RPL vs RPC in Australia: What's the Difference?

If you are starting flight training in Australia, two terms come up almost immediately: RPL and RPC.

They sound similar, both relate to recreational flying, and both can be valid starting points. However, they are different things, in different systems, with different rules.

The RPL, or Recreational Pilot Licence, is a CASA flight crew licence issued under CASR Part 61. The RPC, or Recreational Pilot Certificate, is issued through Recreational Aviation Australia (RAAus). Most of the practical differences flow from that one structural fact.

This article is not about declaring which option is best. It is about helping you work out which pathway suits your goals, your budget, and the schools near you.

The short version

The RPC sits inside the RAAus self-administering system. The RPL sits inside CASA’s Part 61 system. At entry-level, the qualifications themselves are broadly equivalent. The differences are in administration, aircraft, and how each sits alongside higher licences.

If your goal is affordable recreational flying in light aircraft, the RPC is often the simpler entry point. If you want to fly heavier aeroplanes, carry more than one passenger on a higher medical, or progress toward a PPL or CPL, the RPL aligns better with that pathway.

The line between them is not rigid. CASA recognises an RAAus pilot certificate for the purpose of issuing an RPL, and many pilots start with an RPC and convert later.

What is an RPC?

The RPC is issued by RAAus, an Approved Self-Administering Aviation Organisation operating under exemptions in CAOs 95.10, 95.32, and 95.55.

The classic RPC pathway covers Group A aircraft: single or two-seat, single-engine, three-axis aeroplanes up to 600 kg MTOW (650 kg waterborne). From 2 December 2024, RAAus also administers Group G, which extends the envelope to 760 kg for certain factory-built and amateur-built types. Group G has narrowed the historical weight gap between the RAAus and CASA worlds, though most schools still mean Group A when they say “RPC.”

Aircraft are registered with RAAus numbers (24-XXXX, 19-XXXX, etc.). Training is delivered through RAAus flight schools, aero clubs, and recreational aviation organisations.

The RPC suits you if your goals are recreational flying, low cost, lighter aircraft, or starting cheaply with the option of converting later. It’s important to note that hours flown in RAAus aircraft count toward CASA licences. Even if you have a long term goal of getting your Commercial Pilot License (CPL), RAAus aircraft may provide you with a cheap and efficient avenue to build the required command time for the CPL.

What is an RPL?

The RPL is a CASA flight crew licence under Part 61. It allows you to fly a single-engine aeroplane up to 1,500 kg MTOW as pilot in command, in private operations, by day, under the VFR.

The minimum requirements: at least 16 years old, English language proficiency, the RPLA theory exam, 25 hours of flight time including 20 hours dual and 5 hours pilot in command, and the RPL flight test.

The RPL is not an ICAO licence, so it does not authorise flight outside Australian territory. The first ICAO-recognised licence in this chain is the PPL.

It suits you if you want to train in the CASA system, fly common GA aircraft like Cessnas, Pipers, or Diamonds, and possibly progress toward a PPL or CPL.

Aircraft you can actually fly

An RPC means flying RAAus-registered aircraft: typically two-seat, light, modern aeroplanes with efficent (thus, cheap) Rotax engines. Common types include the Aeroprakt A22 Foxbat and A32 Vixxen, Jabiru, Sling 2, Bristell, and Tecnam variants.

An RPL is limited to single-engine VH-registered aircraft up to 1,500 kg MTOW. That covers the standard GA trainers: Cessna 152, Cessna 172, Piper Warrior, Piper Archer.

The aircraft your local schools operate may decide this for you. If your nearest school flies RAAus aircraft, the RPC is the natural starting point. If they fly Cessnas and Pipers, the RPL is. Larger operators often offer both.

Passengers

Passenger rules are where simplified summaries online tend to mislead people. The actual rules depend on your endorsements and your medical, not just your licence.

For an RPC, you do not get to carry a passenger automatically. RAAus requires a separate Passenger Endorsement, needing at least 10 hours pilot-in-command, 90-day take-off and landing recency, and a flight check. From the June 2025 RAAus syllabus update, there is also a dedicated Passenger exam. Because most Group A aircraft are two-seaters, the practical ceiling is one passenger. Most people include their passenger endorsement with their RPC flight test.

