Sport Pilot - School Won't Offer

What LSA qualifed aircraft was that? J-3?
A J-3 does not need the transponder.. but he would need a hand held radio
for the tower..
or coordinate the use of light gun signals.. and for a training aircraft..
the tower would get a little tired of that

BT

"Geoffrey Barnes" wrote in message
nk.net...
There is another possibility. The flying club that I belong to is also a
flight school. They won't instruct for Sport Pilot for insurance reasons.
Their position is that people with that level of training are likely to
be
higher risks, causing more incidents (if not accidents), and thus be a
vulnerability to the club.

That's a good point. Another one concerns radio comms and transponders.
Since my club operates out of a 24-hour Class D airport (AGC) which sits
well within the 30-nm mode C veil for Pittsburgh's Class B, all aircraft
have to be properly equipped. And the sport pilot wannabes would have to
be
trained to do radio work. At one point, we had one guy who owned a
LSA-qualified taildragger look into setting up a leasback with us in the
hope of attracting sport pilot students. But he would have had to add an
encoding transponder and probably some basic radio equipement to make it
work at our airport, and he decided not to bother.

As a CFI, if someone walked up to me and asked for Sport Pilot
training, I might turn them down. We don't really have any reference
material for such a program. I guess we now have a PTS (check ride
standards) but there are no sylibus, etc for us to follow. Since none
of us have done one before we'd be winging it as to what to teach for
each lesson. We need enough CFIs to take students through the process
and then show the rest of us how it worked. Also, at this point, there
are no examiners in my area that are approved to give sport pilot
checkrides (or at least know how to do them).

Also, be aware. If you have a medical condition that disqualified you
for a medical certificate you CANNOT get a sport pilot certificate as a
way around the medical condition (my understanding).

-Robert

That's fair enough - you have a solid reason for making that decision.
I can understand that clearly.
You have provided a real business reason for that.

But this other school wasn't saying that.
Especially the manager came off as arrogant and caring less about my interests
than his personal opinion.
I guess, in a way, his attitude makes me less likely to go with them - his reactionary
statement as opposed to solid reasoning. Thus, is he likely to do that in training decisions?

It is completely fair to say you're not prepares, don't have the plane, don't know the whole game yet, etc.
You're answer is a good one.
And I also understand that not enough time has passed to develop a program and get the full rundown.

His take was that he's not interested, so he won't even learn or determine conditions under which
it might work or be beneficial. As a business person, I reject that type of reasoning to core of my being.
It seems to me like the manager of a flight school should have the ability to take "business" into
account - since he's running a business - and if he can't make a business case, great.

It shook my confidence in him . . .

Just a thought.



"Robert M. Gary" wrote in message oups.com...
As a CFI, if someone walked up to me and asked for Sport Pilot
training, I might turn them down. We don't really have any reference
material for such a program. I guess we now have a PTS (check ride
standards) but there are no sylibus, etc for us to follow. Since none
of us have done one before we'd be winging it as to what to teach for
each lesson. We need enough CFIs to take students through the process
and then show the rest of us how it worked. Also, at this point, there
are no examiners in my area that are approved to give sport pilot
checkrides (or at least know how to do them).

Also, be aware. If you have a medical condition that disqualified you
for a medical certificate you CANNOT get a sport pilot certificate as a
way around the medical condition (my understanding).

-Robert

Hi Robert,
Go to the FAA website, you will find the written test questions there as
well as the practical test standards. Surely a CFI can make a good sylibus
from the info gathered there. Enough to get you going anyway. Gleim already
has there books for sport pilots published, King too I would imagine. If
they got the info I am sure any CFI can.
And yes there will be Light Sport Category and Experimental Light Sport
as well as Certificated planes that already can be flown by "Sport Pilots" .
A Lot of models of Taylorcrafts, Aeroncas, Luscombes, Ercoupes, and even a
few Porterfields and Interstates!
It will in fact take time for all of this to take hold. Partly due to
the fact that everything the government touches takes forever! And probably
alot of CFI's and flight schools will take there time at "getting with the
program". I can't tell you the different CFI's I talked to in this area that
had no clue as to what the "Sport Pilot" even was. Some do not even care to
know! I would hope any CFI would be like a MD , and get all the latest info
..
Just think Robert, it may be time to get that taildragger time current!


