Sport Pilot in Feb 2026

[kdt_bowie]

So I am thinking of getting into flying. I am probably going to go for SP. PPL is a little too much money to justify right now. I need to save up as it is

Some points:
I live in the sticks out here in Bowie, Texas (1 hr south of Wichita Falls), so hopefully there will be enough airspace I will be able to fly in.
I'm by no means wealthy, but ... comfortable. 57 years old, in fairly good health
I am waiting until Feb because I want to see if the desire "sticks". If it passes the test of 6 months time, I probably REALLY want to do it.
I am budgeting $10K for a SP. That includes a decent headset, charts, books, tools, gizmos, and all the rental/instructor time
I use XPlane as a sim and fly the C172. I know this is of course no substitute for actual flying, but rather I mostly use it to go through the checklists (I'm a checklist nut), and learn the navigational aids for CC flying. My plan is to buy yoke and pedals for it, and turn off things that make it easy, like auto-coordination, etc. Maybe even use the ATC features.
Spare time I am reading through the FAA Pilots Handbook of Aeronautical Knowledge and Airplane Flying Handbook cover-to-cover
I want to get a class 3 medical. I know I don't need it for SP, but it seems prudent to have it.
If after a few months I haven't gotten sick of it, I might take an online ground school in Nov/Dec/Jan.
Then actually go flying in Feb

Some questions:
Is this any kind of a decent plan?
Does anyone have any specific advice for North Central Texas
As a SP, I know I can fly LSAs, but can I fly a 172 if I have an endorsement for that specific aircraft?
How hard is it to find an instructor who will teach SP?
How hard is it to find a club so that I can rent LSAs and keep my skills up?
How much money per year (ballpark) will I need to spend to keep flying and keep current? My guess is $3-4K including club dues.

 

[TCABM]

… I want to get a class 3 medical. I know I don't need it for SP, but it seems prudent to have it.
…

Keep in mind if you are denied a medical, flying is out of the question until you get that resolved. If you aren’t aware what is asked on the medical exam, please read (for comprehension) the MedXpress user guide.

https://medxpress.faa.gov/medxpress/Content/Docs/MedXPressUsersGuide.pdf

If you have a DUI, suspended/revoked driver’s license ADD/ADHD, or some other items ever in your life (yes, that’s how far back the medical app goes), you’re better off bypassing the medical exam.

As for the other stuff, whatever your budget is, expect it to be exceeded. Most will need more than the minimum hours to be proficient enough to pass the check ride.

 

[CaptainXap]

In case you missed it, the rules around Sport Pilots have just changed with the new MOSAIC legislation, and they will go into effect in late October this year. From then onwards you will be able to fly a lot more planes, like 172s etc, which should considerably expand your options when it comes to finding a plane to learn to fly in.

You say that you are considering SPL for price reasons, I think it's unlikely to make that much difference in how much it costs you. People rarely get their license with the minimum hours, and most of your training for PPL and SPL will be the same, except that you won't have to do night flying and and I think you also don't have to spend any time in simulated instrument conditions.

I'm not sure it's 'prudent' to get a medical - if you are only planning to make flights that you could do under a sport pilot, the only thing a medical gets you is the chance for the FAA to deny you.

 

[Baked Potato]

I am probably going to go for SP. PPL is a little too much money to justify right now. I need to save up as it is

The only way this will realistically make a difference is if you find a school that rents LSAs. The ones I've seen in my area have a couple that are quite cheaper per hour than their 172s/Cherokees.

If there are none available, you can fly in a 172 now with a CFI, but it will be after Halloween-ish that you are legally allowed to solo in one without a medical. By February you will be fine.

 

[midlifeflyer]

The only way this will realistically make a difference is if you find a school that rents LSAs. The ones I've seen in my area have a couple that are quite cheaper per hour than their 172s/Cherokees.

Once MOSAIC's timeline goes into effect, those 172s and Cherokees will be available to sport pilots.

