This document provides information from a 2011 FAA workshop for certified flight instructors on teaching sport pilots. It defines light sport aircraft and the sport pilot certificate. It outlines the rules for aircraft categories, medical requirements, aeronautical experience needed, privileges and limits of the sport pilot certificate. It discusses who can provide instruction to sport pilots and the similar training approach compared to private pilots.
This document provides an overview of sport aviation safety from a presentation given by Scott R. Landorf of the FAA. It discusses key topics like light sport aircraft, experimental amateur-built aircraft, accident data, transition training, preflight considerations, and conducting the first flight of an experimental aircraft safely. The goal is to familiarize pilots with sport aircraft and provide information to help reduce accidents. Emphasis is placed on pilot skills, proficiency, understanding aircraft limitations, preflight planning, and following a flight test plan for experimental aircraft.
The document provides guidance from the FAA on building and certifying amateur-built aircraft. It discusses the FAA's role in the certification process, including how builders must fabricate over 51% of the aircraft. It outlines the requirements for obtaining an experimental airworthiness certificate, including ensuring the aircraft is controllable and has no hazardous characteristics. It also discusses aircraft registration, identification marks, and operating limitations after certification. The FAA inspector will evaluate the aircraft, builder's log, and compliance with regulations during the final certification inspection.
This document provides an overview of the requirements and certifications for private pilot ground school training, including student pilot and private pilot certification. It discusses the Federal Aviation Regulations sections that pilots must follow, eligibility requirements such as being 16 years old and speaking English. It outlines the aeronautical experience needed to earn a private pilot certificate including 20 hours of flight training and courses on maneuvers, night flying, and instrument flying. It also describes the privileges and limitations of a private pilot certification.
This document outlines the licensing requirements for various pilot licenses including student pilot, private pilot, commercial pilot, airline transport pilot, and instrument ratings for airplanes and helicopters. It also covers the glider pilot license. The requirements specify minimum age, aeronautical knowledge, flight experience hours including solo time and cross-country flights, flight instruction, medical fitness, privileges and validity periods for each license.
This presentation provides an overview of sport pilot flight instruction. It discusses the establishment of the light sport category and sport pilot certificate in 2004. It outlines the aircraft categories that fall under light sport aircraft and the certification processes. It covers the medical requirements, aeronautical experience requirements, privileges and limits of sport pilots compared to private pilots. It discusses who can provide instruction to sport pilots and requirements for flight instructors and sport pilot instructors. It also addresses considerations for transition training when pilots with prior experience move to light sport aircraft.
This document outlines aircraft registration and marking requirements according to Part 4 of unspecified aviation regulations. It provides definitions for various types of aircraft and abbreviations. It specifies that aircraft must be registered by the owner with the appropriate authority and carry a certificate of registration. It also details requirements for nationality and registration marks including size, character style, spacing and approved locations on fixed-wing aircraft and rotorcraft. Deviations from size and location requirements are allowed with authority approval.
This document outlines requirements for certification of Aviation Training Organizations (ATOs) that provide aircraft maintenance technician (AMT) training courses. It specifies the general certification process and defines key terms. It also describes curriculum requirements for AMT airframe, powerplant, avionics and combined rating courses. Requirements are listed for AMT training program providers, instructors, attendance policies, and credit for prior instruction or experience.
Rapid Development of a Rotorcraft UAV System - AHS Tech Specialists Meeting 2005Mark Hardesty
This document summarizes the development of a rotorcraft unmanned aerial vehicle (UAV) system by Boeing Phantom Works over less than one year. They selected the MD 530F helicopter due to its performance capabilities and military counterpart. The design integrated commercial off-the-shelf hardware and proprietary Boeing flight control software. Bench and flight testing were prioritized to rapidly expand the flight envelope from initial engagement of the electrical flight controls to autonomous takeoffs, landings and navigation. The manual override capability allowed high-risk prototype systems to be safely tested.
This document provides an overview of sport aviation safety from a presentation given by Scott R. Landorf of the FAA. It discusses key topics like light sport aircraft, experimental amateur-built aircraft, accident data, transition training, preflight considerations, and conducting the first flight of an experimental aircraft safely. The goal is to familiarize pilots with sport aircraft and provide information to help reduce accidents. Emphasis is placed on pilot skills, proficiency, understanding aircraft limitations, preflight planning, and following a flight test plan for experimental aircraft.
The document provides guidance from the FAA on building and certifying amateur-built aircraft. It discusses the FAA's role in the certification process, including how builders must fabricate over 51% of the aircraft. It outlines the requirements for obtaining an experimental airworthiness certificate, including ensuring the aircraft is controllable and has no hazardous characteristics. It also discusses aircraft registration, identification marks, and operating limitations after certification. The FAA inspector will evaluate the aircraft, builder's log, and compliance with regulations during the final certification inspection.
This document provides an overview of the requirements and certifications for private pilot ground school training, including student pilot and private pilot certification. It discusses the Federal Aviation Regulations sections that pilots must follow, eligibility requirements such as being 16 years old and speaking English. It outlines the aeronautical experience needed to earn a private pilot certificate including 20 hours of flight training and courses on maneuvers, night flying, and instrument flying. It also describes the privileges and limitations of a private pilot certification.
This document outlines the licensing requirements for various pilot licenses including student pilot, private pilot, commercial pilot, airline transport pilot, and instrument ratings for airplanes and helicopters. It also covers the glider pilot license. The requirements specify minimum age, aeronautical knowledge, flight experience hours including solo time and cross-country flights, flight instruction, medical fitness, privileges and validity periods for each license.
This presentation provides an overview of sport pilot flight instruction. It discusses the establishment of the light sport category and sport pilot certificate in 2004. It outlines the aircraft categories that fall under light sport aircraft and the certification processes. It covers the medical requirements, aeronautical experience requirements, privileges and limits of sport pilots compared to private pilots. It discusses who can provide instruction to sport pilots and requirements for flight instructors and sport pilot instructors. It also addresses considerations for transition training when pilots with prior experience move to light sport aircraft.
This document outlines aircraft registration and marking requirements according to Part 4 of unspecified aviation regulations. It provides definitions for various types of aircraft and abbreviations. It specifies that aircraft must be registered by the owner with the appropriate authority and carry a certificate of registration. It also details requirements for nationality and registration marks including size, character style, spacing and approved locations on fixed-wing aircraft and rotorcraft. Deviations from size and location requirements are allowed with authority approval.
This document outlines requirements for certification of Aviation Training Organizations (ATOs) that provide aircraft maintenance technician (AMT) training courses. It specifies the general certification process and defines key terms. It also describes curriculum requirements for AMT airframe, powerplant, avionics and combined rating courses. Requirements are listed for AMT training program providers, instructors, attendance policies, and credit for prior instruction or experience.
Rapid Development of a Rotorcraft UAV System - AHS Tech Specialists Meeting 2005Mark Hardesty
This document summarizes the development of a rotorcraft unmanned aerial vehicle (UAV) system by Boeing Phantom Works over less than one year. They selected the MD 530F helicopter due to its performance capabilities and military counterpart. The design integrated commercial off-the-shelf hardware and proprietary Boeing flight control software. Bench and flight testing were prioritized to rapidly expand the flight envelope from initial engagement of the electrical flight controls to autonomous takeoffs, landings and navigation. The manual override capability allowed high-risk prototype systems to be safely tested.
