Sport Pilot inconsistency

On 4 Sep 2004 20:58:05 -0700, (Captain Wubba)
wrote:

The flying that was done did not require a plane weighing more than
1320 lbs. It was VFR day flight with none or one passenger.

It's still a very different kind of flying, if you are in a heavy
plane with a powerful engine, an adjustable-pitch propeller, and
retractable landing gear.

This is precisely the notion that the Recreational Pilot cert was
supposed to address, years ago. I can't fly any of those things (250
hp, constant speed prop, retractable gear), or at night, or (until
Monday) in ATC airspace. My opportunities for getting into mischief
are much less than they would be if I had a Private Pilot cert.

With Sport Pilot rules, one has even fewer opportunities, thus more
latitude in who can fly.

At the same time, the FAA has brought scads of ultra-lighters into the
certification system, presumably making them a bit safer, and making
them susceptible to disciplinary action.




all the best -- Dan Ford
email: (put Cubdriver in subject line)

The Warbird's Forum www.warbirdforum.com
Expedition sailboat charters www.expeditionsail.com

Cub Driver wrote in message . ..
On 4 Sep 2004 20:58:05 -0700, (Captain Wubba)
wrote:

The flying that was done did not require a plane weighing more than
1320 lbs. It was VFR day flight with none or one passenger.

It's still a very different kind of flying, if you are in a heavy
plane with a powerful engine, an adjustable-pitch propeller, and
retractable landing gear.

Absolutely. But I know plenty of PP-ASELs who ahev (literally) never
flown anything bigger than a Cessna 172. We had club members who
*owned* their share of a Cessna 206, but chose not to fly it. Plenty
of highly skilled PP-ASELs only want to fly what they want to fly. And
these people are wonderful candidates for operating sport planes.


This is precisely the notion that the Recreational Pilot cert was
supposed to address, years ago. I can't fly any of those things (250
hp, constant speed prop, retractable gear), or at night, or (until
Monday) in ATC airspace. My opportunities for getting into mischief
are much less than they would be if I had a Private Pilot cert.

With Sport Pilot rules, one has even fewer opportunities, thus more
latitude in who can fly.


Actually, the Sport Pilot has more privileges in many ways...unlimited
cross country flight (with one-time logbook endorsement), able to talk
to ATC (with endorsement). Still plenty of mischief to be had. And the
20 hours FAA minimum sems awfully low to me, as a CFI.

At the same time, the FAA has brought scads of ultra-lighters into the
certification system, presumably making them a bit safer, and making
them susceptible to disciplinary action.




all the best -- Dan Ford
email: (put Cubdriver in subject line)

The Warbird's Forum www.warbirdforum.com
Expedition sailboat charters www.expeditionsail.com

Cheers,

Cap

"Captain Wubba" wrote

Actually, the Sport Pilot has more privileges in many ways...unlimited
cross country flight (with one-time logbook endorsement), able to talk
to ATC (with endorsement). Still plenty of mischief to be had. And the
20 hours FAA minimum sems awfully low to me, as a CFI.

The CFI still is the one to keep teaching until the student is ready to go
to the examiner. Just like now, few are ready after only 40 hours.
--
Jim in NC


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"Morgans" wrote in message
...

"Captain Wubba" wrote

Actually, the Sport Pilot has more privileges in many ways...unlimited
cross country flight (with one-time logbook endorsement), able to talk
to ATC (with endorsement). Still plenty of mischief to be had. And the
20 hours FAA minimum sems awfully low to me, as a CFI.

The CFI still is the one to keep teaching until the student is ready to go
to the examiner. Just like now, few are ready after only 40 hours.
--
Jim in NC

Plus the insurance companies can force higher standards.

"Dave Stadt" wrote in message
om...
Plus the insurance companies can force higher standards.

Only for those pilots who choose to carry insurance. Sport planes will be
significantly less expensive than the current crop of production
Normal/Utility category airplanes, and thus there will likely be a higher
proportion of pilot/owners in the sport pilot group, none of whom will be
required to carry insurance (though, of course, most will).

Unfortunately, if it's anything like the automotive world, the worst pilots
will also be the ones who choose not to carry insurance.

Pete

On 8 Sep 2004 05:59:08 -0700, (Captain Wubba)
wrote:

Absolutely. But I know plenty of PP-ASELs who ahev (literally) never
flown anything bigger than a Cessna 172.

A 172 seems like heavy metal to me, and the J-3s I fly are on the
upper edge of the Light Sport Aircraft weight limit.

Even a Super Cub doesn't qualify!

Cub Crafters claims to have built a PA-11 lookalike that does, but I
wonder about the Piper-built PA-11s that are still around. Planes seem
to gain weight over the years, just like people.

I weigh 180 pounds equipped for flying, and the J-3 I generally fly
gives me only 360 pounds for pilot and passenger with a full tank of
gasoline. Most of my friends weigh more than 180 pounds even when they
lying about it.

all the best -- Dan Ford
email: (put Cubdriver in subject line)

The Warbird's Forum www.warbirdforum.com
Expedition sailboat charters www.expeditionsail.com

Cub Driver wrote:

Planes seem
to gain weight over the years, just like people.

It doesn't matter if they do. If the aircraft has been certified with a max gross
weight of 1,320 lbs or less, it's legal. If you have a PA-11 that has "gained weight"
to the point that it weighs more than its max gross takeoff weight, it really
shouldn't be flying in any category. But still, it's the certified weight that
counts, not the actual weight.

George Patterson
If you want to know God's opinion of money, just look at the people
he gives it to.

On 8 Sep 2004 05:59:08 -0700, (Captain Wubba)
wrote:

Actually, the Sport Pilot has more privileges in many ways...unlimited
cross country flight (with one-time logbook endorsement), able to talk
to ATC (with endorsement). Still plenty of mischief to be had. And the
20 hours FAA minimum sems awfully low to me, as a CFI.

That's not more privileges but the same privileges, sasme
requirements. I got the XC sign-off (three stop & go's at
Moultonborough NH) before getting my Recreational cert, and I have the
ATC endorsement as of Monday.

I am now legal to fly to LAX by way of BOS, JFK, DCA, ORD, and DIA. My
wife paled visibly when she heard. (I would have to check out in that
heavy-metal 172 first, however, since the Cub has no transponder.)

It all makes perfectly good sense to me. The Sport Pilot can't fly the
172, and I as a Recreational Pilot can't fly a 210. It's like having
distinct licenses for bicycles, motor scooters, and automobiles.


all the best -- Dan Ford
email: (put Cubdriver in subject line)

The Warbird's Forum www.warbirdforum.com
Expedition sailboat charters www.expeditionsail.com