As a SP, I know I can fly LSAs, but can I fly a 172 if I have an endorsement for that specific aircraft?
How hard is it to find an instructor who will teach SP?

I'll hit these two. They are related.

Once the new MOSAIC rules take effect, you will not be bound to LSAs. 172s and a whole bunch of standard certification aircraft will be available to you.

I've seen some hesitation among "regular" CFIs to teach only to the sport pilot level. My impression is that much of the hesitancy is lack of familiarity and comfort with the light sport level of certification. Hopefully that will go away when traditional trainers can be used.

 

[Baked Potato]

Once MOSAIC's timeline goes into effect, those 172s and Cherokees will be available to sport pilots.

I was speaking to a cost perspective which the OP brought up as one of his concerns. I've seen, at one school, LSAs for about $50 less per hour to rent than their 172s. After 40 hours of training that's a couple thousand in savings.

Not sure how common that is though. I know availability is not nearly as high.

 

[Half Fast]

....and I think you also don't have to spend any time in simulated instrument conditions.

SPs do get instrument training, but there’s no minimum number of hours like there is for PP. The requirement is part of 14 CFR 61.93 for all student pilots as a pre-req for solo XC.

(12) Control and maneuvering solely by reference to flight instruments, including straight and level flight, turns, descents, climbs, use of radio aids, and ATC directives.​

 

[TCABM]

I was speaking to a cost perspective which the OP brought up as one of his concerns. I've seen, at one school, LSAs for about $50 less per hour to rent than their 172s. After 40 hours of training that's a couple thousand in savings.

Not sure how common that is though. I know availability is not nearly as high.

The flight school near me had an LSA on the books for several years, then the lease for it was not renewed. I asked and apparently insurance premium was a factor, even though the plane was rented several times per week.

 

[midlifeflyer]

I was speaking to a cost perspective which the OP brought up as one of his concerns. I've seen, at one school, LSAs for about $50 less per hour to rent than their 172s. After 40 hours of training that's a couple thousand in savings.

Not sure how common that is though. I know availability is not nearly as high.

Yeah, except for schools which have an LSA fleet, they don't seem to be too common. And the prices can vary. We have an RV12 LSA at one of the flight schools I'm associated with; it's the most expensive airplane in the fleet. It's brand new, so that's part of it.

 

[midlifeflyer]

The flight school near me had an LSA on the books for several years, then the lease for it was not renewed. I asked and apparently insurance premium was a factor, even though the plane was rented several times per week.

Insurance tends to be high. The gear tends to be less robust than heavier aircraft so the hard landing a Cherokee barely notices becomes damage. And there's an overall higher landing accident rate.

 

[kdt_bowie]

In case you missed it, the rules around Sport Pilots have just changed with the new MOSAIC legislation, and they will go into effect in late October this year. From then onwards you will be able to fly a lot more planes, like 172s etc, which should considerably expand your options when it comes to finding a plane to learn to fly in.

You say that you are considering SPL for price reasons, I think it's unlikely to make that much difference in how much it costs you. People rarely get their license with the minimum hours, and most of your training for PPL and SPL will be the same, except that you won't have to do night flying and and I think you also don't have to spend any time in simulated instrument conditions.

I'm not sure it's 'prudent' to get a medical - if you are only planning to make flights that you could do under a sport pilot, the only thing a medical gets you is the chance for the FAA to deny you.

Well, I just found out that I take a medication that is a hands-down no-go. I'm shafted. Sure, maybe I don't have to get an exam, but if the FAA says I have no business flying, then I have no business flying. Seems like it would be irresponsible to proceed, even with just SP.

Well, that dream was short-lived, LOL

 

[hindsight2020]

what is the end goal here? hamburger runs once a month in CAVU weather during the shoulder months? Traveling mission?

As someone who was very underwhelmed with the availability of aircraft rentals anywhere I've lived, I find the proposition of becoming a recreational pilot being reliant on rentals (I consider clubs a de facto rental setup), while living in an far flung exurb like Bowie, bound for "dying on vine". I wouldn't even bother with full fledged training if you haven't thought about that, and done the market research relative to where you live.