This document outlines general policies and procedures for licenses, certificates, and testing in the Republic of the Philippines. It specifies requirements for pilots, instructors, and other airmen to carry licenses and medical certificates. It also describes procedures for replacing lost documents, changing names or addresses, re-examining qualifications, imposing civil penalties, and surrendering, suspending or revoking licenses and certificates.
This document outlines regulations regarding airworthiness requirements for aircraft and aeronautical products in the Republic of the Philippines. It defines key terms like continuing airworthiness, major modification, preventative maintenance, overhaul, and rebuild. It describes classifications of Certificates of Airworthiness including standard, special, restricted, and experimental certificates. It also outlines requirements for eligibility, identification, and effective dates of Certificates of Airworthiness as well as allowable purposes for special flight permits.
This document outlines reporting requirements for aircraft failures, malfunctions, and defects. It discusses requirements for approval of replacement and modification parts, including applications to manufacturing authorities. The document also addresses procedures for determining if aircraft damage renders a plane no longer airworthy, and authorizes persons who can perform aircraft maintenance.
This document discusses different types of aviation ground trainers, including flight simulators, flight training devices, and aviation training devices. It explains that full flight simulators are the most sophisticated devices that can be used to earn aircraft type ratings without actual flight. Flight training devices are also advanced but may not include motion or fully enclosed cockpits. Aviation training devices are the most common for general aviation training and come in basic and advanced levels, with advanced devices providing more realistic cockpit representations. The document emphasizes that training in these devices can help pilots learn procedures more safely and efficiently to reduce costs and flight hours needed for certification.
The document provides a status update on flight testing of the A400M aircraft as of May 16, 2012. It reports that a total of 3,212 flight hours have been completed across 5 aircraft, with 1,094 total flights. The update summarizes achievements across various flight test areas, including crosswind testing, high altitude flights, air-to-air refueling contacts, and demonstration tours in Asia. Major objectives for 2012 include testing of military systems and operations from grass runways.
Transition training is important for pilots moving between aircraft types to learn the differences in systems, performance, procedures, and limitations. An effective transition training program involves following a structured syllabus with a qualified instructor and focuses on what is different about the new aircraft, including systems, normal and emergency procedures, performance characteristics, and limitations. Transition training helps ensure pilots can safely operate the new aircraft type.
Flight Data Monitoring (FDM) systems allow pilots to collect and review flight information in real time or after a flight. Modern avionics can provide data similar to airline recorders, including engine parameters and control surface movements. Pilots can use FDM data and overlay it on charts to analyze how precisely they flew routes and approaches. This helps identify areas for improvement. FDM also provides helpful data on aircraft health by monitoring parameters and trends over multiple flights, which can help mechanics identify issues and save owners money on maintenance. In summary, FDM is a useful tool that helps pilots improve skills and maintain aircraft well-being through collection and review of flight data.
Returning to flight operations after a period of inactivity has resulted in loss of control accidents. But with a solid plan and determination, you can get back to enjoying the freedom only flying can offer.
According to the Joseph T. Nall report (produced by AOPA’s Air Safety Institute), 89 accidents occurred in 2010 as a result of fuel exhaustion; 11 of them fatal. And despite a decline in fuel management accidents through 2008, more recently those numbers have been reversing, accounting for eight percent of all accidents in 2010
This presentation discusses transition training for pilots changing aircraft. It notes that lack of transition training and overreliance on automation are contributing factors in loss of control accidents. The presentation recommends pilots read aircraft manuals, find an experienced instructor, and get training specific to the aircraft type, tailwheel, seaplanes, etc. It also stresses practicing risk management and seeking recurrent training. Maneuvering flight and approaches account for about half of fatal loss of control accidents. Transition training is particularly important for pilots moving to experimental or light sport aircraft.
So what is single-pilot resource management? The FAA Risk Management Handbook notes that SRM is defined as the art of managing all the resources (both onboard the aircraft and from outside sources) available to a pilot prior to and during flight to ensure a successful flight
This document is a presentation on single-pilot crew resource management (CRM) given to pilots in February 2014. It discusses the history and safety benefits of CRM and how general aviation pilots can utilize CRM as a single pilot. Specific resources for single pilots discussed include using flight dispatch, automation, passengers, and tablet apps to assist with traffic monitoring, checklists, and chart holding. The presentation encourages practicing with autopilot modes and not neglecting hand flying skills.
This document from the FAA presents information on angle of attack systems for pilots. It notes that stalls and resulting spin accidents are a major cause of fatal crashes, often involving inexperienced pilots, and can occur at any airspeed or phase of flight. The document discusses problems determining airspeed, describes angle of attack indicators that can help avoid stalls, and recommends pilots practice stalls and slow flight with a flight instructor. It provides resources for pilots to investigate angle of attack systems further.
To reduce the risk of accidents due to weather related factors, pilots should rely upon accurate real-time weather
reporting and learn about weather reporting technologies currently available.
Angle of attack (AOA) indicators can help reduce loss of control accidents by providing pilots with a better way to avoid stalls. Loss of control is the leading cause of fatal accidents in general and commercial aviation, averaging one fatal accident every four days in general aviation alone. While airspeed is taught as the primary means of avoiding stalls, airspeed alone is not reliable because an aircraft can stall at any speed, attitude, or power setting. AOA is a better indicator because the critical angle of attack at which an aircraft will stall does not change with factors like weight, temperature, or altitude. AOA indicators alert pilots when the aircraft approaches stall parameters. Their use, along with existing systems, can result in more precise
This document discusses flight after a period of inactivity for pilots. It addresses currency and proficiency concerns when returning to flight after time away. Pilots should consider how long they have been inactive, the nature of their operations, and their experience level. Upon returning, pilots may need to refresh their knowledge by reviewing regulations and manuals since some aircraft panels and apps have been updated. They should also confirm their medical certification is still valid before their first flight.
The document is a presentation by the Federal Aviation Administration (FAA) about pilot deviations. It discusses general information about pilot deviations, statistics on common deviations, reasons for deviations occurring, how pilots should respond if involved in a deviation, and the FAA's investigative process. The presentation provides an overview of pilot deviations to educate pilots and flight schools.
This document outlines general policies and procedures for licenses, certificates, and testing in the Republic of the Philippines. It specifies requirements for pilots, instructors, and other airmen to carry licenses and medical certificates. It also describes procedures for replacing lost documents, changing names or addresses, re-examining qualifications, imposing civil penalties, and surrendering, suspending or revoking licenses and certificates.
This document outlines regulations regarding airworthiness requirements for aircraft and aeronautical products in the Republic of the Philippines. It defines key terms like continuing airworthiness, major modification, preventative maintenance, overhaul, and rebuild. It describes classifications of Certificates of Airworthiness including standard, special, restricted, and experimental certificates. It also outlines requirements for eligibility, identification, and effective dates of Certificates of Airworthiness as well as allowable purposes for special flight permits.
