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Q&A: What you’re asking

Common questions for your instructor
By Steve Krog

Q: I took some glider lessons many years ago when I was a kid, but had to quit. (college, marriage, kids, etc.) I’ve always wanted to fly but cost has been a problem. Recently, I found a glider school and started taking lessons again. It’s great to be back in the air! I think I would like to go on to flying powered aircraft. What is required to go from private pilot glider to either private pilot powered aircraft or an LSA rating?

A: First, congratulations on getting back in the air and enjoying the pleasures of flight. Now, regarding your questions:

1. 
   If you choose to pursue a sport pilot rating after obtaining the private pilot-glider license, you will need to obtain the necessary dual and solo flight instruction in an LSA aircraft to meet the proficiency levels required for the sport pilot rating. Next, you will need to take a combination of an oral exam followed by a flight checkride with a qualified certificated flight instructor (CFI). The sport pilot rating is considered an “add-on” to your private pilot-glider license.
2. 
   If you choose to obtain a private pilot airplane license, you will need to take and pass the private pilot-airplane FAA written test, complete the necessary flight training, and pass the Private Pilot Practical Test which consists of an oral exam followed by a flight test given by a designated pilot examiner.

Q: How much are pilot lessons? What “gotchas” should I be aware of? A little advice would go a long way right now.

A: The cost for lessons will vary anywhere from $90-$125 per hour depending on the type of aircraft being used and your geographic location. The sport pilot license requires a minimum of 20 hours of flight training (15 dual instruction and five supervised solo). However, I’ve been finding that it takes more in the range of about 30-32 hours. The private pilot license requires a minimum of 40 hours of flight training (20 dual instruction and 20 supervised solo).

Frequency of flight is a big factor. If you are able to fly 2-3 times per week, you’ll earn your license in far fewer hours than if you fly just once each week.

There really are no surprises throughout the flight-training course. You will need to do some studying, then take and pass the FAA written test. There is a $150 cost for taking the test. The checkride involves an approximate 2-hour oral test followed by an approximate 1-hour flight test. The examiner generally charges $300-350 for the checkride.

I’d be glad to put you in contact with a reputable flight school in your area. EAA maintains a very good list of flight schools.

Q: How do I get into flight school and how long does it take to qualify?
I don’t know if you are the right person to ask, but any advice/pointers you might have would be very much appreciated.

A: Thank you for inquiring about getting into a flight school. Unless you want to attend either a university or a technical school offering flight training, there are no real qualifications. Most all flight schools are either independently or club owned. I would need to know in what part of the country you are located to assist you in making contact with individuals and/or schools that can offer you the desired flight training.

Q: I am a private pilot and would love to get my helicopter rating. I took a ride in the Bell 47 while my two sons and I were at AirVenture and now I’m hooked. The only helicopter flight school in the southern half of Wisconsin I found is in Kenosha, but I was hoping that you might be able to tell me if there are any flight instructors for helicopters closer to Madison.

A: Thank you for your interest in learning to fly helicopters. The ride you and your sons took while at AirVenture must really have made an impression. In addition to Lakeshore Aviation in Kenosha, the only other source for helicopter training in the Midwest area that I have knowledge of is Sun Aero in Lansing, Illinois. You can check them out online at www.SunAeroHelicopters.com. Good luck with your helicopter training.

Q: I am interested in learning to fly and obtaining a sport pilot license. But I’m colorblind. I’ve been told that color blindness would prevent me from getting a license. Is this true?

A: Color blindness is not a disqualification for obtaining a sport pilot license. However, depending on the degree of color blindness, it may require that you fly with some restrictions. For example, if you are unable to interpret or differentiate between the red and green colors, you may be restricted from flying in Class B, C, and D airspace even if you obtained training and a logbook endorsement for flying in these airspaces.

Color blindness is more restrictive should you pursue a private pilot license. You would probably carry the restriction on your license that prevents you from flying at night, depending upon degree of color blindness.

Q: I have been blind in my left eye since childhood. Will this physical problem prevent me from getting a sport pilot license?

A: Being able to see with just one eye is not reason for disqualification from obtaining a sport pilot license, provided your seeing eye is correctable to FAA visual standards. However, you will be required to take your checkride with an FAA examiner rather than a designated examiner. The FAA requires that you demonstrate and perform safe flying techniques for them. They will then provide you with a waiver. I’ve personally trained two students who dealt with this situation. Neither had a problem getting a license.

Q: I am currently working toward a sport pilot license but am considering getting my private pilot license in another year. What is involved? Can I count my sport pilot time toward the private pilot requirements?

A: The sport pilot requirements include a minimum of 15 hours of dual instruction of which at least 2 hours are to be dual cross-country training and 3 hours in preparation for the flight test; 5 hours of solo flight which includes a solo cross-county flight of at least 75 nautical miles total distance, landings at 2 points and one leg of the flight at least 25 nautical miles straight-line between takeoff and landing locations; a sport pilot written test, and a combination of an oral test and flight test given by a designated examiner.

The private pilot requirements include 20 hours of dual instruction including 3 hours of cross-country training and 3 hours in preparation for the flight test; 20 hours of solo flight of which 5 hours are to be solo cross-country flight with one flight being of at least 150 nautical miles with landings at 3 points and one leg of the flight at least 50 nautical miles between takeoff and landing points; 3 hours of night flight; 3 hours of instrument flight, along with the private pilot written test and the oral and flight test given by a designated examiner.

There is one “Catch 22,” however. You must complete your sport pilot training and obtain a sport pilot license before accrued sport pilot flight time counts toward the private pilot requirements. In addition, the additional flight requirements will have to met, plus you will need to take the private pilot written test and the private pilot oral and flight tests.

