Posted on 01/25/2008 8:41:58 AM PST by pabianice
Most pilots by now know of the new Sport Pilot/Light Sport Aircraft regulations put into effect by the Federal Aviation Administration. After years of dithering, politicking, and administrative inertia, the FAA/DOT accepted a new category of aircraft and airman certification in a long-delayed response to the problems of ever greater aviation system complexity and the continuing steep decline in the certificated pilot population in the US. In sum, a Sport Pilot may fly as pilot in command of a certificated aircraft that weighs no more than 1,320 pounds fully loaded and may carry no more than one passenger in daytime, visual flight rules flying. Exactly what most recreational pilots want to do.
The stated intent of the new Sport Pilot/LSA event was to help reverse the decline in the pilot population while creating a market for new small aircraft. The average age of the general aviation fleet in the US is about 30 years. There continues debate on the safety of using aging aircraft. The ceiling for LSA is 1,320 pounds max allowable gross weight, meaning that very few existing small aircraft can be flown under LSA rules. This has been met with great disappointment by the pilot population, since such widely-available 2-seat aircraft as the $20,000 - $30,000 used Cessna 150/152 now are classified as “too big” to fall under LSA. The LSA idea was to have created a market for new light aircraft that would sell for about $30,000. This idea was, of course, really poorly researched, since the price of new LSA is, in fact, $90,000 to $150,000, some even available with full IFR-capable glass cockpit displays that cannot be used for IFR under the LSA rules (more on this later).
One key feature of SP/LSA is the FAA’s agreement to allow the pilot to use his/her driver’s license as a “self-certification” of health as safe to fly as pilot in command. This took years to get through the FAA, since the FAA apparently believes that the best way to make flying safer is to ground as many pilots and airplanes as possible (it needs be noted that the FAA/DOT operates under near impossible conditions because Congress holds it to a zero accident safety standard that is, of course, impossible and moronic). But the FAA apparently couldn’t bring itself to do something like self-certification without sabotaging itself. Thus, if you want to fly as a Sport Pilot in an LSA, you can do so on the basis of your driver’s license, UNLESS you have failed your last FAA medical exam for a Third Class Medical Certificate. A 3rd class medical basically mirrors your regular annual physical exam, except that the FAA adds a vision limit of being correctable to at least 20/40 and not having a blood pressure reading greater than 155/95 on the day of your physical (allowing the pilot to get so worried about it that it her BP is way up when the doctor measures it).
While the overall requirements of the 3rd class medical are pretty lenient, as the pilot population ages, transient higher blood pressure and declining vision become more likely. And here is where the FAA drops the ball. Because flying as a Sport Pilot is prohibited for anyone who has failed an FAA medical. People in general, and pilots in particular, are understandably reluctant to put themselves in a position in which failure is likely. Thus, someone wishing to fly as a Sport Pilot will simply let their medical certificates lapse rather than risk not being able to fly under the new regulations. One sees more and more of this as an ever greater number of pilots quietly sell their Cessna 172s and Piper Archers to replace them with a J-3 Cub, Aeronca Champ, or Luscombe (all now back in production because they meet the 1,320 pound maximum gate). Their deciding to not again take an FAA medical exam therefore creates an ever greater pool of pilots who may be flying with a serious medical condition such as untreated hypertension, glaucoma, kidney disease, etc. Rather than the FAA allowing such people to take their 3rd class medical exam, find a problem, and fix it, the FAA is creating an older pilot community flying with diagnosed or unknown medical conditions that are ever more likely to lead to sudden in-flight incapacitation of the pilot in command – what is least desirable. This stubborness is related to the FAA’s refusal to let Recreational Pilots fly such “big iron” as the 1,450- pound Cessna 140 or 1,500-pound Taylorcraft without having at least a 3rd class medical. Indeed, the ultralight aircraft (Part 103) population, not needing any medical certification, has essentially the same rate of in-flight medical incapacitation (basically, none) as do the medically-certified pilot population. Damned if you do, damned if you don’t*.
I’m reminded of a line from Indiana Jones and the Last Crusade. Indy’s father says, “I didn’t know you can fly a plane.” to which Indy responds, “Fly? Yes. Land? No.”
I personally know of a three partner ownership of a full IFR Cessna 182 where the oldest partner just turned 70, and now is in full remission after having been successfully been treated for prostate cancer via radioactive implants. This older partner has almost 10,000 hours, used to run a part 135 operation, was a primary flight instructor and holds a mechanics license. To say he is qualified to safely operate an aircraft is an understatement.
He told me that it might cost him over $10,000 for the consultant’s fees to help him retain his medical because of his cancer. So, rather than risk being declined, he is going the exact route stated in the article- his medical has now lapsed and he is trying to sell a Cessna 140 that he meticulously restored to cherry condition so he can buy a LSA aircraft.
Watch this translate into medical exams to pilot - an auto! Thats cars, trucks, etc. for those in Rio Linda. (As Rush would say)
More evidence that the government is mostly filled with bureaucratic morons.
PING
Would you vote yourself out of a job? They are stupid but they aren’t crazy, at least I don’t think they are yet.
Well, let me tell you this. I had the opportunity to apply for a very lucrative job working for the BLM. I would have been a good candidate, and might have been hired.
I didn't apply.
So, I wouldn't vote myself out of a job because I wouldn't take a job that's an illegitimate drain on the taxpayer in the first place.
...but that's just me. :-)
The moment the interviewer saw that you were capable of independent thinking your name would have been crossed off and your resume shredded.
The T210 we had was a year old and 300 hours on it when we bought it in 1981. It was a 1980 model.
It was still considered “new” dealer’s stock.
We gave $103,000 for it. It was full IFR, Oxygen, Turbo, and everything else.
Now a LSA two place Cessna 162 will be over $100,000.
They also have reduced the hours of dual instruction from 40 to 20. They are going to have poorly trained pilots as well.
I landed 100 times before I soloed. I landed 100 more times before I took my private check ride.
I probably landed another 100 times before I could consistantly make good landings. (I know, “If you can walk away from it, it was a good landing.”)
I guess we will see what the experience will be with 20 hour pilots.
Pilots who have to have a Medical Certificate do not go to the same Doctor for their other stuff.
That way if a problem comes up that would threaten their Medical Certificate, it can be treated and taken care of before they show up for the "Medical Exam".
Both my parents are in the same boat. My mother lost her’s due to an aneurysm, it was revoked by a single comment of a physician that had never seen her. Anyway, once she regains her medical...she’ll go LSA also.
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