This document outlines reporting requirements for aircraft failures, malfunctions, and defects. It discusses requirements for approval of replacement and modification parts, including applications to manufacturing authorities. The document also addresses procedures for determining if aircraft damage renders a plane no longer airworthy, and authorizes persons who can perform aircraft maintenance.
This document discusses different types of aviation ground trainers, including flight simulators, flight training devices, and aviation training devices. It explains that full flight simulators are the most sophisticated devices that can be used to earn aircraft type ratings without actual flight. Flight training devices are also advanced but may not include motion or fully enclosed cockpits. Aviation training devices are the most common for general aviation training and come in basic and advanced levels, with advanced devices providing more realistic cockpit representations. The document emphasizes that training in these devices can help pilots learn procedures more safely and efficiently to reduce costs and flight hours needed for certification.
The document provides a status update on flight testing of the A400M aircraft as of May 16, 2012. It reports that a total of 3,212 flight hours have been completed across 5 aircraft, with 1,094 total flights. The update summarizes achievements across various flight test areas, including crosswind testing, high altitude flights, air-to-air refueling contacts, and demonstration tours in Asia. Major objectives for 2012 include testing of military systems and operations from grass runways.
Transition training is important for pilots moving between aircraft types to learn the differences in systems, performance, procedures, and limitations. An effective transition training program involves following a structured syllabus with a qualified instructor and focuses on what is different about the new aircraft, including systems, normal and emergency procedures, performance characteristics, and limitations. Transition training helps ensure pilots can safely operate the new aircraft type.
Flight Data Monitoring (FDM) systems allow pilots to collect and review flight information in real time or after a flight. Modern avionics can provide data similar to airline recorders, including engine parameters and control surface movements. Pilots can use FDM data and overlay it on charts to analyze how precisely they flew routes and approaches. This helps identify areas for improvement. FDM also provides helpful data on aircraft health by monitoring parameters and trends over multiple flights, which can help mechanics identify issues and save owners money on maintenance. In summary, FDM is a useful tool that helps pilots improve skills and maintain aircraft well-being through collection and review of flight data.
Returning to flight operations after a period of inactivity has resulted in loss of control accidents. But with a solid plan and determination, you can get back to enjoying the freedom only flying can offer.
According to the Joseph T. Nall report (produced by AOPA’s Air Safety Institute), 89 accidents occurred in 2010 as a result of fuel exhaustion; 11 of them fatal. And despite a decline in fuel management accidents through 2008, more recently those numbers have been reversing, accounting for eight percent of all accidents in 2010
This presentation discusses transition training for pilots changing aircraft. It notes that lack of transition training and overreliance on automation are contributing factors in loss of control accidents. The presentation recommends pilots read aircraft manuals, find an experienced instructor, and get training specific to the aircraft type, tailwheel, seaplanes, etc. It also stresses practicing risk management and seeking recurrent training. Maneuvering flight and approaches account for about half of fatal loss of control accidents. Transition training is particularly important for pilots moving to experimental or light sport aircraft.
So what is single-pilot resource management? The FAA Risk Management Handbook notes that SRM is defined as the art of managing all the resources (both onboard the aircraft and from outside sources) available to a pilot prior to and during flight to ensure a successful flight
This document is a presentation on single-pilot crew resource management (CRM) given to pilots in February 2014. It discusses the history and safety benefits of CRM and how general aviation pilots can utilize CRM as a single pilot. Specific resources for single pilots discussed include using flight dispatch, automation, passengers, and tablet apps to assist with traffic monitoring, checklists, and chart holding. The presentation encourages practicing with autopilot modes and not neglecting hand flying skills.
This document from the FAA presents information on angle of attack systems for pilots. It notes that stalls and resulting spin accidents are a major cause of fatal crashes, often involving inexperienced pilots, and can occur at any airspeed or phase of flight. The document discusses problems determining airspeed, describes angle of attack indicators that can help avoid stalls, and recommends pilots practice stalls and slow flight with a flight instructor. It provides resources for pilots to investigate angle of attack systems further.
To reduce the risk of accidents due to weather related factors, pilots should rely upon accurate real-time weather
reporting and learn about weather reporting technologies currently available.
Angle of attack (AOA) indicators can help reduce loss of control accidents by providing pilots with a better way to avoid stalls. Loss of control is the leading cause of fatal accidents in general and commercial aviation, averaging one fatal accident every four days in general aviation alone. While airspeed is taught as the primary means of avoiding stalls, airspeed alone is not reliable because an aircraft can stall at any speed, attitude, or power setting. AOA is a better indicator because the critical angle of attack at which an aircraft will stall does not change with factors like weight, temperature, or altitude. AOA indicators alert pilots when the aircraft approaches stall parameters. Their use, along with existing systems, can result in more precise
This document discusses flight after a period of inactivity for pilots. It addresses currency and proficiency concerns when returning to flight after time away. Pilots should consider how long they have been inactive, the nature of their operations, and their experience level. Upon returning, pilots may need to refresh their knowledge by reviewing regulations and manuals since some aircraft panels and apps have been updated. They should also confirm their medical certification is still valid before their first flight.
The document is a presentation by the Federal Aviation Administration (FAA) about pilot deviations. It discusses general information about pilot deviations, statistics on common deviations, reasons for deviations occurring, how pilots should respond if involved in a deviation, and the FAA's investigative process. The presentation provides an overview of pilot deviations to educate pilots and flight schools.
The document provides summaries of maintenance training completed by Terry Rock for the Hawker 800-800XP aircraft over multiple time periods. It details that Terry Rock from KaiserAir, Inc. completed initial training from January 1-15, 1999 which included 60 hours of instruction on various aircraft systems by a qualified instructor at SimuFlite Training International. It also details that Terry Rock completed recurrent training from June 10-14, 2002 which included 40 hours of instruction on various aircraft systems by a qualified instructor. The training covered topics such as aircraft general systems, electrical systems, hydraulics, flight controls and more.
The introduction of the Sport Pilot/Light Sport Aircraft regulations in 2004 created a new category of aircraft called Special-Light Sport Aircraft (S-LSA). S-LSA must meet ASTM consensus standards for design, production, and airworthiness. Light Sport Airplanes now account for 20-25% of general aviation piston airplane sales since 2009 and their market share is expected to reach 33-50% in the next five years. Special-Light Sport Airplane manufacturers are utilizing advanced digital avionics since certification is not required. Systems engineering plays an important role in S-LSA production, and this paper presents one of the first systems architecture design structure matrices used for the Allegro Light Sport Aircraft.
The document discusses the career of an aircraft loadmaster whose responsibilities include safely loading cargo, passengers, and troops onto military planes. They must calculate weight distributions and ensure proper placement of all items. Becoming a loadmaster requires a high school diploma or GED with college credits and an ASVAB score of at least 36. Their precise work is crucial, as even small mistakes could jeopardize entire operations.
