Self Certification | Training | Restrictions | Rated Pilots

The Sport Pilot Rating

For many pilots, it seemed like the FAA's Sport Pilot certification took a while to get here, but the rule arrived in September of 2004 with several differences between the Recreational Pilot and Private Pilot standards, along with one significant benefit: Pilots flying with a Sport Pilot certificate (along with higher-rated pilots flying under the Sport Pilot rule) do not need a current FAA medical certificate — instead, a valid driver's license allows pilots to self-certify that they are medically qualified to fly as Pilot in Command. It's not quite a simple as some folks can make it sound — for example, a driver's license does not constitute proof of aeromedical fitness, and instead is just the minimum health certification under the Sport Pilot rule. But for pilots who chose to forgo both the FAA Medical and the extended privileges of the Private Pilot certificate, flying as a Sport Pilot allows them to enjoy the freedom of flight in circumstances that may be limited, but are no less fun.

The Sport Pilot Certificate came about thanks to a pair of influential General Aviation lobbies: The Aircraft Owners and Pilots Association (AOPA) and the Experimental Aircraft Association (EAA). All the way back in 1978, the AOPA petitioned the FAA to create a new pilot certificate that would reduce the cost and procedural barriers to flight training. In exchange for flight limitations (in terms of operations, passengers, and aircraft size), benefits were to include less training time and the use of a driver's license as a valid substitute for an FAA Medical certificate. By 1989, the FAA's new Recreational Pilot Certificate met all of the above requirements — except for the "driver's license medical," and as a result was bypassed by most pilot candidates in favor of the more flexible Private Pilot rating.

"Self-Certification"

The arrival of the Sport Pilot rule created the first powered-aircraft certification in the U.S. that does not require a formal medical examination. However, this does not mean that pilots with a Sport Pilot ticket in their flight bag have less responsibility to "self-certify" their fitness than any other type of pilot. As stated by FAR 51.63:

Does this mean that a Sport Pilot cannot fly if they believe that they would not pass an FAA Medical exam? The matter is open to interpretation, but the EAA, on their on their official Sport Pilot information website (www.sportpilot.org), has a specific point of view regarding FAR 51.63:

And a closer look at FAR 61.23 reveals:

The bottom-line is actually pretty simple — whether you're an Air Transport Pilot with a fresh First Class Medical or you're flying solo under the Sport Pilot rule, you must certify that you are fit for flight before you fire the ignition. The piece of paper in your pocket is the basis of your medical certification — FAA Medical or state driver's license — but it doesn't "prove" that you are healthy enough to fly on any given day. Without exception, a pilot must self-certify his or her physical fitness before every flight.

Sport Pilot Training

To qualify for the Sport Pilot certificate, an applicant must be 17 years of age and be able to read, speak, write and understand English. Twenty hours of flight time is the legal training minimum, but most student pilots should expect to log more than this before they are ready for a checkride. The flight requirements include a minimum of 15 hours as dual instruction with a Certified Flight Instructor, as well as 2 hours of dual cross-country instruction and 5 hours of solo flight. Within the solo requirements, a student pilot must complete one solo cross-country over a total distance of 75 or more nautical miles to two different destinations to a full-stop landing (at least one leg of this cross-country must be over a total distance of at least 25 nautical miles). The final phase of training includes passing a written test and then a flight test.

In some ways, the FAA's Light Sport certificate represents one of the agency's biggest policy shifts in recent memory, and for pilots who prefer to fly without an FAA Medical, it can seem downright revolutionary. However, almost nothing has changed when it comes to learning how to fly — student pilots training for either Sport or Private certificates fly similar aircraft in the same airspace, and while some airplanes may qualify as a Light Sport Aircraft, they are no less difficult to master. Sport Pilot training at Willamette Aviation is very similar to our other flight training programs, with an ongoing emphasis on situational awareness and flight safety, and with a particular focus on the life experiences and goals of each individual student.