Q. I’m still struggling to get the needle centered on VOR training. I tune in the OBS (Omni Bearing Selector), turn to an appropriate course heading and try to fly the needle while trying to pick points on the horizon as holding targets. The needle centers, then the needle swings left or right, I correct my course heading, towards the deflection, and work at finding the sweet spot.

A. Your question is a good one and asked often by flight students. The biggest mistake I find among students is the urge to make things happen too quickly. Here’s what I mean.

Flying a VOR heading or radial is no different than flying your pencil course line on the map. Remember calculating the wind correction angle in order to fly your desired course line? The same applies to the VOR, except we’re flying an electronic line rather than a pencil line.

When you are flying to a VOR:

Tune the OBS to center the needle and ensure that you have a “To” reading. Look at your heading on the directional gyro (DG). Hold the heading as steady as you can. If the needle begins to drift to the left and you’ve been holding a constant heading, you have a crosswind from the left that is pushing you to the right of your desired course.

As soon as you note the needle drifting to the left, change your heading by turning to the left, but just 10 degrees. Hold this heading constant for a minute or two. (Here is where students begin to get in a hurry. If the needle doesn’t move back to center in a few seconds, the student will begin to “chase” the needle.)

After a minute or two, check the needle. Has it moved further left? Has it begun moving right back to center? Or has it remained almost stationary with a constant but slight deflection to the left?

If it has moved further left, the wind from the left is quite strong and will require further correction. Turn left another 10 degrees and repeat until you get the needle to stabilize. Once stabilized you can make additional minor 5-10 degree corrections to the left to get the needle centered.

As the needle begins to drift back to center, you will need to reduce the wind correction angle you’ve been flying. Using a shallow bank turn, begin turning to the right about 10 degrees and then hold the heading.

As an example, let’s say the OBS originally told us that to get “To” the VOR we had a course set in of 090 degrees and we turned to 090 degrees. However, the needle drifted left. So, we turned left 10 degrees to 080 degrees. The needle stabilized telling us that we have to hold a 10-degree wind correction angle to hold the desired course. However, at this point we’re still right of course.

Then we turned another 10 degrees left to 070 degrees and the needled began drifting back to center. As the needle began moving, we initiated a shallow turn to the right back to 080 degrees. The needle is centered and remains centered until reaching the VOR.

Once crossing over the VOR, let’s say your instructor told you to track outbound on the 180 degree radial.

1. Turn the OBS until 180 is set under the arrow.
2. Turn the airplane right to 180 degree.
3. The needle is now right of center because of the time it took to set and make the turn. We need to intercept the radial.
4. Turn 30 degrees to the right (toward the needle) to 210 degrees. We’ve now established a 30-degree intercept angle.
5. Have patience. Depending on the winds and the speed of your airplane it may take 2-3 minutes before the needle begins moving back toward center.
6. As the needle moves to the center, slowly begin taking out the 30-degree intercept until you are back on the desired 180 heading and the needle is centered.
7. Now, if the needle drifts left or right, begin using the 10-degree wind correction angle changes as described above.

It will take both practice and patience to get and keep the needle centered. Also, you’ll need to be very conscientious on holding exact headings.

Here is a review for using the VOR:

To intercept and fly a radial away from a station, the pilot should turn the OBS until the desired radial is on top of the VOR indicator. With that done, the “To/From” indicator should show a “From” indication and the CDI will deflect in the direction that the pilot must turn to intercept the desired radial. In other words, turn toward the needle.

To fly directly to a VOR station, turn the OBS until the CDI needle is centered with a “To” indication. The heading to the VOR station is on the course index. All you need to do is turn until the aircraft’s heading matches the number on top of the course index. If there is no wind to blow you off course, flying this heading will take you directly to the station. Adjust the CDI to keep it centered since your objective is to fly to the beacon and not to track any specific radial.

To fly a specific VOR radial inbound to a VOR station, use the OBS to place the radial you want to fly inbound on the reciprocal course index on the bottom of the VOR indicator. You should have a “To” indication, and the CDI needle will deflect in the direction you need to turn to get to the station. (Once again, turn toward the needle.)

Q. What can a person do when diagnosed with diabetes and a thirst to fly? From what I've read, the illness prevents the issuance of a medical certificate.

A. Getting a third class medical will take some persistence on your part but it is certainly doable. You should first read the FAA requirements to obtain a Third Class Medical if you have diabetes requiring the administration of insulin. Also, consult the list of EAA Medical Advisers, aviation medical examiners (AMEs) who assist members in obtaining their medical certificates. (List is located on EAA Members Only website – log-in required.)

Depending on the type of flying you plan to do, have you given thought to pursuing a sport pilot license rather than a private pilot license? The sport pilot license does not require a third class medical certificate. Before making a determination of which path to pursue, it would be worthwhile to check with one of the EAA adviser AMEs and get an opinion.

Q. In reference to the last newsletter, I have a comment about the answer to the question regarding whether one could do sport pilot student training in a non-LSA (light-sport aircraft). The answer given was that a student sport pilot can take dual in any plane (I agree), and that all solos must be in an LSA (not exactly). If a medical is not an issue, the student can just get a third class medical and build all sport pilot solo time in any plane.

We have a shortage of commercially operated LSA in my area and have used a Piper Cherokee to get all the dual and solo training completed. Then we get students checked out in an LSA that may not include any solo flight. As long as I agree to be PIC (pilot in command) as the flight examiner (I do), I can give the checkride in the LSA. This allows us to use an LSA without the problems of student solo insurance. The last time I did this we went from a Cherokee to a Taylorcraft. Of course, it adds extra training, but it gets the job done.

