Although the complete subpart F would have to be rewritten to add weight-shift control trikes, the aeronautical experience here is the basis of the pilot requirements. Like all the other categories, a Private pilot WSC would be a requirement to a commercial weight-shift control certificate.

§ 61.129 Aeronautical experience.

(j) For a weight-shift control (WSC) rating. Except as provided in paragraph (i) of this section, a person who applies for a commercial pilot certificate with WSC category rating must log at least 250 hours of flight time as a pilot that consists of at least:

(1) 100 hours in powered aircraft, of which 50 hours must be in weight-shift control .

(2) 100 hours of pilot-in-command flight time, which includes at least—

(i) 50 hours in weight-shift control ; and

(ii) 50 hours in cross-country flight of which at least 10 hours must be in weight-shift control.

(3) 20 hours of training on the areas of operation listed in §61.127(?)(?) of this part that includes at least—

(i) One 2-hour cross country flight in a single engine airplane in daytime conditions that consists of a total straight-line distance of more than 100 nautical miles from the original point of departure;

(ii) One 2-hour cross country flight in a weight-shift control in nighttime conditions that consists of a total straight-line distance of more than 100 nautical miles from the original point of departure; and

(iii) Three hours in a weight-shift control with an authorized instructor in preparation for the practical test within the preceding 2 calendar months from the month of the test.

(4) Ten hours of solo flight time in a weight-shift control or 10 hours of flight time performing the duties of pilot in command in a single engine airplane with an authorized instructor on board (either of which may be credited towards the flight time requirement under paragraph (?)(2) of this section), on the areas of operation listed under §61.127(?)(1) that include—

(i) One cross-country flight of not less than 200 nautical miles total distance, with landings at a minimum of three points, one of which is a straight-line distance of at least 150 nautical miles from the original departure point. However, if this requirement is being met in Hawaii, the longest segment need only have a straight-line distance of at least 100 nautical miles; and

(ii) 5 hours in night VFR conditions with 10 takeoffs and 10 landings (with each landing involving a flight in the traffic pattern) at an airport with an operating control tower.

§ 91.319 Aircraft having experimental certificates: Operating limitations.

(a) No person may operate an aircraft that has an experimental certificate—

(1) For other than the purpose for which the certificate was issued; or

(2) Carrying persons or property for compensation or hire.

(b) No person may operate an aircraft that has an experimental certificate outside of an area assigned by the Administrator until it is shown that—

(1) The aircraft is controllable throughout its normal range of speeds and throughout all the maneuvers to be executed; and

(2) The aircraft has no hazardous operating characteristics or design features.

(c) Unless otherwise authorized by the Administrator in special operating limitations, no person may operate an aircraft that has an experimental certificate over a densely populated area or in a congested airway. The Administrator may issue special operating limitations for particular aircraft to permit takeoffs and landings to be conducted over a densely populated area or in a congested airway, in accordance with terms and conditions specified in the authorization in the interest of safety in air commerce.

(d) Each person operating an aircraft that has an experimental certificate shall—

(1) Advise each person carried of the experimental nature of the aircraft;

(2) Operate under VFR, day only, unless otherwise specifically authorized by the Administrator; and

(3) Notify the control tower of the experimental nature of the aircraft when operating the aircraft into or out of airports with operating control towers.

(e) No person may operate an aircraft that is issued an experimental certificate under §21.191(i) of this chapter for compensation or hire, except a person may operate an aircraft issued an experimental certificate under §21.191(i)(1) for compensation or hire to—

(1) Tow a glider that is a light-sport aircraft or unpowered ultralight vehicle in accordance with §91.309; or

(2) Conduct flight training in an aircraft which that person provides prior to January 31, 2010.

(f) No person may lease an aircraft that is issued an experimental certificate under §21.191(i) of this chapter, except in accordance with paragraph (e)(1) of this section.

(g) No person may operate an aircraft issued an experimental certificate under §21.191(i)(1) of this chapter to tow a glider that is a light-sport aircraft or unpowered ultralight vehicle for compensation or hire or to conduct flight training for compensation or hire in an aircraft which that persons provides unless within the preceding 100 hours of time in service the aircraft has—

(1) Been inspected by a certificated repairman (light-sport aircraft) with a maintenance rating, an appropriately rated mechanic, or an appropriately rated repair station in accordance with inspection procedures developed by the aircraft manufacturer or a person acceptable to the FAA; or

(2) Received an inspection for the issuance of an airworthiness certificate in accordance with part 21 of this chapter.

(h) The FAA may issue deviation authority providing relief from the provisions of paragraph (a) of this section for the purpose of conducting flight training. The FAA will issue this deviation authority as a letter of deviation authority.

(1) The FAA may cancel or amend a letter of deviation authority at any time.

(2) An applicant must submit a request for deviation authority to the FAA at least 60 days before the date of intended operations. A request for deviation authority must contain a complete description of the proposed operation and justification that establishes a level of safety equivalent to that provided under the regulations for the deviation requested.

(i) The Administrator may prescribe additional limitations that the Administrator considers necessary, including limitations on the persons that may be carried in the aircraft.

(Approved by the Office of Management and Budget under control number 2120–0005)
[Doc. No. 18334, 54 FR 34308, Aug. 18, 1989, as amended by Amdt. 91–282, 69 FR 44881, July 27, 2004]

§ 91.327 Aircraft having a special airworthiness certificate in the light-sport category: Operating limitations.

(a) No person may operate an aircraft that has a special airworthiness certificate in the light-sport category for compensation or hire except—

(1) To tow a glider or an unpowered ultralight vehicle in accordance with §91.309 of this chapter; or

(2) To conduct flight training.

(b) No person may operate an aircraft that has a special airworthiness certificate in the light-sport category unless—

(1) The aircraft is maintained by a certificated repairman with a light-sport aircraft maintenance rating, an appropriately rated mechanic, or an appropriately rated repair station in accordance with the applicable provisions of part 43 of this chapter and maintenance and inspection procedures developed by the aircraft manufacturer or a person acceptable to the FAA;

(2) A condition inspection is performed once every 12 calendar months by a certificated repairman (light-sport aircraft) with a maintenance rating, an appropriately rated mechanic, or an appropriately rated repair station in accordance with inspection procedures developed by the aircraft manufacturer or a person acceptable to the FAA;

(3) The owner or operator complies with all applicable airworthiness directives;

(4) The owner or operator complies with each safety directive applicable to the aircraft that corrects an existing unsafe condition. In lieu of complying with a safety directive an owner or operator may—

(i) Correct the unsafe condition in a manner different from that specified in the safety directive provided the person issuing the directive concurs with the action; or

(ii) Obtain an FAA waiver from the provisions of the safety directive based on a conclusion that the safety directive was issued without adhering to the applicable consensus standard;

(5) Each alteration accomplished after the aircraft’s date of manufacture meets the applicable and current consensus standard and has been authorized by either the manufacturer or a person acceptable to the FAA;

(6) Each major alteration to an aircraft product produced under a consensus standard is authorized, performed and inspected in accordance with maintenance and inspection procedures developed by the manufacturer or a person acceptable to the FAA; and

(7) The owner or operator complies with the requirements for the recording of major repairs and major alterations performed on type-certificated products in accordance with §43.9(d) of this chapter, and with the retention requirements in §91.417.

