

• Allow all CASA exams to be valid for 5 years (you have 5 years to sit your practical flight test)

Currently if you do not sit your CPL flight test within two years of passing your CPL exam, the exam result expires. This is despite the fact that if you pass your CPL flight test within those two years but then decide NOT to fly for ten years, your exam component is still current (although you will need a flight review or course). This makes absolutely zero sense. How about we extend the exam time-frame to 5 years to give the self-funded and part-time students more time to sit their flight test?

• Set up an independent review board which acts on behalf of the collective industry

I am going to end on this point as I think it is absolutely vital for the future health of the Australian Flight training Industry. The Federal Aviation Administration (FAA) is a governmental body of the United States with powers to regulate all aspects of civil aviation in that nation. The FAA appointed an independent review board 15 years ago and we are now seeing some incredibly innovative changes happening in the USA flight training industry. Some of the changes have influenced my thinking about the Australian flight training industry.

I would like to see the Government appoint an independent panel made up of representatives from Recreational Aviation Australia, CASA, General Aviation and Recreational Flight Schools, Australian airlines and innovative thinkers from outside the aviation industry, plus a team from the FAA. Over a one to three year period, this aviation review panel would consider how we can improve and innovate our aviation industry, make recommendations to government and then overseeing the implementation of these changes.

The panel could look at how to reduce regulation and improve innovation without compromising safety – something which the FAA has already achieved. There may be individuals in our government organisations who will resist any positive change because it may mean an end to their current role (or job). But if they do not participate in much-needed positive change, their jobs will eventually be lost anyway when the industry collapses through a lack of vision and innovation.

Feedback on my manifesto is more than welcome and I would love to hear your thoughts about the introduction of an independent aviation review board.

Happy and safe flying!

Damien Wills, CEO GoFly Group, 2018

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