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Basic Parameters of the Certification of Aircraft and Airmen for the Operation of Light-Sport Aircraft Rule

This is a synopsis of the definition of a light-sport aircraft category, the requirements to obtain a sport pilot certificate, and requirements to obtain a repairman certificate with a maintenance or inspection rating. For more complete details, see EAA's final analysis of the rule.

Light-Sport Aircraft:

• Maximum gross takeoff weight-1,320 lbs (599 kg.), 1,430 lbs. if float equipped.
  ● Lighter-than-air light-sport aircraft maximum gross weight-660 lbs (300 kg.)
  ● Maximum stall speed-51 mph (45 knots)
  ● Maximum speed in level flight with maximum continuous power (Vh)-138 mph (120 knots)
  ● Two-place maximum (pilot and one passenger)
  ● Day VFR operation only (unless the aircraft is equipped per FAR 91.209 and the pilot holds at least a Private Pilot certificate).
  ● Single, non-turbine engine only
  ● Fixed or ground adjustable propeller
  ● Unpressurized cabin
  ● Fixed landing gear
  ● Repositionable landing gear for seaplanes allowing the wheels to be rotated for amphibious operation.
  ● Can be manufactured and sold ready-to-fly under a new Special Light-Sport aircraft certification without FAR Part 23 compliance. Aircraft must meet ASTM (American Society of Testing and Materials, Int'l) consensus standards. Aircraft under this certification may be used for sport and recreation, flight training, and aircraft rental.
  ● Can be licensed Light-Sport Aircraft Experimental if kit- or plans-built. Aircraft under this certification may be used only for sport and recreation and flight instruction for the owner of the aircraft.
  ● Can be licensed Light-Sport Aircraft Experimental if it was kit- or plans-built and operated as an ultralight trainers. Application must be submitted within 36 months after the effective date of the rule.
  ● Will have FAA registration-"N" number.
  ● Aircraft category and class includes: Airplane (Land/Sea), Gyroplane, Airship, Balloon, Weight-Shift-Control (Trike Land/Sea), and Powered Parachute.
  ● U.S. or foreign manufacture of light-sport aircraft is authorized.
  ● Aircraft with a standard airworthiness certificate that meet above specifications may be flown by sport pilots. However, that airworthiness certification category will not be changed to a light-sport aircraft. Holders of a sport pilot certificate may fly an aircraft with a standard airworthiness certificate if it meets the definition of a light-sport aircraft.

The Sport Pilot Rule:
A sport pilot may exercise flight privileges in one or more of the following aircraft categories:

● Airplane (single-engine only)
● Glider
● Lighter-than-air (airship or balloon)
● Rotorcraft (gyroplane only)
● Powered Parachute
● Weight-Shift controlled (e.g. Trikes)

The sport pilot rule:

• Creates a new student sport pilot certificate for operating any aircraft that meet the definition of a light-sport aircraft.
  ● Creates a new sport pilot certificate for operating any aircraft that meet the definition of a light-sport aircraft.
  ● Creates a new sport pilot instructor certificate.
  ● Requires FAA knowledge (written) and practical (flight) test.
  ● Credits ultralight training and experience toward a sport pilot certificate.
  ● Credits sport pilot flight time toward more advanced pilot ratings.
  ● Requires either a 3rd class FAA medical certificate or a current and valid U.S. driver's license as evidence of medical eligibility (provided the individual does not have an official denial or revocation of medical eligibility on file with FAA).
  ● Does not allow carrying passengers for compensation or hire
  ● Allows sharing ("pro-rata") operating expenses with another pilot.
  ● Allows day VFR flight only.
  ● Allow sport pilots to fly vintage and production aircraft (standard airworthiness certificate) that meet the definition of a light-sport aircraft.

Sport Pilot Intructors:
The new sport pilot/light-sport aircraft rule:

• Creates new sport pilot flight and ground instructor certificates.
  ● Allows instructors to use ultralight exemption experience.
  ● Allows conversion to sport pilot instructor status for ultralight instructors.
  ● Allows current CFI's to train sport pilots.

Repairmen Certificates
The sport pilot/light-sport aircraft rule creates a new Repairmen Light-Sport Aircraft certificate-with either a maintenance or inspection rating. To obtain such a repairman certificate, you must demonstrate a skill level sufficient to determine the aircraft is in a condition enabling safe flight, and

• for a Inspection rating-complete a 16 hour course on the inspection requirements of the particular class of light-sport aircraft;
• for a Maintenance rating-complete a course - 120 hours (airplane category); 104 hours (weight shift or powered parachute); 80 hours (glider or lighter-than-air) -- on the maintenance requirements of the particular class of light-sport aircraft.

