From: Randy Hansen [mailto:rhansen@eaa.org]
Sent: Monday, March 04, 2002 12:48 PM
Subject: RE: I have a few sportpilot questions that have not been answered
directly... Can you help?

Hiya!

I teach ultralight (part 103) flying 40 miles NW of Los Angeles Airport
(LAX).  I intend to become a sport pilot instructor.

1) How does the Mode C transponder requirement work? From all that I can
figure out on my own, it appears that it is no different than for GA
aircraft. If so, then it will become a significant issue fitting a
transponder onto my quicksilver. Not only that, but I must predict that
there will need to be some sort of advanced radio licensed person involved
during installation (where, how) and later on some sort of scheduled
maintenance. On a Cessna, there is probably 500 pages of documents
describing precisely how a mode C transponder is to be mounted. Yuck!

Answer:  Once converted into an experimental light-sport aircraft - yes a
transponder will be required per FAR 91.215, unless the aircraft is not
equipped with an engine driven electrical system.  On the other side of the
issue, the Sport Pilot rule does not require you to convert to a
experimental light-sport airworthiness certificate immediately - it says you
must apply for the conversion within 24 months of the date the rule goes
final and the conversion must be complete no later than 36 months of the
date of the final rule.  After the 36 month limit the rule says that for you
to conduct flight training you must do it in a "Special" light-sport
aircraft (factory-built). So, in your case EAA would recommend continuing to
conduct flight training in your ultralight, as an ultralight as long a
possible - under the existing FAR 103 rules and exemptions.  Apply for the
conversion in the 23rd month and complete the conversion the 35th month.  At
the 36th month you must buy a new "special" light-sport aircraft that will
meet all the transponder, etc. rules you are concerned with. But complete
the conversion, because that'll be the only way you'll be able to sell your
old work horse.

Since from what I can figure mode C is not applicable to Part 103 aircraft,
and is on GA aircraft, I wonder if a compromise ruling would be
appropriate... Mode C while Within Class B

2) How exactly will special operations like the LAX VFR corridor crossing
perpendicular to the runways at LAX work? Are sport pilot aricraft allowed
there?

Answer:  All current FAR 91 rules will apply to pilots flying light-sport
aircraft, that includes the rules governing flying through the LAX VFR
corridor.  So, yes you should be able to fly through the corridor on a see
and be seen basis - if the corridor requires radio contact with ATC and
mandates a transponder, then those rules would also apply.

3) I plan to become a designated instructor for instructors. There is little
written on this topic.
Should or must I become a CFI?
What must a CFI do to become a sport pilot instructor?
What must a CFI do to become a designated sport pilot instructor instructor?
What about ground school instructing?
What about instructing ground school instructors?
Was all this to be determined as we go?

Answer:  A CFI or a Sport Pilot CFI can teach ground school on the basis of
his/her CFI certificate.  On the other subjects - If you can wait 2 weeks
the FAA has promised to have their Sport Pilot Advisory Circular out for
public review and comments.  It is suppose to contain the answers to these
questions.

4) Do the instructors issue student pilot certificates to the "driver
license based medical" folks? When there was a medical requirement, the MD's
would take care of 100% of all that.

Answer: As we understand it now, the Sport Pilot "student pilot" certificate
may be issued by either the Sport Pilot CFI or by a FAA FSDO inspector, or
by a FAA medical examiner through a Class III certificate.  Keep in mind,
that the proposed rule says you must have a U.S. drivers license to hold
either a Sport Pilot certificate or a Sport Pilot "student pilot"
certificate.  So, if a 16 or 17 approaches you for flight training and all
he has is a drivers "permit" your requirements is to tell him/her that you
can't fly him/her until they obtain a student pilot certificate through a
FAA medical examiner.

5) Do I, the instructor, determine the medical fitness of the student? Or is
it entirely up to the DMV?

Answer:  The answer to this is the same as how you answer it today.  If one
of your current ultralight students comes out for flight training with the
flu, can't clear their ears, and sneezes every 5 minutes - would you fly
them today??  the answer should be no.  As far as the DMV goes - they only
initially qualify someone to drive a car - you don't go to them every time
you have a cold or the flu to see if you can still drive do you?  The same
holds true for flying as a Sport Pilot.  The health determination is made by
the pilot.

