Unless you've been off-planet, you've surely seen ads or publicity for Apple's iPhone, which goes on sale today. The ultra-cool device has many nifty features but one service it offers is podcasts, some of which are about aviation. *** A favorite of many ByDanJohnson.com readers is Roy Beisswenger's UltraFlight Radio. Podcasts are offered by segment; this means each interview is available separately from the whole two-hour weekly Internet radio broadcast. These podcasts have become available free-of-charge on iTunes and they have long been archived on Roy's UltraFlight Radio website. Roy reports that more shows are heard from archive than live (understandable for the convenience) but with the iTunes podcast listing, you can pick them up easily at your leisure. *** With today's much-hyped introduction of the iPhone, you'll be able to listen to his interviews of LSA leaders where ever you are. Roy's topics range widely throughout sport aviation often including interviews of LSA producers.

Who can blame you if you don't get all excited about ASTM standard writing? But without this largely volunteer work by industry leaders, we simply would not have any LSA for pilots to enjoy. And...we don't have FAA telling us what to do. You ought to love that part! (At the same time, I know not everyone is thrilled about $100,000 LSA -- but news is coming regarding airplanes at more modest prices.) *** The ASTM committee met in Prague as a rather large group thanks partly to the European location. About one in four LSA sold in America come from the Czech Republic, so it made sense to meet here. The F37 committee will again return to Europe in 2009, just before the popular Aero show in Germany. *** It isn't all hard work, though. On one pleasant June evening, we all went to the local Aeroclub airport and enjoyed a pig roast and golden beverages. It was great to see many European friends I've met and to observe the health of flying for fun on this side of the Atlantic.

Since 2002 when the F37 Light-Sport Aircraft Committee was formed to write standards used to certify these new aircraft, competitors have sat shoulder to shoulder in meetings. Though pursuing the same customer base, these businesses cooperated in a model closely watched by the general aviation industry, the FAA, and many foreign regulators. They've done admirably well. International standards association ASTM holds F37 up as a shining example of the process working well, and fast, in a volunteer environment. *** At the first European gathering of F37, one remarkable group convened. All three producers of ballistically-deployed emergency parachutes met face-to-face for the first time. More importantly, they came to agreement on changes to the standard for emergency safety 'chutes for LSA Such coming together of true industry experts is precisely what FAA hoped for from the beginning. Three companies met in Prague, Czech Republic -- a location intended to invite greater European involvement as so many LSA come from the region and this country: BRS Parachutes, Galaxy High Technology, and Stratos 07.

Jay Kurtz is the owner of South Lakeland airport (X49), where vendors often conduct customer demonstration flights a mere four miles away from Sun 'n Fun. A longtime participant in ultralight aviation, Jay's built RANS models, Capella designs, and a "regular" RV-9A. But it's his second RV-9 that really has him revved up; this one is can be flown by a Sport Pilot! Not possible? Too fast and too heavy? Wrong! Jay's RV-9 ELSA weighs 906 pounds empty and is headed to 875 pounds with planned weight savings. Powered by a 108-hp Lycoming O-235, speed is prop controlled to reach 134 mph at max continuous power. *** With the required 10 hours now flown off Jay can use the ELSA like any other Light-Sport Aircraft. And he reports the weight reductions to stay under 1,320 pounds gross transformed the '9 ELSA. "I approach at 60 mph, 20 slower than the RV-9A!" Jay also raved about handling and slow speed flight characteristics. I flew with Jay in his regular RV-9A and it flies as well as all Van's Aircraft models. Yet Jay remains super enthusiastic over his '9 ELSA, "I've seen the magic of keeping airplanes light."

