United
States Ultralight Association, USUA calls on the FAA to
correct an unsafe flight training situation, Light Sport Aircraft Pilot News
newsmagazine.
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Light Sport Aircraft Pilot is a directory of aircraft that generally fit
into what are described as ultralight aircraft, advanced ultralight
aircraft,
light sport aircraft, experimental light sport aircraft, experimental
aircraft, amateur built aircraft, ELSA or homebuilt
aircraft in the United States and Canada. These include
weight shift aircraft, more commonly known as trikes,
powered parachutes, and powered para-gliders.
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U.S.U.A. representing ultralight and
Light Sport Aviation in the U.S.
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February 9,
2010
The United States Ultralight Association (USUA) is concerned
that industry safety is at risk because the FAA is not
allowing a way for their own CFI's to train in experimental
light sport aircraft (E-LSA's). On January 31st, 2010, the
"final" deadline for transition to the Sport Pilot/Light
Sport Aircraft rules passed.
Until then,
flight instructors were able to provide students primary
training using E-LSA equipment. With the passing of the
deadline, many CFI's will be forced out of the training
business since it will not be financially viable for them to
purchase newer S-LSA aircraft as is currently being demanded
by the FAA. The resulting loss of practicing instructors
will reduce opportunities for those wanting to learn to fly
light sport aircraft as well as ultralight aircraft. |
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In 2004 the FAA approved a
major change in how light aircraft would be registered,
flown, and trained in with the set of rules commonly known
as "Sport Pilot". Until that point, training in ultralight
and two seat "ultralight-like" training aircraft was
accomplished through an exemption program managed by three
different organizations: USUA, EAA and ASC. The programs
were generally looked at as successful since there were
relatively few injuries and fatalities. That success can
probably be at least partly attributed to an abundance of
flight instructors who trained pilots regularly, if only
part time.
The Sport Pilot rules allowed for a fairly low-cost way for
instructors to transition from the exemption programs.
However many still chose not to and dropped out of the
flight training business to the detriment of students and
potential students. Though most instructors dropped out,
many did stay with the program by accomplishing the
knowledge testing and practical testing needed to become
certificated pilots and instructors under Sport Pilot.
When the Sport Pilot rules were written, they were created
with some basic assumptions. Some of those assumptions were
correct, some were incorrect, and some of them were correct
five years ago but are no longer valid. An example of a
correct assumption was that the quality of individual
instructors has improved. The CFI's who came from the
exemption programs were for the most part challenged to
learn more and accomplish more to get those FAA
certificates. An incorrect assumption was that most of the
ultralight instructors would make the transition. That has
proven to be very wrong with what has resulted in a dramatic
reduction in the number of opportunities for people to get
instruction of any kind.
An assumption that may have been valid five years ago, but
which is no longer valid was that most instructors normally
fly newer equipment. That was true half a decade ago when
instructors would sell their trainers almost yearly in order
to purchase newer aircraft. If that had remained true, then
we would not be at the crisis point at which we suddenly
find ourselves with many instructors realizing that their
days of introducing people to a safe, fun sport may already
be over.
Unfortunately, the economy is no longer what it was five
years ago. There are also fewer people involved in the sport
which has helped create a surplus of used aircraft on the
market. That surplus combined with the soft economy has
worked to depress used aircraft prices. That in turn means
that CFI's can no longer sell their existing trainers for a
price that will pay for a large portion of a new S-LSA
aircraft. Of course it also does not help that the new
prices of S-LSA aircraft are higher than similar existing
E-LSA aircraft. All of these factors are combining to force
instructors, who have already made a commitment to
transitioning to Sport Pilot, to reconsider whether they can
afford to remain instructors. Of course this is a loss to
the instructors, but more importantly it also impacts safety
because the sport is now threatened with a new wave of
losses to its instructor corps.
The good news is that the solution to the problem can be
found right in current FAA regulations. The same section
that disallows training for hire with an aircraft having an
experimental airworthiness certificate, 14 CFR 91.319(a)(2),
also allows for that rule to be deviated from if someone
applies to the FAA for a "Letter of Deviation Authority" and
has it approved, 14 CFR 91.319(h). The bad news is that the
FAA has been dragging its feet on establishing guidelines so
that their own flight standards district offices can
evaluate applications and issue LODA's. This delay in
establishing guidance is inexcusable. Every day that the FAA
delays is another day where another instructor may make the
decision to get out of flight instruction and not turn back,
where an individual may use the excuse of not finding an
instructor to attempt to learn to fly an ultralight on his
own, or where pilots will choose not to remain current since
the travel and expense will become too great.
The USUA calls on the FAA to act and publish an order so
that their own FAA safety inspectors can evaluate
applications for LODA's. This way the FAA's own certified
flight instructors can provide flight instruction (including
primary flight instruction) in aircraft with FAA issued
E-LSA airworthiness certificates. Effectively blocking
flight instructors from providing training for no good
practical or regulatory reason will negatively impact flight
safety.
USUA is the oldest ultralight organization in the United
States, representing pilots and instructors flying
ultralight and light sport aircraft.
USUA
P.O. Box 3501
Gettysburg, PA 17325
Phone: (717) 339-0200
E-mail: usua@usua.org |
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United States Ultralight Association ultralight -
experimental lightsport aircraft |
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