The FAA recognizes that pilots of conventional aircraft can have dangerous difficulty transitioning to Light Sport Aircraft (LSA). Light aircraft react differently from heavier, more powerful GA aircraft, and have different vulnerabilities based on their low wing loading and other factors. But the agency is in a logjam on how to approve training in such aircraft. The EAA has expressed concern with the Catch 22, pointing out the FAA's big push to increase transition training, but not providing the regulatory means to do so.
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What does this story mean?
Approve what training?
Pilots of larger aircraft don't need approval to get training in LSA - just show up and learn how to fly a lighter, quicker-handling aircraft. No further FAA action required.
And what does Catch 22 - commonly used to refer to the medical Catch 22 - have to do with it?
I'm not convinced any more regulations are needed. Yesterday I flew a PiperSport for the first time, took about an hour and now they're happy to let me rent one. I did a little advance reading of the Dynon manuals, and then took a short flight with a CFI. Once difference is the light and responsive controls, but that only took a few minutes to get a feel for.
Yes, it would be legal for me to buy one or borrow one from a buddy and just go fly it with no additional training, but it's just not that smart. I'd like to think that most pilots would get a quick intro or checkout on one of these before flying it. Or any other unfamiliar aircraft...
Since the Piper Cub and the Ercoupe are both LSA-class aircraft, is the idea that they could not be flown on a Private certificate (or Commercial, or ATP) without additional training?
Sort of like a tailwheel endorsement, now we'd have a "below 12 lbs/sq ft" endorsement?
Is there a source for this story? There's nothing on the EAA website about it...
Does this have to do with the discussion around LODA for instruction in Experimentals and in Experimental LSA?