Sport pilot and light-sport aircraft, what's it all about? If you've ever thought about learning to fly, returning to flying, or resuming flying lessons that you started years ago, congratulations; your timing is just about perfect! This rule provides new opportunities for you as well as anyone who has dreamed of owning an aircraft. This article will summarize how SP/LSA affects you. We'll keep it simple; when you're ready for more, EAA offers many ways to become more informed (see "For More Information"). Like many activities, flying has its own language with abbreviations, acronyms, forms, and numbers to make discussing it faster. Veteran pilots throw this lingo around casually and often baffle those who aren't involved. We'll avoid such jargon in this article, and we'll only use abbreviations after we've explained them. Let's Get Started! SP/LSA has two basic components: "Sport pilot" refers to a new pilot certificate you can earn (the FAA calls them certificates as opposed to licenses); "Light-sport aircraft (LSA)" refers to a new category of aircraft. Any certificated pilot can fly an LSA, but sport pilots can only fly aircraft that meet the definition of an LSA. (See "What Is a Light-Sport Aircraft?") We'll talk about these two pieces of the SP/LSA pie separately even though they are deeply intertwined. We will also give you the "tip of the iceberg" view, as drilling down for the other 90 percent takes time and gets into aviation phrases that may not be readily understandable. Again, that's where EAA's resources can assist you. (See "For More Information.") The SP/LSA regulation is wide ranging. You may encounter current pilots and even FAA personnel who don't understand it well or perhaps misunderstand some of the details. Other FAA regulations have numbers like Part 91, Part 61, and Part 103 but not SP/LSA. It alters many existing regulations, and in so doing, SP/LSA has thrown a curve to many experienced aviators who thought they "knew the rules." New pilots, however, don't have to unlearn and relearn. Therefore, new or returning pilots may get up to speed quicker than some experts, and that's a nice aspect of SP/LSA. The Sport Pilot Certificate Earning a sport pilot certificate is akin to taking driver's education. You learn some basic information and the "rules of the road," practice some skills with an instructor for a defined number of hours, and get approved to fly by yourself for a few more hours|that's called solo flying. Then, when your instructor feels you are competent, you make final preparations to take two tests: a knowledge test, which the FAA administers via computer by two national testing agencies, and a practical test, which involves flying with an examiner and demonstrating the skills required of sport pilots as well answering some questions the examiner will ask in a verbal exam. Most pilots refer to these as the written, oral, and flight tests. One of the benefits of the sport pilot regulation is that it doesn't require you to learn lots of difficult tasks you won't encounter in your typical flying. Your training to become a sport pilot will involve learning the basic skills and safety practices needed to fly for fun in pleasant weather. You'll fly in the daytime with only one other occupant at slower speeds, commonly thought to be safer. You'll learn to fly a simple airplane in simple airspace. More training is logically required of a private pilot who's allowed to fly an aircraft with an unrestricted number of occupants at higher speeds into areas of higher air traffic congestion in varying weather conditions. Once you have your sport pilot certificate, you can add additional skills that will earn you more flying privileges. To gain these added skills you'll need to spend a few more hours training with an instructor. When your instructor is confident you've attained the required skill level, he or she will sign your logbook-the book where all your flight lessons and flight time is recorded-signifying you have earned this privilege. You do not have to take any further tests. That's a big difference between the sport pilot certificate and other pilot certificates. For example, let's say you learned to fly at a small private airstrip that didn't require radio communications. Then, after you became more confident in your flying skills, you decided you want to venture to airports that do require radio communication. To add that privilege, you would spend some time flying with your instructor to gain the necessary radio skills. When your instructor is satisfied you've mastered that skill, he or she will simply endorse your logbook noting that you now have that privilege. You can also earn the privilege to fly a different type of aircraft than the one in which you originally trained|for example, a powered parachute instead of a fixedwing airplane. The process to add a new aircraft type to your sport pilot privileges is also simple: fly with an instructor to gain the skills for this new category of aircraft, and then take a proficiency flight with a different instructor. No further knowledge or practical test is required. There's a wide variety of LSA available to choose from. The diversity in LSA is breathtaking and offers new experiences for almost any aviator. Lower Cost for Beginners One of the best features of SP/LSA is that it can dramatically lower the cost to learn to fly. Most estimates for earning a private pilot certificate suggest the cost can run between $5,000 to $7,000 or more. For sport pilots, the cost can range from $1,500 to $2,500 or more, depending on the category of aircraft in which you learn to fly and where you live. For example, if you learn to fly in powered parachutes, which require a minimum of 12 hours of training, the cost could be less than $1,000 for apt students. You may continue training with an appropriate instructor adding