Pursue a Sport or Private Pilot Certificate?

Taylor Not Swift

Taylor Not Swift

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That girl in the L-2.
I am 15, and not currently planning on ever obtaining a Commercial Certificate. I have taken an introductory flight in and have discussed taking flying lessons in a 1943 Taylorcraft L-2M which after 10/22 will qualify as a Light Sport aircraft. The owner is a regular CFI. The airplane is daytime VFR only. Obtaining a Sport Certificate would be less expensive, but potentially more limiting. The owner also discussed pursuing a middle path should I ever wish to upgrade a Sport to a Private. Time is obviously not a concern, as I cannot solo for several months or be licensed for well over a year.
 
In reality I doubt the sport certificate will be cheaper unless there are costs associated with getting your medical. Are you able to get a third class medical?
 
The reality is that you don’t really need to choose until after you solo. Get to solo and then decide. Also, that’ll give you a good solid foundation and if you decide to go beyond sport, find a plane that will be better for a private pilot checkride but by all means solo that Taylorcraft first.
 
No one can answer that for you. Fortunately, as @RyanShort1 mentioned, you don't have to make a decision until after solo. By then you will likely have a better idea of what limitations you will have as a sport pilot and whether (assuming no medical issues which prevent a private certificate) they are acceptable for your mission.
 
Unconventional wisdom; do you have any conditions that would prohibit the issuance of an FAA medical. You probably don’t think so, but the FAA cares about everything that’s ever happened since you were born.

The big things at your age will be ADD/ADHD diagnoses, mental health diagnoses or treatment, and juvenile diabetes. If you have any condition that requires ongoing medication or treatment by a medical provider, Sport Pilot is the only route you want to take.

If you have no medical history of any kind aside from things like cuts, scrapes, and broken bones (ask your parents; you may not remember), then go get one FAA third class medical. You can choose whichever certificate you want to pursue then. But if for some reasons you have a condition the FAA can’t issue a medical for, DO NOT APPLY for the medical until you have everything necessary to pass the medical. If it’s ADD/ADHD related, that can be a difficult and expensive thing to resolve, so just don’t apply for the medical and, instead do the Sport Pilot route.

Your CFI should he discussing the medical qualification part for you, but most CFIs have no real idea of what things can be disqualifying. The FAA approaches the medical certificate as pass or fail. If you pass a third class, you take the private pilot practical exam. If you fail, you can’t take any practical exam for any pilot certificate nor can you fly solo.

Only apply for the medical if you know you can pass it. Read the MedXpress user’s guide linked below to get an idea of what the FAA will be looking at in your medical application.

 
If you are on any prescription drugs--including marijuana--tread very, very carefully. I hate to ask, but in today's world--ever been arrested? If so, it could be a problem.

If you have/had any condition or diagnosis discussed by TCABM, call the guy below and discuss your chances of passing a third class medical:
www.aeromedicaldoc.com

Aeromedicaldoc

Difficult Aviation Medical Certification Bruce Chien AME HIMS ADV Senior Peoria
www.aeromedicaldoc.com

Dr. Bruce is the foremost Aviation Medical Examiner (AME) in the USA and has helped hundreds, probably thousands, navigate the labyrinth of FAA Medical. He's on your side.
 
There’s no real reason not to get SP as it doesn’t hinder you from getting PP later, and it avoids any medical hassles. Get SP, fly for a while, and then decide whether it’s worthwhile to get PP.

Bear in mind that the dropout rate for pilot training is very high.

It’s sorta like getting an Associate’s degree en route to a Bachelor’s. You can snap a line and lock down what you’ve accomplished so far. That way, even if you never finish PP, you’ll still be a pilot, licensed to fly lots of excellent aircraft. And it’s not like SP expires; you could decide to get PP 30 years from now.
 
Thank you to @Half Fast @Domenick, @TCABM, @midlifeflyer, @RyanShort1, @AV8R_87, @MackMooney, and @Baked Potato.

More info, I don't smoke, drink, or use recreational drugs. I have never been arrested, have never been diagnosed with heart issues, diabetes, epilepsy, or ADD / ADHD. I don't *think* I would have an issue obtaining a Third Class Medical. But it's never fun to deal with the powerful who make permanent and often arbitrary decisions, so doing everything before applying sounds like really good advice.

The Taylorcraft's owner / CFI is a family friend and I can barter training time working for him. Choosing a different aircraft / CFI is not feasible given the long drive and required cash outlay. So any training that requires lights or instruments other than five-in-a-row and a ball compass will require a different aircraft and possibly a different CFI.

The total number of hours I have when certified is somewhat unimportant. I expect to continue to enjoy flying as I learn more and get more involved in aviation. At two / two-and-a-half hours of flight time per week I will likely amass 200 hours by the time I am licensed.
 
Half Fast said:
There’s no real reason not to get SP as it doesn’t hinder you from getting PP later, and it avoids any medical hassles. Get SP, fly for a while, and then decide whether it’s worthwhile to get PP.

Bear in mind that the dropout rate for pilot training is very high.
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"My" CFI said we could do a 150 nmi / 50 nmi cross country and I wouldn't have to repeat anything except the test if I did the SP first.
Half Fast said:
It’s sorta like getting an Associate’s degree en route to a Bachelor’s. You can snap a line and lock down what you’ve accomplished so far. That way, even if you never finish PP, you’ll still be a pilot, licensed to fly lots of excellent aircraft. And it’s not like SP expires; you could decide to get PP 30 years from now.
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I completely agree with this paragraph. But, to me, this is such a funny analogy. Maybe I just tend to put the cart before the horse. I was conferred with an Associates Degree before obtaining a HS Diploma.
 