Sport Pilot Restrictions

The restrictions placed on a pilot exercising the privileges of a Sport Pilot certificate include:

• No more than one passenger;
• Daytime flight only (civil twilight is used to define day/night);
• No flight above 10,000 feet MSL;
• No flight in any of the airspace classes that require radio communication (classes A, B, C, or D) without first obtaining additional instruction and instructor endorsement.

The Sport Pilot certificate is also ineligible for additional ratings (such as an Instrument Rating), although logged time in Light Sport Aircraft can be used toward the experience requirement of other ratings on higher certificate types. If you're thinking about using the Sport Pilot rating as a stepping-stone to a Private Pilot certificate, please arrange to meet with one of our instructors to discuss this option in more detail.

Light Sport Aircraft (LSA) Restrictions

Sport Pilots are only eligible to fly aircraft that are either certified specifically as Light Sport Aircraft (LSA) or were certified prior to the LSA regulations and are within the maximum weight and performance limitations of LSAs. This means that classic traildraggers such as Piper Cubs and Aeronica Champions normally qualify as eligible aircraft under the Sport Pilot rule, while a Cessna 150 does not — despite being an uncomplicated, two-seat aircraft, virtually all 150s exceed the LSA weight restrictions.

Light Sport Aircraft (LSA) requirements include:

• Maximum gross takeoff weight of less than 1,320 lbs. (for aircraft designed to operate from land)
• Maximum gross takeoff weight of less than 1,430 lbs. (for aircraft designed to operate from water)
• Maximum airspeed 120 knots (138 mph)
• Maximum stall speed 45 knots (51 mph)
• One or two seats
• Fixed undercarriage
• Fixed-pitch or ground-adjustable propeller
• Single reciprocating engine
• Non-pressurized cabin

Is a Light Sport Aircraft an "ultralight"? This is a common question, and the answer is "no." The FAA has a separate definition for ultralight aircraft — they are extremely lightweight (less than 254 lbs. if powered, or under 155 lbs. without power), carry a single occupant and five (5) U.S. gallons fuel or less, have a maximum calibrated airspeed of less than 55 knots, and a maximum stall speed of not more than 24 knots. In fact, by some definitions an ultralight is not even an "airplane," in the sense that they do not require pilot certification, medical certification, or aircraft registration to operate. Furthermore, the NTSB is not obligated to investigate incidents or accidents affecting unregistered aircraft. When compared to ultralights, Light Sport Aircraft can accurately be described as standard General Aviation airplanes — albeit with nominal restrictions on weight, speed, and configuration.

Rated Pilots Flying Under the Sport Pilot Rule

Pilots who currently hold a Recreational Pilot certificate or better (including Private, Commercial, and ATP), but who have allowed their FAA Medical to expire, may fly under the Sport Pilot rule without any additional certification, provided that they meet all other requirements for the particular flight operation. For example, a tailwheel endorsement would still be required if transitioning to a tailwheel aircraft, and the minimum three takeoffs and landings is still required when taking passengers. You also must have completed a Biennial Flight Review within the previous 24 calendar months.

Some pilots may decide to allow their FAA Medical to expire with no intention of renewing it and convert to flying under the Sport Pilot rule for as long as they hold a valid driver's license, but it is important to note that no pilot may convert to flying as a Sport Pilot after the revocation, suspension, or denial of an FAA Medical. In order to transition to flying as a Sport Pilot, a pilot who has been denied an FAA Medical would first have to re-certify with an FAA Designated Medical Examiner, after which the certification may be allowed to lapse under the Sport Pilot rule. In short, failing a medical does not mean you can fly as a Sport Pilot — a failed FAA Medical prohibits all flight operations as Pilot in Command.

Some common questions for Private Pilots flying under the Sport Pilot rule include:

Have any additional questions? Please arrange to visit with one of our Certified Flight Instructors to learn more about the Sport Pilot Certificate and see our LSA-certified Ikarus C42E.

© Willamette Aviation Service, LLC