Hi Paul, the number of hours and cost of instruction are lower for the
LSA license and could be even lower if experimental and the older aircraft
that meet the LSA definition could be used for training.  The cost for
renting LSAs is not much less than a "real" airplane. Lower costs should
mean more pilots.  With out more new flyers personal aviation will be
greatly diminished.

Murry I Rozansky

I think the PP license requirements of X number of hours should be greatly
reduced
if one started with a LSA license. That would make sense for LSA.

However I don't really know what the rules are in regard to that.

Can one convert to a PP if one already has a LSA license?
If so what are the requirements?

Paul Lamar

Paul,
Yes, a LS pilot certificate can be upgraded to PP.  All you have to do is
meet the PP certificate requirements and take another FAA written and
practical test.

Interestingly, the LSA Practical Test Standards are almost the same as for
the PP PTS, except for additional PP requirements.  For example, LSA
prohibits night flying, flight above 10,000' msl, unless within 2,000' agl,
flight into Class A, B, C. and D airspace, etc.  A PP applicant must have
logged a minimum of 3 hours dual night flying, log 10 night landings, and
log a dual night Cross-Country of over 100 NM--unless he wants a certificate
prohibiting night flying.  PP also requires a minimum of 3 hours flight
solely by reference to instruments, whereas LS requires none.  FAR Part 61
covers all the details, including additional Cross-Country requirements.

The big current caveat to all this lies with the CFI's qualifications.  As
currently written, regulations do not permit dual given by a LS CFI to apply
to higher ratings.  EAA and AOPA are seeking a change to this rule.  But if
the CFI who gave the LS instruction is qualified to give flight instruction
at the Recreational, Private or higher rating levels, the LS training could
be counted toward PP certification.

A LS applicant can even receive some of his training in a 4-seat airplane
weighing more than 1320 lbs, but his practical test and subsequent flying
must be limited to LSA.

Again, for details see FAR Part 61.

Tom Parkes

Tom, Have you flown the Cessna Skycatcher LSA?
If yes are the ailerons coordinated?

Is ER considering buying those for PP training?

Paul Lamar

No I haven't flown the Skycatcher.  ERAU has purchased two 162 SkyCatchers
for their student intercollegiate Flight Team (they had been using 150 h.p.
C-152s), but I doubt you'll ever see it on the ERAU Flight Line.  Their
emphasis is on professional career pilots, not sport flying.  My overall
impression is that Cessna has skimped on the C-162 airframe to meet LSA
weight restrictions--possibly because the O-200 weighs more than the Rotax
in most other new LSAs.  The wing flaps don't even have a lock detent with
the flaps up.  Separate gust locks must be installed on the flaps, as well
as flight controls, when tied down on the ramp.

I have had one flight in a "Piper Sport", which has now been disowned by
Piper.  I was quite impressed by the Sport. Its airframe is more substantial
than the C-162.  It flies well and is quiet, but the Rotax would take some
getting accustomed to.

I'm now retired from ERAU.

Tom Parkes