(c) No person may operate an aircraft issued a special airworthiness certificate in the light-sport category to tow a glider or unpowered ultralight vehicle for compensation or hire or conduct flight training for compensation or hire in an aircraft which that persons provides unless within the preceding 100 hours of time in service the aircraft has—

(1) Been inspected by a certificated repairman with a light-sport aircraft maintenance rating, an appropriately rated mechanic, or an appropriately rated repair station in accordance with inspection procedures developed by the aircraft manufacturer or a person acceptable to the FAA and been approved for return to service in accordance with part 43 of this chapter; or

(2) Received an inspection for the issuance of an airworthiness certificate in accordance with part 21 of this chapter.

(d) Each person operating an aircraft issued a special airworthiness certificate in the light-sport category must operate the aircraft in accordance with the aircraft’s operating instructions, including any provisions for necessary operating equipment specified in the aircraft’s equipment list.

(e) Each person operating an aircraft issued a special airworthiness certificate in the light-sport category must advise each person carried of the special nature of the aircraft and that the aircraft does not meet the airworthiness requirements for an aircraft issued a standard airworthiness certificate.

(f) The FAA may prescribe additional limitations that it considers necessary.

[Doc. No. FAA–2001–11133, 69 FR 44881, July 27, 2004]

Commercial Trike license to expand triking. What is the best strategy?
Published by: Paul Hamilton on 27th May 2011 | View all blogs by Paul Hamilton
Now that the sport pilot/LSA was been around for a while, we need a commercial trike licence (or weight-shift control certificate as the FAA calls it) for compensation and hire. This way we could provide tours, inspect utility lines, crop dusting, fly cargo to land in small areas like helicopters – the list goes on, use your imagination. Another practical use for the efficient/green operations of light sport aviation. It is part of the “green movement” to offer more efficient aviation services, less fuel used for similar operations.

They have commercial pilot licenses for airplanes, balloons, airships, helicopters, gyroplane, and gliders; why not trikes (OK and maybe powered parachutes).

It would have to be added to part 61 subpart F for pilots and part 91.327 to add commercial operations to S-LSA. If we combined this to add S-LSA airplanes we might get the numbers with EAA to make it happen.

Yes we need EAA and AOPA to accomplish this. Back when I started a year ago I asked the EAA HOW to get their support. They said “generate discussion with enough participation of members at 360oshkosh and we will support it”. So this is exactly what I started but not enough trikers cared at the time, so because of lack of support from trikers it has not progressed. Here it is ready to go:

IT MUST BE NOTED THAT EAA HAS SHUT DOWN DISCUSSION ON THIS TOPIC

If we want to make this happen lets continue with what the EAA said will get their support. It comes down to numbers for EAA. How many of their members support it.

Now that I think about it, the best way to get numbers is to rally with S-LSA airplanes to change 91.327 for commercial operations. This must be part of the change needed for a commercial trike certificate.

Comments
23 Comments
by Abid Farooqui 8 months ago Guys, please create a simple log-in at 365 (EAA) and post an endorsement comment for commercial license for trikes. Even a couple of lines. Apathy is basically saying “no”.
by B Alvarius 8 months ago Done.

I would suggest pointing out what is being done with trikes currently (that might fall under a commercial operation) and the FAA will react. If they see pilots and aircraft engaged in activities they believe they should be regulating they will regulate. It is a simple reactive approach.

I would suggest creating a list of commercial activities and examples.
See this post for government activities that fall under commercial activities

http://theskygypsies.blogspot.com/2009/08/everybody-aerotrekks.html

by Jan Ferreira 7 months ago My question is: Say for instance you want to do crop-spaying and need a commercial license, who will train you for your commercial license and who will test you? There are so many commercial activities that could be done, how do you guys see the training to be done? Since having a CFI certificate is already a commercial activity shouldn’t that training be upgraded instead of creating another costly and bureaucratic regulation?..I am only asking.

by Abid Farooqui 7 months ago Hi Jan,
Pretty simple. A CFI who gets his own commercial license will be allowed to teach to commercial level. Same as Private WSCL training is currently done.
by Uwe Goehl 7 months ago Good on you, Paul & Abid, for trying to push this topic.

Some other countries (Costa Rica comes to mind) already have a Commercial certification level for pilots and I believe it will help raise both the popularity and safety level of Weight-Shift Control aviation. Trikes offer several interesting commercial opportunities and I think it is necessary to bring these in from the legal-interpretation fringes to the mainstream.
by Abid Farooqui 7 months ago Yes Uwe. I know you are not in the US but please do not hesitate to go to the EAA link above and write your thoughts about this subject there
by Thomas Nielsen 7 months ago Thanks for raising the topic Paul – I too believe the Trike has great potential with a commercial “endorsement” aside from instruction/rental. With strapped county/state and federal budgets in the coming years I can see the trike as a much cheaper alternative to small choppers caring out various inspection or surveiliances duties for agencies or private entities.

Why should you be able to fly commercially in a 1975 C-172 and not in a BRS equipted, glas cockpit REVO ?

Everybody in the Trike community, from sunday pilots to potentially commercial operators would bennefit once money begins to flow into what would be an emerging GA submarket: Research and development, more products, better training etc.

While not quite on subject, I will even go as far as saying, that if current high-end trike builders would target a market outside the trike community, there could be the potential for turning some of our retirees from the Honda Goldwing into an airborne version – in particular if the highly engineered trike of today gets FAA approval as commercial aircraft and begins to be associated with commercial operations.

Will comment on link provided, Thanks!

by Abid Farooqui 7 months ago 16 replies at EAA forum total for supporting commercial license. C’mon guys. You personally may not use commercial but there truly are many uses for trikes at commercial license level. Please create a login for the EAA365 forum quickly and put down a couple of lines supporting this move.

http://www.oshkosh365.org/ok365_DiscussionBoardTopic.aspx?id=1235&boardid=147&forumid=175&topicid=4746

by Dane HAUSER 7 months ago I joined it yesterday. It is worth it for all trike pilots to post there as it really will have a positive impact on all trikers. The more we can get these trikes out for the general public to see the more interest will be generated in our sport.

by Thomas Nielsen 7 months ago With reference to above post – I think this process is served additionally by not just looking at trikes as a sport but begin to treat and address this type of aircraft on 3 counts:

1) An Aircraft with significant commercial potential in the GA field due to much lower operating cost.

2) Sport / recreation

3) New market for the large amount of retiring babyboomers who really would like to fly but are unaware of the LSA license category and the level of trike engineering – still viewing the dream of flying as either A) Expensive and complicated B) Dangerous, while percieving the ultralight (cant differentiate to LSA) as a failure prone garage assembled build kit with a lawnmower engine.

….Hey how about 3 decked out REVO’s in a ferocious aerial futuristic combat scene….anybody who knows a Hollywood big wig

by Doug Boyle 7 months ago I know a little wig and I’m on it. Let’s get some ideas flowing as to the most interesting presentation to offer up.
by Uwe Goehl 7 months ago Well Thomas, that was my long-standing view of trikes (as failure-prone flying lawnchairs) until LSA came about and the FAA got involved in certification standards. Ah yes, and a good article in EAA’s Sport Aviation magazine.