additional skills and privileges, as you desire. The experiences you accumulate using your sport pilot certificate can be applied toward other aviation certificates you may wish to pursue, such as a private pilot certificate or an airline transport pilot rating, the certificate required to fly an airliner. You may even want to become a sport pilot instructor and teach others the skills you've acquired. Medical Fitness In the United States, once you earn a pilot certificate, it has no expiration date. However, for all pilot certificates other than sport pilot, you must also possess a valid medical certificate verifying your medical fitness to fly. Various classes of "medicals" exist, depending on the level of flying you want to do. The most basic medical, a third-class medical, requires that a pilot undergo a medical examination a minimum of once every two years. If you cannot pass this medical exam, your pilot certificate is no longer current. The sport pilot certificate does not have this requirement. If you possess a valid U.S. driver's license, you may use this license as evidence of your medical fitness. However, before every flight, all pilots are required to selfcertify, meaning that you don't fly when you're not feeling up to it|that is, have some malady that's affecting you or for which you're taking medication that recommends not driving or operating heavy equipment. Returning pilots who have allowed their medical to expire can simply choose to use their valid driver's license as their statement of medical eligibility if they wish to fly as sport pilots. However, pilots whose medical has been denied, revoked, or suspended must first clear their FAA record before using their driver's license as their medical. It's important to note that any violation or health situation that suspends your driving privileges likewise suspends your flying privileges; in other words, if your driver's license is not currently valid, you may not use that as your evidence of medical fitness. Light-Sport Aircraft-the Machines In recent years, new aircraft have become expensive to buy. However, the establishment of the new LSA category has dramatically dropped the price of owning and operating a new, ready-to-fly aircraft. At the same time, aircraft designs have become more modern and efficient. Prior to SP/LSA, the cost of a new fixed-wing airplane, for example, was in excess of $170,000; now, new fixed-wing LSA are available from about $40,000 on, with the average falling in the $60,000 to $80,000 range. This cost reduction resulted, primarily, from a change in the standards for the construction of readyto- fly aircraft. With the adoption of the SP/LSA rule, the FAA accepted industry-developed consensus standards in lieu of governmental standards (known as FAR Part 23), which added extra cost to the production of aircraft. While many pilots may think about fixed-wing airplanes first, weight-shift-control aircraft (trikes) and powered parachutes may be the most cost effective for sport pilots to fly, commonly selling for $15,000 to $50,000. These are simple, open-air machines that fly between 30 mph and 80 mph. You take lessons for 12-20 hours and then can carry a passenger in an aircraft that has met standards approved by the FAA. If you're looking for a different flying experience, some gliders (sailplanes), lighter-than-air aircraft (airships and balloons), and gyrocopters also qualify as LSA. (See "What Sport Pilots Can Fly.") Other Aircraft Sport Pilots Can Fly Sport pilots can also build and fly kit planes. An entire fleet of aircraft is for sale as "51 percent kits," meaning the owner must build more than half of the aircraft. These aircraft are called experimental amateur-built or "homebuilt" aircraft. They must be checked and given an airworthiness certificate by an FAA-designated inspector before being flown. If such an amateur-built aircraft meets the definition of an LSA, then a sport pilot may fly it. Many used aircraft of this type make good purchases, too, though it's wise to seek plenty of expert advice before buying such an aircraft. Contact EAA's Aviation Services staff for advice; call 888/ EAA-INFO or e-mail info@eaa.org. The SP/LSA rule also established a new category of experimental lightsport aircraft or E-LSA. The manufacturer of these kits may complete up to nearly 99 percent of the work of building the aircraft, with the owner finishing the rest. Before selling such kits, however, the manufacturer must first build one aircraft to completion and show compliance with the consensus standards governing the construction of LSA. Building a kit can be a satisfying and educational experience, and it can save an owner thousands of dollars. Again, EAA has an entire support network through its Aviation Services staff to help those who want to build an LSA airplane kit. A number of previously manufactured ready-to-fly airplanes like J-3 Cubs, Aeronca Champs, Luscombes, and Ercoupes also meet the definition of LSA and thus can be flown by sport pilots. Experimental aircraft kits and ready-to-fly older aircraft cover a wide swath of airplane types-from tailwheel aircraft (taildraggers) to nosewheel aircraft (tricycle gear) to World War I and II reproductions to sleek new all-metal or composite aircraft- at a wide range of cost, offering sport pilots even more inexpensive aircraft choices. LSA have definitely made owning an aircraft more affordable. Financing and insurance are available for many LSA to allow a broader range of purchase opportunities for most budgets. Fly for Fun! If you've been fascinated with flying or seek a new adventure, SP/LSA may be your ticket to a glorious form of three-dimensional freedom. Never have we had so many choices of aircraft for such affordable prices. Why wait? Visit EAA's many resources and see where SP/LSA could take you. The sky is no longer limited!