A. Thank you for your response. In light of the LSA shortage in some areas, you've arrived at a unique solution to help a student obtain a sport pilot license. I work with three designated examiners. Two will not accept responsibility for being PIC, but the third will do so in certain situations.

Your approach will also work provided there are no medical issues that could possibly deny the student from obtaining the third class medical. If denied, the student’s done flying.

Q. Is a BFR (biennial flight review) required for sport pilot?

A. Good question, Bob. The answer is, yes. The BFR – which the FAA now simply calls a “flight review” - requirement applies to all pilot ratings.

Q: What can a fellow do when diagnosed with diabetes and a thirst to fly? From what I’ve read, the illness prevents the issuance of a medical certificate.

A: Before I would attempt to correctly and thoroughly answer your question, I would need to know what kind of diabetes - Type I, Type II, or Diet Controlled diabetes - and how long ago you were diagnosed.

But I can refute one part of your question: the illness does not prevent the issuance of a medical certificate. In recent years the FAA has revised its view on diabetes and flying. Previously, diabetes prevented a person from pursuing the pleasures of flight.

Getting a Third Class Medical Certificate will take some persistence on your part but it is certainly doable. Obtain the FAA requirements to obtain a Third Class Medical if your diabetes requires the administration of insulin. (See the EAA Members website-log-in required.) Then find an EAA-affiliated Aviation Medical Examiner (AME) located in your area. These are unpaid medical advisers to the EAA who freely advise/assist EAA members pursuing medical certificates. A list of AMEs can be found here.

Depending on the type of flying you plan to do, have you given thought to pursuing a sport pilot license rather than a private pilot license? The sport pilot license does not require a Third Class Medical. Before making a determination of which path to pursue, it would be worthwhile to check with one of the adviser AMEs and get an opinion.

Q: It’s my understanding that I can do “some” training for a sport pilot certificate in a different plane such as a four-passenger Cessna and not entirely in a LSA. Can a third person besides the CFI and the student be in the plane during student training?

A: You understand correctly. You can take part of your sport pilot training in a non-LSA airplane. Dual instruction is allowed. All of your solo flights must be made in an LSA airplane and you must take your checkride in an LSA airplane. It is permissible to have a passenger along on a training flight, assuming you’re training in a 4-passenger plane, and provided you and your instructor are both in agreement on having the passenger along with you.

Q: I’m interested in learning more about LSA training. I live in Berkeley, California, adjacent to Oakland, California.

A: My first suggestion would be to do the following: 1) Visit www.sportpilot.org, 2) Scroll down the left side and click on “Find an Instructor.” 3) Pick a state – in your case, California - click “Go” and the entire list of instructors and/or flight schools in California that provide flight training in light-sport aircraft will appear. Scrolling down the list, I find that Bennie Harris, who is located near Oakland, provides LSA training in an Aeronca Champ. His phone number is 510-633-1972.

I’m not familiar with the locations of many of the names on the list. You might find others that are also located near where you live. If you have any other questions, please don’t hesitate to email them to me.

Q: I am 24 years old and have an interest in learning to fly. Would you recommend pursuing the sport pilot or private pilot license?

A: I find it enlightening that you have an interest in learning to fly. I need to ask you a few questions before answering your question. Do you have any health issues that may prevent you from obtaining a third-class medical certificate? This would include things like high blood pressure, asthma symptoms, etc. Second, what type of flying do you anticipate doing? Purely pleasure daytime flights? Occasional business-related flights? Night flights? Cross-country flying? If you anticipate local daylight pleasure flights only, then the sport pilot rating would be adequate. But if you think you might use the airplane for business flights, or fly at night, or desire to take more than one passenger with you, then I’d recommend pursuing the private pilot rating.

I also suggest that you not be in a rush to make your choice. Approximately the first 10 to 15 hours of flight training are the same for sport pilot and private pilot. Begin your flight lessons and then make a decision after you’ve flown for a few hours.

Q. This summer I'll be going through my Sport Pilot training. With that in mind, I would like to know the optimal training schedule that will get me through training without completely overloading my brain or having to remember what I did last. What do you think? Once a week, three times a week, etc?

A. The optimal training schedule is often dependent on your availability and work schedule. Depending on where you are located, weather can also be a factor. Based on my experience, scheduling flight lessons three times per week works best. This will allow you time to absorb the lesson just completed, as well as prepare for the next lesson. Very little flight review time at the start of each lesson is needed when flying three times per week.

Q. Do you find older students harder to train?

A. No, I really don’t find that to be much of an issue. However, training methods used considerably differ. During the past year I’ve worked with students ranging in age from 14 to 73. The younger students generally require little explanation of the “how’s & why’s” for any given training maneuver, while the older students ask more questions and want to know “how & why” a maneuver is done. For this reason I generally spend more time explaining the lesson and preparing an older student prior to the flight. Older students are much more critical of themselves than younger students because they have had years of experience perfecting whatever it is they do for a profession. Consequently, when a maneuver, such as a landing, doesn’t come to them quickly, they get frustrated. This requires using a calm voice when correcting the student and a reminder to not be so tough on themselves. Getting them to relax is the key. Looking back over the detailed flight records of the students with whom I have flown, I find that, on average, it takes about two more hours to solo an older student.