This document provides an overview of light sport aircraft regulations, categories, classes, markings, operating limitations, inspections, maintenance, and repairman certification requirements. It defines special light sport aircraft and experimental light sport aircraft, and outlines training requirements to obtain different ratings as a light sport aircraft repairman to perform inspections and maintenance. The summary highlights key rules regarding who can perform annual condition inspections, 100-hour inspections, repairs, and alterations on these aircraft.
Boy Scouts of America - Aviation Merit Badge. This was virtual online merit badge course intended to be mostly instructor lead in an effort educate and entertain the scouts during the COVID-19 Pandemic. Typically scouts would be accomplishing the requirements on their own with minimal instruction from the merit badge councilor
Part 1 of a 5 day course.
Boy Scouts of America - Aviation Merit Badge. This was virtual online merit badge course intended to be mostly instructor lead in an effort educate and entertain the scouts during the COVID-19 Pandemic. Typically scouts would be accomplishing the requirements on their own with minimal instruction from the merit badge councilor
Part 5 of a 5 day course.
The November 2021 meeting of the Boca Raton Pilots Association covered the following topics in 3 sentences or less:
The meeting agenda included news items, information on the FAA Wings program for ongoing pilot proficiency, and safety videos from AOPA. Details were provided on how to participate in the Wings program and earn credit towards a flight review by completing ground and flight activities. The meeting also announced an upcoming Christmas get together and that the February 2022 meeting will feature a special speaker from AOPA on general aviation safety.
This document summarizes a presentation given to the Utilities, Patrol, and Construction Committee (UPAC) at HeliExpo 2017 by Shawn Hayes from the Federal Aviation Administration (FAA). The presentation covered accident data analysis and trends in the U.S. helicopter industry, the FAA's efforts through the U.S. Helicopter Safety Team (USHST) to reduce accidents, and restrictions on operating restricted category helicopters. Key points included that loss of control inflight, unintended flight into instrument conditions, and low altitude operations accounted for over 50% of 104 fatal helicopter accidents from 2009-2013. The FAA has been evaluating these accident categories and will develop safety enhancements focused on the top industries. The
The document discusses several options for learning to fly at Santa Fe Municipal Airport (SAF). It describes the general process of obtaining a private pilot license which requires 40 hours of flight training with an instructor. It then profiles three flight schools at SAF - Sierra Aviation, which offers training in four aircraft types; Jet Warbird Training Center which offers training in jet aircraft; and New Mexico Sport Aviation, which specializes in the sport pilot license that requires less training hours. The document emphasizes that SAF provides an ideal environment for learning to fly with its clear weather and high altitude conditions. It concludes by describing introductory discovery flights and the Young Eagles program for youth.
The May/June 2014 issue of FAA Safety Briefing is all about Airworthiness Certification and Standards. In this issue we look at the hidden dangers of layering supplemental type certificates (STC), who to go to when your plane has an issue, and how to take care of an aging aircraft. In addition, you can learn more about the airworthiness directive process and how to apply for an STC.
The document provides guidance for maintenance technicians and inspection authorization holders on performing aircraft inspections. It discusses the importance of inspections, building relationships with aircraft owners, explaining inspection requirements to owners, and ensuring discrepancies found are properly addressed. It also reviews sample inspection requirements for specific aircraft, including reviewing registration, manuals, records, the type certificate data sheet, and completing a full inspection to verify airworthiness.
This document outlines the requirements for pilots to carry passengers, act as pilot-in-command under instrument flight rules or in reduced visibility, and maintain instrument currency and ratings. It discusses the use of flight simulators, flight training devices, and aviation training devices for completing instrument training and experience requirements. It also provides summaries of various briefing, inspection, and pre-flight requirements for instrument flight.
This document summarizes the requirements and procedures for approving an operator to conduct Extended Twin Engine Operations (ETOPS). It outlines the information that must be reviewed in the operator's application package, including supplemental maintenance programs, verification programs, condition monitoring programs, reliability programs, oil consumption monitoring, and parts control programs. The operator's overall safety record, past performance, training and maintenance programs will be assessed to determine compliance with regulations and ensure the operator can safely support ETOPS.
This document discusses the use of drones in the legal field and provides an overview of regulations. It notes that drones allow for affordable aerial photography and videography for any size legal case. Regulations currently allow hobbyist drone use but require FAA approval for commercial use. The FAA's proposed Part 107 rules would establish safety regulations for small non-recreational drones under 55 lbs, requiring operator certification, daytime-only visual line-of-sight operation, and maximum speeds and altitudes of 100 mph and 400 feet. The document provides resources on current state drone laws and organizations like the AMA that advocate for drone use.
This document discusses the use of drones in the legal field and provides an overview of regulations. It notes that drones allow for affordable aerial photography and videography for any size legal case. Regulations for hobbyist drone use require operating strictly for recreation under AMA guidelines within visual line of sight. Commercial use requires FAA approval as a licensed pilot and operating under proposed Part 107 rules such as daylight-only operation, visual line of sight, maximum airspeed and altitude. The document outlines proposed operator certification requirements and aircraft must be registered and safely maintained. Microdrones under 4.4 pounds may have additional operational flexibility with certification. Overall, the document presents the opportunity drones provide for legal applications and summarizes current and proposed regulations.
This document discusses the use of drones in the legal field and provides an overview of regulations. It notes that drones allow for affordable aerial photography and videography for any size legal case. Regulations currently allow hobbyist drone use but require FAA approval for commercial use. The FAA's proposed Part 107 rules would establish safety regulations for small non-recreational drones under 55 lbs, requiring operator certification, daytime-only visual line-of-sight operation, and no flying over people or in restricted airspace without permission. The document provides resources on current state drone laws and organizations like the AMA that advocate for drone use.
This document discusses the use of drones in the legal field and provides an overview of regulations. It notes that drones allow for affordable aerial photography and videography for any size legal case. Regulations for hobbyist drone use require operating strictly for recreation under AMA guidelines within visual line of sight. Commercial use requires FAA approval as a licensed pilot and operating under proposed Part 107 rules such as daylight-only operation, visual line of sight, maximum airspeed and altitude. The document outlines proposed operator certification requirements and aircraft must be registered and safely maintained. Microdrones under 4.4 pounds may have additional operational flexibility with certification. Overall, the document presents the opportunity drones provide for legal applications and summarizes current and proposed regulations.
This document is the 2021 Airplane Flying Handbook published by the U.S. Department of Transportation Federal Aviation Administration. It provides basic knowledge that is essential for pilots, introducing basic pilot skills and the operation of airplane systems. The handbook assists student pilots and certificated pilots looking to improve their skills and knowledge. It covers topics like airplane controls, flight maneuvers, airport operations, emergencies and more.
Similar to CFI Workshop - Module 3 Sport Pilot (20)
A smart cockpit is available right now, and progress will accelerate as more manufacturers and aircraft owners adopt Automatic Dependent Surveillance-Broadcast (ADS-B) technology.
Smart Cockpit Technology: Industry to research and develop smart cockpit technology that helps identify emergency situations, prompts pilots (aurally/visually) through pertinent checklist items, and provides instructions based on aircraft position and condition of flight.
