TangoEchoAlpha
Pre-Flight
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- Nov 24, 2015
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WK95
Suppose you could give suggestions directly to the policy makers. What would you suggest?
Here's what I'd suggest.
- Since the proposed new Part 23 classification of aircraft is performance and number of seats, the pilot license structure should also be changed. Namely, the licenses and ratings give access to particular levels of aircraft and performance.
For example, a LSA license would allow access to Level 1 (Simple) Aircraft up to 120 kts with other limited flying privileges. A Recreational license would grant access to the rest of Level 1 Aircraft with less restrictions. A Private pilot license would grant access to the other levels of aircraft. However, ratings will still be needed for complex, tailwheel, high performance, and the like.
This will streamline the licensing structure as well as make it very clear to pilots just what planes they can fly. Based on it, an LSA pilot could fly a Cessna 152 or a Piper Cub following tailwheel training. The idea of this is to open up more existing aircraft to lower level training. This reduces the cost of entry into aviation both for training and aircraft acquisition.
Additionally, as indicated in the proposed Part 23 rewrite, there are no weight divisions (up to the 19,000 lb weight limit for Part 23 of course). This is great to see because the 1320 lb LSA weight limit is just arbitrary and has little benefit. Imagine if Cessna 152s could be used towards LSA training. There is also no real reason that a Cessna 152 can't be used for training when a slight faster but lower weight 162 can. (In fact, various reviewers and commentators have expressed more favorable opinions for the 152's handling over the 162's.)
Dream away. Only time will tell if the policymakers will make the right decisions.
Here's what I'd suggest.
- Since the proposed new Part 23 classification of aircraft is performance and number of seats, the pilot license structure should also be changed. Namely, the licenses and ratings give access to particular levels of aircraft and performance.
For example, a LSA license would allow access to Level 1 (Simple) Aircraft up to 120 kts with other limited flying privileges. A Recreational license would grant access to the rest of Level 1 Aircraft with less restrictions. A Private pilot license would grant access to the other levels of aircraft. However, ratings will still be needed for complex, tailwheel, high performance, and the like.
This will streamline the licensing structure as well as make it very clear to pilots just what planes they can fly. Based on it, an LSA pilot could fly a Cessna 152 or a Piper Cub following tailwheel training. The idea of this is to open up more existing aircraft to lower level training. This reduces the cost of entry into aviation both for training and aircraft acquisition.
Additionally, as indicated in the proposed Part 23 rewrite, there are no weight divisions (up to the 19,000 lb weight limit for Part 23 of course). This is great to see because the 1320 lb LSA weight limit is just arbitrary and has little benefit. Imagine if Cessna 152s could be used towards LSA training. There is also no real reason that a Cessna 152 can't be used for training when a slight faster but lower weight 162 can. (In fact, various reviewers and commentators have expressed more favorable opinions for the 152's handling over the 162's.)
Dream away. Only time will tell if the policymakers will make the right decisions.
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