For an RPL, the passenger rule is tied to the medical:

• Class 5 self-declaration or RAMPC: one passenger maximum.
• Class 2 or higher: more than one passenger, up to the aircraft’s seating capacity.
• Class 5 or RAMPC, with another pilot in a control seat holding Class 2 or higher: more than one passenger permitted.

So “the RPL holder can take more passengers” is only half true. They can, if they hold the higher medical. On a Class 5, the practical ceiling matches an RPC: one passenger.

Theory and exams

The two systems handle theory differently.

RAAus theory is modular and delivered in-house at flight schools. Core exams cover Pre-Solo Air Legislation, Basic Aeronautical Knowledge, Human Factors, and Radio Operator knowledge. From the June 2025 syllabus, there is also a consolidated comprehensive exam plus the Passenger Endorsement exam. Cross-country adds a Flight Navigation written exam. Pass marks are 70%, and exams are usually free of invigilation fees because they are administered internally.

The RPL theory is concentrated into one CASA exam called the RPLA. Two hours, 55 to 60 multiple-choice and numerical questions, 70% pass, around $190 per attempt through Aspeq. It covers basic aeronautical knowledge, aeroplane-specific knowledge, flight rules and air law, meteorology, and human factors all at once. Adding navigation requires a separate RPLN exam. If you’re looking at a navigation endorsement on your RPL, I’d recommend just doing the PPL theory exam instead, it will be more useful in the long run.

Flying beyond the local area

Both qualifications start you within 25 nautical miles of your departure aerodrome. To go further, you need a navigation endorsement.

For RAAus, the Cross Country endorsement requires 10 hours of dual cross-country training, 2 hours of solo cross-country, the navigation theory exam, and a flight test.

For an RPL, the Recreational Navigation Endorsement (RPNA) requires 5 hours of solo cross-country including a flight of at least 100 NM landing at two aerodromes other than the departure point, plus 2 hours of dual instrument flight time.

If you intend to convert from RPC to RPL with navigation privileges, the gap matters. An RAAus pilot who only meets the 2-hour solo navigation minimum will need additional solo cross-country before CASA recognises an RPNA.

Controlled airspace

If you train at a country aerodrome, controlled airspace might rarely come up. If you train near a capital city, it will come up early.

Controlled airspace access requires Flight Radio, Controlled Aerodrome, and Controlled Airspace endorsements, plus appropriate equipment (Mode C or S transponder, VHF radio).

For an RPL pilot, those endorsements get added to the Part 61 licence and require a Class 2 or Basic Class 2 medical. CASA has signalled intent to enable CTA access for RAAus pilots through a standalone RAAus endorsement, which is still in implementation as of May 2026. The current practical route to controlled airspace in an RAAus aircraft is to also hold a minimum of an RPL with the relevant endorsements.

Medical requirements

For an RPC, RAAus uses a self-declared medical based on the standard required for a private driver’s licence. Specified conditions (epilepsy, insulin-dependent diabetes, heart disease, age 75+) require additional GP evidence. Otherwise, no doctor’s visit is required.

For an RPL, CASA offers four pathways:

• Class 5 self-declaration (commenced 9 February 2024): online self-assessment, no doctor required. Day VFR, aircraft up to 2,000 kg, two POB, no aerobatics or formation, Australian territory only.
• RAMPC: GP-issued under a CASA-approved process. Cheaper than a Class 2.
• Basic Class 2: any doctor using the unconditional Austroads commercial driver standard. Day VFR below 10,000 feet.
• Class 2: issued by a CASA DAME. Required for full RPL passenger privileges and for night and instrument flying.

This area has changed significantly since 2024. Class 5 has narrowed the gap between RAAus and CASA medical accessibility. If you are aiming at a commercial career, you need a Class 1, and you should organise that medical before spending serious money on training. Even if you don’t use your Class 1 straight away, getting it done early will lower the risk of any medical suprises.

Maintenance autonomy

This gets overlooked, but it matters if you ever plan to own an aircraft.