Q. I weigh 330 lbs. Am I foolish to think I can fly a sport-pilot type aircraft?

A. You pose an interesting challenge, Mike. Weighing in at 330 lbs. is going to limit the number of Light Sport Aircraft in which you will be able to fly. For example, a Piper J3 Cub has a maximum allowable gross weight of 1,220 lbs. Subtract from that the average empty weight of 750 lbs. and you have an useable weight of 470 lbs. Subtracting your weight from that and you have only 140 lbs. with which to cover the weight of your instructor, required fuel, and oil. So a Cub is definitely out of the question.

I would suggest that you visit the EAA website: www.sportpilot.org. Scroll down the left side menu to “Aircraft.” Check out the S-LSA and the Standard Category aircraft for a list of all qualifying aircraft. There are approximately 60 at this time. Unfortunately, the listing does not include the aircraft empty weight/useful loads so it will require a little time and research on your part to investigate the various aircraft. You will need to search for an airplane that has an approximate 465 lb. or greater useful load to meet the minimum requirements for flight.

Q. I have very much enjoyed the continuing series of articles by Steve Krog. In his article dated 10/08, he mentions:

“Let us not forget from our ground school instruction that larger aircraft in a landing configuration (gear down and flaps down) create quite an air disturbance and significant vortices are generated.”

Pilots need to know that the vortices are worst when the lead aircraft is heavy, slow, and without flaps or landing gear deployed. In other words, the vortices are worst when the lead aircraft is heavy, slow, and clean.

I suspect that Steve knows these details. Just checking to be sure...

A. Pete, we are both correct. As I stated, large aircraft in the landing configuration create quite an air disturbance. However, to confirm your statement, the Airman’s Information Manual (AIM) clearly states in Section 3, Paragraph 7-3-3, the greatest vortex strength occurs when the generating aircraft is HEAVY, CLEAN and SLOW. I’m quite certain that a student can expect this question when taking either the sport or private pilot written exam.

Q. What is the required equipment in a plane for a private pilot check ride? I am looking at a Piper PA-20 to learn to fly in. Is this a good choice?

A. First, congratulations on making the decision to learn to fly. You’ll find it to be challenging but positive, and the enjoyment it will bring you is incomparable.

The Piper PA-20 Pacer is a great little airplane. It is economical to operate and will carry quite a good load of passengers and/or gear. As stated in the Federal Aviation Regulations (FAR’s), Part 91.205, for the airplane to first be legal for VFR flight during the day, it will require the normal instrumentation including: airspeed indicator, altimeter, compass, tachometer, oil pressure gauge, oil temperature gauge and fuel gauge(s). For night VFR flight you will additionally need: approved position lights, a rotating beacon (because your airplane was certified prior to August 11, 1971), and an adequate source of electrical energy for all installed electrical and radio equipment.

To complete your private pilot flight training in the PA-20, you will also need to have instrumentation to be able to fly solely by instruments. Usually, your flight examiner will accept having a turn & bank/turn coordinator to meet this requirement. Used in combination with the airspeed indicator and altimeter, you will be able to meet this portion of the training and flight test requirements. Additionally, the examiner will usually want you to demonstrate the use of some means of radio navigation such as a VOR or a GPS. This is entirely up to the examiner though, so you and your flight instructor may want to talk with the examiner.

Q. Can I take a passenger with me once I have a sport pilot certificate?

A. Yes you can, but the sport pilot certificate limits your flight to aircraft with only two seats, one for you and one for a passenger.

Q: I am a sport pilot. If I get my 3rd class medical and work on my private pilot rating, how do I solo a Cessna 172? Since I have no student license (replaced by the sport pilot certificate) does the instructor just make a logbook solo authorization? The medical will just be a medical certificate, not a student license.

A: Once a pilot holds a pilot certificate there is no longer a need for a separate student pilot certificate.  The flight instructor will simply make a specific endorsement in your pilot logbook that will authorize you to solo the aircraft for which you do not hold an appropriate certificate or rating.

Q: As a student sport pilot, I have some concern about the design safety of a low-wing aircraft with a bubble canopy. If a mishap would occur during landing, such as a collapse of the front gear, and the aircraft would somehow flip over on its top - you would be trapped. Right? Therefore, is a high-wing aircraft a better choice in this scenario? - Dan H.

A: You have posed an interesting question. I’ve asked your question of a number of pilots based at my airport. Several own and regularly fly low wing airplanes and an equal number own and fly high wing aircraft. After some discussion, the response was near unanimous. Should a low wing bubble canopy aircraft flip over on its top, it would be more difficult to extricate yourself. However, even a high wing airplane can pose a problem. If the high wing/cabin structure collapses, it will prevent the doors from being opened.

Q: I realize that a student with a sport pilot student certificate cannot fly solo in a non-LSA aircraft. Can a sport pilot student fly a non-LSA aircraft dual with the flight instructor? Is the flight instructor not the PIC? Is an LSA required for dual instruction?

A: A student sport pilot is allowed to take and count dual instruction from a CFI in a non-LSA aircraft. In fact, a student sport pilot could take all dual training in a non-LSA aircraft. However, the sport pilot student must complete all solo flight requirements and take the sport pilot checkride in an LSA aircraft. The CFI would be the pilot in command (PIC) for any of these flights.

Q: I am approaching retirement age and will soon have time to pursue my life long dream of learning to fly. Do you find older students harder to train?

A: First, congratulations on a successful career and second, congratulations again on keeping your passion for flight alive and now acting on that dream. I have worked with students that range in age from the early teens to the late seventies. All were quite capable of learning to fly. It really depends on the individual.

Q: Who was the winner of the $5,000 Learn to Fly package given away at AirVenture's Learn to Fly Discovery Center this year?

A: Michael Surls, EAA 306048, of Marshall, Michigan. You can read about it here.

