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LIGHT SPORT PILOT FINAL RULES! |
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Bill Canino - Jul 20,2004
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Fact Sheets
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FOR IMMEDIATE RELEASE
July 20, 2004
Contact: Alison Duquette
Phone: 202-267-3883
Sport Pilot, Light-Sport Aircraft Rule
The U.S. Department of Transportation's Federal Aviation Administration (FAA) today issued new requirements for light-sport aircraft, pilots and repairman.
Light-sport aircraft are small, simple, low-performance, low-energy aircraft limited to:
· 1,320 lb.(600 kg), (1,430 lb. seaplanes) maximum takeoff weight
· 1 or 2 occupants
· single engine (non-turbine)
· maximum stall speed (without lift enhancing devices) of 45 knots
· maximum airspeed in level flight of 120 knots
· fixed landing gear
· fixed pitch propeller.
According to the rule, 'light-sport aircraft' are: airplanes, gliders, gyroplanes, balloons, airships, weight-shift-control, and powered parachutes. Helicopters and powered lifts are excluded because of complexity. Weight-shift-control aircraft and powered parachutes are also defined in the rule.
The FAA has created two new aircraft airworthiness certificates for:
Special Light-Sport Aircraft. A new special airworthiness certificate for a light-sport category aircraft that is 'ready to fly' when the manufacturer determines the aircraft meets a consensus standard developed jointly with FAA and industry (gyroplane category is excluded).
· Aircraft holding this airworthiness certificate may be used for personal use and for compensation while conducting flight training, rental (similar to primary category), or towing (of light-sport gliders or unpowered ultralights).
Experimental Light-Sport Aircraft. Aircraft holding this certificate may be used only for personal use. There are three ways to earn this new certificate:
1) existing ultralight-like aircraft that do not meet the requirements for ultralight vehicles
2) aircraft assembled from eligible kits that meet a consensus standard
3) aircraft previously issued a special, light-sport category airworthiness certificate.
Certain type-certificated aircraft that meet the above criteria may also be operated with a light-sport pilot certificate.
An ultralight is a vehicle that is manned by one occupant for recreation or sport purposes. It does not have a U.S. or foreign airworthiness certificate. If unpowered, it weighs less than 155 lbs. If powered, it weighs less than 254 lbs. empty, has a fuel capacity not exceeding five U.S. gallons, is incapable of more than 55 knots airspeed in level flight, and has a power-off stall speed which does not exceed 24 knots.
There are maintenance and inspection requirements for light-sport aircraft certificated as an experimental light-sport aircraft or special light-sport aircraft. There are also new pilot training and certification requirements for:
· a sport pilot certificate,
· a sport pilot rating at the flight instructor certificate level,
· two category ratings - weight-shift-control and powered parachute, both with land and sea class ratings at the private pilot certificate level, and
· a repairman certificate - light-sport aircraft with an inspection or maintenance rating.
FAA certificated pilots and flight instructors exercising sport pilot privileges must hold a valid U.S. driver's license or FAA medical certificate.
The rule will cost approximately $158.4 million (discounted) over nearly 10 years. Industry costs will be roughly $144.5 million (discounted), of which $98.9 million (discounted) represents out-of-pocket expenses. Government costs are approximately $13.9 million (discounted). The estimated potential benefits range from $57.7 million to $220.3 million (discounted).
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Kenneth Leonard - Jul 22,2004
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Wait a second, wouldn't you set your max GTOW based on the stall? I mean, wouldn't you just keep removing weight until you met the 45 knot stall? That would determine the GTOW, not the other way around.
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Walt Bates - Jul 22,2004
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SO>>>>>>>>>For those of us who have Seareys under construction (and have a private or better ticket, a seaplane rating, and a third class or higher physical) >>>>>>>>Do we want to certify them as LSAs? What's the upside/downside? How do we go about doing it?
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Rolf Anderson - Jul 22,2004
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Walt: One immediate downside of LSA is DAY vfr only.<br />
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Jon Palmstrøm - Jul 22,2004
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what about the fixed landing gear requirement.
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Dan Nickens - Jul 22,2004
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Aircraft intended to operate on water are allowed to have 'repositionable' gear (see the reference cited in reply to Frank for a discussion of the rule's requirements).
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Kenneth Leonard - Jul 22,2004
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I don't see any advantage at all to registering as LSA. If you can fly under LSA (if you meet the requirements) while registered as experimental, you've got the best of both worlds. Someone give me one reason to limit the aircraft to LSA... I've literally got the registration paperwork in the envelope as I write this.
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