 

[kdt_bowie]

what is the end goal here? hamburger runs once a month in CAVU weather during the shoulder months? Traveling mission?

As someone who was very underwhelmed with the availability of aircraft rentals anywhere I've lived, I find the proposition of becoming a recreational pilot being reliant on rentals (I consider clubs a de facto rental setup), while living in an far flung exurb like Bowie, bound for "dying on vine". I wouldn't even bother with full fledged training if you haven't thought about that, and done the market research relative to where you live.

Good point ... yeah I just wanted to accomplish it and get in the air. Get out & go flying once or twice per month. I trained for a little while when I was was 19 but never finished. I mean, I am definitely bummed out that I won't be able to fly ... but maybe it's for the best. I also have a history of going through hobbies and interests fairly quickly. This is a pretty expensive one.

Maybe I'll get back into sailing

Thanks to everyone for their input!

 

[455 Bravo Uniform]

Medical vs no-medical as per above. Seriously look into and educate yourself before you get into an administrative nightmare (you might be just fine).

How many hours to get proficient/safe? You’ll find out once you start flying. The older we get, the sooner rust builds on our skills. I like to fly more than once a week.

As for rentals - After getting my certificate, it was hard to figure out when to reserve a plane because of variables like weather, family, work, and life in general. As a result, I was flying too infrequently to be safe, in my opinion. That’s why I did the only thing stupider financially than buying a boat…bought a plane, for safety (proficiency)- and I have never regretted it. Maybe figure 75 hrs/yr +/- 25 hrs for renting?

Try it and see! You only live once and you can’t take it with you. You can fly with friends and family, or go see em. No monetary value on that. Especially when I figure that my (your, our) flying days are numbered by health, old age, or the grim reaper and none of us knows the plan.

 

[Dana]

How hard is it to find an instructor who will teach SP?

That's the big unknown. Currently, it's hard to find SP instruction because few FBOs and flight schools have an LSA to teach in. After MOSAIC takes effect in October, just about any flight school could teach SP students in their 172s or Cherokees or whatever. Whether they choose to do so, and how their insurance companies will handle it, is another matter.

 

[Albany Tom]

I think overall it's not a bad plan, but I'd make some adjustments.

I did my sport pilot first. Not to save money, it doesn't really, but because I was learning in a light sport aircraft anyway, so it was a little quicker calendar time to get the light sport. Within a year I got my private, mostly because I wanted to be able to fly aircraft that were a little longer range and more available.

With the rules changing, I wouldn't bother with the 3rd class unless you are absolutely positive you can pass it. Read the medical forum on here.

I think simulator time might help a bit, but I don't think a lot for visual flight and landings, which is what you're going to be doing and will need the practice on. That said, I don't think it hurts. I don't believe a yoke or foot pedals help any, in terms of learning to control the aircraft. I learned in a plane with a stick, and the transition to an aircraft with a yoke was just about zero effort. Any home simulator isn't going to have any or any realistic force feedback, and no home simulator is going to teach you the rudder by feel. I actually prefer a joystick on a sim over an actual yoke, because the joystick self-centers and gives SOME idea of pressure applied, where the yoke sims are 100% positional.

I can't speak to cost per year, but read around and figure out what you might want to do in terms of hours per month, and then figure out what that will cost you. Keep in mind that the pilots license (yeah, I know, "certificate") doesn't expire. So if you let it go and get rusty, you just need to get some time with a CFI, brush up on your skills, get a flight review, and you're good to go.

Best reason to do this? You find it fun and want to. Then share it.

 

[Half Fast]

How much money per year (ballpark) will I need to spend to keep flying and keep current? My guess is $3-4K including club dues.

That sounds a bit light, IMHO. Rental rates will vary with location, but typically might be around $150/hr. $3000 would only be 20 hours per year at that rate. You should probably shoot for at least 50 hours/year, or around $7400 per year.

