The Sport Pilot Certificate has emerged as a popular option for aspiring pilots who want to experience the joy of recreational flying without the extensive time and financial commitment required for a Private Pilot Certificate. It’s been with us for two decades but there are still questions about the SP certificate. Here’s a rundown.
There are seven main categories of aircraft for which you can be a Sport Pilot, each with variations on training and pilot requirements specific to that Category. This article will be specific to the Airplane Category.
What is the Sport Pilot Certificate?
The Sport Pilot Certificate allows pilots to fly a Light Sport Aircraft (LSA). These aircraft are typically smaller, simpler and more affordable to operate. Key characteristics of LSAs include:
- Maximum takeoff weight of 1320 pounds (or 1430 for seaplanes)
- Maximum airspeed in level flight of 120 knots under standard atmospheric conditions
- Maximum stall speed of 45 knots in landing configuration
- Single, non-turbine engine
- Fixed pitch or ground adjustable propeller
- Fixed landing gear (except for seaplanes)
- Note that all of these are under the current LSA/SP rules and are likely to change when MOSAIC becomes reality next year.
Advantages of the Sport Pilot Certificate
- Less Flight Time Requirement: The Sport Pilot Certificate requires a minimum of 20 hours of flight training, compared to 40 hours for the Private Pilot Certificate. Typical training time from zero flight hours is 45 hours for a LSA certificate versus 65 hours for the Private Pilot License. For those with prior flight training experience, the average time could be much less.
- Simplified Medical Requirements: Instead of obtaining a FAA Medical Certificate, Sport Pilots can operate with a valid U.S. Issued Driver’s License if they meet certain criteria.
- Affordability: LSAs tend to be less expensive to rent, purchase, insure and maintain than larger aircraft of similar vintage and configuration, making flying more accessible. This is particularly so for Amateur Built Experimental Light Sport Aircraft (E-LSA).
- Recreational Flying Focus: The Sport Pilot Certificate is designed for recreational flying, ideal for pilots interested in personal enjoyment rather than commercial operations
Limitations of the Sport Pilot Certificate
- Daylight Operations Only: Sport Pilots are limited to flying during daylight hours in Visual Meteorological Conditions (VFR) only.
- Single Passenger: A maximum seating capacity of no more than two persons, including the pilot.
- No Commercial Operations: The Sport Pilot Certificate cannot be used for commercial activities, such as carrying passengers or property for compensation or hire.
- Aircraft: Fly a Sport Pilot-Eligible aircraft. These include aircraft designated as Special Light Sport Aircraft (S-LSA), Experimental Light Sport Aircraft (E-LSA) and certain legacy Certified aircraft that fully complied with the requirements of a Light Sport Aircraft at the time of initial certification.
- Altitude: Up to 10,000 feet MSL, or 2000 feet AGL, whichever is higher
- Airspace: Cannot operate in Class B, C, or D airspace, at an airport located in Class B, C, or D airspace and to, from, through, or at an airport having an operational control tower unless you have met FAA training requirements and received the required instructor endorsement(s).
- Location: You may not operate outside the United States, unless you have prior authorization from the country/countries in/though which you seek to operate.
- Who is Eligible for the Sport Pilot Certificate?
To be eligible for the Sport Pilot Certificate, you must:
- Be at least 17 years old
- Be able to read, speak, write and understand English.
- Hold a valid U.S. Issued Driver’s License
- Your application for your last FAA Medical Certificate cannot have been denied
- Your most recent issued FAA Medical Certificate must not have been suspended or revoked
- If you held a Special Issuance FAA Medical Certificate, it must not have been withdrawn
- Be free of any medical condition or medication that would make the applicant medically unfit to operate an aircraft
(Keith Wilson photo)
How to Obtain the Sport Pilot Certificate
- Find a Flight School or Independent Flight Instructor: Locate a FAA Certified Flight Instructor who specializes in and is experienced with LSA training.
- Complete Ground School: Study the theoretical aspects of flight, including aerodynamics, meteorology, navigation, regulations and aircraft systems.