I recognize that there exists a camp which feels that regulation of trikes has been a disaster, but in contrast, I view it as a potential boon to private flying as a safe, lower-cost alternative. Now . . . if only we could get trikes available to rent!
by John Olson 7 months ago There were zero Hawaiian disasters until the Feds got involved. Funny how that is overlooked huh?
by B Alvarius 7 months ago I do not believe the assertion has been overlooked just dismissed since correlation does not equal causation http://en.wikipedia.org/wiki/Correlation_does_not_imply_causation . If you believe there is a causal relationship then please explain your rational.

In light of your previous argument that locals were somehow involved by stating “I question what ia being done to determine ic the Kauai disasters were not due to sabotage. Even way back when I arrived there it was clear that trikes were unpopular. Plus there was competition too in recent years. Who is investigating this.as something other than an “accident”” combined with your stated distaste for the FAA why should anyone take this assertion seriously without supporting data?

by Jeff Messenger 7 months ago I spent several years trying to get a commercial certificate for several areas of trike usage here in the USA. I have an Airborne XT 912. We have a bilateral agreement with Australia. Their standards meet our standards. Their trikes and their pilots can get a commercial rating. So I discussed this with the FAA folks in Kansas city that are in charge of these type of things. They agreed with me but told me that no one was going to initiate that at this time. (2006) This was during the transition of two placed ultralights to E-LSA and LSA class. I called the FAA in washington and got referred to my local FAA field office at LAX. They told me that the dust would have to settle with the transition before even looking at something like that. They told me that the training syllabus would have to be written. I told them that there were plenty of trike pilots out there that had years of experience and would be glad to put it together for the FAA to look at. (People like Paul hamilton, Scott Johnson, etc.) (I just volunteered you guys!) Then they claimed they would have to come up with airframe certification processes. I talked to Edsel Ford, (yes that is his name,) in Oklahoma. He is the top guy at the FAA for airframe certification. This includes adding things to your airframe like cameras, sprayers, banners, towing hookups, etc. I was able to add my camera system to my aircraft after talking to the manufacture about the weight loading on the area I would mount it to, and since my aircraft is an E-LSA I just had to fly it around for 5 hours in a non-conjested area to have it legal. (and have it documented in your pilot logs and airframe log. With the exact wording the FAA wants you to use.) I also took the aircraft through all normal and emergency maneuvers, at a decent altitude, with the additional gear on to see if there were any flight characteristic changes. So I am ready!!! I am totally on board!! I think that with the economy the way it is and the fact that LSA aircraft can be used in so many ways, we should be allowed to have a business utilizing them. Plus they are great for search and rescue. We could pick up stranded people all day long in a flooded area. (with floats) And we can survey disasters at a much lower cost per hour then call in the expensive helicopters when we find injured folks that need medical transport or surface rescue. What can I do to help?
by Abid Farooqui 7 months ago Jeff, That’s great. Please go to the link posted in Paul’s blog above, click on it and create yourself a quick login at EAA’s Oshkosh365 and post your comments of support for commercial WSC pilot cert there and ask your trike friends and other pilots to do the same.

by George B 7 months ago Here is my post added to the EAA forum:

Please add my vote of support for a commercial license for trikes and other S-LSA aircraft as well.

With the many potential uses and the level of safety and well engineered aircraft that we enjoy today it just makes sense that a commercial license should be available.

Many modern day aviation pioneers have gone to great lengths paving the way to make this possible in much the same way as early aviation pioneers did. Trikes are a wonderful and unique form of aviation. Allowing commercial use of trikes and other S-LSA aircraft gives incentive to invest money in the development and sale of these great aircraft and professional training leading to even better safety and well trained pilots.

I strongly encourage EAA and FAA support and action to implement this important change. I believe this would be a great boost for aviation.

by Ken Nussear 7 months ago Hi Paul just saw on another forum that you posted this http://www.eaa.org/lightplaneworld/articles/1106_green_acres.asp
- thanks for your efforts to bring awareness to this topic.
by Uwe Goehl 5 months ago Oshkosh has come and gone . . . and I am wondering if there was any serious discussion during that time or any news on this topic?
by Paul Hamilton 12 days ago Here we go again. This commercial trike comes up about once a year. I have tried but we need an in the EAA. Who is the best to lead this effort with EAA????
by Tony Castillo 11 days ago Paul & Abid … In the EAA forum that thread has been archived and no new postings are accepted! can that be fixed?

by Tony Castillo 11 days ago when try to post it displays a message (that forum is archived) .. and directs to www.eaaforums.org. I wonder if the 360 @ EAA is no longer the forum place but instead is the eaaforums.org
TC

by Ken Nussear 11 days ago Yes they moved to a new forum software and all of the old stuff exists only as archives….
IS the EAA forum really the place to get the EAA behind it, or just a place where people ramble on. What if the EAA chapters started organizing… like the New Mexico, or New Havasu group. What’s the best avenue to get it moving?

Commercial Trike Pilot Certificate needed
Posted By:
Paul Hamilton
Posted: 7/1/2010 16:15:21

Now that the sport pilot/LSA was been around for a while, we need a commercial trike licence (or weight-shift control certificate as the FAA calls it) for compensation and hire. This way we could provide tours, inspect utility lines, crop dusting, fly cargo to land in small areas like helicopters – the list goes on, use your imagination. Another practical use for light sport aviation which the EAA has put so much work into. It is part of the “green movement” to offer more efficient aviation services, less fuel used for similar operations.

They have commercial pilot licenses for airplanes, balloons, airships, helicopters, gyroplane, and gliders; why not trikes (OK and maybe powered parachutes).

It would have to be added to part 61 subpart F for pilots and part 91.327 to add commercial operations to S-LSA. The department of justice (law enforcement/cops) are doing this by using the trikes as public vehicles. Why not Trikes and PPC?

EAA wants to know what its members want, we want commercial operations for trikes. I wonder if S-LSA airplanes should be included in this movement?

Jon Wanzer
91
Posts10#2
Posted: 7/1/2010 17:04:13
Greetings Paul,

I have to agree with you. I can think of many commercial activities, mostly Part 91 flight operations, that could be started or shifted to lighter or different types of aircraft. Another change that could have a significant impact on light commercial GA would be a change/addition to the experimental certification of aircraft to allow Part 91 commercial operations for instruction and non-carriage missions. This would clean up many of the woes in the UL community. Both would be beneficial by encouraging light commercial GA and bringing in new blood.

~Jon

FlyBoyJon ✈ Aviator, builder, and tool junkie ✈ jon@FlyBoyJon.com ✈ www.FlyBoyJon.com ✈ NAA EAA VAA WBA IAC AOPA NAFI

Bill Berson
109
Posts20#3
Posted: 7/1/2010 19:40:12
Paul,

Ultralights and Special Light Sport Aircraft cannot be used for commercial operations. This makes promotion rather difficult as no one can offer rides at the local airport. This restriction does not apply to sport parachute operations (or gliders or balloons).

A related discussion is here:http://www.oshkosh365.org/ok365_DiscussionBoardTopic.aspx?id=1235&boardid=147&forumid=520&topicid=4195

Abid Farooqui
1
Post1#4
Posted: 7/1/2010 22:29:33
As the company president whose trikes are being used by DOJ, I completely and passionately agree.

Commercial license uses are already there for tourist flights in Hawaii to low flights for monitoring pipelines to marking GPS for search and rescue … hell even Mexican drug cartels are using trikes to smuggle 400 pounds of drugs on a trike flying across the border below the radar.

