FAA Issues Sport Pilot Rule

[rvsm410]

Thanks sky37

Congratulations Bill.
That's exactly how it is read, and how I interpret it. If your medical was never denied, you are golden. So, when I can't read so well, and night vision is gone, I'm just not going back to the AME.
As to which plane, EAA has a list of 'LSA Potential' aircraft. It would appear that the certified models which are eligible are all tail draggers, however, I don't see those as being popular. Also, the Cessna 120/140 don't make the cut. What I would suggest, if you want to become an instructor is see what people are flying around you, check which mfg's are most likely to come out with a LSA airplane. It would appear that Chris Heinz (Zenith ) has a leg up on his competition, but so does RANS.
I think it is probably to early to tell, but some of them will take off, and some will die lingering deaths.

Hey I appreciate your take on the new rules, thats the way they have written it and described it...since I just allowed my medical to expire normally with out renewal then I should be fine and left up to my own judement as to my fitness based on part 61 guideline....

As for restrictions, I understand we must stay outside or class B airspace and can only fly into C and D airspace with proper comms and lights on the aircraft. I will be reading more in the exact limitations....I belive you must be have a valid PPL to fly into Blass B's which would mean a valid 3rd class medical..

As to the comment by LRjtcaptain....I used to think the same thing about you guys flying the corporate stuff when I was on final in the C-17's....Nowever I do agree with our basic concern about inexperienced under-rated pilots in LSP's getting in the way...they have no business in that arena. This is one of my motivations to become a LSPCFI, so I can do my part in teaching about the dangers of mixing it up.....

I also want to be one of the first licensed LSP CFI's in my area..this may give me a head start on the new Market of people that want to fly much cheaper than in todays GA aircraft....

This will bring up a whole new world of LSP rental aircraft, I have not seen muh sais about this yet, but the insurance industry is probably gearing up to support this new business model as well.....

 

[rvsm410]

Overview of new LSP license

I stand to correct myself here....below outlines the limitations of the license...I guess with the proper endorsements, we CAN fly right into Class B airspace...this is going to get ugly....if some are not careful.....alot of mid field overflying of towers to get on the ground without disruption of traffic...Personally I would fly into one if I HAD to but only with a top performing LSP...120 knots type...

Reference the EAA web site:

About the Sport Pilot certificate
The sport pilot certificate is a new pilot certification category created by the Federal Aviation Administration (FAA) specifically to address the desire of individuals wishing to fly aircraft primarily for recreational purposes. A sport pilot may only operate an aircraft in day, VFR (visual flight rules) conditions.

The requirements to earn a pilot certificate in this category are aimed at teaching the core knowledge that individuals must understand and demonstrate in order to safely operate in the airspace system. By passing a knowledge (written) and practical (flight) test, a prospective sport pilot will demonstrate the proficiency necessary to operate a variety of aircraft safely.

Sport pilots will be limited to operating aircraft that meet the definition of a light-sport aircraft (see About Light-Sport Aircraft on this website). That includes aircraft in the following categories:

Airplanes (single-engine only)
Gliders
Lighter-than-air ships (airship or balloon)
Rotorcraft (gyroplane only)
Powered Parachutes
Weight-Shift controlled aircraft (e.g. trikes)


A sport pilot applicant must:
Be a minimum of 16 years of age to become a student sport pilot (14 for glider)
Be 17 years of age before testing for a sport pilot certificate (16 for gliders).
Be able to read, write, and understand the English language.
Hold either/or a current and valid U.S. driver's license as evidence of medical eligibility.


Medical Certification
To obtain a sport pilot certificate you must have either an FAA airman medical certificate or a current and valid U.S. driver's license issued by a state, the District of Columbia, Puerto Rico, a territory, a possession, or the Federal government, provided you do not have an official denial or revocation of medical eligibility on file with FAA..

You then must comply with the restrictions placed on whichever method you choose. For example, if you choose to use your driver's license as your medical certificate, you must comply with all restrictions on that license. In addition, and this is very important, you must not act as a pilot- in-command of an aircraft if you know or have reason to know of any medical condition that would make you unable to operate the aircraft in a safe manner.

However, a pilot who has had his or her last medical "denied" or "revoked" by FAA will be required to obtain a special issuance medical (or alternative evidence of medical eligibility under a separate procedure being developed by FAA) before being allowed to base his or her medical fitness solely on driver's license requirements.