- FAA Knowledge Test: Pass the FAA written exam, which covers aeronautical knowledge.
- Flight Training: Undergo dual instruction with your flight instructor, learning the fundamentals of flight maneuvering, takeoff, landing and emergency procedures.
- Solo Flight: Once you have demonstrated proficiency, you will be authorized to fly solo under the supervision of your instructor.
- FAA Practical Test: Complete the practical flight exam, demonstrating your flying skills to an FAA authorized examiner.
Existing Pilots Becoming Sport Pilots
A holder of a Private Pilot Certificate without a current FAA Medical Certificate can operate as a Sport Pilot if they meet the following requirements:
- Valid Private Pilot Certificate: They must hold at least a valid Private Pilot Certificate (or higher). They must also have a current Flight Review recorded in their logbook. They must only operate within the Category and Class ratings on the Pilot Certificate.
- Valid U.S. Issued Driver’s License: They must have a current and valid U.S. Issued Driver’s License. This serves as proof of medical fitness in lieu of an FAA Medical Certificate.
No Medical Denial/Suspension/Revocation/Withdrawal: Their most recent FAA Medical Certificate cannot have been denied, suspended, or revoked. Any Special Issuances must not have been withdrawn. - Compliance with Sport Pilot Regulations: They must comply with all applicable Sport Pilot regulations, including aircraft limitations, airspace restrictions and weather minimums.
- Important: Even if you meet all of the requirements, you are still responsible for determining your own medical fitness to fly. If you have any medical condition that could affect your ability to safely operate an aircraft, you should consult with a doctor before flying.
Is the Sport Pilot Certificate Right for You?
If you’re looking for an affordable and less time-intensive path to flying for personal enjoyment, the Sport Pilot Certificate may be a perfect fit. Before you start your training, be sure to research different flight schools, aircraft options and instructors to find the best resources for your journey into the skies.
My advice is that if you’re going for sport pilot for fun, buy an airplane first. I moved after getting my cert and haven’t flown in 5 years because the closest one to rent is 90 min away. I’m building my own Kitfox but it won’t be ready for at least another year.
Greg, you’re correct that finding a Light Sport Aircraft to rent can be challenging in many parts of the country. For some people, the only option is to buy a Light Sport Aircraft that’s already built or available as a kit. There are also a few older aircraft that meet the LSA requirements, and the FAA has a list of them on their website. If MOSAIC delivers on its promises, it should make a larger number of aircraft available to those who want to fly under Sport Pilot privileges.
I would like to know more ,I need to get past medical.
Unfortunately I have pre-diabetic conditions and pace maker ,so far
Private might be out .
Do you know of Alt way
Richard
I am not a physician or an aviation attorney. I cannot speak to your specific case; however, there are some general possibilities.
* If you have a U.S. Issued Driver’s License and held an FAA Airman Medical (1st, 2nd, or 3rd Class) valid on or after July 14, 2006, you may qualify for BasicMed.
* There is a chance that you may still be eligible for an FAA Airman Medical under Special Issuance.
This is a quote from the FAA: “The Federal Aviation Administration (FAA) denies only 0.1% of medical certificate applications. The FAA processes over 400,000 applications each year.”
They will require a substantial amount of documentation, but as long as you provide what they ask for, your chances of a Special Issuance are 99.9%!
The FAA has a “one percent rule” for Airman Physicals that goes something like this: The “1 percent rule” would result in a pilot being denied a medical certificate if their risk of a medical incapacitation (e.g. heart attack, convulsion, stroke, faint etc) was determined as being greater than 1% during the year (365 day period).
* Of course, there is also the Sport Pilot route, provided you have a U.S. Issued Driver’s License and your most recent FAA Medical Certificate has not been denied, suspended, or revoked, or any Special Issuance withdrawn.
* Please make a note of the following information:
* Gliders – Gliders come in different types such as Motor Gliders (Self Launch Glider), Pure Gliders (no motor), etc. These gliders do not require a U.S. issued driver’s license (you still need a valid U.S. government-issued ID). You can still fly even if your FAA Medical Certificate was denied, suspended, or revoked, or if any Special Issuance was withdrawn, under certain circumstances.
