Look at any of the light European two-seaters. X'Air is ideal for this mission and is already widely used in the US.The FAA did take control with the Light Sport rule. All the rules for Light Sport pilots and instructors are in place. It just isn't working as was promised for the light training aircraft. So fix Light Sport and don't change FAR103.
There needs to be a one or two seat, 496 pound, 87kt Light Sport trainer or sport category with limited rules. Same as the exemption was, with no aircraft standards.
The Light Sport Instructor certificate is easy to get. No instrument rating required.
Because current regulations do not allow experimental aircraft to be used for basic training. They can only be used for transition training to currently certified pilots and even then a difficult to obtain LODA is required.Why couldn't UL trainers be built as experimentals?
Wow! What a great thread we have going here. Wish I could keep up!Just how easy is it to get BB? Do you have that LSI certificate?
Is it something that your average airport bum with time in old light airplanes and gliders (like me, ahem) can get without a huge hassle? Is a guy like me what they are looking for or are they looking for old graybeard UL pilots who started with chainsaw powered hang gliders?
I find myself in need of a revenue stream right now, but I have no idea if this is a good choice for my skill set and my personality. I also have no idea if it's profitable, insurable, etc. I never considered myself "flight instructor material" because I've never done the instrument/commercial/airline/military stuff. But this may be different and I believe I might be able to teach basic stick and rudder airmanship.
To be exact, you can't charge for instruction in an experimental airplane. The LODA allows you to charge for transition instruction.Because current regulations do not allow experimental aircraft to be used for basic training. They can only be used for transition training to currently certified pilots and even then a difficult to obtain LODA is required.
Yes.To be exact, you can't charge for instruction in an experimental airplane. The LODA allows you to charge for transition instruction.
I have heard stories of clubs being formed and the club owning the experimental trainer. A new student buys a share of the club trainer and is then a co-owner. As the "owner" of the experimental trainer he can pay an instructor to teach him in his own airplane.
Is this a viable plan?
Wikipedia does not list weights. Any Data?I have seen it suggested recently on another thread that a Suzuki G-10 direct drive would be around 40hp and light enough.
VB, I believe there is something like that in place. The FAA can issue a LODA for:What about this... bring back the previous exemption and specifically allow experimental "fat ultralights" or previously "illegal" two seat ultralights to be used for flight instruction WITHIN LIMITS, including the limits that govern Part 103 ultralights such as not over populated areas, day VFR only, and limited to basic flight instruction to be used ONLY for that pilot to operate a Part 103 UL.
Lets clarify that. "For legal paid training it must be SLSA, not just LSA" is not entirely true. No pilot can be paid to fly an experimental light sport for any reason unless there is some sort of waiver or LODA.For legal paid training it must be SLSA, not just LSA.
Approved in what way? There is nothing to approve. If the regs are being followed the operation is legal.I suppose anything is possible if nobody is looking. For an Ultralight/Light Sport business to set up at my airport, the airport manager will require approval from the FAA