Having fun means flying safely! Hobby or recreational flying doesn't require FAA approval but you must follow safety guidelines. Any other use requires FAA authorization.
Avoid doing anything hazardous to other airplanes or people and property on the ground.
More than 25 percent of general aviation fatal accidents occur during the maneuvering phase of flight — turning, climbing, or descending close to the ground. The vast majority of these accidents involve stall/spin scenarios (half of which are while in the traffic pattern) and buzzing attempts.
This document provides an overview of flight training accidents and incidents analyzed by the Orlando Flight Standards District Office from 1998 to 2014. It identifies trends in the data, including that 71% of accidents and incidents were related to landings. The summary highlights areas for improvement such as emphasizing landings in instruction and evaluations. It also examines accident factors for other aircraft types like gliders and helicopters. The goal is to continue initiatives that have reduced accidents while maintaining a focus on landing safety.
Runway incursions are a serious safety concern and significantly impact safe operations at any airport. Incursions, which also can occur on taxiways although not considered runway incursions, have involved air carrier aircraft, military planes, general aviation aircraft, air traffic controllers, ground vehicles and pedestrians.
The FAA holds official forums at its Southern Region Safety Center located at the corner of Laird Drive and Sun 'n Fun Drive in the middle of the exhibit area. The forums are open daily from 8:00 am to 3:00 pm, with a schedule of presentations from 8:30 am to 2:00 pm from Tuesday, April 1st through Friday, April 5th. Topics include maintenance accidents, fuel management, intercepted aircraft, hypoxia awareness, safety investigations, and more. Updates to the schedule can be found by scanning the QR code or going to the listed website.
This is the latest NOTAM for SUN 'N FUN 2014. For the most current information go to http://www.sun-n-fun.org/flyin.aspx or visit the Lakeland Linder Airport Website http://www.lakelandairport.com/
The March/April 2014 issue of FAA Safety Briefing takes a look at what it takes to "get back in the flying game." Whether it’s transitioning to a new type of aircraft, or returning from a flying hiatus, the articles here will provide safety and training advice and help you fine tune your plan for returning to the skies.
The document is a presentation about flight data monitoring (FDM) given to pilots in January 2014. It provides an overview of the history and safety benefits of FDM, as well as current and future technologies. It explains that while FDM is commonly used for commercial flights, general aviation pilots can also benefit from FDM to monitor flight data and identify areas for improvement. The presentation explores different FDM options available to general aviation pilots and their costs.
The January/February 2014 issue of FAA Safety Briefing explores the important role technology plays in keeping general aviation safe and efficient. Articles discuss the many benefits of emerging technologies as well as the potential safety hazards of being too technologically focused.
The document discusses the hazards of lasers being aimed at aircraft, particularly at night. It provides an example of a commercial pilot whose vision was impaired when his aircraft was hit by a laser beam on final approach. Studies have found that exposure to laser beams can cause temporary flashblindness, glare, and afterimages in pilots. While no accidents have been directly attributed to lasers so far, the increasing reports of laser incidents pose a safety risk. The FAA has issued guidelines on laser use near airports and recommends actions pilots can take if their aircraft is hit by a laser.
At Techbox Square, in Singapore, we're not just creative web designers and developers, we're the driving force behind your brand identity. Contact us today.
HOW TO START UP A COMPANY A STEP-BY-STEP GUIDE.pdf46adnanshahzad
How to Start Up a Company: A Step-by-Step Guide Starting a company is an exciting adventure that combines creativity, strategy, and hard work. It can seem overwhelming at first, but with the right guidance, anyone can transform a great idea into a successful business. Let's dive into how to start up a company, from the initial spark of an idea to securing funding and launching your startup.
Introduction
Have you ever dreamed of turning your innovative idea into a thriving business? Starting a company involves numerous steps and decisions, but don't worry—we're here to help. Whether you're exploring how to start a startup company or wondering how to start up a small business, this guide will walk you through the process, step by step.
Building Your Employer Brand with Social MediaLuanWise
Presented at The Global HR Summit, 6th June 2024
In this keynote, Luan Wise will provide invaluable insights to elevate your employer brand on social media platforms including LinkedIn, Facebook, Instagram, X (formerly Twitter) and TikTok. You'll learn how compelling content can authentically showcase your company culture, values, and employee experiences to support your talent acquisition and retention objectives. Additionally, you'll understand the power of employee advocacy to amplify reach and engagement – helping to position your organization as an employer of choice in today's competitive talent landscape.
Easily Verify Compliance and Security with Binance KYCAny kyc Account
Use our simple KYC verification guide to make sure your Binance account is safe and compliant. Discover the fundamentals, appreciate the significance of KYC, and trade on one of the biggest cryptocurrency exchanges with confidence.
[To download this presentation, visit:
https://www.oeconsulting.com.sg/training-presentations]
This presentation is a curated compilation of PowerPoint diagrams and templates designed to illustrate 20 different digital transformation frameworks and models. These frameworks are based on recent industry trends and best practices, ensuring that the content remains relevant and up-to-date.
Key highlights include Microsoft's Digital Transformation Framework, which focuses on driving innovation and efficiency, and McKinsey's Ten Guiding Principles, which provide strategic insights for successful digital transformation. Additionally, Forrester's framework emphasizes enhancing customer experiences and modernizing IT infrastructure, while IDC's MaturityScape helps assess and develop organizational digital maturity. MIT's framework explores cutting-edge strategies for achieving digital success.
These materials are perfect for enhancing your business or classroom presentations, offering visual aids to supplement your insights. Please note that while comprehensive, these slides are intended as supplementary resources and may not be complete for standalone instructional purposes.
Frameworks/Models included:
Microsoft’s Digital Transformation Framework
McKinsey’s Ten Guiding Principles of Digital Transformation
Forrester’s Digital Transformation Framework
IDC’s Digital Transformation MaturityScape
MIT’s Digital Transformation Framework
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Company Valuation webinar series - Tuesday, 4 June 2024FelixPerez547899
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Part 2 Deep Dive: Navigating the 2024 Slowdownjeffkluth1
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1. Presented to: The FAASTeam CFI Workshops
By: The FAASTeam
Date: April 2011
Federal Aviation
Administration
CFI WORKSHOP MODULE 3
Core Topic #6
SPORT PILOT
2. 2Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
OBJECTIVE
This presentation will familiarize Flight Instructors with Light Sport Aircraft
and Light Sport Pilots.
Upon completion, participants will have knowledge of this subject and
directions to rules and other sources of important information.
Light Sport Aviation is growing and it is essential that the nation’s certified
flight instructors and other aviation professionals become involved.
3. 3Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
SPORT PILOT OVERVIEW
In September 2004, the FAA enacted the final rule establishing the Light Sport
Category of aircraft and the Sport Pilot Certificate.
This rule inaugurated a new realm of aviation to bring flying to a wider group
of participants and establish safety standards at an acceptable level.
4.
5. Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
5
AIRCRAFT CATEGORY AND CLASS OF LSA
AIRPLANE LAND+SEA
WEIGHT-SHIFT CONTROL
LAND+SEA (“TRIKES”)
GYROPLANE POWERED PARACHUTE
GLIDERBALLOON + AIRSHIP
6. Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
6
AIRCRAFT CATEGORY AND CLASS OF LSA
AIRPLANE LAND+SEA
WEIGHT-SHIFT CONTROL
LAND+SEA (“TRIKES”)
GYROPLANE POWERED PARACHUTE
GLIDERBALLOON + AIRSHIP
7. 7Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
Image from: “A CFI’s Guide To Sport Pilot and Light Sport Aircraft.”
– Produced for NAFI by Aviation Supplies & Academics, Inc (ASA), 2010.
8. 8Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
LIGHT SPORT AIRCRAFT (LSA) CERTIFICATION
• Factory built and “Ready To Fly”.
• Manufactured to consensus standards.
• See 14 CFR 91.327 for Operating Limitations and Maintenance Requirements.
SPECIAL LIGHT SPORT (S-LSA) AIRWORTHINESS CERTIFICATES (14 CFR 21.190)
9. 9Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
EXPERIMENTAL LIGHT SPORT AIRCRAFT (LSA)
CERTIFICATION
• Built from qualified E-LSA Kit.
• Built in accordance with manufacturer’s instructions.
• See 14 CFR 91.319 for Operating Limitations and Maintenance Requirements.
EXPERIMENTAL LIGHT SPORT E-LSA (14 CFR 21.191i)
10. 10Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
• Type certificated aircraft that meet the definition of Light Sport (14 CFR 1).
• Examples include Piper J-3, Ercoupe 415-C, Aeronca 7-AC.
• EAA website link for complete listing: www.sportpilot.org/learn/aircraft.html
STANDARD CATEGORY AIRCRAFT
LIGHT SPORT AIRCRAFT (LSA) CERTIFICATION
11. 11Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
LIGHT SPORT AIRCRAFT (LSA) CERTIFICATION
• Built by a person for education or recreation.
• At least 51% of assembly / construction by the private builder.
• May be eligible for LSA operation if: (meets definition Light Sport 14 CFR 1).
• See 14 CFR 91.319 for Operating Limitations and Maintenance Requirements.
EXPERIMENTAL AMATEUR BUILT (14 CFR 21.191g)
12. 12Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
TRUE OR FALSE DISCUSSION: IS THIS A LSA?
ERCOUPE 415-C
STANDARD DATA:
Seats 2.
Gross wt. 1,260. Empty wt. 749.
Fuel capacity 14.
Engine 75 HP flat-4.
PERFORMANCE:
Top speed 96 kts. Cruise 83 kts.
Stall 42 kts.
Initial climb rate 550.
Ceiling 13,000. Range 261 nm.
ADDITIONAL DISCUSSION:
What is VH in this aircraft?
What endorsement is required?
OK to fly all other LSA aircraft?
§ Part 1.1
§ 61.321
§ 61.303
13. 13Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
TRUE OR FALSE DISCUSSION: IS THIS A LSA?
CESSNA 150
STANDARD DATA:
Seats 2.
Gross wt. 1,600. Empty wt. 1060.
Fuel capacity 26.
Engine 100 HP Continental.
PERFORMANCE:
Top speed 106 kts. Cruise 85 kts.
Stall 42 kts.
Initial climb rate 670.
Ceiling 12,650. Range 303 nm.
§ Part 1.1
§ 61.321
14. 14Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
TRUE OR FALSE DISCUSSION: IS THIS A LSA?
PIPER J-3 ON FLOATS
STANDARD DATA:
Seats 2.
Gross wt. 1,220. Empty wt. 680.
Fuel capacity 9.
Engine 65 HP Continental.
PERFORMANCE:
Top speed 76 kts. Cruise 65 kts.
Stall 33 kts.
Initial climb rate 450.
Ceiling 11,500. Range 191 nm.
§ Part 1.1
§ 61.321
15.
16. 16Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
WHO CAN FLY UNDER THE
SPORT PILOT RULE?
Pilots holding Sport Pilot Certificates.
Pilots with Recreation or higher level
privileges.
Requirements are found in 14 CFR 61
Subpart J.
17. 17Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
MEDICAL REQUIREMENTS UNDER SPORT PILOT RULE
See 14 CFR 61.303 for specific
requirements.
No medical certification
requirements for gliders or balloons.
For other aircraft, a valid US Drivers
License.
Not know or have reason to know of
a medical condition that would make
the pilot unable to operate the LSA
in a safe manner.
18. 18Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
CONDITIONS RELATED TO
PREVIOUS FAA MEDICAL
CERTIFICATION
If the pilot previously applied for an
FAA Medical, he / she must have
been eligible for issuance on their
most recent application.
Must not have had their most
recent FAA medical denied,
suspended or revoked.
Must not have had their most
recent Special Issuance/Medical
Certificate withdrawn.
19. 19Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
MEDICAL REQUIREMENTS UNDER SPORT PILOT RULE
Eligibility, Knowledge, and Flight
Proficiency.
Aeronautical Experience.
Endorsements.
Privileges and Limits.
21. 21Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
DAY NIGHT IFR
(Instrument Rated)
PRIVATE vs SPORT PILOT LIMITATIONS: WEATHER
VFR
(less than 3mi vis)
VFR
(above clouds)
VFR
(greater than
3mi vis)
22. 22Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
PRIVATE vs SPORT PILOT LIMITATIONS: AIRSPACE
CLASS A
(Instrument Rated)
CLASS B, C, D
(Sport needs endorsement)
ABOVE 10,000 MSL
(Sport ok if 2,000’ AGL or
less)
CLASS E, G
23. 23Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
SPORT PILOT LIMITATIONS: TYPE OF FLIGHTS
CHARITABLE
SALES
DEMOS
Watch
This!
CROSS
COUNTRY
PASSENG
ERS
(Sport: only
ONE)
BUSINES
S
TOWING
(UL or LSA
glider)
24.
25. 25Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
WHO MAY INSTRUCT SPORT
PILOTS?
Flight Instructors holding
certificates issued under 14 CFR
Subpart H.
Sport Pilot Instructors holding
certificates issued under 14 CFR
Subpart K.
26. 26Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
Must refer to 14 CFR 61.429 for
guidance.
Must have appropriate category and
class ratings – or equivalent light
sport privileges.
Must be acting as a light sport
instructor while exercising these
privileges.
SUBPART H FLIGHT INSTRUCTORS EXERCISING SPORT
PILOT INSTRUCTOR PRIVILEGES
27. 27Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
CAN A LIGHT SPORT
INSTRUCTOR CONDUCT A
PROFICIENCY CHECK?
YES! A Light Sport Instructor can
conduct a proficiency check for
additional category or class
privilege at the Light Sport level
(see 14 CFR 61.321).
The instruction and check flight
must be performed by separate
instructors.
The instructor who conducts the
check must submit documentation
to the FAA.
28. 28Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
WHAT FLIGHT INSTRUCTORS SHOULD KNOW
• VH = Maximum speed in level flight at maximum continuous power.