It’s not widely known, but many Aviation Medical Examiners (AMEs) will provide consultation services before conducting your official medical examination. If your AME doesn’t offer this service, they can likely refer you to another AME who does. They can advise you on your medical status before you submit your FAA MedXpress application and help you with any necessary pre-exam testing and documentation required for a Special Issuance.
Based on my personal experience, it’s beneficial to choose a HIMS-certified AME to submit your application, even if you don’t have a history of substance abuse. These AMEs have more experience with Special Issuance medicals, which is a crucial part of the process for Airmen with past substance abuse issues.
What is the Mosaic ruling?
If you are asking what is Mosaic, you will find a great deal of writing about that subject on this website. If you are asking if FAA announced anything new at AirVenture 2024, the answer is “very little.” This new regulation remains work in process.
Donald,
The FAA MOSAIC (Modernization of Special Airworthiness Certification) proposal aims to enhance safety and performance in the Light Sport Aircraft (LSA) category. The proposal introduces several key changes:
* Performance-Based Standards: Instead of the current weight limit of 1,320 pounds, MOSAIC proposes a performance-based standard using a maximum clean stall speed of 54 knots. This change would allow larger, more capable aircraft to be classified as LSAs – including four-seat aircraft though you will NOT be allowed to carry more than two souls onboard, including the pilot.
* Expanded Operations: MOSAIC would allow Sport Pilots to engage in some aerial work activities, such as pipeline patrol, aerial photography, search and rescue, and advertising. However, carrying passengers for hire would remain prohibited.
* Increased Safety: The FAA intends for these changes to encourage pilots to choose aircraft that meet higher certification requirements, promoting safety within the LSA category.
Key Points to Remember:
* MOSAIC is currently in the proposal stage, and the final rule may differ.
* The public comment period has closed, and the FAA is reviewing the feedback received.
* MOSAIC aims to modernize the LSA category, making it safer and more versatile while maintaining rigorous safety standards.
Overall, the MOSAIC proposal has the potential to significantly impact the LSA category by allowing for larger and more capable aircraft, expanding the scope of operations for sport pilots, and promoting enhanced safety.
As an S-LSA aircraft manufacturer I am going to tell you that the ultimate challenge, which if you were able to overcome all previous ones as described above, is to find an Sport Pilot DPE! And just so you know, an actual DPE can’t give you a Sport Pilot Checkride unless the DPE is qualified for LSA aircraft. I was dumbfounded when I learned this. Hopefully this will also change under the new MOSAIC ruling.
Kyle,
The current landscape of DPEs poses a significant challenge for all applicants. The high demand for DPE services across all categories, coupled with their limited availability, creates a bottleneck in the certification process. I understand that there’s a waiting list of people wanting to become DPEs. The actual bottleneck allegedly exists at the FAA, as the DPEs have to have a supervisory inspector, and they can’t hire those fast enough.
I can’t imagine it being very difficult for standard DPEs to expand their qualifications to include Sport Pilot Practical Exams. It most likely just entails some fees, paperwork, and online training regarding the Sport Pilot PTS/ACS. In almost every way, a Light Sport Airplane is just an airplane that’s on a diet. The fact that Practical Exams from Private Pilot up to Commercial/CFI can now be taken in an LSA is a validation of this. Regardless, the DPEs presently have no incentive to do so due to their existing workload.
As a 60 yr old Sport Pilot student who in 2020 was ready for a check ride with 65 hours total time flying the Aeroprakt A32, we could not find a DPE who would give a check out in the A32 when COVID hit. I kept current and remained hopeful, bought an Avidflyer Model C (I’m a 35yr A&P) but could not find a DPE who would get checked out in the Aeroprakt A32 annd give a check ride after COVID. I racked up over 125 hrs total time, and over 60 in the Aeroprakt. By the time a DPE decided in 2022 to perform check rides, I was diagnosed with a non-operable brain lesion at my brain stem.