It would be great to provide a trike commercial license, a legal clean way of doing many things to not only government agencies but also private businesses.

While we are at it, why not have S-LSA airplanes also be allowed to be used for commercial day VFR operations they are suitable for. After all, Cessna 152′s whose sheet metal will fall off if I punched them are being allowed to be used for commercial operations as well as primary training. Where is the logic in that?

Best,

Abid

Gary Berdeaux
1
Post0#5
Posted: 7/2/2010 07:24:17
Hi Paul/All,

Count me in for support of a Commercial Trike license! For MANY years farmers and ranchers in Australia have used trikes for everything from inspecting fencelines to crop dusting. Today’s modern 912 powered trikes are not the same old dog and pony show, fat 103 exception training aircraft they used to be. These machines are MUCH safer and more capable. A commercial ticket for tirkes is LONG OVERDUE!!! As a professional graphic design artist and photographer I would LOVE to be able to use my trike for offical aerial photography work. The trike planform is for me the PERFECT aircraft for such use. I don’t have to unbolt doors and then shoot through a narrow slot to avoid aircraft structure. Trikes are unemcumberd by cockpit for sure. Besides, how many aging Cessnas have a BRS recovery system onboard?

Gary Berdeaux
Light Sport Weight-Shift Control PIlot
Aircraft: Pegasus Q912 – N68ST

Paul Hamilton
7
Posts1#6
Posted: 7/2/2010 08:25:36
Bill Berson wrote:

Paul,

Ultralights and Special Light Sport Aircraft cannot be used for commercial operations. This makes promotion rather difficult as no one can offer rides at the local airport. This restriction does not apply to sport parachute operations (or gliders or balloons).

A related discussion is here:http://www.oshkosh365.org/ok365_DiscussionBoardTopic.aspx?id=1235&boardid=147&forumid=520&topicid=4195

Bill just so you understand, yes per FAR 103.1 (b) ultralights are for sport or recreational purposes only, no training or hire commercial operations.

Also note that in my discussion above I am speaking about Powered Parachutes (PPC) which the FAA defines in Title 14 (FAR) §1.1 as: Powered parachute means a powered aircraft comprised of a flexible or semi-rigid wing connected to a fuselage so that the wing is not in position for flight until the aircraft is in motion. The fuselage of a powered parachute contains the aircraft engine, a seat for each occupant and is attached to the aircraft’s landing gear. You can find more information on this at: http://ppcpilot.beasportpilot.com/ I am not as interested in these but they have their place.

However Part 91 allows commercial operations (training or hire) per §91.327 for S-LSA trikes and PPC . No we cannot offer rides but can offer introductory/discovery flight lessons which are much better than rides because the student gets to fly the aircraft and learn something. This is a great way to get people started into aviation.

§ 91.327 Aircraft having a special airworthiness certificate in the light-sport category: Operating limitations.

(a) No person may operate an aircraft that has a special airworthiness certificate in the light-sport category for compensation or hire except—

(1) To tow a glider or an unpowered ultralight vehicle in accordance with §91.309 of this chapter; or

(2) To conduct flight training.

The discussion here is to allow a commercial certificate for trikes (and maybe Powered Parachutes LSA as described above)

Hopefully these FAA regs will clear this up.

Bill Berson
109
Posts20#7
Posted: 7/2/2010 12:01:16

Bill just so you understand, yes per FAR 103.1 (b) ultralights are for sport or recreational purposes only, no training or hire commercial operations.

Well, that was my point. Ultralights were used for rides from about 1982 to 2004. Not anymore, the industry collapsed.

The Special Light Sport rule of 2004 was supposed to help promote aviation entry but SLSA does not allow commercial rides either.

Without commercial tour operations to supplement instruction at the affordable entry level of FAR103 or SLSA level, it is hard to justify starting an airport business using these aircraft. So aviation just dies because somebody decided that commercial operations with experienced pilots is prohibited. It doesn’t make any sense. Even an airline transport pilot cannot operate an SLSA for tours. Calling a ride “introductory instruction” just to skirt the law is not a way to run a proper business? The customers that will take a scenic ride outnumber those that want a flight lesson at least 10 to 1.

You want a commercial Light Sport certificate. I agree.

But it should be for fixed wing also, not just trikes.

Bill

Paul Hamilton
7
Posts1#8
Posted: 7/2/2010 14:32:44
Bill Berson wrote:
You want a commercial Light Sport certificate. I agree.

But it should be for fixed wing also, not just trikes.

Bill

Bill I appreciate your endorsement. The objective here is to get support from EAA members to make this a high priority and get peoples feelings on fixed wing being included and your opinion on this is clear.

Thanks,

Paul

Ken Nussear
1
Post0#9
Posted: 7/15/2010 07:49:19
I agree with Paul 100%. I’m a wildlife biologist, and there are MANY ways that commercial operation of light sport aircraft could aid in my work. For example, areal photography, tracking animals via radio telemetry, areal surveys for plants and animals. All of these activities would made more affordable and possible from remote sites where I work due to the portability and affordability of light sport aircraft. In my case a trike, but other types would prove equally useful.

Martin Dudeck
1
Post0#10
Posted: 5/11/2011 12:56:25
I just now came across this thread. I agree that commercial use of trikes should be made possible. I work in television, and the trike would make a perfect, low cost platform for aerial videography.

It looks like it has been about a year since the last post on this thread. Has there been any progress made in this endeavor?

Paul Hamilton
7
Posts1#11
Posted: 5/27/2011 09:23:22
Actually there has been new interest lately so maybe we will see some movement.

B Alvarius
1
Post0#12
Posted: 5/27/2011 11:04:32
Weight shift control LSAs are uniquely suited to a number of applications that fall under commercial operations. As mentioned in previous posts weights shift control aircraft are excellent platforms for aerial photography and videography. In addition, the Rangeland Resources Research Unit of the USDA currently utilizes light sport aircraft for resource monitoring and testing. The speed envelops available with a weight shift control aircraft combined with their maneuverability make them attractive tools in a number of applications.

Matt Liknaitzky
1
Post0#13
Posted: 5/27/2011 15:35:27
Yes, there is Commercial Balloon and Commercial Glider – why not trikes?. There are many commercial uses for WSC trikes and there is no reason there should not be a Commercial certificate available for this category.

Trikes could be used for many things such as search and rescue, farming, game counting, livestock and fence monitoring, pipeline monitoring, transportation to remote areas.

Matt

Thomas Nielsen
1
Post0#14
Posted: 5/29/2011 15:09:17

Thanks for raising the topic Paul – I too believe the LSA aircraft has great potential with a commercial “endorsement” aside from instruction/rental. With strapped county/state and federal budgets in the coming years I can see LSA as a much cheaper alternative to small choppers caring out various inspection or surveiliances duties for agencies or private entities.

Why should you be able to fly commercially in a 1975 C-172 and not in a BRS equipted, glas cockpit REVO trike as an example ?

Everybody in the LSA community, from sunday pilots to potentially commercial operators would bennefit once money begins to flow into what would be an emerging GA submarket: Research and development, more products, better training etc.