Other LSA Maintenance Options
Maintenance--including all inspections on special light-sport airworthiness certificated aircraft--can be completed by:

• An appropriately rated mechanic-that is, A&P, IA
  ● An appropriately rated repair station;
  ● A repairman (light-sport aircraft) with a maintenance rating, or
  ● A certificated pilot (Sport Pilot rating or higher) may perform preventative maintenance.

Maintenance--including all inspections on experimental light-sport airworthiness certificated aircraft--can be completed by:

• An appropriately rated mechanic-that is, A&P, IA
  ● An appropriately rated repair station; or
  ● A repairman (light-sport aircraft) with a maintenance rating;

To perform inspections on your own aircraft, you must have a repairman's certificate (light-sport aircraft) with an inspection rating.

More extensive training can lead to a general repairman's certificate (similar to IA, inspection authorization) for operations such as dealers, manufacturers, etc.

AIRCRAFT CERTIFICATED IN STANDARD CATEGORY
ELIGIBLE FOR OPERATION BY SPORT PILOTS

According to the Type Certificates (TC's) and published specifications, the following standard category aircraft meet the definition of a light-sport aircraft (LSA) according to 14 CFR Part 1.1. However, individual aircraft of a given type may not meet the criteria due to modification by STC or field approval. The pilot would need to check the records of a particular aircraft and verify that it has not been modified in such a way as to disqualify that aircraft.

NOTE: This does not constitute an all-inclusive listing but does serve to cover the more common aircraft. There may be other standard category aircraft that meet the criteria for operation by sport pilots. If you have a question, contact EAA's Aviation Services at info@eaa.org or 920-426-4821.

Landplanes:

Aeronca

Ercoupe

Interstate

Luscombe

Piper

Porterfield

Taylorcraft

Seaplanes:

Aeronca

Luscombe

Piper

Taylorcraft

Aircraft which do not meet the definition of Light-Sport Aircraft

The following aircraft DO NOT qualify for operation by sport pilots because their gross weight, as originally certificated, is above the 1320 lb limit (1430 lb for seaplanes):

NOTES:

1) Aeronca 7EC's are normally certificated at either 1450 or 1500 lbs gross weight, which disqualifies them for operation by sport pilots. However, there are some 7EC's certificated at 1300 lbs gross weight. These aircraft are eligible for operation by sport pilots.

2) Piper J5s, including military variants (L-4F, L-4G, HE-1, AE-1) are certificated as 3 place aircraft, which disqualifies them for operation by a sport pilot. The 1450 lb gross weight is also disqualifying.

Updated Sport Aircraft List

This list comprises all aircraft-homebuilt, kit-built, and ready-to-fly-that meet the definition of a light-sport aircraft as outlined in the final sport pilot/light-sport aircraft published on July 27, 2004. A sport pilot may fly any aircraft that meets the definition of a light-sport aircraft, no matter what its certification category.

However, each manufacturer will make the determination as to whether it will sell sport-pilot eligible aircraft. This list will be updated as manufacturers confirm or deny their intention to comply with the regulations.

This list includes aircraft that will be sold as experimental amateur-built kits (51 percent), experimental light-sport aircraft (E-LSA), which can be more than 51-percent complete, and the new category of special light-sport aircraft (S-LSA) that are sold as ready-to-fly aircraft.

Experimental amateur-built aircraft that meet the definition of an LSA can be flown by sport pilots or those holding higher pilot certificates. Once completed, the aircraft is registered as an experimental amateur-built aircraft and must be operated in accordance with the operating limitations given to the aircraft at the time it receives its airworthiness certification. It must be maintained and inspected in accordance with the maintenance requirements for amateur-built aircraft.

Experimental light-sport aircraft (E-LSA) may also be flown by sport pilots or those holding higher pilot certificates. Before any aircraft can be sold as an E-LSA kit, the manufacturer must build one aircraft to completion in compliance with consensus standards developed by the ASTM industry group and accepted by FAA. The aircraft must then be operated in accordance with the operating limitations given the aircraft at the time it receives its airworthiness certification. It must be maintained in accordance with the consensus standards. It may be inspected by a repairman with an inspection rating, a repairman with a maintenance rating, or an A&P or other FAA-rated mechanic.

Special light-sport aircraft (S-LSA) must be built by the manufacturer, or its designee, in compliance with the consensus standards developed by the ASTM industry group and accepted by FAA. These aircraft are delivered ready-to-fly and may be used for training or rental. The aircraft must be operated in accordance with the operating limitations given the aircraft at the time it receives its airworthiness certification. It must be maintained in accordance with the consensus standards. It must be inspected by a repairman with a maintenance rating, and A&P or other FAA-rated mechanic.