Fast forward 2 years, now my medication for brain seizures prevents, me from ever holding that precious Sport Pilot certificate. The owner of the Aeroprakt sold his plane this year while it was in a flying club because he could not get DPE’s to get checked out in the aircraft. The aircraft had a Garmin G3X with a Garmin Autopilot. Rotax 912 ULS. DPE’s only care about the PP Certificated pilots.
I still own my Avidflyer SN 579. I thought the Sport Pilot Certificate was the best way to go, but after all this time, I wish I just did my PP Certificate in 2020.
Doug,
I am truly sorry to hear about your circumstances. I wish you all the best in managing your condition.
I have personally experienced some medical conditions that have complicated my twenty-five-year journey to obtaining a Private Pilot Airplane certificate. Despite this, I was able to obtain a Private Pilot Certificate (Glider) by training in a Pipistrel Sinus motor glider (self-launch), which is essentially a Light-Sport Aircraft with long wings.
Private Pilot Glider pilots do not require an FAA Airmen Medical. Under certain circumstances, they can still fly even if their most recent FAA Medical Certificate was denied, suspended, or revoked, or had a Special Issuance withdrawn. I am not sure if this would be a possibility for you; however, a consultation with an AME should clarify this. Your stick and rudder skills are completely transferable, especially in a motor glider like the Pipistrel.
Missed the look back for basic med. instead been flying LIGHT SPORT in my eligible Ercoupe for 4 years. Have a private SEL & Glider license. Added my tailwheel endorsement and have had 3 bi-annual flight reviews in a Cotabato GCBC , and 2 Skyhawks and 5 hrs dual in an RV-10 and 14+ hours of dual in an
AirCam.
1. Using LSP rules am I still barred from Class B,C, and D airspace?
Have EAB Buccaneer II amphib , want to get SES endorsement, requires 2 instructors to and 2 endorsements under LSP rules. Makes finding training hard to obtain.I can take traing in Super Cub a mile from my home for reasonable money. The sign off for a regular check ride would be one endorsement, Hard finding second instructor for second endorsement. Can’t do a DPE checkride because no DPE will get in the plane if you are flying on LSP drivers license rule, makes them the PIC.
2. Will MOSAIC force them to change, reconsider the double endorsement rule?
Did find a Searay training school 1800 miles away, but too pricey, nearly 2 1/2 times a convention float rating add-on , north of $4500 plus travel and lodging, ouch!!!
Michael,
I empathize with you about missing the BasicMed look-back window. I wasn’t flying in the early 2000s and didn’t keep up my FAA 3rd Class Medical Certificate, so I missed the look-back window. That has since cost me extra money.
I’m not an attorney nor am I with the FAA, I didn’t even stay at a Holiday Inn Express last night. I am just a guy that’s passionate about aviation and has his Ground Instructor Certificates (AGI/IGI) and Private Pilot Certificate. I’ll share my understanding of the rules and regulations regarding your questions and statements, but please don’t act on any of the below thoughts or statements without verifying with your instructor and/or the FSDO for further guidance.
Airspace Operations: If you hold a valid Private Pilot Certificate or higher, you already meet the statutory requirements to operate in Class B, C, and D airspace. I would recommend refresher training with a CFI, and an entry in your logbook if you haven’t used those skills in a while.
If you only hold a Sport Pilot Certificate, you must obtain additional training and an endorsement from an Authorized Instructor, as per 14 CFR 61.325. You do not require a “double endorsement” from two CFIs.
Double Endorsements: I believe that you are referring to the process specific to adding a new Category and/or Class to an existing Sport Pilot Certificate. I don’t know of it being used or required for any other purpose.
The training instructor provides the initial training and endorsement and then a second instructor verifies proficiency, acting in a role similar to a DPE, and provides their final endorsement. If FAA paperwork is required to be submitted, then the verifying instructor will be the one to submit that to the FAA. Again, in a similar fashion as a DPE.
