Sport pilot NPRM published

The Sport Pilot NPRM has been published by the FAA. See at: http://www.faa.gov/avr/arm/nprm.htm

I would suggest that we all offer comments to the effect that there be no restrictions such as GW or Vne on gliders. That, in effect, all existing gliders could be registered as 'Sport Aircraft' regardless of weight, complexity or airspeed limits.

The proposed gross weight limit and Vne cuts the glider fleet into two groups without, IMHO, any logic.

Bill Daniels

To save everyone wading through it:

'Light-sport aircraft are small, simple-to-operate, low-performance aircraft. The FAA is proposing to limit these aircraft to a maximum of 2 occupants, a 1,232-lb. (560 kg.) takeoff weight, a 39-knot stall speed, a 115-knot maximum operating speed, a single engine, and fixed landing gear.'

This does more than split the glider fleet into two

What would be the objective of putting a glider into this category? Gliders have their own category and the requirements for a glider pilot license are significantly lower than for airplanes. The proposed requirements for a glider-sport ticket don't seem any easier than the current glider private pilot. Additionally, the Sport Category license has restrictions greater than that for private pilot glider (no flight above 10K or 2K AGL whichever is higher, you would have to get specific training for each type of sport a/c, you cannot use the certificate outside the US because it does not meet ICAO requirements).

So for gliders, please educate me as to why one should pursue a sport license or putting a current glider in that category.

I got the impression (incorrect?) that they were trying to consolidate

I did a quick scan of the new rule. The way I read it, the 'Glider' rating is not being eliminated. If you are a manufacturer and want to produce a glider as a 'Sport Aircraft', you must do it according to this rule. If you want to fly a qualifying glider with only a 'Sport Pilot' rating, you must adhere to this rule. You can still take the required training for a regular glider rating, and fly a non-Sport Pilot glider, just as you can still get the required training and get a private power license.

I do think it's pretty funny that the Sport Pilot rule limits even gliders to a max of 2,000 feet AGL. Go figure.

B-Squared

I would think that the main benefit to soaring would be to relieve manufacturers of the regulatory burden of certifying gliders before they can enter serial production. This has the potential of reducing the cost of gliders - perhaps by a lot. If existing certified gliders could be re-licensed in the Sport Category, it could reduce the cost of maintenance, particularly for things that now require a 337.

It has never made sense to me that gliders, which are purely sporting aircraft, should be regulated by the same agency using the same rules that regulate airliners. I really like the situation that the BGA has.

As for the pilot standards, that may, or may not, be significant. The current PP glider requirements are not burdensome. However,we see the success of hang gliding and ultralights. The Sport Pilot NPRM may let us have some of that success.

Bill Daniels

<snipped Bill Daniels>

Well, there's different maintenance requirements, and possibly lower costs of certification for (gasp) new gliders from new manufacturers.

Tim (I haven't waded through all of it yet) Ward

Hang on there, Sport! The noted link goes to a proposal awaiting publication in the Federal Register, planned on or about February 5.

In this pre-publication version, Sport aircraft would be issued experimental airworthiness certificates, which carry limitations outlined in US FAR 91.319. The current prohibition against carrying persons or property for compensation or hire would be addressed in Proposed (US FAR) 21.191(i)(1), which 'would permit aircraft certificated under that paragraph to be operated for compensation or hire for flight training only for 36 months after the effective date of the rule. After that 36-month period, these aircraft would be allowed to continue to be used for flight training; however, the aircraft could not be operated for compensation or hire while training is being conducted.'

Frankly, that leaves me scratching my head...

Perhaps we should give SSA and other alphabet organizations a little time to evaluate the Sport Pilot/Sport Aircraft proposal - whenever it's finalized & published - before getting in a tizzy one way or the other!

I think you are misinterpreting what is being proposed. In essence I think you are confusing two categories, the new proposed light sport aircraft and experimental aircraft.

The FAA is attempting to create a new special airworthiness certificate - light sport aircraft. Aircraft under this special certificate would not be experimental. They could be used for 'sport and recreation, flight training, or rental.' Aircraft that due not meet the standards of light sport aircraft and are not pure ultralights, (as opposed to fat ultralights) could be registered as experimental aircraft. Experimental aircraft would be allowed to be used for ' ... flight training, but not for compensation or hire while training is being conducted.' An experimental aircraft owner could apply for a Letter of Deviation Authority from the FAA requesting that an his aircraft may be used for compensation while flight training. (see Proposed paragraph 91.319).

I have copied some of the pertinent portions of the proposal below.

(I agree we should let the alphabet soup organizations take a look at the NPRM before getting uptight about the proposal. There is a lot of information in it, it prints out at 105 pages.)

From , II. Overview of the Proposal, sub category, Certification of light sport aircraft.

' FAA currently issues two major types of airworthiness certificates—standard and special. The special airworthiness certificate includes six categories—primary, restricted, limited, provisional, special flight permits, and experimental. We propose to add a seventh category of special airworthiness certificate—light-sport. You could use aircraft issued a special light-sport airworthiness certificate for sport and recreation, flight training, or rental. The special airworthiness certificate would ensure that aircraft used for these purposes are designed and manufactured to an identified standard.'

Proposed § 91.319 would establish procedures used by the FAA to permit operators of experimental aircraft to receive compensation while conducting flight training, which would include testing and evaluation. The current rule prohibits the operation of an aircraft with an experimental category airworthiness certificate for other than the purpose for which the aircraft was certificated or for the carriage of persons or property for compensation or hire.

To permit the operation of these experimental aircraft for compensation or hire while conducting initial flight training, the FAA would revise paragraph (a)(2) of this section. Proposed § 21.191(i)(1) would permit aircraft certificated under that paragraph to be operated for compensation or hire for flight training only for 36 months after the effective date of the rule. After that 36-month period, these aircraft would be allowed to continue to be used for flight training; however, the aircraft could not be operated for compensation or hire while training is being conducted.

To permit the operation of experimental aircraft (certificated under proposed § 21.191) for compensation or hire for the sole purpose of flight training, the FAA is proposing to allow owners of experimental aircraft to apply for a Letter of Deviation Authority issued by the FAA. A deviation authority request should be forwarded to the General Aviation and Commercial Division, AFS-800, for review and issuance. The request would contain a statement of the proposed operation and justification for the deviation.

If an operator is granted deviation authority, the operator may be authorized to provide flight training in experimental aircraft and receive compensation for the use of the aircraft. This provision would not be intended to allow commercial operators to establish training schools using experimental aircraft. In the interest of safety, and as a result of recommendations from the National Transportation Safety Board, the FAA has determined that allowing flight training in experimental aircraft when the aircraft is operated for compensation or hire under certain circumstances is in the public interest.