Foreign aircraft sold in the United States as S-LSA must meet the following requirements:

• Its country of origin must have a bi-lateral agreement with the Federal Aviation Administration
• The aircraft must be eligible to operate in its country of origin.
• The aircraft must meet the consensus standards developed by the ASTM industry group and accepted by FAA.

To learn more about the consensus standards, click on the links to the following articles, or visit the ASTM website - http://www.astm.org/, search under Technical Committees for F-37 Committee on Light-Sport aircraft.

Administration
● The aircraft must be eligible to operate in its country of origin.
● The aircraft must meet the consensus standards developed by the ASTM industry group and accepted by FAA.

Disclaimer: The manufacturers listed above may or may not choose to qualify aircraft under the proposed Light Sport Aircraft category. It is not certain all candidate aircraft can qualify.

U.S. importers are shown and the manufacturer name is shown in parentheses afterward. All listed imported brands are presumed to have U.S. market potential sufficient to allow them to justify the effort of certifying under Light Sport Aircraft. While Light Sport Aircraft allows two seats, some buyers will seek single seaters for performance and other reasons.

FAA SPORT PILOT MEDICAL FAQS

From the FAA Website

1. What if I meet the requirements set forth in the rule that allow me to medically qualify using my current and valid U.S. driver's license? When may I use my current and valid U.S. driver's license as medical qualification?

Answer: Provided you meet the requirements and you are qualified to exercise sport pilot privileges using a current and valid U.S. driver's license, you may do so on September 1, 2004, the effective date of the rule.

2. What if I already hold a pilot certificate and a valid airman medical certificate? Do I have to maintain my airman medical certificate if I will only be exercising sport pilot privileges or may I use my current and valid U.S. driver's license as medical qualification?

Answer: You may use your current and valid U.S. driver's license to exercise sport pilot privileges; however, you must hold the required, valid FAA airman medical certificate if you wish to exercise private pilot (or higher) privileges.

3. What if I know (or suspect) that I have a significant medical condition and I hold (and have been able to maintain) a current and valid U.S. driver's license? Am I authorized to exercise sport pilot privileges provided I otherwise qualify?

Answer: Long-standing FAA regulation, § 61.53, prohibits all pilots--those who are required to hold airman medical certificates and those who are not--from exercising privileges during periods of medical deficiency. The FAA revised § 61.53 to include under this prohibition sport pilots who use a current and valid U.S. driver's license as medical qualification. The prohibition is also added under §§ 61.23 (c) (2) (iv) and 61.303 (b) (2) (4) for sport pilot operations.

You should consult your private physician to determine whether you have a medical deficiency that would interfere with the safe performance of sport piloting duties. Certain medical information that may be helpful for pilots is posted on the FAA website at http://www.cami.jccbi.gov/aam-400A/400brochure.html.

4. What if I have a life-long, chronic medical condition (e.g., diabetes mellitus) and I have never applied for or held an FAA airman medical certificate and my medical condition has never precluded me from being able to renew my U.S. driver's license? Am I authorized to exercise sport pilot privileges provided I otherwise qualify?

Answer: You should consult your private physician to determine whether you have a medical deficiency that would interfere with the safe performance of sport piloting duties. You may exercise sport pilot privileges provided you are in good health, your medical condition is under control, you adhere to your physician's recommended treatment, and you feel satisfied that you are able to conduct safe flight operations.

5. Why does the FAA specify conditions for using a current and valid U.S. driver's license only for persons whose most recent application for an airman medical certificate has been denied; whose most recently held airman medical certificate was rescinded or revoked; or whose most recent Special Issuance has been withdrawn?

To clarify that, if your most recent records on file with the FAA indicate that you were found ineligible to exercise airman privileges for medical reasons then, in the interest of public safety, you shouldn't go out right away and use your driver's license as medical qualification.

We understand that these conditions may not have been expected and may disappoint some people. That was not our intent, nor is it our intent that affected persons would have to maintain an airman medical certificate if they would rather use their current and valid U.S. driver's license to medically qualify as a sport pilot.

We ultimately concluded that, in those cases where the FAA has existing knowledge of medical ineligibility, we need the affected person to address it and, hopefully have it resolved. To meet the intent of the rule, the affected person should apply for reconsideration of their eligibility. In some denial cases, applicants simply may not have provided enough information to the FAA or may not have supplied information that the FAA may have requested. In certain other denial cases, applicants may not have exercised their appeal rights which may have led to certification in some cases.

