CASA Medicals Explained: Class 1, 2, or Basic Class 2? (The Complete Guide)
- Nov 27
- 17 min read
Introduction: The Physiological Gatekeeper of Australian Aviation
For the uninitiated, the path to becoming a pilot is often visualized as a series of flight lessons, theory exams, and mastering the art of the perfect landing. However, looming behind the stick-and-rudder skills is a bureaucratic and physiological gatekeeper that has the power to ground a career before it even takes flight: the Civil Aviation Safety Authority (CASA) medical certificate. For the Australian student pilot, this certificate is not merely a piece of paper; it is the fundamental validation of one’s biological compatibility with the aviation environment. It is the regulatory acknowledgement that a pilot’s cardiovascular, neurological, and psychological systems can withstand the rigors of altitude, hypoxia, and high-stakes decision-making without succumbing to incapacitation.
The landscape of aviation medicine in Australia has undergone a radical transformation in the last decade, shifting from a rigid, monolithic system derived from military selection criteria to a nuanced, risk-based framework designed to sustain the General Aviation (GA) sector while protecting the traveling public. The introduction of the Basic Class 2 in 2018 and the even more recent implementation of the Class 5 Medical Self-Declaration in early 2024 have shattered the old binary of "fit" or "unfit." Today, there exists a spectrum of medical certification, each tier tailored to a specific operational profile—from the heavy metal captain flying international routes to the recreational enthusiast exploring the outback in a two-seater.
Navigating this tiered system, however, presents a formidable challenge for the novice aviator. The terminology alone—DAMEs, DAOs, MRS, Austroads, Class 1 versus Basic Class 2—is enough to induce tachycardia. Misunderstanding these requirements can lead to costly delays, unnecessary specialist appointments, or, in the worst-case scenarios, the permanent loss of training funds invested in a career path that was medically closed from the start. This report serves as the definitive, exhaustive guide for the Australian student pilot. It will dissect the medical ecosystem with forensic detail, exploring not just the what and how, but the why behind CASA’s regulations. We will examine the strategic implications of choosing one class over another, the hidden medical standards that catch applicants off guard, and the future trajectory of aeromedical regulation in Australia.
The Philosophy of Aeromedical Certification in Australia
To navigate the CASA medical system effectively, one must first understand the philosophy that underpins it. Unlike a standard check-up with a General Practitioner (GP), which is focused on diagnosis and therapy for the benefit of the patient, an aviation medical examination is a forensic risk assessment conducted for the benefit of the public. The primary client of the Designated Aviation Medical Examiner (DAME) is not the pilot sitting on the examination bed, but the safety of the Australian airspace system.
The Concept of Incapacitation Risk
CASA’s regulatory framework, enshrined in Part 67 of the Civil Aviation Safety Regulations (CASR), operates on the principle of "incapacitation risk." The regulator acknowledges that no human being is perfectly healthy. Instead, they seek to quantify the probability of a pilot suffering a sudden, safety-relevant event—such as a myocardial infarction (heart attack), seizure, or stroke—during a critical phase of flight. The "1% Rule" is a global standard often cited in aeromedical circles: if a pilot’s risk of an incapacitating event exceeds 1% per annum, they are generally considered unfit for single-pilot operations carrying passengers.
This risk-based approach explains the tiered nature of the current system. A Qantas captain carrying 400 passengers represents a catastrophic public safety risk if incapacitated; therefore, their medical scrutiny (Class 1) is intense, frequent, and invasive. Conversely, a recreational pilot flying a Cessna 152 solo over rural New South Wales poses a negligible risk to the general public; thus, their medical requirements (Class 5 or Basic Class 2) are significantly lower, focusing on the ability to drive a car safely rather than the ability to pilot a jet transport.
The Shift from Exclusion to Management
Historically, aviation medicine was exclusionary. A diagnosis of diabetes, asthma, or depression was a permanent grounding. However, modern treatment modalities and better data have allowed CASA to shift towards "management." Today, pilots fly with insulin pumps, on SSRI antidepressants, and after cardiac bypass surgery. The focus has moved from "perfect health" to "managed stability." This philosophical shift is critical for student pilots to understand: a diagnosis is rarely an automatic "no," but rather the beginning of a negotiation where the pilot must prove stability and control.