 

[pfarber]

IMHO the sport pilot is really not worth it. The new rules allow for more SP privileges, but you need endorsements (aka training aka $$$$).

Car analogy: you CAN buy a car without air conditioning, and if you live in some of the few climates where AC is really not needed it may be a smart decision. But in the long run you will want that AC for its numerous benefits and the cost of retrofitting (more training) will cost more than if you just bought the car with the AC to begin with.

As for LSA... its not doing much to significantly bring down the cost of owning/buying an aircraft. MOSIAC really didn't help PPLs at all, and while sport pilots did get a big boost, SP is not a career track and the license dead ends quickly.

MOSIAC is a big nothing-burger to 90% of the certificated pilots.

 

[Tony R]

The current crop of LSAs didn't compete with any legacy, but the new LSA will. 10 years from now flight schools will be able to buy $250k airplanes instead of $500-700k trainers could help. Manufacturers will no longer have to drudge through the traditional certification process. The Cessna 162 and PiperSport were bringing planes to market for $100-150k. Those planes were hamstrung by the 1320 limit. Who knows, I could be way off....

 

[kdt_bowie]

Welp ... It's as I feared ... I decided to check with a AME doctor I trust before completely giving up. I won't go into specifics, but based on my medical history, the FAA thinks I have no business flying. So ... honestly ... I probably don't. I mean I wouldn't want some guy flying over my neighborhood that the FAA wouldn't touch. I would probably never get a class 3 without huge effort and expense. Even though I COULD get a SP certificate without the class 3, that doesn't mean I SHOULD. Sure, I know myself, and I know I would never do anything stupid. But besides, I could probably never qualify for insurance. And besides again, I will doubtless get bored with SP limitations within a year or so and want to progress. Then I would have spent 10-12K on a dead end.

I'm on the ground. Maybe take lessons for the hell of it.

 

[CaptainXap]

Welp ... It's as I feared ... I decided to check with a AME doctor I trust before completely giving up. I won't go into specifics, but based on my medical history, the FAA thinks I have no business flying. So ... honestly ... I probably don't. I mean I wouldn't want some guy flying over my neighborhood that the FAA wouldn't touch. I would probably never get a class 3 without huge effort and expense. Even though I COULD get a SP certificate without the class 3, that doesn't mean I SHOULD. Sure, I know myself, and I know I would never do anything stupid. But besides, I could probably never qualify for insurance. And besides again, I will doubtless get bored with SP limitations within a year or so and want to progress. Then I would have spent 10-12K on a dead end.

I'm on the ground. Maybe take lessons for the hell of it.

So obviously I don't know the details of your medical condition, but with respect the FAA doesn't think you have no business flying, otherwise they would not have allowed Sport Pilots to use a drivers license in lieu of a medical.

You obviously felt that you would be safe to fly before speaking to the AME - was it that he said some things to change your mind, or was it that you just hadn't thought very hard about that side of it before?

 

[Albany Tom]

Yeah, kinda echoing what CX posted, you might want to consult with a doctor who is also a pilot. I say that because the FAA medical system, generally speaking and in my opinion, is designed to be very specific about risks and err on the conservative side, while allowing for an exception process that can be very expensive and time consuming.

Or in other words, it could be that a doctor could quickly determine that whatever you have going on really doesn't represent any significant risk.

On the other hand, if what you have makes it clear to you that you shouldn't be flying, I question whether or not you should be driving. I'm not tossing that out to be flippant. Going 50 miles an hour one way, with traffic going the other way less than 8 feet away doesn't present much margin for error. A suddenly incapacitating event while driving at high speed doesn't always end well.

 

[Daleandee]

Seems to me that you are taking a measured approach to this and that is a plus. You might take a few lessons and see how it goes and talk with your instructor on a private and personal level about the medical concerns you are dealing with.