By the end of the day, I believe one of the best arguments is bang for buck in an economy of slow growth and cash strapped local goverments and federal agencies.
hanks for raising the topic Paul – I too believe the Trike has great potential with a commercial “endorsement” aside from instruction/rental. With strapped county/state and federal budgets in the comingThanks for raising the topic Paul – I too believe the Trike has great potential with a commercial “endorsement” aside from instruction/rental. With strapped county/state and federal budgetsThanks for raising the topic Paul – I too believe the Trike has great potential with a comm
Thanks for raising the topic Paul – I too believe the Trike has great potential with a commercial “endorsement” aside from instruction/rental. With strapped county/state and federal budgets in the coming years I can see the trike as a much cheaper alternative to small choppers caring out various inspection or surveiliances duties for agencies or private entities.

Why should you be able to fly commercially in a 1975 C-172 and not in a BRS equipted, glas cockpit REVO ?

Everybody in the Trike community, from sunday pilots to potentially commercial operators would bennefit once money begins to flow into what would be an emerging GA submarket: Research and development, more products, better training etc.

While not quite on subject, I will even go as far as saying, that if current high-end trike builders would target a market outside the trike community, there could be the potential for turning some of our retirees from the Honda Goldwing into an airborne version – in particular if the highly engineered trike of today gets FAA approval as commercial aircraft and begins to be associated with commercial operations.
rcial “endorsement” aside from instruction/rental. With strapped county/state and federal budgets in the coming years I can see the trike as a much cheaper alternative to small choppers caring out various inspection or surveiliances duties for agencies or private entities.

Why should you be able to fly commercially in a 1975 C-172 and not in a BRS equipted, glas cockpit REVO ?

Everybody in the Trike community, from sunday pilots to potentially commercial operators would bennefit once money begins to flow into what would be an emerging GA submarket: Research and development, more products, better training etc.

While not quite on subject, I will even go as far as saying, that if current high-end trike builders would target a market outside the trike community, there could be the potential for turning some of our retirees from the Honda Goldwing into an airborne version – in particular if the highly engineered trike of today gets FAA approval as commercial aircraft and begins to be associated with commercial operations. in the coming years I can see the trike as a much cheaper alternative to small choppers caring out various inspection or surveiliances duties for agencies or private entities.

Why should you be able to fly commercially in a 1975 C-172 and not in a BRS equipted, glas cockpit REVO ?

Everybody in the Trike community, from sunday pilots to potentially commercial operators would bennefit once money begins to flow into what would be an emerging GA submarket: Research and development, more products, better training etc.

While not quite on subject, I will even go as far as saying, that if current high-end trike builders would target a market outside the trike community, there could be the potential for turning some of our retirees from the Honda Goldwing into an airborne version – in particular if the highly engineered trike of today gets FAA approval as commercial aircraft and begins to be associated with commercial operations.Thanks for raising the topic Paul – I too believe the Trike has great potential with a commercial “endorsement” aside from instruction/rental. With strapped county/state and federal budgets in the coming years I can see the trike as a much cheaper alternative to small choppers caring out various inspection or surveiliances duties for agencies or private entities.

Why should you be able to fly commercially in a 1975 C-172 and not in a BRS equipted, glas cockpit REVO ?

Everybody in the Trike community, from sunday pilots to potentially commercial operators would bennefit once money begins to flow into what would be an emerging GA submarket: Research and development, more products, better training etc.

While not quite on subject, I will even go as far as saying, that if current high-end trike builders would target a market outside the trike community, there could be the potential for turning some of our retirees from the Honda Goldwing into an airborne version – in particular if the highly engineered trike of today gets FAA approval as commercial aircraft and begins to be associated with commercial operations. years I can see the trike as a much cheaper alternative to small choppers caring out various inspection or surveiliances duties for agencies or private entities.

Why should you be able to fly commercially in a 1975 C-172 and not in a BRS equipted, glas cockpit REVO ?

Everybody in the Trike community, from sunday pilots to potentially commercial operators would bennefit once money begins to flow into what would be an emerging GA submarket: Research and development, more products, better training etc.

While not quite on subject, I will even go as far as saying, that if current high-end trike builders would target a market outside the trike community, there could be the potential for turning some of our retirees from the Honda Goldwing into an airborne version – in particular if the highly engineered trike of today gets FAA approval as commercial aircraft and begins to be associated with commercial operations.

dane hauser
1
Post0#15
Posted: 5/29/2011 15:48:57
I am on board and hope this issue picks up steam as there are many uses where a SLSA trike is the perfect tool. A close friend of mine in Mexico has the government contract to survey all power lines for the government run power company CFE. He is called in to survey after hurricane damage and also uses trikes for banner towing. He has a fleet of trikes spread out over Mexico as no helicopter or airplanes can compete with the low cost of operation that trikes give us.

I am concerned that the recent increase in trike accidents in Hawaii (which are being used for commercial operations) could make the FAA leery of broadening the use of trike but all of those accidents were caused by poor decision making and flying outside the safe operating limitations of trikes and had nothing to do with trikes being inherently unsafe. I’d argue that the recent crashes give reason for the additional training and tighter regulations that a commercial license would bring.

I truly hope the EAA jumps on board in support of a commercial license for WSC.

Regards,

Dane Hauser CFI

Todd Halver
1
Post0#16
Posted: 5/30/2011 09:11:29
I would like to add my support to the commercial trike license effort. Certifying WSC pilots at the commercial level will afford more opportunities for this unique light sport aircraft to provide benefits to pilots and industry. We can call it an FAA economic stimulus plan for light sport aircraft.

Todd Halver WSCL, Sport Pilot CFI

Robert Morrison
1
Post0#17
Posted: 5/30/2011 16:22:57
Outstanding……I would love to see the Weight Shift Control certificate be afforded the endorsement of commercial trike licence. I have the opprotunity to place company / flying school logos on my wing, however, with current regulations this is not possible to receive revenue from this venture. Also, having your service’s as a triker for hire for the local Fire and/or Police Departments would help generate funds which would allow me to upgrade my Weight Shift Control aircraft. This alone helps generate future sales within the aviation community.

Come now Trikers…….get onboard with Paul and let’s make this happen, this puts our community on the map with the big-boys who do this for a living……think of the future possibilities???

Antonio Castillo
2
Posts0#18
Posted: 5/31/2011 07:41:24

Modified: 5/31/2011 07:47:21

Antonio Castillo
2
Posts0#19
Posted: 5/31/2011 07:43:58
I support a commercial trike license for compensation and hire. Thanks for taking the initiative on this important issue.

Norman Bjornstad
1
Post0#20
Posted: 5/31/2011 17:48:21
Hi Paul, Thank you for bringing this subject up.

I would like to have my name added to the list of trike pilots who are in favor of a Commercial Weight Shift pilot certificate. There are so many uses (many already listed) that a trike could do as well and in some cases better than other category of aircraft.

Norman Bjornstad ASEL Comm/Instr, WSCL SP-CFI

www.Iflytrikes.com

Note that the instructor or examiner entry at bottom of endorsement typically looks like:
J. J. Jones, 12-25-2004, J. J. Jones, 610610CFI exp. 12-06
This is specifically:
Instructors signature, date of endorsement, Instructors printed name, instructors CFI number with CFI expiration date.