Q: Have you seen an increase in the number of students working towards their Sport Pilot Certificate?

A: Yes, definitely. Two years ago I worked with my first sport pilot student. Last year I trained four sport pilots. Currently, our student pilot make up is about four Sport Pilot students of every ten. However, I also have a “wait list” of 12 individuals wanting to begin lessons. Ten of them want to be sport pilots. Though Sport Pilot has existed for about four years, it’s really caught on in the last 6-8 months, at least in Southeastern Wisconsin.

Q: On average, how many students do you typically train at a time?\

A: Cub Air Flight is a rather small flight school.  Currently we have 18 active students and 12 more on the "wait list.”  In addition to myself I have one other full-time instructor and am making arrangements to add another part-time.

Q: Thank you for publishing Reach for the Sky. I would like to receive a list of the various books required for studying to pass the written exam. I cannot pass the physical. What limitations are involved? What kind of license can be obtained? I live in Delray Beach, Florida, where are the closest schools or instructors within a reasonable traveling distance? I presume a sport pilot license has certain restrictions and the instruction might be handled differently.

A: First thank you for your comments on the e-newsletter. You’ve asked a lot of questions and I’ll try to answer them for you.

There are several good textbooks as well as self-learning sport pilot DVD packages currently available. Sporty’s Pilot Shop produces and sells the sport pilot DVD ground school training program. ASA offers a textbook, study guide, and practice test sport pilot package. And I’m sure there are other publishers doing the same. However, I’m most familiar with these two sources.

Regarding a flight physical, have you ever been denied a flight physical? If so, there are many more hoops to jump through before proceeding with sport pilot training. Assuming you’ve never been denied but do have a valid driver’s license and you’re in reasonably good health, then you are physically qualified to fly in the sport pilot category. You then need only visit your local FAA Flight Standards District Office (FSDO) and obtain a student permit.

Sport pilot licensed individuals are limited to flying under visual flight rules (VFR) day and only in aircraft meeting the light sport aircraft (LSA) criteria. You may carry one passenger and you’re restricted from flying in Class A, B, C and D air space unless additional training and logbook endorsements are acquired.

There are a number of LSA instructors as well as sport pilot flight schools in Florida. Visit SportPilot.org for locating one or more near you.

Good luck in pursuing your dream of flying.

Q: The sport pilot requirements call for 20 hours: 15 hours of instruction and 5 hours solo. My question is, can solo flight be started prior to completing the 15 hours of instruction? How many hours can a CFI not instructing in an LSA apply to a student’s total hours of instruction since the student will be required to solo in an LSA?

A: A student sport pilot may take and accrue an indefinite number of flight training hours in non-LSA aircraft. I recently began flying with a student who had nearly 100 hours of Cessna 172 time. However, all solo flights (as well as the sport pilot checkride) must be done in an LSA-qualified aircraft. If your flight instructor feels you are ready to solo, he or she can solo you at any time during the 15 hours of instruction.

Q: I currently hold the private pilot - airplane, and commercial pilot and flight instructor - glider ratings. I’d like to become a sport pilot instructor. Must I take the flight instructor written tests again?

A: Your question is actually quite easy to answer. You have already taken and passed the private pilot - airplane written test so you meet the powered flight requirements. You’ve also taken the instructor - glider written tests so you need not take either of the two-part instructors written tests. What you are required to do is receive enough instruction to take and pass the oral and flight-tests which will be conducted by either a qualified Designated Examiner or an FAA Examiner.

Q: I read and enjoyed your article about ground reference maneuvers. I’m having a hard time with them. It is hard for me to be patient in the upwind segments as these can be much slower because of the slower ground speed. The downwind segments tend to be more rapid. The brain wants equal time segments for each 90-degree arc.

A: It takes patience. Try to visualize what the airplane is doing as you practice your “S” turns. Think about where you want the airplane to be and then make it go there.

Q: I am considering taking flying lessons but am wondering about several things: 1.) Is it worth considering a sport pilot license since the cost is so much less? 2.) Where would I find a good, reputable, and certified sport pilot in my area? I live near St. Paul, Minnesota, in the 55112 zip code.

A: Congratulations on your interest in learning to fly. I must warn you, it can be quite satisfying as well as addictive! Deciding to pursue a sport pilot over private pilot rating will depend on what types of flying you plan to do. While sport pilot is more economical, it’s more restrictive. If you think you’d be doing a lot of area pleasure daytime flying, then sport pilot would be the way to go. However, if you want to do cross-country flying, flying at night, or take more than one passenger at a time, you’ll want to go for your private pilot. I suggest taking about 6-10 hours of flight training and then make your decision, as the training is nearly identical for both ratings up to that point.

To locate a sport pilot instructor and/or school, visit www.SportPilot.org/instructors/index.html.

Q: I started taking flying lessons at Airtax at New Orleans Lakefront airport in 1977. I soloed and accumulated about 40 hours. I did a cross-country solo from Lakefront to Baton Rouge to Lafayette, back to Lakefront, and one from Lakefront to Gulfport to Meridian, back to Lakefront. For some reason, I never did take the FAA exam (I think I was afraid to take a written test, although I have a BA in Government, a BA in History, and a MA in History). My wife and I moved to Montgomery, Alabama, in December of 1981, and I would like to start flying again. Do you recommend any flight schools here? I am 65 years old, and in excellent health. Can I still get a license? I never took my logbook with me, and it was destroyed in Katrina. I still have the receipts for all of my flights, with times and cost.

A: Whenever someone is “bitten” by the aviation bug it can become addictive. Sometimes it remains dormant and then surfaces, such as in your case. Sixty-five is not too old to resume flight lessons. I just finished with a sport pilot student who is in his early 70s and I’m flying with another who is 77.

