Effect of Light Sport on General Aviation

"James M. Knox" wrote in message
...

It's not entirely clear yet exactly how all this could translate for those
pursuing a regular PP-ASEL. For example, could you do all your training
in
a Zodiac certificated under Light Sport but still get a regular PP ticket?

Yes, you can. The main distinction is the Instructor's rating. You can train
in a Light Sport aircraft under a Light Sport instructor and get a Light
Sport Pilot's License. However, if your instructor has a regular instructor
rating then the aircraft is promoted and counted the same as a certified
aircraft; you could get a full PP License from a regular instructor in a
Light Sport aircraft. If your instructor only has a Light Sport instructor
rating he can only train in Light Sport aircraft and you can only get a
Light Sport license from him.

However, even if you train under a Light Sport Instructor, there is nothing
to stop you from adding the extra hours and extending your rating to a full
Private Pilots License. Basically, all of your flight hours from Light Sport
count toward a PP License. There would be some additional ground school and
a little more instructor time (with a regular instructor) since Light Sport
does not include night flying or landing at controlled airports. You would
also need a medical since Light Sport doesn't require this. In other words,
most people solo in 10 - 20 hours and then need to fly additional hours to
have 40 before they can get a PP License. If you had 40 hours logged flight
time under Light Sport then you would only need the extra instruction but
not additional flight time to get a PP License.

The reason this is significant is because in the past we have had only two
kinds of aircraft: certified and experimental. I don't believe you are
allowed to do instruction in an experimental, but even if you can, this
wouldn't be practical anyway since a flight school would have to asemble 51%
of each aircraft. In contrast, Light Sport becomes a third classification;
you can buy a non-certified Light Sport aircraft already assembled and
flyable. And, you are allowed to do instruction in this aircraft.
Interestingly enough, some of the characteristics of Light Sport aircraft
get promoted depending on the Pilot's rating. So, for example, a Light Sport
pilot flying a Light Sport aircraft cannot fly at night, however, if the
pilot has a PP license then the aircraft can. In other words, the aircraft
is limited by the pilot's rating, with a PP License you can treat the
aircraft the same as a certified aircraft.

This should provide exactly what we need which is a step in between
ultralights and certified aircraft. For example, right now, ultralight time
counts for nothing. However, many ultralights could be designated Light
Sport and the time could actually be logged after some intial Instructor
time. Yes, there is a distinction between weight shift and regular control;
you could not, for example, obtain a Light Sport License with only weight
shift time and then fly regular aircraft, you would need time and an
instructor endorsement similar to a type rating.

"Brent Rehmel"

I don't believe you are
allowed to do instruction in an experimental, \

You can, for example buy a homebuilt, them hire an instructor to give you
dual in your homebuilt.
--
Jim in NC

"Morgans" wrote in message
You can, for example buy a homebuilt, them hire an instructor to give you
dual in your homebuilt.

Okay, that's what I thought. A flight school couldn't use one. This is quite
a difference because flight schools will be able to use light-sport
aircraft.

"Brent Rehmel" wrote
I don't believe you are
allowed to do instruction in an experimental, but even if you can, this
wouldn't be practical anyway since a flight school would have to asemble
51%
of each aircraft.

As an instructor you can instruct in your own homebuilt with an EAA
exemption... but not primary instruction.

Check out "Experimental Aircraft Rentals":
http://www.avweb.com/news/homeblts/182021-1.html

Eric