So here are all of them organized and easy to understand format with checklist: 

TSA requirements for students training for FAA initial pilot certificate
Because of the Transportation and Security Administration (TSA) 49 CFR 1552 rules the following is required: 

• US government issued documents that establish identity with picture ID with name, date of birth, gender, height, eye color and address such as a drivers license and
• Documents that establish US citizenship such as a US passport, US birth certificate, Social Security Card

The CFI must provide a TSA logbook endorsement:
I certify that [insert student's name] has presented me a [insert type of document presented, such as a U.S. birth certificate or U.S. passport, and the relevant control or sequential number on the document, if any] establishing that [he or she] is a U.S. citizen or national in accordance with 49 CFR 1552.3(h).
J. J. Jones, 12-25-2004, J. J. Jones, 610610CFI 12-06

-For “non-USA Citizens” a Training Authorization (TA) is required from the TSA.

Summary of solo logbook endorsements (add any additional limitations as required for solo flights):

_____ Instructor endorses back of Student Pilot Certificate make/model § 61.87(n) (1).

Prior to first local supervised solo flight, place in logbook:
1. Pre-solo aeronautical knowledge: § 61.87(b)
I certify that (First name, MI, Last name) has satisfactorily completed the pre-solo knowledge exam of § 61.87(b) for the (make and model aircraft). J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06

2a. Pre-solo flight training: § 61.87(c)
I certify that (First name, MI, Last name) has received the required pre-solo training in a (make and model aircraft). I have determined he/she has demonstrated the proficiency of § 61.87(*) and is proficient to make a supervised solo flight on (include date) in (make and model aircraft).
J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06
* for 2a and 2b use following category of aircraft: Airplane, Gyroplane, Glider, Airship, Balloon, PPC, WSC

Speed endorsement required per § 61.89 (c) (5)(not required for WSC and trikes under the 87 knots Vh)
I certify that (First name, MI, Last name) has received the required training of § 61.327 in a (make and model aircraft). I have determined him/her proficient to act as PIC of a light-sport aircraft that has a VH (greater or less) than 87 knots CAS. J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06

If towered airspace flights is required:
Solo flight in Class B, C, and D airspace, § 61.94(a) :
I certify that (First name, MI, Last name) has received the required training of § 61.94 (a). I have determined he/she is proficient to conduct solo flights in (name of Class B, C, or D) airspace. (List any applicable conditions or limitations.)
J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06  

Prior to each additional local supervised solo place in logbook:
2b. Supervised solo flight training: § 61.87(c)
I certify that (First name, MI, Last name) has received the required pre-solo training in a (make and model aircraft). I have determined he/she has demonstrated the proficiency of § 61.87(*) and is proficient to make a supervised solo flight on (include date) in (make and model aircraft).
J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06

After supervised solo flights place in logbook endorsement for unsupervised solo:
(typically endorsements are for 7 to 10 days. 90 days is the maximum allowed.)
3. Solo flight (1st 90-day (maximum allowed) period): § 61.87(n) (2)
I certify that (First name, MI, Last name) has received the required training to qualify for local solo flying. I have determined he/she meets the applicable requirements of § 61.87(n) and is proficient to make solo flights in (make and model) until (maximum 90 days from date given).
J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06

Note that airspace endorsements are required for each 90 day (or less) endorsements above and below. 

4. Solo flight (each additional 90-day (maximum allowed) period): § 61.87(p) (1) (v):
I certify that (First name, MI, Last name) has received the required training to qualify for solo flying. I have determined he/she meets the applicable requirements of § 61.87(p) and is proficient to make local solo flights in (make and model) until (maximum 90 days from date given).
J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06 

5. Solo takeoffs and landings at another airport within 25 NM: § 61.93(b) (1):
I certify that (First name, MI, Last name) has received the required training of § 61.93(b)(1). I have determined that he/she is proficient to practice solo takeoffs and landings at (airport name). The takeoffs and landings at (airport name) are subject to the following conditions: (List any applicable conditions or limitations.)
J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06 

See below for class B, C, and D towered airport endorsements if needed. 

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Solo Cross-Country Endorsements 

Student Pilot certificate: Instructor endorses back of Student Pilot Certificate make/model for cross country. 

Logbook endorsements: 

5. Solo takeoffs and landings at another airport within 25 NM: § 61.93(b) (1):
I certify that (First name, MI, Last name) has received the required training of § 61.93(b)(1). I have determined that he/she is proficient to practice solo takeoffs and landings at (airport name). The takeoffs and landings at (airport name) are subject to the following conditions: (List any applicable conditions or limitations.)
J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06 

Prior to 1st cross-country solo place in logbook: (Instructor who did the Training):
6. Initial solo cross-country flight Training: § 61.93(c) (2) (i)
I certify that (First name, MI, Last name) has received the required solo cross-country training. I find he/she has met the applicable requirements of § 61.93, and is proficient to make solo cross-country flights in a (make and model aircraft).
J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06 

Prior to each solo cross-country flight: (Any instructor who reviews the flight planning):
7. Solo cross-country flight: § 61.93(c) (2) (ii)
I have reviewed the cross-country planning of (First name, MI, Last name). I find the planning and preparation to be correct to make the solo flight from (location) to (destination) via (route of flight) with landings at (name the airports) in a (make and model aircraft) on (date). (List any applicable conditions or limitations.)
J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06 

8. Repeated solo cross-country flights not more than 50 nm from point of departure, §61.93(b) (2):
I certify that (First name, MI, Last name) has received the required training in both directions between and at both (airport names). I have determined that he/she is proficient of § 61.93(b)(2) to conduct repeated solo cross-country flights over that route, subject to the following conditions: (List any applicable conditions or limitations.)
J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06 

9. Solo flight in Class B, C, and D airspace, § 61.94(a) (required each additional 90-day period):
I certify that (First name, MI, Last name) has received the required training of § 61.94 (a). I have determined he/she is proficient to conduct solo flights in (name of Class B, C, or D) airspace. (List any applicable conditions or limitations.)
J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06 

10. Solo flight to, from, or at an airport located in Class B, C, or D airspace or on an airport having an operational control tower, § 61.94(a) and § 91.131(b)(1) (required each additional 90-day period):
I certify that (First name, MI, Last name) has received the required training of § 61.94 (a) (1). I have determined that he/she is proficient to conduct solo flight operations at (name of airport) located in Class B, C, or D airspace or on an airport having an operational control tower. (List any applicable conditions or limitations.)
J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06 

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Initial Sport Pilot Checkride Endorsements 

Sport Pilot Knowledge test 

Endorsement for sport pilot knowledge test in logbook:
11. Written Sport Pilot General Knowledge test endorsement § 61.35(a) (1) and § 61.309:
I certify that (First name, MI, Last name) has received the required training of § 61.309. I have determined that he/she is prepared for the (category and class) knowledge test.
J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06 

Instructor provides Knowledge test endorsement that missed questions have been reconciled:
12a. Sport Pilot Knowledge test deficiencies reconciliation
I certify that (First name, MI, Last name) has received the required training and demonstrated satisfactory knowledge of deficient areas from the Sport Pilot knowledge test as required per § 61.39 for the practical test.
J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06
(this can also be done on the knowledge test itself instead of in the logbook) 

Sport Pilot Practical Test (checkride) 

Instructor verifies Knowledge test endorsement that missed questions have been reconciled:
Sport Pilot Knowledge test deficiencies reconciliation (same as above)
I certify that (First name, MI, Last name) has received the required training and demonstrated satisfactory knowledge of deficient areas from the Sport Pilot knowledge test as required per § 61.39 for the practical test.
J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06
(this endorsement can also be done on the knowledge test itself in place of the logbook endorsement) 

Instructor provides logbook endorsement for practical test:
I certify that (First name, MI, Last name) has received the required training of § 61.309, §61.311and met the experience requirements of § 61.313. I have determined that he/she is prepared for the (category and class) practical test.
J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06 

Instructor fills out Form 8710-11 properly for checkride and endorses on the top/back. 
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Additional Endorsements recommended before checkride 

Airspeed endorsement so pilot will have it after checkride:
I certify that (First name, MI, Last name) has received the required training of § 61.327 in a (make and model aircraft). I have determined him/her proficient to act as PIC of a light-sport aircraft that has a VH (greater or less) than 87 knots CAS.
J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06 

Notes: The below Vh 87 knots endorsement is not required for WSC trikes or PPC. The solo speed endorsement per 61.89 (c) 5 is adequate for the sport pilot after receiving the pilot certificate however an endorsement in the logbook right before the checkride is easier to find and more organized for the pilot in the future if needed. 

