Hi iFly172, I just wrote a long reply and my computer crashed! Hate it when that happens.
I'm 64, got my Sport Pilot license last Nov in a Flight Design CTLS. I also had a couple hours dual in a CTSW, which I enjoyed more for its "sportiness" as the LS was a bit stiff in the control handling for my tastes (they have a spring setup on the stick for the LS, which can make it stiff to move. Once they adjusted it to my tastes, and the throttle lever too, which was too sticky, it was fine.)
Generally, I couldn't agree more with the comments above: Light Sport flying is a great way to go. I've flown 15 or so models so far (I'm the light sport editor for Plane & Pilot magazine) so I get to try out a lot of birds and have a lot of fun.
Also, my training was interrupted frequently by traveling and weather in the northeast, and I still managed to get my Sport Pilot in 36 hours, though I'm not great stick and had minimal time at the controls the last 30 years.
I fact, I hadn't flown anything as PIC since the 70s, when I'd trained, then dropped it for the cost and complexity of dealing with Los Angeles's airspace. And I wasn't having any fun.
I stayed with hang gliding, which I'd started in 1973, then got into ultralight aircraft, but once Ultralight Aircraft magazine, which I edited, closed down after the industry was savaged by ABC news, I got into aviation photography as well as writing and editing and pretty much stopped flying on my own, except to hang out of photoship windows and doors photographing other airplanes, which is largely what I've done since.
So I didn't have any stick time to speak of except for a bit of hang gliding now and then, or taking the controls en route to a shoot, when I started my Sport Pilot training in March 2008.
I love light sport. It's a great development not only because it's less costly to operate (even though purchase prices and rentals are high in many cases because the airplanes are expensive -thanks, Economy, thanks dollar/Euro imbalance), but the hourly costs are reasonable as you're generally burning 3.5-5 gph, and you still have great performance (120 kts max straight and level) and can fly as high as 10,000'. No night flying, no IFR (unless you go on to get PP and other ratings), but for a lot of us, it's a great way to fly for fun and you can certainly go places. The CTLS for example can range out 1000 nm on one tankup!
Also, I'd guess you'd like the SW. It's shorter-coupled than the CTLS, and more sportscar-like, plus you'll need to learn some rudder skills as it likes rudder input for turns and in climbs and descents, but like any airplane, once you get familiar with it, I bet you'll find it a lot of fun to fly. Give yourself a couple hours before you decide though.
Plus like most LSA, its roomy, comfortable, has a glass panel (spend some time getting to know the menus between flights, it'll make for less head-in-cockpit time), and the visibility is terrific.
Also, it took me more than 9 months to get my ticket because of all the scheduling delays. I went often several weeks between flights, but thanks to my amiable instructor (who's since become a good friend) who was infinitely patient, and who consistently reminded me that you just do whatever it takes and don't expect every flying day to be the same, I did fine. Some days you're sharp, some days you're not. Fly accordingly.
My biggest challenge when I get rusty isn't flying the airplane: I'm completely confident in the left seat. It's the radio calls and protocols for transiting various airspaces that I get anxious about! Listening for other people on radio and knowing when they're calling me, and basically keeping all that "mental" stuff sharp: That's the challenge. So I'm practicing online with various courses from
Air Safety Foundation,
FAA FAST and the like to keep my thinking cap free of cobwebs, and that helps a lot.
Plus I do try to get up at least once every two weeks, which isn't enough to keep me happy but with winter weather it's often a stretch even then.
Main thing is, if I'm not feeling comfortable to fly on any given day, I'll have a pilot or hire a CFI to go up with me just to get the internal "good to go" zone humming along again.
Definitely give the SW a try: I think you'll love it for training. Just don't expect a lot of yourself the first couple flights: it takes a bit of getting used to after a heavy, minimal-rudder-skill Cessna. The sight picture out the SW nose, for instance, with it's tiny, snub-nose cowl, makes you think you're going straight when you're actually steering towards the sidelines. It'll take an hour or two to learn the proper line up visual cues. But all airplanes have their quirks.
Having said all that, I'll finish off by saying I had to drive almost 2 hours each way every time I flew, but never regretted it. And like someone noted above, you can have tapes or mp3 or whatever to listen to for practicing radio stuff, practical knowledge and so on when you think you need it, mentally rehearsing and visualizing what you're going to be doing that day and so on, so you're ready when you arrive.
And ck out
my P&P blog here on LSA stuff to give you frequent updates on LSA and its progress. This next year we'll be seeing a lot more FBOs offering LSA training. With the economy coming around, (we hope), there'll be a lot more folks of all ages getting into it too.
Best of luck to you!
Jim Lawrence
LSA editor, P&P magazine