Patrick
student SPL
aircraft structural mech


"Robert M. Gary" wrote in message
oups.com...
As a CFI, if someone walked up to me and asked for Sport Pilot
training, I might turn them down. We don't really have any reference
material for such a program. I guess we now have a PTS (check ride
standards) but there are no sylibus, etc for us to follow. Since none
of us have done one before we'd be winging it as to what to teach for
each lesson. We need enough CFIs to take students through the process
and then show the rest of us how it worked. Also, at this point, there
are no examiners in my area that are approved to give sport pilot
checkrides (or at least know how to do them).

Also, be aware. If you have a medical condition that disqualified you
for a medical certificate you CANNOT get a sport pilot certificate as a
way around the medical condition (my understanding).

-Robert

On Fri, 11 Feb 2005 15:26:30 -0500, "W P Dixon"
wrote:

It will in fact take time for all of this to take hold. Partly due to
the fact that everything the government touches takes forever! And probably
alot of CFI's and flight schools will take there time at "getting with the
program". I can't tell you the different CFI's I talked to in this area that
had no clue as to what the "Sport Pilot" even was. Some do not even care to
know! I would hope any CFI would be like a MD , and get all the latest info

You're quite right, but a CFI with a will can cut through the garbage
and get something done.

Under sport pilot rules, recreational pilots were grandfathered
(grandsonned?) under the new ATC training procedures. The new rules
went into effect on September 1. On September 6 I had my endorsement
to fly in B, C, & D airspace, thanks to my CFI/friend and to AOPA.



-- all the best, Dan Ford

email (put Cubdriver in subject line)

Warbird's Forum: www.warbirdforum.com
Piper Cub Forum: www.pipercubforum.com
the blog: www.danford.net

Dear Robert - this is my first time in this newsgroup and your comment
regarding the lack of available training on the Sport Pilot rating
caught my attention. Being a pilot who hasn't flown in 6 years and who
is not up to speed regaring this issue, do you see a need for someone
to develop a training program for the Sport Pilot. Thanks so much for
your reply. Larry Bass, Castle Rock, CO email:

Robert M. Gary wrote:
As a CFI, if someone walked up to me and asked for Sport Pilot
training, I might turn them down. We don't really have any reference
material for such a program. I guess we now have a PTS (check ride
standards) but there are no sylibus, etc for us to follow. Since none
of us have done one before we'd be winging it as to what to teach for
each lesson. We need enough CFIs to take students through the process
and then show the rest of us how it worked. Also, at this point,
there
are no examiners in my area that are approved to give sport pilot
checkrides (or at least know how to do them).

Also, be aware. If you have a medical condition that disqualified you
for a medical certificate you CANNOT get a sport pilot certificate as
a
way around the medical condition (my understanding).

-Robert

On 12 Feb 2005 18:14:34 -0800, wrote:

Dear Robert - this is my first time in this newsgroup and your comment
regarding the lack of available training on the Sport Pilot rating
caught my attention. Being a pilot who hasn't flown in 6 years and who
is not up to speed regaring this issue, do you see a need for someone
to develop a training program for the Sport Pilot.

I'm not Robert, but I do have an opinion

Sure, it would be nice if there was a Sport Pilot Academy, and I'll
bet that some taildragger entrepreneur is working on it right now. But
what is really needed is for CFIs on the remaining taildragger fields
to get interested, do the spadework, and offer the training. My home
field does all its primary training in J-3 Cubs and is planning to
become a Taylorcraft dealership, so is ideally situated to do just
that.