I've been a Sport Pilot since it became available (circa 2005) and it has been a good deal for me. Now I have even more privileges than before (albeit with more training) and although I could get a class three I just don't crave the hassle for the type of flying I intend to do.

I believe if you are fit enough to drive and go back to sailing you may well be fine in the cockpit. Yet I do understand trusting your instincts and having an abundance of caution ...

 

[kdt_bowie]

Yeah, kinda echoing what CX posted, you might want to consult with a doctor who is also a pilot. I say that because the FAA medical system, generally speaking and in my opinion, is designed to be very specific about risks and err on the conservative side, while allowing for an exception process that can be very expensive and time consuming.

Or in other words, it could be that a doctor could quickly determine that whatever you have going on really doesn't represent any significant risk.

On the other hand, if what you have makes it clear to you that you shouldn't be flying, I question whether or not you should be driving. I'm not tossing that out to be flippant. Going 50 miles an hour one way, with traffic going the other way less than 8 feet away doesn't present much margin for error. A suddenly incapacitating event while driving at high speed doesn't always end well.

That's actually a good point. Good enough that it might change my mind. I'm not too awful a driver, 40 years at it and only a single at-fault accident (at age 17). Everyone I know trusts my driving, and feels safe with me, including myself. Maybe I'm overthinking this. I don't have any kind of history of incapacitating events.

 

[Half Fast]

Another thought: if you will be flying with the same companion (spouse?) much of the time, consider a "pinch hitter" course. Your passenger can learn enough over a weekend to call for help on the radio and to land the plane should you become incapacitated.

Might add an extra element of safety and a little comfort.

 

[rgb30b]

IMHO the sport pilot is really not worth it. The new rules allow for more SP privileges, but you need endorsements (aka training aka $$$$).

Car analogy: you CAN buy a car without air conditioning, and if you live in some of the few climates where AC is really not needed it may be a smart decision. But in the long run you will want that AC for its numerous benefits and the cost of retrofitting (more training) will cost more than if you just bought the car with the AC to begin with.

As for LSA... its not doing much to significantly bring down the cost of owning/buying an aircraft. MOSIAC really didn't help PPLs at all, and while sport pilots did get a big boost, SP is not a career track and the license dead ends quickly.

MOSIAC is a big nothing-burger to 90% of the certificated pilots.

Since MOSAIC wasn't specifically geared for PPL, yes, its a "nothing burger" ... to the up and coming Sport Pilot and what they can now fly or the "vast" number or private pilots who dont want to jeopardize a failed medical, it a very big deal. By the way, PPL also need endorsements/training for retracts, constant speed prop and instrument flying ... for some reason you make it sound like they dont, wonder why?

 

[asicer]

By the way, PPL also need endorsements/training for retracts, constant speed prop and instrument flying ... for some reason you make it sound like they dont, wonder why?

Because in many cases, they don't. If you want to fly a plane which has flaps and a controllable pitch prop but not retractable landing gear (e.g. DA40, Cirrus), a Private Pilot does not need an endorsement but a Sport Pilot does (the new FAR 61.331b).

 

[TCABM]

Because in many cases, they don't. If you want to fly a plane which has flaps and a controllable pitch prop but not retractable landing gear (e.g. DA40, Cirrus), a Private Pilot does not need an endorsement but a Sport Pilot does (the new FAR 61.331b).

The G5 and earlier SR20s are the only ones in that category. G6 20s and all 22s need a HP endorsements, I believe.

 

[asicer]

The G5 and earlier SR20s are the only ones in that category. G6 20s and all 22s need a HP endorsements, I believe.

That's different. Both Private Pilot and Sport Pilot need the HP endorsement. I was speaking only towards the 61.31e complex endorsement for everyone versus the 61.331b propeller endorsement for Sport.

 

[AvNavCom]

Maybe consider an ultralight? Fun, cheap, gets you in the air, and you're unlikely to kill anyone other than yourself.

 

[billsgs126]

What's all the commotion about "short pilots"? Why does it matter . . ..