Tail wheel endorsement (if applicable) so pilot will have it after checkride:
I certify that (First name, MI, Last name) has received the required training of § 61.31 in a (make and model aircraft). I have determined him/her proficient to act as PIC of a tail wheel airplane .
J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06 

FAA Designated Pilot Examiner (DPE) provides logbook endorsement for passing the Sport Pilot Practical Test: § 61.309 and § 61.311 (Required by § 61.317 issued by a DPE) 
I certify that (First name, MI, Last name) has met the training and endorsement requirements of §61.309, 61.311 and 61.313. I have determined him/her proficient to act as PIC of (category and class) of light-sport aircraft. 
Paula Morris12-25-2004 Paula Morris (pilot cert. #)(DPE designation # and exp. date)

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Additional Sport Pilot Endorsements after checkride (or endorsements before checkride are applicable after checkride) 

Class B, C, Or D Airspace, At An Airport Located In Class B, C, Or D Airspace, Or To, From, Through, Or On An Airport Having An Operational Control Tower: § 61.325 (if applicable): 

I certify that (First name, MI, Last name) has received the required training of § 61.325. I have determined he/she is proficient to conduct operations in Class B, C, or D* airspace, at an airport located in Class B, C, or D* airspace, or to, from, through, or on an airport having an operational control tower.
J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06 

Note: Sport pilots need an airspeed endorsement to fly a light sport aircraft. To fly and additional speed range the following are provided. WSC trikes and PPC do not need the speed endorsement for Vh below 87 knots. 

Light-Sport Aircraft That Has A Vh Greater Than 87 Knots CAS: § 61.327: 

I certify that (First name, MI, Last name) has received the required training of § 61.327 in a (make and model aircraft). I have determined him/her proficient to act as PIC of a light-sport aircraft that has a VH greater than 87 knots CAS.
J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06 

Light-Sport Airplane That Has A Vh Less Than 87 Knots CAS: § 61.327: 

I certify that (First name, MI, Last name) has received the required training of § 61.327 in a (make and model aircraft). I have determined him/her proficient to act as PIC of a light-sport aircraft that has a Vh less than 87 knots CAS.
J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06 

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Existing pilot sport and/or private adding Sport Pilot category and/or class privileges with proficiency check 

Example of adding category and/or class: airplane land (ASEL) to airplane sea (ASES) , airplane land (ASEL) to Weight-shift control Land (WSCL) 

Endorsement and recommendation for proficiency check by recommending CFI 1: 

Logbook endorsement for proficiency check:
I certify that (student/applicants name) has received the required training per § 61.309 and § 61.311.
I have determined he/she is prepared for the (category/class) proficiency check.
J. J. Jones, 12-25-2004, J. J. Jones, 610610CFI 12-06

CFI 1 recommend on the top/back of the FAA 8710-11 form:
Date (01-20-20XX) CFI name CFI signature CFI # (123456CFI) CFI expiration date 

Endorsement for successful proficiency check CFI 2:
Logbook endorsement after proficiency check which adds the privilege to fly additional category and/or class:
I certify that (pilots name) has met the required training and endorsement requirements of § 61.309 and § 61.311. I have determined he/she is proficient to act as PIC of (category/class) of light-sport aircraft in accordance with § 61.321.
J. J. Jones, 12-25-2004, J. J. Jones, 610610CFI 12-06. 

CFI 2 who performed proficiency check sings the 8910-11 form and sends it into FAA airman registration 

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Sport to Private Pilot or Initial Private Pilot 

This also includes pilots who are already a private pilot and adding an additional category such as airplane adding helicopter or WSC or PPC.

Endorsement for private pilot knowledge test in logbook or get self directed endorsement with Prepware or www.prepware.com
Written Private Pilot Knowledge test endorsement § 61.35(a) (1) and § 61.105:
I certify that (First name, MI, Last name) has received the required training of § 61.105. I have determined that he/she is prepared for the (category and class) Private Pilot knowledge test.
J. J. Jones, 12-25-2004 J. J. Jones 610610CFI exp 12-06 

Note: A written knowledge test is not required if an applicant already has a private pilot license and is adding an additional category per § 61.63 (b) (4)

Private Pilot Knowledge test questions missed deficiencies reconciliation:
I certify that (First name, MI, Last name) has received the required training and demonstrated satisfactory knowledge of deficient areas from the Private Pilot knowledge test as required per § 61.39 for the practical test.
J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06
(this endorsement can be done on the knowledge test instead of a logbook endorsement) 

Private Pilot endorsement to take the practical test:
I certify that (First name, MI, Last name) has received the required training of § 61.105, § 61.107 and met the experience requirements of §61.109. I have determined that he/she is prepared for the (category and class) practical test.
J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06 

Instructor fills out Form 8710-1 or 8710-11 properly for checkride and endorses the back/top.

FAA Designated Pilot Examiner (DPE) provides logbook entry for passing the Private Pilot Practical Test:(not a required entry but nice to put in the logbook after a successful practical test/checkride) 
I certify that (First name, MI, Last name) has succesfully completed the Private Pilot practical test for (category/class). Flight portion ______ hours. 
Paula Morris 12-25-2004 Paula Morris (pilot cert. #)(DPE designation # and exp. date)

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Sport Pilot Flight Instructor Applicant Initial 

Endorsement to take FOI test from CFI:
I certify that (First name, MI, Last name) has received the required training of § 61.405(a)(1). I have determined that he/she is prepared for the Fundamentals Of Instruction Knowledge Test.
J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06 

Endorsement from CFI to take Flight Instructor Knowledge test:
I certify that (First name, MI, Last name) has received the required training of § 61.405(a)(2). I have determined that he/she is prepared for the (category and class) knowledge test.
J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06 

FOI knowledge test missed questions are reconciled and instructor provides logbook endorsement:
I certify that (First name, MI, Last name) has received the required training and demonstrated satisfactory knowledge of deficient areas from the FOI knowledge test as required per § 61.39 for the practical test.
J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06 

CFI knowledge test missed questions are reconciled and instructor provides logbook endorsement:
I certify that (First name, MI, Last name) has received the required training and demonstrated satisfactory knowledge of deficient areas from the FOI knowledge test as required per § 61.39 for the practical test.
J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06 

CFI spin training endorsement logbook endorsement (for airplane and glider only): 
I certify that (First name, MI, Last name) has received the required training and demonstrated instructional proficiency in stall awareness, spin entry, spins, and spin recovery procedures as required per § 61.405 (b) 1 ii for the practical test.
J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06 

Instructor provides endorsement for applicant to take practical test in logbook and on form 8710-11 or 8710-1:
I certify that (First name, MI, Last name) has received the required training of § 61.409 and met the aeronautical experience requirements of § 61.411. I have determined he/she is prepared for the CFI – sport pilot (aircraft category and class) Practical Test.
J. J. Jones, 12-25-2004 J. J. Jones 610610CFI 12-06 

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Flight Instructor (sport or private) adding sport pilot LSA category/class 

Note: existing and current private pilot CFI do not need any endorsements to teach in airplane LSA.

