What is the SAAA all about?

Very basically the SAAA's role is about providing aviation support, education  and social activities for ordinary citizens who fly light aircraft for fun, recreation and interest.  Loosely these objectives could be called “Sport”,  hence the name.

In particular the SAAA members are mostly, but not exclusively, people who have built or are building their own aircraft. However, the SAAA is not just for homebuilders, but for  anyone who wants to enjoy the fellowship of sport flying.

In addition to direct member support, the SAAA has an administration role in the Australian aviation scene.  The Civil Aviation Safety Authority (CASA) has delegated the authority for  issuing Certificates of Airworthiness for  homebuilt aircraft (of certain categories)  to the SAAA which then allows the builder to fly them in Australian Airspace. 

The SAAA provides education for members and administers programs and regulations that allow the builder to  conduct ongoing maintenance on their aircraft to keep it airworthy.

Is the SAAA about “Ultra-lights”?

Strictly speaking Ultra-lights is not a formal aviation term anymore. Not long back anything that was small and not used commercially was called an ultra-light. However the term is no longer one which denotes any particular form of aircraft. Essentially there are now five categories of light aircraft.   Recreational, Experimental, Amateur Built, "Certified" (ie: Factory built) and  a Limited category (typically  restored warbirds used in airshows and adventure flight businesses.)

The category in which most members have aircraft (but not all) is the “Experimental” Class.  Aircraft in this category may be very small ( “Ultra-lights” in the past) but may also be large enough to carry four people. They can be designed by the builder,  made from kits or be made by a “proper” aircraft manufacturer. Most are not "experiments" at all. Some kits have many thousands of their model flying throughout the world. Sadly we are stuck with the name.

An owner can choose to have a “normal” aircraft such as a Cessna or Piper reclassified as an experimental aircraft if he/she wants to have something modified away from the standard factory aircraft. Warbirds used for airshows and flying museums may be categorized as experimental.

There are many reasons why an owner may want to have his aircraft in the experimental category but the most common one is so modifications and further development can be carried out by the builder/owner.  To obtain a maintenance authority the builder must build more than 50% of the aircraft and satisfy the CASA certifying officer that he did so.  It must then be classified as "Experimental".

The SAAA also administers other categories such as the Amateur Build Aircraft (ABA) which is a bit of a halfway between a factory built and a homebuilt.  Basically the aircraft is built by a homebuilder but the owner does not have authority to carry out maintenance on it. This is often the case where someone buys an aircraft already built by someone else.  An ABA aircraft must be maintained by a licensed aircraft mechanic (known as a LAME). 

In addition many SAAA members own or fly standard factory built aircraft and are members of the SAAA for the fellowship of flight. This  helps the SAAA provide an effective  lobby group to ensure other vested interests in  society don't unfairly restrict and limit our hobby.

What about Recreational Aviation Australia (RAA)?   Is the SAAA part of them and if not what is the difference?

The short answer is the SAAA and the RAA are two different bodies covering mostly two different classes of aircraft.  Both had different beginnings but in the end are doing essentially the same task for slightly different classes of pilots and aircraft.

The RAA is essentially the end result of the evolution of the Ultralight Federation of Australia.  Very basically RAA aircraft currently must be under 540 kgs when taking off and limited to 2 seats.  They include weight shift aircraft (powered hang-gliders and "trikes"),  various designs of open fuselage (basic seat on a stick) aircraft through to small but highly complex aircraft that would not look out of place beside a commercial aircraft.  The factor that binds them together is their restricted small size.

There are also some other restrictions.  (But it gets complicated! ) In general the aircraft can't be flown above 5000 ft altitude or over built up areas. There is no night or instrument rating in the RAA system. The average RAA pilot also cannot fly into controlled air space (around large city airports). (But  this depends on if the pilot also happens to have a higher form of licence and if the aircraft is radio and transponder equipped)

In some ways the RAA is more advanced than the SAAA. They can train pilots and issue a Recreational Pilots Licence (though this is a limited license). Currently the SAAA does not have a similar "SAAA Licence". SAAA  members typically have a standard Private Pilot License (PPL) and many have COmmercial Licenses obtained through standard flying schools and are licenced to fly normal planes (or helicopters) in any airspace and to any altitude. Many are commercial pilots who fly "heavy metal" during the week and build and fly hands-on aircraft on week-ends.  Many SAAA pilots have night and instrument ratings and fly their aircraft in those situations. The SAAA currently conducts courses in maintenance procedures (as a CASA delegation) to both pilots/owners and LAMEs. So in most ways the SAAA and the members and their aircraft are on a rung between the RAA  and the full commercial aviation world.

There is currently (as at early 2010) planning and negotiation going on between all the groups and CASA to establish a Recreational Sport Pilot Licence which may be a type of hybrid between the PPL and the RA license but the exact details and when it will be happen and who will administer it are yet to be sorted out.

The SAAA and RAA have, in the past had some conflicts with accepting which group should represent which pilots but in general this is in the past and both groups have their particular roles to play. Recently both signed a Memorandum of Understanding which will lead to defining the roles and allowing a stronger single voice, to protect our hobby, to be heard.

So should I join the SAAA or the RAA?

Obviously we in the SAAA are going to suggest you join the SAAA.

But truthfully, it doesn't really matter so long as you decide which will suit your type of flying and  join one or the other. Both parties lobby to protect all sport pilot's interests against more restrictions which some parties in society would like to see. These negative pressures on our hobby can only be fought with strong representation and large numbers of members. So in the end it doesn't matter so long as you are in one of the groups.

If your interests are in flying into larger airports, flying higher or in bigger aircraft or flying more complex aircraft (even jets!  There is currently one jet homebuilt on the Australian experimental register.) then you might be better served going SAAA. If you want 4 seats or a VH- registered aircraft (normal aircraft registration) you have no choice – it's SAAA.

If your interest is in flying around your local area from a country strip in a zippy little two seater or a trike then the RAA may realistically be better for you. If you need to learn to fly that little two seater and having some RA numbers on the back is no problem then RAA is for you.

But we would like to encourage you to join the SAAA. The benefits that the SAAA offers are wider horizens,  more flexibility in your aviation and a smoother stepping stone to the broader world of general aviation.       Return to  first page