The FAA is seeking comments on a rule change that will allow flight training in experimental light-sport aircraft (ELSA).
Comments about the Notice of Proposed Rulemaking (NPRM) must be submitted by Nov. 23, 2018.
Current regulations prohibited the use of ELSA for flight training for compensation after Jan. 31, 2010. Changing that rule “would increase safety by allowing greater access to aircraft that can be used for light-sport aircraft and ultralight training,” FAA officials said in the NPRM.
When the sport pilot and LSA rules went into effect in September 2004, the FAA created a new special airworthiness certificate — special light-sport aircraft (SLSA) — which included experimental LSAs up through 2010.
FAA officials believed that once the SLSA fleet grew, it would replace the need for training in experimental LSAs. However, that didn’t happen.
“The FAA estimated that 60 months would be an adequate amount of time for the new SLSA to enter service to replace the ELSA and meet flight training demands,” officials said in the background section of the NPRM.
FAA officials add they thought that five years would give owners of ELSA time to buy SLSA for flight instruction.
“In addition, the FAA believed the action would further expand the growth of the industry as a whole,” officials continued. “However, the anticipated arrival of the new SLSA has not materialized in the way that the FAA had projected in the final rule, especially for two-seat aircraft used for light sport and ultralight training.”
FAA officials note that at the end of 2017 there were 27,865 ELSA compared to 2,585 SLSA.
Increasing the number of aircraft available for training “may reduce the cost of training,” FAA officials added.
Recognizing the limited supply of aircraft for ultralight and LSA flight training led the FAA to propose the new rule changes.
“The use of ELSA as a training option for light-sport aircraft and ultralights provides an avenue for structured flight instruction from an FAA certificated flight instructor,” officials said in the NPRM. “While the FAA does not see a risk-based need to expand the training requirements for light sport aircraft or ultralights, it does not want to impede individuals who wish to take advantage of flight training that is relevant to the type of aircraft they operate. Additionally, the FAA would like to facilitate the availability of training aircraft for new light sport pilots or existing pilots who are transitioning to a low-mass/high-drag aircraft from conventional aircraft.”
To ensure these aircraft are used solely for flight training, the FAA will require a letter of deviation authority (LODA).
The 2004 Light Sport Final Rule created the LODA process to allow training for compensation or hire using certain categories of experimental aircraft. However, this rule set a Jan. 31, 2010, time limit on the use of a LODA for ELSA.
If the rule change is adopted, it would remove that Jan. 31, 2010, date, which would then allow owners and flight training providers to apply for a training LODA.
“The FAA would issue a LODA on the basis of the eligibility of the aircraft and its maintenance requirements, the applicant, the instructor, and the type of training desired,” FAA officials explained. “LODA holders would be required to own or lease the aircraft and would be ultimately responsible for ensuring that the aircraft, training, maintenance and instructors meet the requirements specified by the LODA.”
Want To Comment on the Proposed Rule?
Send your comments before Nov. 23, 2018. Be sure to identify the docket number FAA-2018-0926 using any of the following methods:
- Federal eRulemaking Portal: Go to Regulations.gov and follow the online instructions for sending your comments electronically.
- Mail: Send comments to Docket Operations, M-30, U.S. Department of Transportation (DOT), 1200 New Jersey Avenue SE, Room W12-140, West Building Ground Floor, Washington, D.C., 20590-0001.
- Hand Delivery or Courier: Take comments to Docket Operations in Room W12-140 of the West Building Ground Floor at 1200 New Jersey Avenue SE, Washington, D.C., between 9 a.m. and 5 p.m., Monday through Friday, except federal holidays.
- Fax: Fax comments to Docket Operations at 202-493-2251.
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I say yes. Makes economic sense
What about BFI instructor catagory??? A less expensive way to build time and experience with backup EG: cross wind landings and takeoffs and or cross country training or flying mountains.. ect ect
And.. Why did the FAA set the wt limit for light sport just below that of the existing fleet of afordable 152’s and such, already in inventory???? The myopic view that all the old farts are going to be able to afford and purchase brandi new American Made aircraft…. And we know how well that worked out..
As long as they are required to match the SLSA on inspections, I can not see where an ELSA would be any more dangerous to train in than an SLSA. Something is better than nothing in my book. Too many young pilots-to-be give up after finding out they have to travel hours to find an SLSA to rent for training. (We live in a very rural area). And then they find out how much they are asking per hour…
This is a great opportunity to incorporate E-LSA’s, like the RV-12s that are being built in growing numbers, into the training fleet. I’ve been part of two youth builds of these E-LSAs and would love to have been able to point a parent, student or sibling to an instructor or business that could provide training or a discovery flight in these economical flyers. We take advantage of EAA Young Eagles for orientation flights but seeing E-LSAs available as trainers would be a tremendous step forward.
Darren
I agree. Maybe now with the emphasis of a pilot shortage we can again try and bolster the LSA community whether it be E-LSA or S-LSA.
Exactly correct, Kim.
This proposal (read it carefully) does nothing but delay common sense.
It will only allow those few now old and near dead former ELSA instructors to start instructing again if they want to take on the hassles of getting a LODA. While using those old and near dead aircraft if they even exist anymore.
Unbelievable.
I won’t bother with a formal comment.
Just got finished reading about the proposed rule changes in ELSA. iT IS A LITTLE TO LATE. There was once a company called Rotax that sold the 503 and 582 engines that were used on most ELSA aircraft. Rotax has since pulled out of the United States and these engines have dried up. Why did this happen, because the market crashed on ultralights because there was no longer any new engines. Most all ultralights were designed to use the Rotax engines, so the design, weight and balance were all determined in the initial design of those aircraft. To do a engine redesign , change manufacturing specifications, assembly manuals etc, is a expensive process. Who is now available to make those changes when the original designers are no longer around. The original designers are old, dead or gone. If you haven’t heard, even Quicksilver bit the dust for the last time this last year. Forty thousand dollar ultralights just isn’t going to fly and that is just what happened when ELSA happened. CFI’s are not going to fly ELSA to train in. The FAA abolished the Basic Flight Instructor and the Advanced Flight Instructor programs for ultralights and when all of this happened it killed the industry. ELSA is not going to revive an industry that is dead. Ultralights were giving a lot of new pilots to the aviation industry each year and the FAA again shot itself in the foot with its own gun. New ultralight planes cannot be built if new engines cannot be purchased. Rotax and HKS have pulled out of the U.S. due to diminished sales and lawsuits. Is there any insurance available to cover a ELSA aircraft being used for instruction…..the answer is NO. Airports have demanded that any one teaching in ELSA have a libility policy giving to the airport to cover accidents. Can this be purchased……..NO. I don’t think you know the other half of the story. I do know because I built and sold many hundreds of ultralight aircraft and all my manufacturing equipment still sits in storage. I don’t know what the answer is for the future of part 103, but as of now it is still a dead dog. In the last three years I have seen several people die trying to self teach ultralight flight. Many more will die the same death.
Kim
I hear what you are saying for part 103. What about a LSA aircraft? I am just now discovering (became a private pilot in 1990) the benefits of how someone can take advantage of the sport pilot cert and then can decide later to become a private pilot later if the choose to. My question for you is why would this rule change not be helpful for the LSA side of things.