Class 1 Medical: The Gold Standard for Professional Aviators
The Class 1 Medical Certificate represents the pinnacle of aviation fitness standards in Australia. It is the non-negotiable prerequisite for any pilot who intends to fly for hire or reward. If your ambition includes the cockpit of an airliner, a charter turboprop, or even a flight instructor’s seat, the Class 1 is your gateway.
Target Demographics and Privileges
The Class 1 is legally required for the exercise of privileges under an Air Transport Pilot Licence (ATPL), a Commercial Pilot Licence (CPL), and a Multi-crew Pilot Licence (MPL). It allows a pilot to act as pilot-in-command (PIC) or co-pilot in operations that involve paying passengers, high-performance aircraft, and multi-crew environments. If you hold a Class 1 you will generally also be issued a Class 2, allowing you to exercise both commercial and private privileges.
The Assessment Rigour
The initial Class 1 assessment is the most exhaustive medical examination a pilot will likely ever undergo. It serves as a baseline for their entire career. The strictness here is strategic: CASA aims to filter out individuals with congenital or early-onset conditions that could shorten their flying career or pose a risk during high-workload operations.
Ophthalmology: The Window to the System
For an initial Class 1, a simple eye chart test is insufficient. Applicants must see a Designated Aviation Ophthalmologist (DAO) or a Credentialed Optometrist (CO). This examination goes beyond visual acuity (20/20 vision) to assess the health of the retina, intraocular pressure (glaucoma risk), and visual fields. A critical component is the assessment of binocular vision and depth perception. While glasses and contact lenses are permitted (and common), the underlying pathology of the eye must be sound. High myopia (short-sightedness), for example, is a risk factor for retinal detachment, a condition that could cause sudden blindness in flight.
Audiometry: Hearing the Warning Bells
Pilots operate in a noisy environment where radio communication is critical. The initial Class 1 requires a pure-tone audiogram, testing hearing thresholds across a frequency range from 500 Hz to 8000 Hz. The standard requires that a pilot can hear conversational voice and warning tones. Hearing loss, particularly in the high frequencies (noise-induced hearing loss), is a common occupational hazard for older pilots, but for the initial student, congenital hearing deficits are the primary concern.
Cardiovascular Health: The Engine of Physiology
The heart is the engine of the pilot’s physiology. An initial Class 1 requires a resting Electrocardiogram (ECG) to detect arrhythmias, conduction defects, or signs of previous ischemic events. Furthermore, a fasting lipid profile (cholesterol/triglycerides) and fasting glucose are mandatory to calculate cardiovascular risk. If a student pilot has a high risk of developing cardiovascular disease over the next five years, CASA may require aggressive risk factor management (weight loss, statins) before issuance.
Validity and Renewal Cycles
One of the defining features of the Class 1 is its short validity period, reflecting the need for continuous monitoring of professional pilots.
Standard Validity: 1 year.
Single-Pilot Commercial Passenger Carrying (Age 60+): 6 months.
Multi-Crew Operations (Age 60+): 1 year (with increased testing). This annual ritual ensures that any deterioration in a commercial pilot’s health is caught rapidly. For student pilots, this means budgeting for an annual medical expense of roughly $300-$500 throughout their career.
Strategic Advice: The "De-Risking" Strategy
A critical strategic error made by many student pilots is deferring the Class 1 medical until they are ready to apply for their CPL. This is a financial gamble. Flight training for a CPL can cost upwards of $80,000. It is heartbreaking for a student to complete their PPL and CPL theory, only to discover at the Class 1 medical stage that they have a disqualifying condition like slight colour vision deficiency or a heart murmur.
Recommendation: Any student intending to fly commercially should obtain a Class 1 Medical before spending a single dollar on flight training. This "de-risks" the investment, ensuring the medical pathway is clear before the financial commitment is made.
Class 2 Medical: The Standard for Private Aviation
If the Class 1 is the gold standard for professionals, the Class 2 Medical is the reliable workhorse for the private aviator. It is designed to facilitate private operations where the commercial pressure to fly is absent, and the risk to the public is lower.
Privileges and Scope
The Class 2 Medical is required to exercise the privileges of a Private Pilot Licence (PPL) and a Recreational Pilot Licence (RPL) without the severe restrictions of the lower classes. It allows a pilot to:
Fly unrestricted aircraft types (from Tiger Moths to private jets, subject to type ratings).
Fly under Instrument Flight Rules (IFR) and Night Visual Flight Rules (NVFR).
Carry an unlimited number of passengers (up to the aircraft's capacity) in a private capacity.