• This V speed is important for Sport Pilot endorsement §61.327:
• Aircraft VH less than 87kts CAS
• Aircraft VH greater than 87kts CAS
• Remember: initial sport pilot certificate requires fewer hours! When a sport pilot requests more
privileges or flying other LSA makes/models, more training & individual endorsements are required
• A CFI may not conduct instruction in an experimental aircraft that he or she provides unless a
letter of deviation authorization (LODA) is received from a FSDO.
VH AND SPORT PILOT ENDORSEMENTS
29. 29Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
WHAT FLIGHT INSTRUCTORS SHOULD KNOW
• Meet minimum eligibility requirements (61.305)
• Receive appropriate training for ground and flight (61.309, 61.311)
• Take the knowledge test (61.307)
• Complete the required hours for flight and instruction (61.313)
• Have proper endorsements and submit application
• Take the practical test based upon the Sport Pilot PTS (FAA-s-8081-29)
SPORT PILOT TRAINING SIMILAR TO PRIVATE
30. 30Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
WHAT FLIGHT INSTRUCTORS SHOULD KNOW
• AC 61-98 / 61.56 still apply
• Stick and rudder skills or tailwheel endorsement
• Crosswind practice and steeper approach profiles
• Stall characteristics and aerodynamics
• Use the flight review to assist in adding a new privilege
•The ASF-610 website offers guidance for proficiency checks:
http://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afs/afs600/afs610/
A FLIGHT REVIEW IS STILL A FLIGHT REVIEW
31. 31Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
These aircraft may require a significant amount of hours retraining,
especially if a pilot hasn’t flown in many years or is unfamiliar with aircraft
characteristics.
Descent profiles, stall and spin awareness & recovery, crosswind landings,
slower speeds (VH), and weight / balance should be familiar to the instructor
before launching out with a student.
LSA FLIGHT CHARACTERISTICS MAY DIFFER
32. 32Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
• NTSB provides statistics for Amateur Built but not Light Sport
• It is probable that some Light Sport accidents are included in this data
• 2010 US General Aviation accidents: 1093 total 193 fatal (17%)
• 2010 US Amateur Built accidents: 208 total 55 fatal (26%)
ACCIDENT DATA FOR LIGHT SPORT
33. 33Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
FAR PART 61
Sport Pilot Certificate – Part 61 Subpart J
Sport Pilot Flight Instructor Certificate – Part 61 Subpart K
FAA WEBSITES (FAA.GOV, ASF-610, and FAA Safety.GOV)
http://www.faa.gov/aircraft/gen_av/light_sport/
http://www.faa.gov/licenses_certificates/airmen_certification/sport_pilot/
http://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afs/afs600/afs610/
http://www.faa.gov/aircraft/gen_av/light_sport/media/ExistingModels.pdf
http://faasafety.gov/gslac/onlineresources.aspx?masterId=3
FAA Safety.gov/Resources/Online Resources/Type of Operations…162 links to Sport Pilot!
AOPA
http://www.aopa.org/sportpilot/
http://www.aopa.org/asf/publications/sport_pilot_check.html
NAFI and EAA
http://faaflighttest.us/cfisportguide.pdf
http://www.nafinet.org/news.aspx?id=7
EAA
http://www.sportpilot.org/
Many other great resources exist, but the LSA and Sport Pilot community needs more CFI’s and DPE’s
to support the growing industry…get involved and instruct in Sport!
34.
35. 35Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
1. What are the medical requirements for a
person exercising Sport Pilot privileges?
a)Must hold a medical certificate issued under 14 CFR Part 67 or
a valid U.S. driver’s license.
b)A person flying a balloon or a glider does not need a medical
certificate or a driver’s license.
c)A person exercising Sport Pilot privileges must not know or
have reason to know of a medical condition that would make that
person unable to operate a Light Sport Aircraft in a safe manner.
d)All of the above.
37. 37Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
3. A pilot holding a recreational pilot certificate
or above may exercise light sport privileges…
a)In any 2 place aircraft of the same category and class on his/her
pilot certificate.
b)Only in a light sport aircraft or certificated aircraft that meets
the light sport aircraft rule.
c)Only with a CFI endorsement.
d)In a light sport aircraft under day or night because the higher
level of pilot certification allowed those privileges.
38. 38Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
4. True or False:
A CFI may conduct a test for issuance of an
additional category and class endorsement for
a sport pilot?
39. 39Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
5. A 14 CFR 61 Subpart H CFI instructing in a
light sport aircraft…
a)Must have an endorsement in a light sport aircraft.
b)Must have 5 hours of experience in a make and model light
sport aircraft within the same set of aircraft being used.
c)Does not have any limitations different from other aircraft.
d)Must use an aircraft that has at least 2 pilot stations.
40.
41. 41Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
1. What are the medical requirements for a
person exercising Sport Pilot privileges?
a)Must hold a medical certificate issued under 14 CFR Part 67 or
a valid U.S. driver’s license.
b)A person flying a balloon or a glider does not need a medical
certificate or a driver’s license.
c)A person exercising Sport Pilot privileges must not know or
have reason to know of a medical condition that would make that
person unable to operate a Light Sport Aircraft in a safe manner.
d)All of the above. 14 CFR 61.23
42. 42Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
2. True or False:
A light Sport Aircraft can have a maximum
takeoff weight of 1480 lbs?
FALSE
14 CFR Part 1: 1320 lbs land use;1430 lbs water use
43. 43Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
3. A pilot holding a recreational pilot certificate
or above may exercise light sport privileges…
a)In any 2 place aircraft of the same category and class on his/her
pilot certficiate.
b)Only in a light sport aircraft or certificated aircraft that
meets the light sport aircraft rule. 14 CFR 61.303(a)
c)Only with a CFI endorsement.
d)In a light sport aircraft under day or night because the higher
level of pilot certification allowed those privileges.
44. 44Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
4. True or False:
A CFI may conduct a test for issuance of an
additional category and class endorsement for
a sport pilot?
TRUE
14 CFR 61.321 … A CFI may conduct a proficiency
check and issue an endorsement for those privileges
45. 45Federal Aviation
Administration
FAASTeam CFI Workshop #3
Core Topic #6: Sport Pilot
5. A 14 CFR 61 Subpart H CFI instructing in a
light sport aircraft…
a)Must have an endorsement in a light sport aircraft.
b)Must have 5 hours of experience in a make and model
light sport aircraft within the same set of aircraft being
used.
c)Does not have any limitations different from other aircraft.
d)Must use an aircraft that has at least 2 pilot stations.
14 CFR 61.415 e. and i.
The audience for this presentation is primarily made up of flight instructors. The objective is to give a brief overview of light sport aviation. The presenter should stress that a CFI planning to conduct light sport instruction should carefully research rules and other important information. DPEs with light sport authorizations are excellent sources of advice.
The light sport rules were accomplished using an FAA/industry collaborative process characterized by a mutual commitment to achieving a realistic regulation that allows simplicity for participants based upon proven pilot certification standards and airworthiness parameters.
First we will look at Light Sport Aircraft
U.S. or foreign manufacturer of light-sport aircraft is authorized. Will have FAA registration N-number. Although many categories and class exist – this presentation will focus on Fixed Wing Airplane.