Endorsement and recommendation for proficiency check: 

Note: for adding airplane or glider, spin training is required as a log book entry by an instructor and not an endorsement to complete § 61.409 (m). 

Logbook endorsement for proficiency check:
I certify that (First name, MI, Last name) has received the required training of § 61.419 and § 61.409. I have determined he/she is prepared for the CFI – sport pilot (aircraft category and class, i.e. ASEL, ASES, WSCL, WSCS, PPCL) proficiency check.
J. J. Jones, 12-25-2004, J. J. Jones, 610610CFI 12-06

CFI recommend on the top/back of the FAA 8710-11 form
Date (01-20-20XX) CFI name CFI signature CFI # (123456CFI) CFI expiration date 

Endorsement for successful proficiency check:
Logbook endorsement after proficiency check which adds the privilege to fly additional category and/or class:
I certify that (First name, MI, Last name) has met the training and endorsement requirements of § 61.419 and § 61.409. I have determined that he/she is proficient in the areas of operation and authorized for the additional (category and class, i.e. ASEL, ASES, WSCL, WSCS, PPCL) flight instructor privilege.
J. J. Jones, 12-25-2004, J. J. Jones, 610610CFI 12-06
 

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Looking at the FAA Knowledge test and the FAA resources, the FAA does a pretty good job of describing the basics of weather theory for pilots. This is the same as it has been for years. Unfortunately, these are only some of the questions on the FAA knowledge test. Some of the other questions about weather services, cover old technology left over from the teletypes used before we had computers. All this decoding of TAF’s and METAR’s is a waste of time, energy and relevant questions that could be put on the knowledge test that would be applicable to technology used today. The FAA has updated their technology but some of the knowledge test questions need to be updated to modern weather resources. The FAA knows these questions need to be updated but as usual, their excuse is time/budget/priorities to update. Even the text winds aloft forecasts: http://aviationweather.gov/products/nws/winds/, which I think are one of the most important FAA resources for flying, especially in the mountains, are now graphic with better understanding of the winds aloft longer longer and shorter time intervals: http://aviationweather.gov/adds/winds/.

On the FAA aviation weather website the TAF and METER now have an option to decode the “FAA precomputer deciphering weather services” by adding translated: http://aviationweather.gov/adds/metars/.

If you really are into decoding, watch “Enigma”, a great movie of decoding during WW2. If you miss a couple of questions on the FAA knowledge test regarding weather decoding services, do not sweat it. I feel these are some of the most worthless and irrelevant questions to waste your time. When I am doing a checkride, I like to see the sport pilot applicant able to use the modern resources rather than being a decoding expert using rote memory, the “lowest level of learning” as defined by the FAA.

As far as understanding weather and correlating modern weather resources, this is where pilots need to focus. Yes the FAA resources in the “Pilots Handbook of Aeronautical Knowledge” is a very good start for weather theory. The Weather to Fly system is a step beyond to help understand weather better, predict the weather before you fly and compare your flights to the prediction. After 35 years of flying ultralights and light-sport aircraft, this system was developed which is not a decoding tool, but a practical application of weather for pilots flying light sport aircraft. The weather to fly website at www.WeatherToFly.com is laid out to facilitate the process, and the Weather to Fly DVD provides practical information for all pilots about predicting and utilizing weather: weather to fly for sport pilots.

At least look at the video trailer, we now have the DVD so it can be downloaded. This is the only practical weather DVD developed for pilots flying LSA. The Weather to FLY DVD covers many of the FAA test question weather concepts also.

Weather is one of the most important safety concepts for all pilots which we can always learn more. Use the Weather to Fly website to find the best weather resources for doing your own weather analysis to fly.

It should be understood that “Ground School” has evolved over the years to be “studying to pass the FAA knowledge test”. As far as the commonly advertised “Ground School” goes, nothing is further from the TRUTH. With all the popular “ground schools” from the leading publishers, do not expect a comprehensive ground school to help you get your sport pilot certificate.

Expect to get something that only gets you through the FAA knowledge test. I work and help design knowledge test prep materials called “ground school”, and the objective is to teach you only the information to get you through the knowledge test questions as simply and easily as possible. Let me note here that an instructor is required by law to teach you the aeronautical knowledge to be a pilot, which is above and beyond the FAA knowledge test.

Understanding the important things that keep you safe and flying confidently are the first and most important things you should learn in GROUND SCHOOL. Unfortunately, this most important knowledge is not taught for the classical “knowledge test prep” ground school.

“Ground School ” is actually three specific areas of knowledge:

1. Learning the flight and aircraft operation procedures before getting in the cockpit, the most fun part of ground school.

2. Leaning the aeronautical knowledge (weather, sectionals, cross country, etc.). This is also an interesting part of ground school that is used to become a safe pilot.

3. Learning the answers to the FAA Questions to pass the knowledge test. This is the least interesting and sometimes the scariest. It requires unnecessary time spent and additional memory recall required, and does us the least good.

Yes, some of the information for items 1 and 2 above are in 3, the knowledge test prep, but the knowledge test prep is only 20% of the ground school that you need to learn.

Note that the “knowledge test prep” ground school is required, but it doesn’t necessarily have to be at the beginning of flight training, or the more important ground school. The FAA Knowledge test is simply some measure of the applicants ability to remember some of the concepts, plus the regulations.

It is much more efficient and cost effective, if you can learn the fun and most important stuff first (items 1 and 2 above) on the ground…in “Ground School”, rather than using the cockpit as the classroom. You are paying 3 to 5 times more for learn the knowledge in the cockpit than your would for the same knowledge learned in the classroom. Do not worry, all the fun ground school builds towards the final phase of “3 ground school” to take the FAA Knowledge Test and the Checkride. It is easier to learn the information and then be able to answer the FAA questions, when memorize the questions and answers.

The best resources for ground school are the FAA handbooks “Pilot’s Handbook of Aeronautical Knowledge” 8083-25A and the “Airplane Flying Handbook” 8083-3A. These should be your reference books for all your ground schools and preparing for the Checkride also. I have modified/enhanced both these books for sport pilots flying LSA as a downloadable PDF. This allows you to know that to study and what not to study plus add important information. If you want a complete “ground school” covering all three needed topics visit the Hamilton Pilot Training System for more details.

In addition, we actively seek and respond to feedback on areas of interest at sport-pilot-training.com to answer your questions, educate or entertain you, explore the nature of pilot development, and much more on becoming a pilot and flying light-sport aircraft (LSA). The comments on this blog are moderated, which means that before any comments or questions are posted, they are reviewed by me.

If you have a comment or question about one of the topics I’ve written about, you may leave it at the bottom of the particular topic post. You may also ask any relivent question about flying LSA below.

I look forward to your questions and comments!
Paul Hamilton

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