Operate Commercial Balloons.
The Commercial Loophole
A fascinating nuance of the Class 2 Medical, often overlooked, is its utility for Commercial Pilot Licence (CPL) holders in specific circumstances. A pilot with a CPL can operate commercially using only a Class 2 Medical, provided:
They do not carry paying passengers.
The aircraft’s Maximum Take-Off Weight (MTOW) is less than 8,618 kg. This "aerial work" provision allows pilots involved in crop dusting, ferry flights, or flight instruction (in some contexts) to operate on a less onerous medical certificate. For a CPL holder who has retired from airline flying or has a medical condition that precludes a Class 1 but allows a Class 2, this regulation keeps their career alive.
Validity and The "Age 40" Threshold
CASA recognizes that age is the primary correlate with medical risk.
Under 40 years of age: The Class 2 is valid for 4 years.
Over 40 years of age: The Class 2 is valid for 2 years. This extended validity compared to the Class 1 is a significant convenience and cost-saver for private pilots. The examination itself is less invasive; while an initial Class 2 still requires an eye check and hearing check, ongoing renewals often skip the ECG and blood tests unless clinically indicated by the DAME.
Basic Class 2: The General Aviation Reform
In 2018, the Australian aviation landscape was fundamentally altered with the introduction of the Basic Class 2 Medical. This new tier was born out of intense advocacy from the General Aviation (GA) community, led by organizations like AOPA Australia, who argued that the full Class 2 standard was over-regulated for the average "Sunday Flyer" operating light aircraft in good weather.
The Austroads Standard: A Paradigm Shift
The revolutionary aspect of the Basic Class 2 is its medical standard. Instead of the specific aviation medicine standards found in CASR Part 67, the Basic Class 2 utilizes the Austroads Commercial Vehicle Driver Standard. This is the same medical assessment used for truck drivers and bus drivers.
The Logic: If a person is medically fit to drive a heavy combination truck on a highway at 100 km/h with oncoming traffic—a high-risk, vigilance-critical task—they are medically fit to fly a light aircraft in visual conditions.
The Examiner: Consequently, the assessment does not need to be performed by a DAME. It can be conducted by any Medical Practitioner (GP) in Australia. This opens up access for pilots in rural and remote areas who may be hundreds of kilometers from the nearest DAME.
Operational Limitations: The "Quid Pro Quo"
In exchange for the lower medical standard and ease of access, CASA imposes strict operational "fences" around the Basic Class 2. These limitations are designed to contain the risk.
Passenger Cap: Maximum of 5 passengers.
Weight Limit: Aircraft MTOW must be less than 8,618 kg.
Engine Restriction: Piston engines only. No turboprops (e.g., Cessna Caravan) or jets.
Flight Rules: Day VFR only. No Night VFR and absolutely no Instrument Flight Rules (IFR).
Altitude: Maximum operating altitude of 10,000 feet.
Endorsements: No aerobatics, formation flying, or low-level ratings.
The Application Workflow
The application process for a Basic Class 2 is distinct and fully digitized:
Preparation: The pilot logs into the Medical Records System (MRS) via the myCASA portal.
Form Generation: They must complete the online questionnaire and download specific forms: Form 1473 (Patient Questionnaire), Form 1474 (Medical Practitioner Fitness Report), and Form 1475 (Clinical Assessment Record).
The GP Visit: The pilot takes these forms to their standard GP. The GP conducts a commercial driver medical check (vision, hearing, heart, neuro).
Submission: If the GP signs off that the pilot meets the unconditional commercial driver standard, the pilot scans and uploads the forms back into MRS.
Issuance: Upon payment of the $10 processing fee, the certificate is issued automatically and instantaneously by the system. There is no waiting for AvMed delegates to review the file.
The "Unconditional" Trap
A critical detail often missed is that the Basic Class 2 requires the pilot to meet the unconditional Austroads standard. If a pilot has a condition that would require a "conditional" commercial driver’s licence (e.g., controlled epilepsy, certain heart conditions requiring annual review), they cannot use the Basic Class 2 pathway. They must revert to a full Class 2 assessment with a DAME. The only exceptions allowed are for vision correction (glasses) and hearing aids.
Class 5 Medical Self-Declaration: The 2024 Revolution
As of early 2024, CASA introduced the Class 5 Medical Self-Declaration, representing the most significant deregulation of private pilot medicals in Australian history. This move aligns Australia with the United States' "BasicMed" and the UK's Pilot Medical Declaration (PMD) systems, acknowledging that for light recreational flying, self-assessment is an acceptable safety standard.
