Introduction
A light sport aircraft (LSA) is a plane that is characterized by its small size, flight simplicity, and restrictions regarding weight and performance. LSAs have become increasingly popular in recent years as a result of low cost, low fuel consumption, and decreased pilot experience requirements. This has made them aircrafts of choice for flight schools as well as private owners. The aviation requirements for regional pilots to have served for a certain minimum number of flight hours before applying for private pilot certificate has contributed to LSAs providing grounds for building flight hours for those willing to pursue a career in regional airline piloting. The introduction of the light sport rule was aimed at addressing the needs of an untapped market through the provision of aircrafts that were considered to be too heavy to be categorized as unregulated ultra-lights, and too light to meet the heavily regulated aircraft threshold. Examples of LSAs include the 1930s wood and fabric planes and all-composite newer models (De Florio 4).
The Light Sport Rule
The Federal Aviation Administration (FAA) has made significant attempts to regulate the aviation industry, as evidenced by the interest created by the authority over the last two decades. In 2004, the FAA created a new category of aircraft that presented new demands in aviation. This was received with a lot of speculation in the industry since it was not the first time the administration was adding a new license category. The recreational pilot certificate, which was a 1989 introduction, was considered a depressing failure, since it only produced 349 pilots by the end of 1999 (GAMA 7). The recreational pilot license had less training requirements compared to traditional private pilot license, but the important factor was the restrictions imposed on its usage. The light sport ruling was considered progressive since it addressed two critical concerns simultaneously. Firstly, it contributed to increasing the safety regulations in an area of aviation that had critical gaps. Secondly, it served to provide a licensure pathway for a number of underutilized pilots and potential pilots. The light sport rule is also associated with the introduction of a new section of airmen licenses.
LSA Pilot Requirements
The light sport rule came complete with the requirement specifications for pilots. The key feature of the requirements for sport pilots was that they were more than those of ultra-light pilots, but less than those of private pilots flying normal category aircrafts. There are two distinctions between private pilot standards and sport pilot standards. The first is that the minimum experience requirements for sport pilots is half that of private pilots. The second is that sport pilots are allowed to use a driver’s license as a certification of medical standards while private pilots have to possess a separate medical certificate. Since, as per FAA regulations, holders of higher certificates are allowed to exercise the privileges of a lower certificate, holders of the other categories of flying licenses can be allowed to fly as long as they have a valid driver’s license and demonstrate compliance with applicable restrictions, including wearing glasses. Consequently, the reduction in requirements results in reduced privileges (FAA17).
The Characteristics of Light Sport License
The inherent reductions in requirements for sport pilots imply the reduction in privileges. Sport pilots have a limitation to fly aircrafts weighing less than 1,320 pounds on land and less than 1,430 pounds on water (FAA 21). LSAs operate only on a single reciprocating engine, and although there is no legal limit on the horsepower of the engine, the weight limitations effectively restrict the applicable horsepower of the aircraft. Sport pilots are only allowed to undertake personal flying, and therefore cannot fly for business, do not fly at night, and are not authorized to carry more than one passenger. They cannot fly without ground reference, or with a visibility of less than 3 miles. The pilots are also not allowed to fly internationally, or above 10,000 feet above the sea level. The pilots are prohibited from towing an object, or flying through airspace designated for classes B, C, and D without requisite training. Any sport pilot wishing to fly faster than 87 knots must undergo additional training, and even so, they are not allowed to fly at speeds exceeding 120 knots (FAA 22).
The Success of Sport Piloting
The strict limitations imposed on the sport pilot certificate have not interfered with the success of the category. It is widely considered to be more successful than recreational pilot certificate. The category produced 139 pilots in its first year, and projections of growth include producing 13, 800 in 2016 and 20,600 sport pilots in 2015 (FAA 23). The number of registered LSAs is expected to increase from 170 registered in 2005 to 13,200 aircrafts by 2020 (FAA 25). Until 2008, many LSAs included previously built two-seat ultra-lights and operated under an FAA exemption, and after that year all new LSAs were given airworthiness certificates referred to as special light sport aircraft (S-LSA). It is predicted that the industry will manufacture approximately 10,000 new S-LSAs by 2020. The actual number of aircrafts, which will be produced meeting the LSA restrictions, is expected to be higher since the forecasted number does not include aircrafts certified under experimental and standard aircrafts categories. It is noted that the success in recreational aviation is not driven by aircraft availability only, but by the fact that the process of obtaining a sport pilot certificate is easy and therefore available to a large proportion of the population.