Half Fast said:
There’s no real reason not to get SP as it doesn’t hinder you from getting PP later
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Except for having to go through the exam process twice, no?
This is what you did if I remember correctly?
 
Assuming no medical issues, there is a very good chance that you will want to fly at least a little beyond the limitations of a Sport certificate. The slight additional training and requirements are a good thing overall. Good luck in the Taylorcraft. My uncle rebuilt one that had been stored for 20 years in a barn in buckets of parts and pieces. He refashioned all of the ribs, among other things.
 
You are 15 and taking lessons in a taildragger. From a stick and rudder perspective that is a good choice. Since you are young and presumably have limited funds, I would likely go with sport pilot first. It dends on your situation.

The PPL is much better than a SPL, but the SPL might make better sense for you, but you will have to do a second check ride to get your PPL that way.

Next step... buy an airplane, or buy into a share or flying club. Take all you XC work in your own airplane if possible. Get your XC endorsement first, then finish your PPL in your own airplane. That's what I did. I went for PPL and bought a Cherokee 140 after my first solo. It took me 11 months and 75 hours and I had my own bird and my PPL. I chose the PA28-140 because it was forgiving and anyone could repair it with readily available parts. One day that might be important. I hope this helps.
 
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Go get your SP and go fly. Don't overthink it.

After you get a bunch of flying, if you decide you want more, get the additional training and take another checkride. All you're really adding is just another test, in exchange you get to take a break and fly for fun earlier. ...and a Taylorcraft is a fun plane to fly
 
I would point out in your arrangement, the pirce of the second test prep and of the seoncd checkride (check airmen are getting near $1,000 these days) might weigh in favor of the PVT-ASEL. You flight time is going to be relatively inexpensive with your arrangement- but not the checkrides.

IOW the marginal cost of going to 40 hours might be less than you think.

B
 
Taylor Not Swift said:
Thank you to @Half Fast @Domenick, @TCABM, @midlifeflyer, @RyanShort1, @AV8R_87, @MackMooney, and @Baked Potato.

More info, I don't smoke, drink, or use recreational drugs. I have never been arrested, have never been diagnosed with heart issues, diabetes, epilepsy, or ADD / ADHD. I don't *think* I would have an issue obtaining a Third Class Medical. But it's never fun to deal with the powerful who make permanent and often arbitrary decisions, so doing everything before applying sounds like really good advice.

The Taylorcraft's owner / CFI is a family friend and I can barter training time working for him. Choosing a different aircraft / CFI is not feasible given the long drive and required cash outlay. So any training that requires lights or instruments other than five-in-a-row and a ball compass will require a different aircraft and possibly a different CFI.

The total number of hours I have when certified is somewhat unimportant. I expect to continue to enjoy flying as I learn more and get more involved in aviation. At two / two-and-a-half hours of flight time per week I will likely amass 200 hours by the time I am licensed.
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If nothing stands between you and a medical, then my advice would be to go get a medical certificate now.

I would also advise you to get a private certificate, but as other mentioned you don't have to make that decision right now. However, if you go that route, you can do the majority of your training with your CFI in the Taylorcraft, then when you're close to check, ride ready, go fly with another CFI in another aircraft for the training you can't do in the Taylorcraft. That's a good idea anyway for anyone, and would usually happen if you were training at most flight schools.

Once you've had a medical certificate, and you have your private pilot certificate, you can fly under sport, pilot rules or basic med, forever. And if you ever decide to go for a higher certificate, you'll have that option.
 
Taylor Not Swift said:
I am 15, and not currently planning on ever obtaining a Commercial Certificate. I have taken an introductory flight in and have discussed taking flying lessons in a 1943 Taylorcraft L-2M which after 10/22 will qualify as a Light Sport aircraft. The owner is a regular CFI. The airplane is daytime VFR only. Obtaining a Sport Certificate would be less expensive, but potentially more limiting. The owner also discussed pursuing a middle path should I ever wish to upgrade a Sport to a Private. Time is obviously not a concern, as I cannot solo for several months or be licensed for well over a year.
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The reason the CFI is suggesting a middle path is you cannot complete all the training required for a private certificate in the L2, but you can complete all the solo experience requirements for the private in the L2.
Without available options with specific rental and instruction costs, there is really no way to advise what is your best path.

As Bruce correctly notes, adding the testing costs for another written and a practical test are static, the applicant also has to become proficient in another make and model, which is going to exceed a 3 hour test prep.

The one thing you can do now is compiling a self study curriculum, free downloads from FAA, and beginning ground study. Preferably with the direction/ supervision of a CFI.
 
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Taylor Not Swift said:
Time is obviously not a concern, as I cannot solo for several months or be licensed for well over a year.
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This is probably one of the bigger factors. As others said, you don’t need to make a decision for “several months,” and you’ll really have the better part of a year after that to figure out if SP is going to be enough and/or locate a suitable airplane to do the night/instrument work for a Private certificate.

Going out and flying will likely answer your questions.
 
You are young and you have a fantastic opportunity to fly that Taylorcraft. Get as far as you can and let us know how it goes.
 
HornedFrogGrant said:
For what it's worth (which probably isn't much): I really enjoy flying as a Sport Pilot. And it's only going to get better, as MOSAIC takes effect.
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95% of recreational flyers meed nothing more than Sport Pilot, especially in the post-MOSAIC era. Put differently, Day VFR isn’t a restriction; it’s a motivator to fly and poses the least amount of environmental risk to any given flight.

Don’t get me wrong, I love night flying in high illumination VMC. Those conditions are still compounding when it comes to environmental risk factors though.
 
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