Transitioning from RAMPC
Previously, pilots flying under the Recreational Aviation Medical Practitioner’s Certificate (RAMPC) were limited to aircraft up to 1,500 kg. The Class 5 sits alongside the Basic Class 2 and the Recreational Aviation Medical Practitioner’s Certificate (RAMPC) as an alternative pathway. Current RAMPC holders can choose to renew their existing certificate or transition to the Class 5, but the Class 5 offers superior privileges, most notably an increase in the Maximum Take-Off Weight (MTOW) to 2,000 kg.
Eligibility and "Disqualifying Conditions"
The Class 5 is a self-declaration process, but it requires valid inputs. You must complete a mandatory online eLearning module via the CASA AviationWorx platform before submitting your declaration. A $10 application fee applies. However, the list of disqualifying conditions is extensive and specific. A pilot cannot use Class 5 if they have a history of:
Heart failure (within 3 years).
Cancer (within 5 years).
Insulin-treated diabetes.
Significant mental health disorders (psychosis, bipolar).
Neurological conditions (epilepsy, significant head injury).
Any condition that would prevent the holding of an unconditional private driver’s licence.
If a pilot suffers from any of these, they are ineligible for self-declaration and must seek a Class 2 DAME assessment.
Operational Limitations: The Tightest Leash
Because the medical scrutiny is zero (subject to honesty), the operational restrictions are the tightest of all classes:
Passenger Limit: 1 passenger only. (Total 2 persons on board: Pilot + Passenger).
Weight Limit: 2,000 kg MTOW.
Operations: Day VFR only. Below 10,000 feet. No aerobatics.
Territory: Australian domestic airspace only.
Validity Periods
Age < 40: 5 years.
Age 40 – 74: 2 years.
Age 75+: 1 year.
This structure is highly favorable for younger pilots but ensures that aging pilots, who are statistically more prone to sudden incapacitation, declare their fitness more frequently.
Comparative Data Analysis
To visualize the strategic differences between these four tiers, the following comparison table synthesizes the regulatory data into a decision matrix for student pilots.
Feature | Class 1 | Class 2 | Basic Class 2 | Class 5 Self-Declaration |
Primary Use Case | Commercial Career (Airline/Charter) | Unrestricted Private Flying | Recreational Flying (Pax Capacity) | Solo/Light Recreational |
Medical Examiner | DAME + Specialists (DAO/Audio) | DAME | Any GP | None (Self-Assess) |
Medical Standard | CASR Part 67 (High) | CASR Part 67 (Medium) | Austroads Commercial Driver | Self-Declared Fitness |
Validity (<40yo) | 1 Year | 4 Years | 5 Years | 5 Years |
Validity (40+yo) | 1 Year | 2 Years | 2 Years | 2 Years |
Passenger Limit | Unlimited | Unlimited | Max 5 Pax | Max 1 Pax |
MTOW Limit | Unlimited | Unlimited | < 8,618 kg | < 2,000 kg |
Engine Restrictions | None | None | Piston Engine Only | None |
Flight Rules | IFR / Night / VFR | IFR / Night / VFR | Day VFR Only | Day VFR Only |
Aerobatics | Allowed | Allowed | Prohibited | Prohibited |
CASA Fee | $75 | $65 | $10 | $10 |
Processing Time | Up to 20 Business Days | Up to 20 Days | Instant (Online) | Instant (Online) |
Common Medical "Gotchas": Deep Dive into Standards
For the student pilot, the regulations are often less terrifying than the medical conditions themselves. Several specific areas of physiology cause the most anxiety and confusion.
Colour Vision Deficiency (CVD): The Ishihara Hurdle
Colour blindness affects approximately 8% of males and is the most common barrier to an unrestricted Class 1. Aviation relies on colour coding: red/green navigation lights, PAPI lights on runways, and glass cockpit displays.
Tier 1: Ishihara Plates. The standard screening test consisting of pseudoisochromatic plates. If you pass this, you are CVD-safe.
Tier 2: The Lanterns. If a candidate fails the Ishihara (which detects even mild deficiency), they can attempt a Lantern Test. CASA accepts the Farnsworth Lantern (FALANT), Holmes Wright Type B, or Optec 900. These tests simulate actual aviation signal lights at a distance. Many pilots who fail Ishihara pass the Lantern because their deficiency is mild enough to distinguish "aviation red" from "aviation green" safely.