The FAA wants to see as many pilots as possible take advantage of this exciting new rule and looks forward to working with individuals seeking to exercise sport pilot privileges. We also intend to work with EAA, AOPA, and other industry groups toward that end.

6. What if I resubmit my application and, ultimately, I am certified? Must I continue to renew my medical or may I use my current and valid U.S. driver's license as evidence of medical qualification?

If you are ultimately certified then you are no longer on record with the FAA as having had your most recent application denied or your most recently held FAA airman medical certificate suspended or revoked, etc. Therefore, it is not necessary to maintain airman medical certification thereafter to exercise sport pilot privileges provided you hold a current and valid U.S. driver's license and provided you otherwise qualify.

7. What if I hold a Special Issuance? Is that considered denial of an application for an airman medical certificate?

Answer: No. Special Issuance is not considered the denial of an FAA airman medical certificate.

8. Approximately how many applicants for third-class airman medical certificates are denied?

Over the past 3 years, the number of denials of third-class airman medical certificates has ranged from approximately 2000 to 2500 per year based on approximately 135,000 to 140,000 applications for third-class airman medical certification per year. Most of these denials resulted because of a failure of the applicants to provide sufficient information for the FAA to make a favorable decision.

07/20/04 - NEW ALTERNATIVES TO GIVE HOPE TO PILOTS PREVIOUSLY DENIED MEDICAL CERTIFICATES

July 20, 2004 - A recurring question regarding the newly released sport-pilot/light-sport-aircraft regulations pertains to the relaxed medical standards and, specifically, whether they apply to pilots whom the FAA previously has denied a medical certificate for a private pilot's license.

The regulations are clear in the stipulation that, although a valid driver's license will provide sufficient evidence of medical eligibility, FAA is obligated to require a reassessment of the medical eligibility of anyone whom the FAA previously identified as medically unfit to fly.

This reassessment requirement applies to pilots who have received a letter from the FAA indicating a DENIAL or REVOCATION of a medical certificate. It also applies to pilots who may have an FAA denial of medical eligibility on file because they chose to withdraw midstream from a special-issuance application process.

If you have received a denial letter from the FAA, you have two recourses to explore: 1) pursuing a third-class special issuance from the FAA through traditional channels, or 2) seeking a sport-pilot medical evaluation via a separate procedure that the FAA continues to design and develop.

The first alternative may prove a viable option for individuals whose longstanding denial relates to a condition for which medical advances have been made through a period of months or years. For example, as late as the mid- '80s pilots received outright denials for diabetes. Today, this condition is not considered grounds for a denial once a treatment regimen is in place. EAA Aeromedical Website

The FAA alluded to the second alternative during its press conference to announce the new rule. The details of such a sport-pilot medical evaluation remain to be developed as part of the implementation of the final rule. The EAA Aeromedical Council has a long-standing history of working with the FAA Medical Office and will meet with FAA medical personnel to help develop the policy and procedures for this new type of evaluation.

In a statement issued today, FAA explained the rationale behind its development of this second alternative to help more prospective pilots reinstate their medical eligibility under the sport-pilot rule:

We understand that these conditions [the concerns of pilots with FAA medical denials on record] may not have been expected and may disappoint some people. That was not our intent, nor is it our intent that affected persons would have to maintain an airman medical certificate if they would rather use their current and valid U.S. driver's license to medically qualify as a sport pilot.

We ultimately concluded that, in those cases where the FAA has existing knowledge of medical ineligibility, we need the affected person to address it and, hopefully, have it resolved. To meet the intent of the rule, the affected person should apply for reconsideration of his or her eligibility. In some denial cases, applicants simply may not have provided enough information to the FAA or may not have supplied information that the FAA may have requested. In certain other denial cases, applicants may not have exercised their appeal rights, which may have led to certification in some cases.

The FAA wants to see as many pilots as possible take advantage of this exciting new rule and looks forward to working with individuals seeking to exercise sport-pilot privileges. We also intend to work with EAA, AOPA, and other industry groups toward that end.

This alternative is not delineated in the sport-pilot/light-sport-aircraft rule. Instead, FAA is in the process of formalizing this option as a separate policy. EAA will continue to work with FAA on this and the many other procedures and policies that must be developed to make this new rule a reality.

For more information on medical-certification issues under the sport-pilot/light-sport-aircraft rule, see the F.A.Q. document that FAA provided to EAA.

07/20/04 - FAA PRAISES EAA FOR PROMINENT ROLE IN EFFECTING NEW SPORT PILOT REGULATIONS