The first thing to do is locate a flight school in your area. To do this, go to www.SportPilot.org. Then select “Flight Instructors” from the pull down menu. This will provide a sub menu where you select the state in which you reside (Alabama). You’ll now have a list of flight instructors and flight schools offering sport pilot training in your state. Find one or two located nearest you and contact them.

You indicated your logbook was lost but you still had the receipts from your previous flight training. Be sure to take these receipts with you when you visit the flight school. They may be able to credit you with the previous flight hours you accumulated, which would definitely shorten the time and expense to earn your rating. Welcome back to the great world of sport aviation!

Q: I am interested in learning to fly and would like to obtain a private pilot license, but I am not sure where to start. I don’t have any flight experience. I live in Oshkosh and I love to attend EAA AirVenture Oshkosh. Could you please recommend a flight school?

A: Congratulations on your interest in learning to fly. Because you live in Oshkosh, I would first suggest attending EAA AirVenture and visiting the EAA Welcome Center (previously EAA Member Village). There you will find a lot of information on learning to fly. I also recommend paying a visit to the National Association of Flight Instructors (NAFI) tent as well as the Learn to Fly Center, where you’ll have opportunities to visit with many Certificated Flight Instructors (CFI) who volunteer their time to answer questions like yours. Check out the Yellow Pages for flight schools in or near Oshkosh. I believe there are at least two schools based on the field. Visit each and then make your decision. Finally, I encourage you to read the back issues of Reach For The Sky, which contain some recommendations about what to look for in a flight school.

Q: Can you PLEASE resend me the Reach for the Sky newsletter for April? My boss came in and messed with my computer and deleted it. I really appreciate getting this every month. I think you are doing a great job. Thank you!

A: I’d be glad to resend the April newsletter. Thanks, too, for your comments. And if your boss deletes your newsletter in the future, visit www.SportPilot.org/learntofly/issues/ for an online archive of Reach for the Sky.

Q: I passed my medical examination and continued my student pilot training. The FAA then “recalled” my medical certificate until I completed a battery of rather expensive medical tests. So, I quit the training. That was over 20 years ago. What would I have to do to get back into the cockpit for a sport pilot license?

A: The “recall” of your FAA medical certificate is considered a “denial” based on the current Federal Aviation Regulations (FARs). Before you could become a sport pilot, you would first need to get your third-class medical certificate reinstated. Tests the FAA required over 20 years ago may have been amended or may not even apply today. Once you have a valid third-class medical you then have the option of allowing it to expire and switching to sport pilot operations and limitations, which require a valid driver’s license only. Until you clear up the denial from your record though, you will not be eligible to fly, even at the sport pilot level. You may also want to discuss your situation with a representative of EAA’s Aeromedical/Legal Advisory group for guidance on how to pursue reinstatement. Their number is 888-322-4636.

Q. Is there a list of flight schools that offer a one-week sport pilot camp or vacation that you can point me to?
A. At this time I am not aware of any flight schools that offer a one-week LSA pilot camp. I would recommend that you continue to check EAA’s sport pilot website (www.SportPilot.org) from time to time as I’m sure a camp like this would be listed on the website if it were offered by someone. Also, check EAA’s Calendar of Events website (www.EAA.org/calendar). A camp like this might be listed there as well.

There are flight schools offering weeklong, concentrated sport pilot training courses of which I am aware. Check with the flight school nearest you and see what it offers.

Q. I am 12 years old. When should I start learning to fly if I want to get my certificate when I turn 16?
A. You are to be commended for your strong interest in learning to fly. You can begin flying lessons at any age provided you can adequately reach and operate the controls of the aircraft. I’ve started training students that are your age and even younger. One avenue you might consider is pursuing a private pilot glider rating. You can solo a glider at age 14 and earn your rating at age 16. Another suggestion would be to begin taking lessons in powered aircraft on an every-other-week schedule. Flying more often than that would prepare you for soloing well before your 16th birthday. Waiting around for a long period of time until you’re old enough to solo may be boring!

Q. I am—or was—a private pilot but haven’t flown in more than 10 years. At that time I was flying a Cessna 172. What would I have to do to get current and fly as a sport pilot?
A. First, I assume that you were never denied on a flight physical and just let your third-class medical certificate expire when you discontinued flying. If that is indeed the case, you won’t have to obtain another medical certificate to fly as a sport pilot provided you have a valid driver’s license.

That said, it will take about six to 10 hours of dual instruction to get you current in a light-sport aircraft, depending upon your experience. You can expect to spend an equal amount of time in ground school getting current and up to speed on regulations and airspace requirements/limitations.

Q. I was reading last month’s Q & A and saw the question about the 12-year-old son learning to fly. My son is 13 and has been counting the days until he’s 16 and can solo since we started his “flight school fund” two years ago. I had assumed that we wouldn’t start his lessons until he was 15 (and saved enough to pay for the training!) but from your response, it seems that there are other options that we should consider.

We live in Duluth, Georgia, and I know there’s an EAA chapter in Lawrenceville, which is just a few miles away, but I’m not sure how to begin the process/discussion. Do I just show up and start talking to someone? Can anyone train an under-age pilot wannabe or do they have to have special training or certification(s)? And is flight school pay-as-you-go or do you have to pay for it all upfront?

A. EAA Chapter 690 is located near Lawrenceville. The President of the chapter is Deb Huffman and her phone number is 770-483-0245. Give her a call. I’m sure she will be able to help you out. As I recall, this chapter is quite active in promoting aviation to young individuals.