Tier 3: CAD Test. The Colour Assessment and Diagnosis (CAD) test is a computer-based definitive assessment. It quantifies the severity of the loss.
The Implications: A Class 1 or 2 applicant who fails all three tiers will typically be issued a certificate with the restriction: "Not valid for night flying." For a private pilot, this is an inconvenience. For a commercial pilot aspirant, it effectively kills an airline career, as night flying is mandatory for ATPL/CPL issuance.
Respiratory Health: The Asthma Protocol
Asthma is highly prevalent in Australia, and many student pilots worry it is a disqualifier. It is not, but control must be proven. The aviation environment—cold, dry air at altitude and lower partial pressure of oxygen—is a potent asthma trigger.
Spirometry Requirement: CASA mandates that applicants with a history of asthma provide a spirometry report. The key metric is the FEV1 (Forced Expiratory Volume in 1 second). It generally must be >80% of the predicted value for the patient's demographic.
The Challenge Test: If the history is severe or ambiguous, CASA may request a Bronchial Provocation Test (mannitol or saline challenge). This involves inhaling an irritant to see if the airways collapse.
Stability: A pilot must demonstrate they are stable on medication (preventers) and do not require frequent use of rescue inhalers (Ventolin). Severe, brittle asthma is disqualifying due to the risk of sudden incapacitation.
Mental Health: The SSRI Pathway
Following the Germanwings Flight 9525 tragedy, aviation regulators globally tightened scrutiny on mental health. However, CASA has been progressive in allowing pilots to fly while taking Selective Serotonin Reuptake Inhibitors (SSRIs) for depression or anxiety.
The Stability Rule: The pilot must be on a stable dosage for a significant period (typically 6+ months) with no side effects (e.g., drowsiness, suicidal ideation).
The Process: It requires a report from a psychiatrist and often a neuropsychological assessment to ensure cognitive function (memory, processing speed) is not impaired by the medication or the underlying condition. It is a long, expensive road, but it is a possible one.
The Financial Reality: Fees and Costs (2025)
Budgeting for medical certification is a necessary part of flight training. The costs are bifurcated: the regulatory fee paid to CASA and the professional fee paid to the examining doctor.
CASA Processing Fees
These are the administrative fees charged by the government to process the application within the MRS system. As of the 2024/2025 financial year schedule:
Class 1 Medical: $75.00
Class 2 Medical: $65.00
Basic Class 2 Medical: $10.00
Class 5 Medical Self-Declaration: $10.00
Class 3 Medical (ATC): $75.00
Reconsideration of a Decision: $150.00
Extension of Medical: $50.00.
Medical Practitioner Fees (Estimates)
These fees are unregulated and set by private clinics. They vary by geography and the complexity of the exam.
DAME Consultation (Class 1/2): Typically $250 - $350. Note that this is rarely bulk-billed as it is an occupational exam.
Ophthalmologist (DAO): An initial eye exam can cost $250 - $400.
Audiometry: $60 - $100.
ECG & Bloods: $100 - $150 combined.
Basic Class 2 GP Consult: Standard long consultation rate, approx $80 - $120 (Medicare rebate may apply depending on how the GP codes the visit, though strictly speaking, it is for licensing purposes).
Total Estimated Cost for Initial Class 1: A student should budget roughly $800 - $1,100 for their initial Class 1 certification process when all specialist fees are aggregated.
The Application Process: A Step-by-Step Guide
The transition to the Medical Records System (MRS) has digitized the workflow, eliminating the old paper forms. Here is the definitive workflow for a student pilot in 2025.
Step 1: The Aviation Reference Number (ARN)
Before a medical can even be booked, the student must exist in the CASA database.
Apply for an ARN via the CASA website. This requires 100 points of ID (Passport/Driver’s Licence).
The ARN is your lifelong pilot ID.
Step 2: myCASA and MRS Registration
Create a myCASA account using your ARN.
Select the "Medical Records System" tile.
Update your contact details. This is critical as your certificate will be emailed here.
Step 3: The Clinical Questionnaire
Inside MRS, start a new application for the desired class.
Complete the medical history questionnaire.
Warning: This is a legal declaration. Omissions regarding past drug use, traffic convictions (DUI), or childhood medical history are offences under the Criminal Code and the Civil Aviation Act. CASA cross-references data with Austroads and other agencies. Honesty is the only policy.
