![]() ![]() Operational sport pilot may fly only during daylight hours, with civil twilight being the official boundary of the day. LSA aircraft can have a maximum of two seats. Maximum speed limitations of 120 knots apply, with the stall speed not exceeding 45 knots. The total gross takeoff weight of an LSA must not exceed 1,320-pounds or 1,430 for seaplanes. Complex refers to retractable landing gear, twin engines, pressurization, or a constant speed propeller. The requirements for LSA state that an aircraft cannot be complex. However, an exception exists for older aircraft that meet the LSA weight and performance specifications. The outcome of this term means a pilot may fly only those aircraft certificated as light-sport aircraft (LSA). The FAA uses a term to describe the aircraft it considers suitable for a sport pilot to operate. The other 5-hours must consist of solo flight.įinally, you must pass a written examination and a practical flight test. Fifteen of those hours are dual with a qualified flight instructor, and two must be cross-country. ![]() You must evidence at least 20-hours of flight time. #GLIMS PRIVATE VS SPORT PILOT LICENSE#A valid driver’s license is all that serves as proof of medical competency, with the only stipulation being that the applicant has not been rejected for the prior issue of an airman medical certificate.įlight experience times are half that of the private pilot certificate. The medical requirements are where the sport pilot differs from other certificates. As with all US pilot certificates, you must understand and communicate well in written and spoken English. This would be something that would cause airplane pilots to require more training hours to "unlearn" which would skew the observation of those who first earned their license in fixed wing.The minimum age limit for a sport pilot certificate is the same for a private pilot you must be 17 years old, or 16 for gliders or balloons. On the other hand, my understanding is that prior airplane experience might tend to cause a gyroplane pilot to incorrectly "unload" the rotors with fatal results. I note, for example, that stall recovery instruction is not applicable, nor are hovering maneuvers - two sets of tasks that fixed wing and helicopter pilots allegedly tend to take a bit of extra angst or time to learn. I think most (including myself) who learned in fixed wing or even helicopters do not have the background to give a proper answer as to sport vs. It is not very common to go that route initially. I don't know if any of the people who have replied actually earned their license initially with a rotorcraft category with gyroplane class rating as either a private pilot or sport pilot. Just make sure that you use a CFI and not a sport pilot only instructor so all your dual still counts towards your PPL if you want to convert. Most of the other requirements would already be covered from your previous SP training or experience flying under your SPL. Its a bit of additional instrument training followed by night time really. In talking to my instructor i have heard its also quite easy to convert for SPL to PPL especially if you have been flying regularly. ![]() #GLIMS PRIVATE VS SPORT PILOT WINDOWS#For example I've done some night and instrument training of which neither are required under the sport pilot license while in between waiting for windows to open up between cross countries. Doubly so if the plane he is interested in qualifies as LSA.Īs for enough training to minimize the risks, that is up to the student and instructor how far they go beyond the requirement of the license. It gets the license a little quicker (not half the time like the minimums makes it out to be) and doesnt have too many restrictions beyond the aircraft limitations for the fair weather flyer. I am an advocate of starting with the sport pilot (this is what I am doing myself right now) if you are interested in flying for fun. ![]()
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