U.S. or foreign manufacturer of light-sport aircraft is authorized. Will have FAA registration N-number. Although many categories and class exist – this presentation will focus on Fixed Wing Airplane.
The definition of a light sport aircraft is found in FAR Part 1
CFIs should be familiar with the limitations and airworthiness requirements of SLSA aircraft. These aircraft have pink colored airworthiness certificates along with FAA required special operating limitations. CFIs must be familiar with these and instruct pilots on their content.
CFIs should be able to differentiate between a SLSA (Previous slide) and an ELSA. Both have pink airworthiness certificates and FAA required operating limitations.
Certain FAA certificated aircraft may be flown under the light sport rule. These aircraft meet the operating limitations of the rule such as weight, seating configuration, and airspeed. They must continue to meet their type design and be maintained in the same manner as any other certificated aircraft.
Not all amateur built aircraft meet the LSA definition and CFIs should be aware that the speeds, performance data, and other criteria are entirely the responsibility of the owner. These aircraft have pink airworthiness certificates and FAA required operating limitations. USE CAUTION.
Answer: Yes. This aircraft meets LSA criteria and is on the list of certificated aircraft that may be flown by light sport pilots.
Answer: No. This airplane exceeds the maximum weight limit of an LSA.
Answer: Yes. This aircraft meets the LSA criteria and is on the list.
Now we will review sport pilot instruction. We will focus on the Sport pilot rule and present a brief overview that will give CFIs an idea of how this program works.
CFIs should be familiar with these
Self explanatory.
See 14 CFR 61.303
Briefly discuss each of these: Must be 17 years old, read, speak, write, understand English; must receive and log ground and flight instruction; must have required aeronautical experience; must pass knowledge and practical tests; we will show some of the privileges and limitations in later slides .
Chart shows a comparison of minimum hours required to achieve initial rating. As you can see, night training and instrument training are not required.
Private or greater rating “WEATHER” limitations – followed by red “x” for limitations governed by Sport Pilot privileges.
Private or greater rating “AIRSPACE” limitations – followed by red “x” for limitations governed by Sport Pilot privileges.
Private or greater rating “KINDS OF FLYING ALLOWED” limitations – followed by red “x” for limitations governed by Sport Pilot privileges.
Now we will give a brief overview of sport pilot instructors. Both Subpart H CFIs and Subpart K Sport Pilot Instructors can instruct sport pilots. The rules for sport pilot instruction are a little more extensive than some Subpart H instructors are used to. Minimum experience in make and model within a set and recordkeeping are examples. We urge you to follow up this presentation with careful study if you become involved.
CFIs must hold category and class ratings in the aircraft they use for instruction. For example, a Subpart H CFI who holds an airplane single engine rating may instruct a sport pilot in a light sport sea plane if he/she holds a sea class rating on the commercial pilot certificate or sport pilot privileges in seaplanes. A Subpart K Sport Pilot Instructor may instruct in a light sport sea plane provided he/she holds sport pilot seaplane privileges or a category and class rating at a higher level. The bottom line is that to instruct at the light sport level, you must have either “light sport privileges” or category and class ratings at a higher level.
This is an important distinction and CFIs must study these requirements prior to working with light sport students. The privileges and limitations are different and the recordkeeping requirements are also .
This is an example of the difference in privileges between Subpart H and Subpart K instructors. The check is conducted in accordance with light sport practical test standards and the instructor is acting in the capacity of an examiner. For example a private pilot with airplane single engine land category and class ratings can receive light sport privileges in a glider by receiving instruction from an authorized instructor in a glider and then passing a proficiency check in a light sport glider with a separate instructor. All the requirements in 14 CFR 61 Subpart J must be met during this process. These are expanded responsibilities for CFIs.
The emphasis here is the initial sport pilot certificate requires less hours INITIALLY, but those hours are made up on the back side when the sport pilot wants to expand range of privileges, including airspace, night flying, and other make/models of Light Sport Aircraft. It’s a way to get pilots in the air in a modular fashion and the privileges grow with the pilot, rather than the pilot grow into the expansive private pilot certificate privileges.
This slide is to point out the similarities between Sport Pilot certification and certification for other ratings. These should be familiar to CFIs.
Sport pilots will need flight reviews and CFIs should be familiar with these factors when planning flight reviews. Familiarity with the Sport Pilot PTS will be invaluable.
Some LSA models have unusual flight characteristics. CFIs must familiarize themselves prior to instructing in these aircraft.
Discuss these statistics in a general way and mention that both FAA and NTSB will be keeping close tabs on LSA accidents and incidents in the future. Note the percentage of AM/built accidents and mention that this indicates the need for more attention by CFIs and also that CFIs should exercise caution in instructing in these aircraft. N102rk Injuries: 2 Minor. The company's chief pilot and student instructor had performed four successful touch-and-go landings. On the mishap landing, the student instructor started his flare at normal approach speed about 2 to 3 feet above the runway. As the airplane settled, the chief pilot raised the nose of the airplane slightly to prevent a bounced landing. The airplane subsequently ballooned. They elected to perform a go-around. The chief pilot advanced the power and "pitched the airplane to the landing attitude." The airplane settled to the runway in a slight left crab, touching down on the left main landing gear, which subsequently broke aft. The airplane came down on the runway and slid for 300 feet, departing the left side and flipping over onto its back. The airplane had been recently purchased by the company. Total airframe time was approximately 25 hours. An examination of the airplane showed the left main lower landing gear tube had fractured due to overstress at the landing gear wheel and brake attachment fitting. The overstress appeared consistent with a hard landing impact as a small compression buckle was observed at the top of the part and some tensile indications were seen at the bottom. There were also contact impressions on the inside of the tube most-likely made by the end of the main landing gear spring bar. The wheel and brake attachment fitting was identified as a steel with designation St37, according to the German DIN classification for steels. The St37 steel is specified to have a yield strength of at least 34 ksi (235 MPa) and tensile strength between 51 ksi and 70 ksi (350 MPa to 480 MPa). According to the ASM Metals Handbook, St37 is similar to SAE 1013 steel, which is a low-carbon steel. Hardness measurements on the fitting averaged 63.5 Rockwell B, with a standard deviation of 2 Rockwell B. For steel, a hardness of 65 Rockwell B corresponds to a tensile strength of 56 ksi, so the fitting appears to be within specification. This steel is at the lower end of the range of strength possible for steel. The ASM Metals Handbook indicates that fatigue resistance would also improve with increasing tensile strength. Information from the manufacturer indicates that the gear assembly was designed in accordance with ASTM F 2245, and successfully passed a drop test of 550 mm (21.7 inches) at a weight of 600 kg (1323 pounds). **This narrative was modified on August 13, 2007.** The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The total failure of the left main landing gear strut due to overload during the landing resulting in the loss of control and subsequent nose over. A factor contributing to the accident was the chief pilot 's inability to maintain directional control of the airplane after the landing gear failed.
Emphasize that this presentation is not a ground school on the light sport rule and urge CFIs to study these resources. Emphasize using EAA and AOPA as resource. See the Sport Pilot Business Card available from your FAASTeam Program Manager