Step 4: Booking and Attending
Use the "Find a DAME" search tool on the CASA website to locate a certified examiner.
For Basic Class 2, print forms 1473, 1474, and 1475 from MRS and take them to any GP.
What to bring: Photo ID, corrective lenses (and spare pair), and the printed summaries if required by the specific clinic.
Step 5: Payment and Issuance
After the exam, the DAME enters the data into MRS.
The applicant must log back in to pay the CASA processing fee ($10-$75).
Issuance:
Basic Class 2: Instant via email.
Class 1/2: If the DAME is a "DAME2" delegate and the case is simple, they may issue on the spot. Otherwise, the file goes to CASA AvMed for assessment.
Timeline: The official service standard for AvMed assessment is 20 business days (4 weeks), but complex cases requiring specialist reports can take 2-3 months. Plan ahead.
Frequently Asked Questions (FAQs)
Q1: I wear glasses. Does this disqualify me from a Class 1 Medical?
Answer: This is one of the most pervasive myths in aviation. The answer is a definitive no. You can absolutely hold a Class 1 Medical and fly for an airline while wearing glasses or contact lenses. The requirement is that your vision corrected (with glasses) must meet the standard (usually 6/9 or better). You will have a condition placed on your license requiring you to carry a spare pair of spectacles in the cockpit. However, certain pathological eye conditions (like keratoconus or severe diplopia) can be issues, which is why the initial exam requires a specialist ophthalmologist check.
Q2: Can I instruct with a Basic Class 2 Medical?
Answer: No. To exercise the privileges of a Flight Instructor Rating, you are generally operating in a commercial capacity (even if unpaid in some contexts, the rating itself is an operational one). The Basic Class 2 regulations explicitly prohibit the use of "operational ratings" such as instructor ratings or instrument ratings. If you wish to instruct, even for a club, you generally require a full Class 1 (for CPL instruction) or at minimum a full Class 2 (for PPL instruction in limited non-commercial contexts), though most schools require Class 1 for liability reasons.
Q3: What happens to my RAMPC now that Class 5 exists?
Answer: The RAMPC is still valid and renewable. It sits alongside the new Class 5 as an alternative pathway. However, many pilots are choosing to transition to the Class 5 Medical Self-Declaration because it offers a higher Maximum Take-Off Weight allowance. This is generally a positive change, as the Class 5 allows for a higher Maximum Take-Off Weight (2,000 kg vs 1,500 kg), opening up aircraft like the Cessna 182 which were previously off-limits to RAMPC holders.
Q4: I have a history of depression. Is my flying career over?
Answer: Not necessarily. CASA has a pathway for pilots with stable, managed mental health conditions. If you are taking SSRI medication, you may be cleared to fly subject to a stability period (usually 6 months) and a favorable report from a psychiatrist. The key is that the condition must not be "safety-relevant" at the time of flight—meaning no cognitive impairment, suicidal ideation, or psychomotor retardation. These cases are assessed individually by CASA AvMed, often requiring a complex case management protocol.
Conclusion
The democratisation of the Australian skies is a reality that has been slowly forged over the last decade. The shift from a binary "fit/unfit" model to a tiered, risk-based ecosystem—spanning from the rigorous Class 1 to the accessible Class 5 Self-Declaration—represents a massive win for the aviation community. It acknowledges that the medical fitness required to pilot an Airbus A380 to London is fundamentally different from that required to fly a Piper Warrior to a country pub for lunch.
For the student pilot, the takeaway is clear: strategy matters.
If you are a Career Pilot, do not gamble. Secure your Class 1 Medical immediately to validate your investment.
If you are a Private Pilot wanting freedom (Night/IFR), the Class 2 is your standard.
If you are a Recreational Flyer on a budget or with minor health niggles, the Basic Class 2 or Class 5 offers a legal, safe, and accessible pathway to the clouds.
Flying is a privilege, but it is one rooted in responsibility. Whether that responsibility is verified by a team of specialists or declared by your own conscience, the ultimate goal remains the same: to ensure that every takeoff is followed by a safe landing.
Are you learning to fly? PPL PREP provides the highest quality online ground school available for the CASA RPL and PPL theoretical knowledge exams. Our online course will give you everything you need to know to pass with confidence, and our practice exams will ensure you know exactly what to expect.
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