MOSAIC

DE727UPS said:

Just need a drivers license to be a sport pilot. My Cherokee 140 became a sport plane with the stroke of a pen. 150 hour to be a sport pilot CFI. 15 hours dual and 5 solo to take the sport pilot checkride. If it stalls clean at 59 knots or less it's a sport plane.

Thoughts?
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I think the sport pilot rating is silly. Just because an aircraft is lighter doesn't automatically make it less complex to operate. 5 hours to solo is stupid.
 
DE727UPS said:

Just need a drivers license to be a sport pilot. My Cherokee 140 became a sport plane with the stroke of a pen. 150 hour to be a sport pilot CFI. 15 hours dual and 5 solo to take the sport pilot checkride. If it stalls clean at 59 knots or less it's a sport plane.

Thoughts?
Click to expand...
Wait, does that mean I can get a sports pilot license certificate without a medical certificate? As in, the medications one are prescribed don't need approval?
 
DE727UPS said:

Just need a drivers license to be a sport pilot. My Cherokee 140 became a sport plane with the stroke of a pen. 150 hour to be a sport pilot CFI. 15 hours dual and 5 solo to take the sport pilot checkride. If it stalls clean at 59 knots or less it's a sport plane.

Thoughts?
Click to expand...

Fun fact. While to be considered a LSA it now has to have a dirty stall speed of 59kts or less, for a sport pilot to fly a plane it still needs a stall speed of less than 61kts. So there will possibly be some LSA’s a sport pilot can’t fly.
 
arkavgal said:
Wait, does that mean I can get a sports pilot license certificate without a medical certificate? As in, the medications one are prescribed don't need approval
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I read you only need a drivers license and you can't fly if you have a medical issue that will effect your ability to safely operate an LSA.
 
moxiepilot said:
I think the sport pilot rating is silly. Just because an aircraft is lighter doesn't automatically make it less complex to operate. 5 hours to solo is stupid.
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I would agree if people actually soloed in 5 hours. Truth is that most sport pilots come out of initial training (pre-Mosaic) come out with a better skill set than those who trained on heavier aircraft. If you can land a Sportcruiser or RV12 in a crosswind, a heavier airplane will be a piece of cake.
 
I am genuinely asking this, and not trying to be snarky.

How much of a market is the sport pilot's license? I never did any training as a CFI towards a sport license for anyone, and I don't hear about it much. I see LSAs fly, and I am sure this will be great, but in the realm of processing power of the FAA, is this what is so pressing and needed that it really needed to be the first major focus of the new transportation secretary?
 
Inverted said:
...is this what is so pressing and needed that it really needed to be the first major focus of the new transportation secretary?
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I'm still waiting on my permanent certificates for temps that were issued on April 02, so I'm gonna say no. But then again, I wasn't on Road Rules so I guess I'm not qualified to have any say on how the FAA should operate.
 
Inverted said:
I am genuinely asking this, and not trying to be snarky.

How much of a market is the sport pilot's license? I never did any training as a CFI towards a sport license for anyone, and I don't hear about it much. I see LSAs fly, and I am sure this will be great, but in the realm of processing power of the FAA, is this what is so pressing and needed that it really needed to be the first major focus of the new transportation secretary?
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I think the idea was opening up Sport Pilot to existing light aircraft. Those who want to just fly for fun will have an easier time. New LSA's are advanced but expensive. Now my Cherokee qualified.
 
Inverted said:
I see LSAs fly, and I am sure this will be great, but in the realm of processing power of the FAA, is this what is so pressing and needed that it really needed to be the first major focus of the new transportation secretary?
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On the maintenance side, it is a huge change. Qualifications to work on LSAs vs a regular A&P is weeks vs. years. And for a lot of fairly simple maintenance on simple, light aircraft, it probably is over regulated.
 
moxiepilot said:
I think the sport pilot rating is silly. Just because an aircraft is lighter doesn't automatically make it less complex to operate. 5 hours to solo is stupid.
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That's not what it says. You need 5 solo hours to take the LSA checkride, at a minimum. 15 hour of dual, at a minimum. Just like for PPL, minimums are likely to be exceeded. I think PPL is like 75 or 80 hours as a national average.
 