Speculatively speaking, it’s likely that MOSAIC will retain this two-step endorsement process for adding a Category and/or Class to an existing Sport Pilot Certificate. Otherwise, it would revert to already overworked and overbooked DPEs and create even larger bottlenecks.
Sport Pilot Medical Certificates: Sport Pilots ARE required to hold a Medical Certificate for certain Categories of aircraft, such as the airplane category. The FAA does however allow the use of a valid U.S. Driver’s License as a Medical Certificate instead of one issued by the FAA. This is specified in 14 CFR 61.23(c). In essence, you DO have a Medical Certificate as far as the FAA is concerned, if you have a valid U.S. Drivers License, barring the exception below. Therefore you CAN act as PIC of a Light Sport Aircraft (LSA) if properly Certificated.
The exception would be if your most recent Medical Certificate was denied, suspended, revoked, or a Special Issuance was withdrawn. The pilot is therefore ineligible to operate as a Sport Pilot (depending on the aircraft Category, and even then with certain other caveats) until the FAA Medical Certificate is reinstated. Not only would you not be able to serve as PIC of a Light Sport Airplane, but you would be ineligible to take an FAA Practical Test. If your FAA Medical Certificate is simply just expired, without any adverse action by the FAA, then you’re normally good to go on a U.S. Drivers License.
If you’re having problems with the DPE accepting your U.S. Drivers License, and you haven’t had any problems with your FAA Medical Certificate, ask the DPE to get clarification from their lead at the FSDO. You could also just find another DPE more familiar with Sport Pilot regulations.
Hope this is helpful.
Just took my first (this time around – took 2 lessons in ’99, two lessons in ’07, both times thwarted by sudden expenses) Sport Pilot lesson on Monday, and have been looking to do this for more than 25 years.
The big problem with sport pilot certification is aircraft availability. The closest place to me with an LSA is 12 minutes away. But having friends who went there, a couple of whom eventually switched to somewhere else, I’m familiar with their reputation. They don’t maintain the SkyCatcher they have very well. The hour-builder instructors they have look down on people who aren’t looking to go all the way to ATP. And they want $2500 up front to get their “discounted” rate, which is still more than what I’m paying now, and they are known to drag out instruction before allowing solo or check ride, as if they’re milking students for all they can get. I’ve been in EAA more than 20 years (Lifetime member 732123), so I’m quite familiar with what to look for in a flight school, and this place isn’t it.
The alternative is the place I ended up going, a 75 minute drive awa, with an instructor closer to my age (I’m 56), and does it because he loves it. He’s in demand, and I was on the wait list for a year, leading up to my “first” lesson this past Monday. Another friend drives over 2 hours to get there, going past the place mentioned above to get there (she was a student at that first place).
Like I said, the biggest downside to looking for sport pilot certification is finding the plane to use, and the instructor to go with it. I’m looking forward to Mosaic, when it looks very much like a sport pilot will be able to rent a 172. It will still likely take some convincing to get instructors and flight schools to consider sport pilots, but we can pretty much be sure that at least some of them will do so without any qualms.
Rich,
It sounds like you’ve faced the exact challenges that many aspiring Sport Pilots encounter. The limited availability of LSA aircraft and instructors who truly embrace the Sport Pilot philosophy can be incredibly frustrating.
Unfortunately, some flight schools prioritize the full Private Pilot training path, regardless of a student’s goals. While their motivations vary, it’s definitely in your best interest to find a place that aligns with your Sport Pilot aspirations.
Your dedication and persistence are admirable! It’s wonderful that you finally found an instructor who shares your passion and is supportive of your journey. And you’re right, the upcoming MOSAIC rule has the potential to significantly expand training options for Sport Pilots.
The ability to train in legacy aircraft like the Cessna 172 will be a game-changer. Hopefully, it will also encourage more flight schools and instructors to embrace the Sport Pilot Certificate.
Congratulations on taking that first lesson (again)! Here’s to many more enjoyable and fulfilling flights on your Sport Pilot journey!