Flight training can begin at an earlier age. One option you and your son might explore is glider flying. One can solo a glider at age 15 and obtain a glider private pilot license at 16. Glider flying is also excellent training in preparation for flying powered aircraft.

I have started students as young as 12 but I slow the progress of flight training so that they reach the skill level for solo to coincide with their 16th birthday.

Q. How does one remember all of the different classes of airspace?
A. First, refer back to the Q & A section of the February issue of Reach For The Sky. Additionally, Bob Arthurs offered this suggestion. When addressing Class B, think of busy; Class C, of crowded; Class D, think of dense; Class E, think of enroute; and Class G, go for it. With those I have instructed over the years, this provides a little more “sticking” power for the memory.

Q. I am very interested in flying. But the cost is so much and I don’t know how to earn it. How did you earn enough money to get your private pilot license?
A. I have worked with a number of young students in the past. Currently, I am working with two who are in a financial position similar to yours. What we have arranged is this: After school and on weekends they work for me at the airport in exchange for flight time. They wash and wax airplanes, keep the hangar clean and organized, and assist me with any number of other tasks that are required at the airport. One of the two students also cuts my lawn during the summer to help with his flight costs. Trading labor for flight training has worked out very well. If you are truly interested in learning to fly, I’m sure you’ll be able to work out a plan to make it happen. It comes down to how bad you really want it!

Q. I have just begun flight training (for fun—I hope) and am wondering about insurance. Should I get some sort of liability insurance? What coverage do I have when I am with an instructor—do I need more? Any help will be appreciated.
A. Virtually every flight school carries liability insurance covering flight training operations. However, for additional peace of mind, you might check into “Renter’s Insurance.” Ask your flight instructor or the flight operations manager for information and recommendations.

Q. Can I take sport pilot lessons in aircraft other than light sport aircraft?
A. Yes you can. However, all of your solo flights must be in light sport aircraft and your flight checkride must be done in a light-sport aircraft.

Q. I have limited time and training in a Piper Tomahawk and a Cessna 172, a total of about 45 hours over an extended period of time. Rather than pursue the private pilot license, I’d rather pursue the sport pilot rating. Where do I go to get a student license and take the sport pilot written exam?
A. You will need to visit the FAA Flight Standards District Office (FSDO) serving the area where you are located. Provide them with a photo ID and they can issue you a student license. The sport pilot written exam can be taken at any of the locations offering FAA written tests. However, before you can take the written exam you will need the signature of your flight instructor stating that you have studied and are prepared for the exam. Or, you can complete one of the sport pilot DVD courses. Upon satisfactory completion you will be issued a document stating that you are prepared for the written exam.

Q. I have a problem with parallax when landing. When I think I’m lined up with the centerline of the runway, my instructor tells me I’m pointing left. When I follow his instructions I feel I’m heading to the right of the runway. He is, of course, always right. Any advice?
A. Another student pilot answered the question as follows: I, too, was having a lot of trouble lining up with the centerline of the runway. When my instructor said I was lined up correctly, I felt I was way off to the right. One day when there was no one in the traffic pattern we lined the airplane up with the centerline and just sat there for a period of time. I took note of where the runway centerline was in relation to a reference point on the airplane. From then on I had no trouble getting lined up with the centerline either taking off or landing.

Q. I am a private pilot helicopter pilot. Do I need to take the written test and checkride to become a sport pilot?
A. First, I am making the assumption that you want to fly fixed wing light sport aircraft as a sport pilot. If that is the question, you need not take the FAA written test because the helicopter private pilot written test included “powered aircraft” questions. You will, however, have to obtain dual instruction in fixed wing aircraft, preferably light sport aircraft, and then take a proficiency checkride with a Certificated Flight Instructor (CFI) in a light sport aircraft to add the sport pilot rating making you legal to fly light sport aircraft.

Q. Does my non-light-sport aircraft flight training count toward obtaining a sport pilot license?
A. When you were training in non-light-sport powered aircraft were you obtaining your training from a Certificated Flight Instructor (CFI)? If so, the dual flight time logged can be credited toward the sport pilot rating. And if you had an FAA third-class flight physical and accrued solo flight time from a CFI, all of the solo flight time can be counted. You will need a minimum 15 hours of logged dual instruction (in either non- or light-sport aircraft) and a minimum of five solo flight hours in a light sport aircraft to meet the minimum requirements for taking the sport pilot checkride. In addition, you are also required to obtain at least three hours of dual instruction in light sport aircraft in the preceding 60 days in preparation for the flight test.

Q: I received my first issue of your newsletter and am very excited about finding out more about learning to fly. I've always thought about taking lessons but I've held back because of my fear of heights. Is this an obstacle?
A. I, too, had a fear of heights when I first began flight lessons. However, within about three hours I came to have a better understanding about lift and how the wing provided it. I also had a very good instructor who was willing to work with me at my own comfortable pace. To this day I still have a fear of heights when I'm standing on a ladder but it does not affect me in any way when I'm in an airplane. Don't let your perceived fear of heights prevent you from enjoying the great pleasure of flying.

Q. I have received several estimates from instructors stating that the cost to get a sport pilot license would run about $2,800-$3,500 or so. Is there a cheaper alternate to this procedure? I realize airtime is probably a given, but I'm looking for a price break if at all possible. Any ideas?
A. Congratulations on your interest in learning to fly! The price range you were quoted is about average. The sport pilot students that I've taught have been ready to take the sport pilot checkride somewhere in the range of 30-35 hours (depending on frequency of flight). Add to that the books and materials needed to study and take the FAA written test (about $75) and the cost of the checkride ($175) and you fall about in the middle of the price range you were quoted. The average cost for obtaining a private pilot license is about another $2,000 more because of the additional training required.