RAAus permits owner-maintenance to a level CASA does not. With a short course and assessment, an RAAus pilot can obtain a Level 1 Maintenance Authority on their own RAAus-registered aircraft, covering 100-hourly and annual inspections, oil changes, tyres, batteries, plugs, and minor airframe work.

For VH-registered aircraft, pilots are limited to Schedule 8 of CAR 1988: daily inspections, oil top-ups, basic tyre changes, and similar preventative work. All 100-hourly and annual inspections must be done by a Licensed Aircraft Maintenance Engineer (LAME).

RAAus L2 maintainer rates run around $45 per hour. LAME rates run closer to $160. Across a year of operation those costs can add up.

Cost

RAAus aircraft are commonly cheaper to hire than equivalent GA aircraft. Rotax-powered LSAs burn 15 to 18 litres of mogas (or avgas) per hour; a Cessna 172 burns 30 to 35 litres of avgas, and avgas is more expensive.

That does not automatically translate into a cheaper licence. Total cost depends on instruction quality, aircraft availability, weather, and how often you fly.

Typical 2025 to 2026 ranges, end to end:

• RPC: $9,400 to $13,500 in a Foxbat, Sling, Bristell, or similar, plus RAAus membership (~$335/year). Add roughly $3,000 to $5,000 for Cross Country and Passenger endorsements.
• RPL: $14,000 to $25,000+, depending on aircraft and school.

On top: a DAME medical if you go Class 2 ($250 to $500), an ASIC card if you operate from somewhere like Moorabbin or Bankstown ($300 every two years), and biennial flight reviews.

The right question is not “which is cheaper?” The better question:

Which pathway gets me to my actual goal with the least wasted time, money, and duplicated training?

Converting from RPC to RPL

CASA recognises an RAAus pilot certificate for the purpose of issuing an RPL. The conversion is paperwork-based: an ARN through myCASA, an appropriate CASA medical, English language proficiency, Form 61-1RTX with evidence of your RAAus certificate and experience, and a flight review in a VH-registered aircraft with a Grade 1 or 2 instructor.

You do not need to sit the RPLA exam through this route. You will need to pass the PPLA exam if you later upgrade to a Private Pilot Licence.

This hybrid pathway is widely used. Train cheaply in RAAus aircraft, build hours, convert via Form 61-1RTX, then continue toward a PPL. If you think you may eventually want a PPL or commercial career, tell your school early so they can structure your training to minimise duplication.

Which one should you choose?

Choose the RPC if your main goal is affordable recreational flying in light aircraft, your nearest school operates RAAus aircraft, and you value the maintenance autonomy and lower running costs. The RPC also tends to win on accessibility for pilots who would prefer to avoid a DAME medical.

Choose the RPL if you want to train directly in the CASA system, fly heavier GA aircraft, operate from a controlled aerodrome, or progress to a PPL or CPL.

Consider starting with an RPC and converting later if cost matters and you are happy to begin in lighter aircraft while keeping future options open. This hybrid pathway is common and economical. However, it can be cheaper to start directly with the RPL if you plan to progress to a CPL. Starting with the RPL may mean you avoid some conversion flights. If you’re looking to keep hours at a minimum, this might be the preferred option.

To help you ultimately make the call, take a trial flight at both an RAAus school and a GA school. The aircraft feel quite different in the air, and your instinctive preference might decide the question for you.

Questions to ask a flight school

Before committing:

• Do you offer RPC, RPL, or both?
• What aircraft would I train in, and what condition are they in?
• What is the realistic total cost, not just the headline minimum?
• How often should I fly to progress well?
• What privileges will I have at the end?
• Can I carry passengers, and under what conditions?
• Can I fly cross-country, and into controlled airspace?
• What medical do I need, and which option do you recommend?
• If I continue toward a PPL or CPL, how much will count?
• What are the common reasons students get delayed?

Their answers will tell you about the pathway and the school in roughly equal measure.

Final thoughts

If your goal is weekend recreational flying, the RPC is often the most efficient way to get there. If you want a long-term aviation career, the RPL is the better starting point. If you are unsure, the RPC followed by a CASA conversion is a well-used middle path.

The best pathway is the one that matches your goal, your budget, your location, and the kind of flying you actually want to do. Talk to two or three local schools. Their honest answers will tell you most of what you need to know.