If you have a Private Pilot license you can fly LSA with a drivers license and no medical. Your flight operations are limited the same as any sport pilot. Sport Pilots must have make and model endorsements. Private Pilots do not require make and model endorsements within the same category and class.Įxample: Tom is a Sport Pilot. Both have a drivers license and want to fly a Kitfox LSA with tri gear.ĭick is a Private Pilot with Airplane Single Engine ratings. Tom must get a Kitfox endorsement before he can solo or carry a passenger.ĭick can jump in the Kitfox, do three take-offs and landings solo, then carry a passenger with no endorsement required. He is a Private Pilot with Helicopter - multi engine - land rating. His medical has expired and he has a valid drivers license. Harry must get an endorsement to fly the Kitfox solo. He may not carry a passenger until he gets an additional Airplane single engine rating. Once again proving I should not make postings after 2200 having left out the nit-pick details. In my original post I tried to make the regs simple, but as everyone knows, simple and FAA in the same sentence do not mix. I normally shy away from these discussions on regs and requirements because they almost always lead to lengthy chatter with little or no positive outcome. I can barely keep up with the mountain of paperwork with the FAA and no matter how thorough you try to be on the forums, someone will always pop up to point out the errors. When someone signs your logbook, make sure they refer to the AC to get it right.Īnd I’ll do my best to not post when It’s late. The make and model endorsement applies to several of the sign offs required. This would be something that would cause airplane pilots to require more training hours to "unlearn" which would skew the observation of those who first earned their license in fixed wing.If you already have a sport license in airplane single engine land/sea then you do not need a make and model endorsement for the Kitfox unless it is your first tailwheel aircraft. On the other hand, my understanding is that prior airplane experience might tend to cause a gyroplane pilot to incorrectly "unload" the rotors with fatal results. I note, for example, that stall recovery instruction is not applicable, nor are hovering maneuvers - two sets of tasks that fixed wing and helicopter pilots allegedly tend to take a bit of extra angst or time to learn. I think most (including myself) who learned in fixed wing or even helicopters do not have the background to give a proper answer as to sport vs. It is not very common to go that route initially. I don't know if any of the people who have replied actually earned their license initially with a rotorcraft category with gyroplane class rating as either a private pilot or sport pilot. Just make sure that you use a CFI and not a sport pilot only instructor so all your dual still counts towards your PPL if you want to convert. Most of the other requirements would already be covered from your previous SP training or experience flying under your SPL. Its a bit of additional instrument training followed by night time really. In talking to my instructor i have heard its also quite easy to convert for SPL to PPL especially if you have been flying regularly. For example I've done some night and instrument training of which neither are required under the sport pilot license while in between waiting for windows to open up between cross countries. Doubly so if the plane he is interested in qualifies as LSA.Īs for enough training to minimize the risks, that is up to the student and instructor how far they go beyond the requirement of the license. It gets the license a little quicker (not half the time like the minimums makes it out to be) and doesnt have too many restrictions beyond the aircraft limitations for the fair weather flyer. I am an advocate of starting with the sport pilot (this is what I am doing myself right now) if you are interested in flying for fun.
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