Look at the other side of the coin for just a minute. There are some of us, while advanced in age, who are reasonable healthy - can still see, hear and walk without assistance, who, through years of expereince, have developed low risk "abnormalities" like high blood pressure or diabetes, who are now required to 'jump thorugh hoops' to get permission to fly 10 miles for a $100 hamburger. The reduced requirement will let us continue to do that without proving ourselves (at $100 - $150 per visit) every two years. How many of your Florida 'blue hairs' will want a sport pilots certificate? Most folks who have been smart enough to have reached that age will, as the regs require, ground themselves when they are no longer able to fly safely. (I know the Florida drivers didn't but then most pilots are a bit smarter than your average driver )one explain to me why it's a good idea to increase the number of pilots in the air while, at the same time, reducing the average knowledge, experience, skills and medical qualification?
OK, I accept that. The 3rd class medical is too stringent. However, I still think there should be a medical. My FAA medical examiner is also a pilot. He's a professional who can make a good judgement about whether he'd feel comfortable sharing the skies with this person.low risk "abnormalities" like high blood pressure or diabetes, who are now required to 'jump thorugh hoops' to get permission to fly
Light-sport aircraft means an aircraft, other than a helicopter or powered-lift, that is limited to:
A maximum takeoff weight of 1,232 pounds (560 kilograms) or, for lighter-than-air aircraft, a maximum gross weight of 660 pounds (300 kilograms);
A maximum airspeed in level flight with maximum continuous power (VH) of 115 knots CAS under standard atmospheric conditions;
A maximum never-exceed speed (VNE) of 115 knots CAS for a glider;
A maximum stalling speed or minimum steady flight speed in the landing configuration (VS0) of 39 knots CAS;
A maximum stalling speed or minimum steady flight speed without the use of lift-enhancing devices (VS1) of 44 knots CAS;
A maximum seating capacity of two persons, including the pilot;
A single, non-turbine engine, if powered;
A fixed or ground-adjustable propeller, if powered;
A fixed-pitch, semi-rigid, teetering, two-blade rotor system, if a gyroplane;
A non-pressurized cabin, if equipped with a cabin; and
Fixed landing gear, or for seaplanes, repositionable landing gear.
Obviously some of this is not finalized yetFlight Restrictions:
You must operate a light-sport aircraft in accordance with 14 CFR part 91. You are limited to sport and recreational flying only. As a sport pilot certificate holder, you couldn’t fly—
When visibility is less than 3 miles;
Above certain altitudes and speeds;
In certain airspace;
Contrary to any operating limitation for the aircraft or the pilot;
While towing an object;
While carrying a passenger for compensation or hire; or
Outside the United States without authorization.
You also couldn’t demonstrate an aircraft in flight if you’re an aircraft salesperson. You could share operating expenses with another pilot.
You are kidding, right? We are experts at reinventing the wheel, and then trying to claim the patent!Originally posted by Guy Gratton
What I could never quite understand as a neutralish observer is why the US community went through such effort to re-invent a wheel that already exists in other aviating countries like the UK, Germany, Czech Republic and has been working for years?
First things first: Your best bet is probably to buy EAA's kit and get the registration thing done ASAP.I'm a little confused about a couple of points.
All I want to do is fly an overweight ultralight in G airspace. If they would have just upped the weight limit on ultralights, I would have no problem. As I understand it you have until Jan 31, 08 to convert your fat ultralight.
What happens if you don't make it in under the wire?
They're hosed too. I'm guessing that next year we'll hear about of lot of "scams" where somebody has bought/sold an old 2-seat UL trainer that hasn't been properly registered as an LSA - and then gets hit by the FAA.What about those people who are just buying an existing ultralight and want to have it moved into the sport aircraft category, but can't do it by Jan 31?
The time restriction exists so that the bureaucrat has a stick to beat you with. Remember, part of the reason the bureaucrats allowed sport pilot to live is so that they'd be able to outlaw 2-seat ultralight trainers. Not pretty, but it's all about the politics...Why do these restrictions on time exist?
Is it so you can't do it?
Sorry, I have no insight on these...Why does the FAA think that flying schools can just run out and buy LSP aircraft to teach in? Do they think they just have money to burn?
As I understand it, no. The registration of your machine and your license to fly the machine are completely seperate issues to the FAA. The catch is that once the machine is registered as an LSA, then you need a Sport Pilot or Private Pilot license to fly it as pilot in command. Getting your Sport pilot ticket should be fairly easy for you - as long as you can find a CFI that is willing to train you in your machine. The CFI doesn't need to be sport pilot instructor, they just need to be a current CFI.Do you have to have your Sport Pilot ticket to get your ultralight converted?