Stilll, I suspect that most Sport Pilots this year and next will be
moving sideways or down. That is, they're experienced private or
recreational pilots who want to fly on a driver's license medical, or
they're experienced ultralight pilots who want to fly a really truly
airplane.

Whether this thing flies or not depends in large part on the insurance
companies. I wouldn't fly with a million-dollar liability policy, and
if I can't buy one at a reasonable price I'll stay where I am:
recreational pilot with sport pilot privileges.



-- all the best, Dan Ford

email (put Cubdriver in subject line)

Warbird's Forum: www.warbirdforum.com
Piper Cub Forum: www.pipercubforum.com
the blog: www.danford.net

Did you consider the recreational certificate? That's smth that you can
do in a 152,
and later upgrade it to a PP-ASEL.

Sport or recreational, it's probably more expensive to do first one of
them, and then upgrade to a PP-ASEL than just do the PP-ASEL

OTOH, did you consider gliders? They will make you a great pilot at a
faster pace and you'll get a PP-G which will later be possible to
upgrade to a PP-ASEL. Look at the r.a.soaring group and ssa.org for a
lead close to your home. You'll definitely become a much more
proficient power pilot if you start in a glider.

Good luck, and may your folks feel well!

wrote in
oups.com:

Did you consider the recreational certificate? That's smth that you
can do in a 152,
and later upgrade it to a PP-ASEL.

Sport or recreational, it's probably more expensive to do first one of
them, and then upgrade to a PP-ASEL than just do the PP-ASEL

OTOH, did you consider gliders? They will make you a great pilot at a
faster pace and you'll get a PP-G which will later be possible to
upgrade to a PP-ASEL. Look at the r.a.soaring group and ssa.org for a
lead close to your home. You'll definitely become a much more
proficient power pilot if you start in a glider.

Good luck, and may your folks feel well!


I disagree.

You get your Sport Pilot. Fly around for 100 or 200 hours, go back and
get your night work, hood work, and towered radio work training, except
that takes VERY little time because the airplane is now almost second
nature to fly. Then choose to get your PPL.

Except you may just decide SP is all you needed to begin with.


-ET

I started in a glider and I would recommend everyone to do the same. Because
of my glider training I was able to do my PP-SEL in the bare minimums, 41
hours, I went over by an hour b/c I went for a solo flight to my prospective
college. I would have been under 40 hours if it weren't for the required 20
hours instruction. My last 6 hours of instruction were spent getting checked
out in a 172 and giving my instructor a tour of the tow I live in and the
town I work in. Learning how to "feel" an airplane is easy in a glider.
There's barely any radio, no tower, no VOR, but a whole lot of coordinated
flying, something that isn't as noticeable in a Powered plane. When I sat
down and calculated it, it could have been cheaper for me to do my PP-G then
continue to my PP-SEL than to go the other way around, if I had known I was
going to get my PP-SEL. At the time I thought I was just going to fly
gliders for the rest of my life. In any case, doing the required flights for
a glider, then doing the minimum of 40 hours for power was cheaper than
doing 65 hours of power then the 10 flights in a glider.
"ET" wrote in message
...
wrote in
oups.com:

Did you consider the recreational certificate? That's smth that you
can do in a 152,
and later upgrade it to a PP-ASEL.

Sport or recreational, it's probably more expensive to do first one of
them, and then upgrade to a PP-ASEL than just do the PP-ASEL

OTOH, did you consider gliders? They will make you a great pilot at a
faster pace and you'll get a PP-G which will later be possible to
upgrade to a PP-ASEL. Look at the r.a.soaring group and ssa.org for a
lead close to your home. You'll definitely become a much more
proficient power pilot if you start in a glider.

Good luck, and may your folks feel well!


I disagree.

You get your Sport Pilot. Fly around for 100 or 200 hours, go back and
get your night work, hood work, and towered radio work training, except
that takes VERY little time because the airplane is now almost second
nature to fly. Then choose to get your PPL.

Except you may just decide SP is all you needed to begin with.


-ET



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