Instructing in Light Sport Aircraft
Certified flight instructors (CFIs) go through a process that has different requirements for different categories of instructors. Recently, there has been an introduction of a new class of flight instructors (CFI-SPs). CFI-SPs are specifically meant to instruct newly licensed sport pilots. Generally, the requirements for a CFI are much higher than those for CFI-SP, but what is sometimes referred to as an instructional gap in regulations, has seen CFI not becoming mandated to receive flight or ground training related to light sport aviation. CFI-SPs are allowed to train sport pilots only, while CFIs can train the other category of pilots including private and commercial pilots, without additional training. CFIsare also allowed to train sports pilots with a minimum of 5 hours experience in a similar LSA (FAA 34).
Certified versus Experienced Instructors
An important consideration concerning the developments in recreational aviation, relates to piloting safety and flight instructor effectiveness. Though there are no binding obligations, most flight instructors are advised by FAA to seek mentorship from experienced instructors, upon receiving certification. Successful CFIs should be in possession of varied traits in the delivery of quality training to piloting students. An important determinant of a CFI success, other than mandatory qualifications, is instructor motivation. Researchers associate intrinsic motivation with enhancements in the principle of effect. The principle observes that learning is effective when it relates to pleasant and enjoyable feelings, and negatively affected when associated with unpleasant feelings. This is considered to be particularly significant regarding recreational aviation, where even during training, the objective of such a flight is enjoyment (Harbeck 28).
Icon A5 Light Sport Aircraft
Icon Aircraft has taken advantage of FAA’s LSA category to make its A5 plane. LSA rules provide for companies to use non-aviation certified vendors, and certification follows after the completion and inspection of the vehicle. Icon A5 has the capabilities to land on either land or water, and that means it can take off and land in areas unreachable by most SUVs. Versatility aspects include foldable wings, and an individual can unfold the wings and be ready for flight operation in less than three minutes. The design features include a decided automotive look, and the use of cutting-edge materials and techniques. The company claims that it focuses on meticulous execution of precision to deliver a unique A5 experience. Uniquely, it features analog gauges with special military angle of attack aspects. With regard to safety, the A5 is the first LSA, globally, that has a Spin-Resistant Airframe (SRA) (Icon 8).
The buying procedure for A5 listed on the company’s website includes a three-step process. The first step involves ordering an Icon A5 delivery position. The estimated price for a unit is $189,000, and customers can secure a delivery position by placing a deposit of $2,000. The expected delivery date for current orders is quarter three of 2019. The second step in the buying process involves confirmation of the order before the delivery date, and the company calls customers at least 180 days before the expected delivery date. Upon confirmation, an additional deposit is required and third party financing arrangements are possible. The third and last step involves taking the delivery, upon payment of the remaining balance.
Conclusion
The LSA is meant for greatness as evidenced by the fact that it has attracted significant interest in the recreational aviation industry. Whether the justification provided for the rapidly growing aircraft category relates to the availability of aircrafts, or the ease of obtaining a sport pilot certificate, forecasts are providing positive prospects. With competition within the aviation industry being expected to increase considerably as a result of advancements in technology, the special category of LSA offers demand-led opportunities. Technology has made it possible to address the safety and training concerns of LSAs through the development of computer-based modeling platforms, which integrate precision with design versatility. The limitations offered by SUVs reach and the prohibitive costs associated with conventional aviation facilitation, LSAs are likely to be the vehicles of choice for future generations.
Works Cited
De Florio, Filippo. Airworthiness: an introduction to aircraft certification. Elsevier, 2010.
Federal Aviation Authority (FAA) , 2016. Web. 14 Apr. 2016. <www.faa.gov/aircraft/gen_av/light_sport/media/2015_SLSA_COS.pdf>.
GAMA. General aviation statistical databook. Washington, D.C.: GAMA, 2006. Print.
Harbeck, Timothy, et al. "Evaluating Flight Instructor Perceptions of Light Sport Aircraft." Collegiate Aviation Review 32.1 (2014): 33.
Icon Aircraft, 2016. Web. 14 Apr. 2016. <http://iconaircraft.com/a5/design/versatility/safety/specs/buy/specifications/>.