6) Something that will come up time and again is questions from foreign
students involving can our flight school lead them towards a commercial
pilot license? Even on my part 103 website, a good quarter of all inquiries
are from foreign students asking me if I can train them. I say sure, but it
does you no good as far as the FAA is concerned. Now I say yes???

Answer: the answer when this rule becomes final would be yes, but...check
current congressional and state security requirements for flying foreign
students and the required security checks they will have to undergo.  The
rule says you can use your Sport Pilot flight experience toward a higher
rating - what does that mean?  It means someone with a Sport Pilot
certificate can fly a single or two place light-sport aircraft for 250 hours
then take their commercial flight test - after meeting the instrument and
complex aircraft requirements of the commercial certificate.  After
obtaining, the commercial certificate, they can go back to flying the
light-sport aircraft until reaching 1,500 hours then they can take their ATP
check ride - again after meeting the instrument and complex aircraft
requirements.

7) With who / where is the written test taken? I gave it for part 103, such
as it was... now via FAA testing center?

Answer: Once the rule is final, through an approved FAA testing center - why
don't you apply to become one for the sport pilots in your area?

8) I took the FOI test in '98 to get my usua instructor rating. Will I be
taking it again?

Answer: You are only required to take the FAA FOI test once - it will still
count toward your Sport Pilot CFI conversion when you are ready.

9) I have seen nothing that reduces the ground school workload for a sport
pilot. Is it true that the sport pilot 'ground school' knowledge is
identical to that of the GA pilot?

Answer:  The ground school will have to meet the requirements of the Sport
Pilot "Practical Test Standards (PTS) just like "real" pilots do today.  The
knowledge level should be a little lower - close to that of a recreational
pilot test today.

10) Do sport pilots file flight plans?

Answer:  Again, the same rules apply.  VFR flight plans are highly
encouraged by the FAA and all the general aviation organizations - but not
mandatory.  If flying in the traffic pattern at your home airport - use your
judgment (filling them out all the time would establish positive habit
patterns for your students), if flying cross country and you want someone to
find your crash site in a short period of time - I'd say yes every time.

11) GA pilots use sectional charts, part 103 uses street maps and bread
droppings. Here around Los Angeles, I have tried to use sectionals to fly
low and slow, and have been very dissatisfied. All of the terrain has been
obscured by this yellow 'congested area' paint. It is challenging to know
where you are on a sectional without my VOR's. These don't exist on my
quicksilver. Has the FAA given any thought towards TCA level detail for
non-TCA areas? I have found the helicopter charts more satisfying than
sectionals.

Answer:  there is nothing that mandates the use of VFR sectional maps.  Many
professional pilots (ultralighters among them) flying using a road map - it
all depends on where your flying.  Keep in mind that in today's world the
FAA is issuing temporary restricted areas (TFR's) many times a day and they
only use lat./long. - so use you road map, but have that sectional close by
in case you've got to find a TFR that was just issued along your flight
path.

12) From my readings of the NPRM, I could fly my quicksilver into LAX.
Agreed this would be somewhere between smart-ass and stupid, but I remember
my GA instructor taking me there just to show me that it could be done.
Would we do better if we used helicopter patterns?

Answer: EAA expects the FAA to assign light-sport aircraft to the same
traffic patterns used by ultralight vehicles per FAA AC 90-66.  Don't use
the helicopter routes or patterns - if you can't hover at 5,000' feet or
even 200' then you don't belong there.  And yes, you could legally fly into
LAX - but pick a time when they are not too busy.  That time usually happens
at night - and you're not authorized to fly them anyway.

13) I fly from Camarillo (CMA). We have a very nice UL field and it works
well for our aircraft. Our pattern is low and slow inside the lower left
corner of the GA pattern.
Will this remain for sport pilots/planes?
Will the CMA tower take over our airstrip and call it 26L/8R?
Will there be lesser physical requirements for a sport pilot runway?
Will we be forced to abandon our airstrip since a heavy aircraft cannot land
on it?
Is it possible that Sport Pilot aricraft can share part 103 resources such
as this UL airstrip?
Will sport pilots fly the 'normal GA' pattern?

Answer: see above answer.

Thanks in advance for your help!
Bill Watson