I am REAL interested in the Light Sport instructor thing. The idea of instructing used to scare me (the idea of soloing someone) but I really think I would enjoy it now.
 
Inverted said:
I am genuinely asking this, and not trying to be snarky.

How much of a market is the sport pilot's license? I never did any training as a CFI towards a sport license for anyone, and I don't hear about it much. I see LSAs fly, and I am sure this will be great, but in the realm of processing power of the FAA, is this what is so pressing and needed that it really needed to be the first major focus of the new transportation secretary?
Click to expand...
It's not a snarky question at all. I've seen people who have done it, but the sport pilot certificate has been a pretty limited market, although much larger than the old recreational pilot. For comparative numbers, there are about 172,000 private pilots, but only 7,300 sport pilots (and only 59 recreational pilots).

A larger part of the market from the beginning has been private and higher pilots who choose to limit themselves to sport privileges. These are generally pilots who either cannot obtain a medical certificate or are unwilling to jump through the FAA's medical hoops. That was to some degree lessened by the availability of BasicMed, but there still remain those who did not have an FAA medical as of July 2006 or who would have to go through the Special Issuance process to qualify for BasicMed.

The Chicken Little concern at the beginning was pilots who would fly when they shouldn't but the numbers indicate that hasn't been a problem. Same with BasicMed. I think the FAA's willingness to go this route is in large part because the sky didn't fall. A somewhat unusual example was a pilot who was concerned about a condition and got some tests. Fortunately they all came out negative, so there was nothing to answer "yes" to any of the "Have you ever in your life..." medical application questions. But he was concerned about disclosing the testing via the medical visits in past three years question. So he flew under sport privileges for three years to avoid the possibility of having to spend thousands to prove to CAMI that he didn't have what he didn't have (with no guarantee he could satisfy them) and then got an FAA medical.
 
moxiepilot said:
just because an aircraft is lighter doesn't automatically make it less complex
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I had to laugh a bit about that. No, they do not have to be less complec. Not by a long shot.

A flight school I work with recently acquired an RV12is LSA, Vans' production LSA, with a Rotax fuel-injected engine. Here's a picture of the panel. 2 Garmin G3X screens, a GTN650xi, remote GTX345 transponder, and a GFC500 autopilot. It can be used for training for sport up through commercial (I guess single-engine ATP too if anyone cared), including the instrument rating. The only issue with the instrument rating at this point is that, while you can file and fly an IFR flight plan, you can't go into the clouds. But with the loosening of the requirements by MOSAIC, Vans has already announced that the 2026 model will have what's needed to make it completely IFR-worthy.


1753298349170.png
 
MidlifeFlyer said:
I had to laugh a bit about that. No, they do not have to be less complec. Not by a long shot.

A flight school I work with recently acquired an RV12is LSA, Vans' production LSA, with a Rotax fuel-injected engine. Here's a picture of the panel. 2 Garmin G3X screens, a GTN650xi, remote GTX345 transponder, and a GFC500 autopilot. It can be used for training for sport up through commercial (I guess single-engine ATP too if anyone cared), including the instrument rating. The only issue with the instrument rating at this point is that, while you can file and fly an IFR flight plan, you can't go into the clouds. But with the loosening of the requirements by MOSAIC, Vans has already announced that the 2026 model will have what's needed to make it completely IFR-worthy.


View attachment 84601
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Compare the panel shown above with a close approximation of the panel I soloed behind (Cessna 140). Do you think the techno stuff enhances or detracts from primary instruction? Or does it matter at all?

a8c3b307-90fc-43f4-bea9-0e0705015c23.jpg
 
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