Restrictions on a sport pilot certificate:

• • no night flights;
  • no flights into Class A airspace, which is at or over 18,000' MSL;
  • no flights into Class B, C, or D airspace unless you receive training and a logbook endorsement;
  • no flights outside the U.S. without advance permission from that country(ies)
  • no sightseeing flights with passengers for charity fund raisers;
  • no flights above 10,000' MSL or 2,000' AGL, whichever is higher;
  • no flights when the flight or surface visibility is less than 3 statute miles;
  • no flights unless you can see the surface of the earth for flight reference;
  • no flights if the operating limitations issued with the aircraft do not permit that activity;
  • no flights contrary to any limitation listed on the pilot's certificate, U.S. driver's license, FAA medical certificate, or logbook endorsement(s);
  • no flights while carrying a passenger or property for compensation or hire (no commercial operations);
  • no renting a light-sport aircraft unless it was issued a "special" airworthiness certificate;
  • any qualified and current pilot (recreational pilot or higher) may fly a light-sport aircraft.
  • a light-sport aircraft may be flown at night if it is properly equipped for night flight and flown by a individual with a private pilot (or higher) certificate who has a current and valid FAA airman's certificate.
  
  See other areas of this website for more detailed information on obtaining a sport pilot certificate, including sport pilot instruction, and on the light-sport aircraft category.
  How will it make flying easier/more hassle-free for me?
  
  New pilots seeking a sport pilot certificate will be able to learn how to fly powered aircraft (fixed-wing airplanes, weight-shift trikes, powered parachutes, gyroplanes, or airships) in as little as 20 hours of flight instruction, saving both time and money. (Note: Your flight instructor will make the final determination as to your readiness to take a practical flight exam.)
  
  Student pilots currently working on a private pilot certificate will be able to apply their training toward a sport pilot certificate and operate under sport pilot privileges until such time as they choose to complete the requirements for a private pilot rating. All time logged as a sport pilot can be applied toward higher ratings.
  
  Private pilots or higher with a current medical certificate and flight review can fly any light-sport aircraft in the categories and classes for which they are rated, creating more opportunities for them to own or rent light-sport aircraft.
  
  Private pilots or higher may also choose to exercise the privileges of a sport pilot and operate any sport-pilot eligible aircraft in the categories or classes in which they are rated using their valid driver's license or third-class medical as their medical certification.
  If I become a sport pilot, what can I fly?
  
  An aircraft that meets the definition of a light-sport aircraft may hold an airworthiness certificate in any one of the following categories of FAA certification:
  • an experimental aircraft, including amateur-built aircraft, for which the owner must construct more than 51-percent of the aircraft.
  • a Standard category aircraft; that is, a ready-to-fly aircraft that is type-certificated in accordance with FAR Part 43.
  • a Primary category aircraft; that is, a ready-to-fly aircraft that is type-certificated in accordance with Primary category regulations.
  • a "special" light-sport aircraft
  • an experimental light-sport aircraft.
  Why does EAA think this is an important initiative?
  
  Overall the sport-pilot rule makes becoming a pilot and owning an aircraft more affordable and less time consuming for many people, while still ensuring that the safety of aviators and the public is maintained. It will reduce the hassles that have hampered many people from realizing their dream to fly.
  
  EAA has been extremely active in the effort to make the sport pilot rule a reality by facilitating discussions among manufacturers, working with government representatives, and working to make pilots and enthusiasts aware of this opportunity.
  
  

 

[Jedi_Cheese]

My question now is if you could get something like a C152 (or an aircraft that complies with the limitations) and derate the payload to comply with the weight limitiations and it would then become a "Light-Sport Aircraft" category of aircraft (like how a 172 can be either a utility or normal category aircraft depending on the weight and balance).

 

[sky37d]

Bill,

You are right. It is really important for proper instruction, and proper endorsements for Sport Pilots. You can lend a real service here. The limitation of 5 hours in type before giving instruction isn't much different than current limitations.

Jedi, You are out of luck. No way to take a 152 or 72 and make it a LSA. However, a J-3 is a LSA.

 

[Jedi_Cheese]

Jedi, You are out of luck. No way to take a 152 or 72 and make it a LSA. However, a J-3 is a LSA.

I had figured that the 152 was a little too fast and heavy (too fast and heavy for a 152! Never thought I would say that). Nice that some aircraft are being 'recertified' into the LSA category so it gives those people something to do.

 

[rvsm410]

Jedi,

You cant de-certify a standard certifed aircraft.....aircraft like the Cessna's their is talk however of the old 120's fitting the bill.