We'd all like to see flight training offered at a much less cost. However, with fuel, insurance, etc., it's hard to do it much more economically. At least the sport pilot option offers a new student an economical route to experience flight.

Q. I began my training in March 2007, received my sport pilot license in June 2007 and am currently pursuing my private pilot license and I'm taking instrument ground school. Does Reach for the Sky have value for me?
A. Wow, you are to be congratulated for your aggressive pursuit of your flight ratings. Reach for the Sky was designed, developed and targeted toward individuals young and old, male or female, who have an interest in learning to fly but haven't yet pursued that interest. I think you'll still find the e-newsletter content interesting and informative.

Q. Does being a girl make a difference with some flight schools and instructors? Are there any suggestions a girl would find useful to get into this field? Is AeroScholars a good idea for high school students to take if they are interested in this field? Are there any disadvantages from taking this course?
A. Being a girl and taking flight training should make NO difference, regardless of where you do the training. I personally like to train and fly with female students because they are usually better pilots than the males. If you plan on attending EAA AirVenture 2008, make a concerted effort to visit the various university flight school exhibits. I think you'll find each of them to be quite helpful and informative.

The AeroScholars program offered by EAA is an excellent program and I would highly recommend it to anyone who is self-motivated and has a keen interest in aviation.

Q. My son is now 12 and eager to try and learn how to fly. He has already gone up on one Young Eagle flight. I would consider lessons for him but do not know how to gauge the quality of flight schools. He is not interested in the Civil Air Patrol, and I am trying to figure out how to get him more opportunities to gain knowledge that would ultimately help him learn to fly.
A. I think it’s wonderful that your 12-year-old son has a keen interest in flying. Where are you located? I’d like to help you and your son connect with an EAA mentor and locate a flight school near you that will meet your needs.

I have been giving instruction for over 30 years and have worked with a number of 12-year-olds. Because they cannot solo an airplane until their 16th birthday, I usually set them up on a more relaxed schedule, flying 2-4 times per month. I find that most 12-year-olds adapt very well and are quite capable of flying solo well before turning 16. I don’t want the young student to get bored, so I just slow down the progress.

Another option might be glider flight training. Once we know where you are located we might be able to put you in contact with a local glider flight operation. Your son could solo at age 14 and get his private pilot glider rating at 16.

Q. Should I have any ground school training completed before I start lessons in the air?
A. Having some ground school completed before beginning your flying lessons will help but it is not necessary to have the ground school completed before flying. One thing I will caution you on though, it is sometimes very easy to put off the ground school until after you begin flying. Then, all of a sudden, it seems you are well into completing your flight training but haven’t yet studied and taken the written test. Now you’re playing catch up. Ideally, you would want to be taking flight lessons while working on the ground school.

Q. Are there any online ground schools available for sport pilot students? If so, may I have the web site addresses?
A. Currently, I am unaware of any online ground schools. However, the next best thing would be the ground school DVD sets available from several different sources (i.e. Sporty’s Pilot Shop). You can study at your own speed. Each segment runs about 15-20 minutes with Q & A at the end. The DVDs are interactive should you answer a question incorrectly.

Q. I hold a private pilot certificate but haven't flown in a number of years. Can I become a sport pilot without a written test and FAA checkride?
A. Your private pilot certificate never expires. So unless the FAA has rescinded it for some previous Federal Aviation Regulation violation, you are still considered a licensed pilot. If you've never been denied a third-class medical certificate when you were flying, but it has expired, you can fly as a sport pilot provided you hold a valid driver's license and fly according to all sport pilot rules and regulations. Before you would be legal and safe though, several hours of dual instruction followed by a Biennial Flight Review would be required. A Certificated Flight Instructor (CFI) or a sport pilot instructor can administer this. You will not need to re-take a written test or an FAA checkride.

Q. I'm interested in becoming a sport pilot. How long does it take to solo?
A. The number of flight hours before solo depends on several things. How often you fly? How quickly do you become adept at safely handling the airplane? What are the wind conditions you're experiencing while training? At what type of airport are you training? If you schedule and fly 2-3 times per week, are reasonably well coordinated, the wind is not a factor, and you're flying at a non-towered, not-so-busy airport, you can expect to solo in 9-12 hours. When flying only once each week or flying at a busy airport, it will probably take 1-3 additional hours.

Q. Can I take lessons in a non-light sport aircraft, such as a Cessna 152, and log those hours toward the required sport pilot training?
A. Yes, the flight training you may have taken in non-LSA can be counted toward meeting the requirements for the sport pilot certificate, depending on what was accomplished during that training. You must take a sport pilot written exam, be current in an LSA, and do your checkride in an LSA.

Q. I’m interested in flying. How long does it take to earn a sport pilot certificate?
A. The time it takes to earn the sport pilot certificate is dependent upon how often you’re able to fly. If your work/school schedule permits you to fly two or three times per week, you can complete the flight training in about two and one-half months.

Q. If I obtain a sport pilot certificate can I fly anywhere in the United States?
A. There are two answers to this question. With a sport pilot certificate you can fly in any Class E or G airspace within the United States. If you want or need to fly in Class B, C, or D airspace (airspace with control towers), you will need additional instruction and a logbook endorsement from your flight instructor before flying in Class B, C, and D airspace.

Q. Can I take a passenger with me once I have a sport pilot certificate?
A. Yes you can, but the sport pilot certificate limits your flight to aircraft with only two seats, one for you and one for a passenger.