It depends what other people do now or did in the past with “club aircrafts”? I flew in one aeroclub east Paris where oldies did VFR trips to Norway & Egypt in DR180, I don’t think they had issue with two rookie pilots taking it for few weeks to Netherlands or Morocco, as long as one had money & qualifications, sadly not much money back then nor qualifications neither 
Same thing in my Mooney group, one member flew it to Oshkosh and other member twice to South-Africa, so I did not have to debate how many angels can dance on the head of a pin (or “sex des anges”) when taking it to Barra Beach, different experience to renting from hour building schools
I flew in one club where policy was not to take vintage aircrafts outside UK, turns out none of the oldies (the kind who walk in jet fighters suits flying wood & fabric) had never flew past the English channel, same thing flying TMG in gliding club: going over London City airport, +FL120 or down to Pyrenees did not look healtly to powerful but non-experienced members…
You will find it’s about other people past experiences, flying profile & budget than aircraft capabilities or club rules, in my grass strip, the microlight/ULM guys fly all over Europe every summer, last year it was Norway
gallois wrote:
The third club I belong to is attached to an ATO and the members have 2x da42 5x DA40 a Tecnam, a TBM 700 and more recently a Phenom (can’t remember designation its a twin jet).
That’s quite a rental / club fleet ! Pretty amazing flightline.
@Jujupilote wrote:
The third club I belong to is attached to an ATO and the members have 2x da42 5x DA40 a Tecnam, a TBM 700 and more recently a Phenom…
Wow, where is this club located – do they have a webpage?
I think you mixed with @Gallois. I have a feeling this club is at LFRB Brest.
Exactly.
You can do that if there is
I think there are very few candidate locations in Europe.
A bit late to the conversation but I’ve always preferred low wing aircraft to high wing. What pushed me to get my own aircraft was when the club I was renting from – it previously had 2 P28As and 2 C172s, sold one of the P28As and got a third C172.
So what, you might think.
Well, to fly the C172, you carried out an annual check flight. But if you wanted to fly the P28A, you had to carry out a different check flight – if you did the check flight on the C172, you weren’t cleared to rent P28As and vice versa. So, if I wanted to fly the P28A, chances are it’s booked on the weekend I wanted it which meant either cancelling my plans or booking a C172 and carrying out the yearly check flight for that too.
Ridiculous that that club introduced rules which effectively drove pilots away from renting the P28A – it’s yearly booking rate is less than a ½ of that of the Cessnas because of that dumb rule….
Steve6443 wrote:
Well, to fly the C172, you carried out an annual check flight. But if you wanted to fly the P28A, you had to carry out a different check flight – if you did the check flight on the C172, you weren’t cleared to rent P28As and vice versa. So, if I wanted to fly the P28A, chances are it’s booked on the weekend I wanted it which meant either cancelling my plans or booking a C172 and carrying out the yearly check flight for that too.
I question the usefulness of yearly annual check flights on each aircraft model. My club doesn’t do that and we don’t see a lot of incidents because of lack of familiarity with a particular aircraft type. The insurance company doesn’t ask for it either – at least not for basic models like the PA28 and C172.
I think it really depends on the average skill in the club. But if pilots don’t fly on the type very often, they’re likely to get a little overwhelmed or transport some reflexes from another type. The best I could see is waiving the type-specific checkride if you fly enough on the type. At least I can’t corroborate about a systemic problem with unjustified checkrides, since in our club we’ve had enough accidents to warrant caution on specific types.
