They get us coming and going

Freedom often comes with limits. Any pilot knows that to be true. Most living humans do, too.

A decade and a half ago there was great joy in the general aviation community. After years of study, serious discussion, and considerable wrangling, the FAA in its infinite wisdom created the Sport Pilot certificate and the Light Sport Aircraft designation. Finally, there was a simple, straightforward way for pilots to remain in the cockpit of basic aircraft without having to submit to periodic medical exams.

There has been much consternation and debate about the LSA rule — specifically in regard to the weight limit established for LSAs.

Many a tire-kicker has asked if the plentiful and affordable Cessna 150/152 series fits into the Light Sport Aircraft basket, only to be chagrined at the response. No, it’s not. Roughly 300 pounds of airframe, engine, and accessories put it over the strict LSA weight limit of 1,320 pounds for aircraft that alight on the planet with wheels.

Still, the designation has its benefits. Not only does the LSA rule apply to a wide variety of modern aircraft kits and factory-built machines, it also includes the legacy airframes so many pilots know and love. Included are the Piper Cub, the Aeronca Champ and Chief, the mighty Taylorcraft BC12 and BL12 series, and a fair number of Ercoupes. A bevy of lesser known names with smaller production runs meet the standard as well.

Pilots and aircraft owners adapted to and accepted the new classification and, as a result, many of us experienced near euphoria. But time passed, as time does, and many of those pilots and aircraft owners got older. Some even approached one of the magical ages that have profound effect on us. 

The transition from 9 to 10 is such an age. When we hit double-digits, we know we’re on our way. Sixteen is another, when the ability to legally drive is extended to us. Twenty-one turns us into real live adult human beings, and 65 (or more recently 66 and 7 months) puts us into the retirement pool. But there is another age that crept up and caught some of us off-guard. It turns out that when someone puts 70 candles on our birthday cake, our insurance carrier may take note.

Your intent may be to fly nothing but Light Sport Aircraft and only exercise the Sport Pilot privileges of your pilot certificate. And the FAA is just fine with that. In fact, it wrote it down in the regulations. As far as the feds are concerned, septuagenarians are as welcome as anyone to climb in, strap in, and go. Your insurance company may have a different view of the situation, however.

The first time I encountered this was when a well-seasoned pilot called to ask me why he had to take another flight physical, even though he was flying Light Sport. It took a while for him to understand that FAA rules apply to pilots, not insurance companies. They can have their own requirements that meet or exceed the FAA standard. And in the case of medical exams for aging pilots, that’s a real possibility.

Surprise! 

On the other end of the spectrum, young pilots are running into an issue that never occurred to me as a possibility. Then again, I started flying in my mid-20s. I was past the age of majority. I had the right and the responsibility to shoulder my own debts, sign a binding contract, and even vote for the less disappointing, self-serving candidate of my choice in local, state, and national elections. Heck, I could even rent a car and spend the night in the hotel of my choice, assuming my meager budget could cover the bill. 

But what if you’re a teenage pilot?

My buddy Nick passed on a story recently that made me shake my head. Nick is a powerhouse of a kid. He learned to fly in high school. Now, as a recent graduate, he works in the industry supporting a flying club that focuses specifically on young people who have an interest in aviation. 

Most pilots Nick’s age haven’t flown any farther than required by Part 61 to meet the requirements of their private pilot certificate training. Nick, on the other hand, has flown from central Florida to South Carolina for a stay at Triple Tree Aerodrome. He’s flown to Oshkosh for AirVenture. The boy is an experienced pilot with a taildragger sign-off and quite a few hours at the controls.

Yet, for all his accomplishments and capabilities, Nick is pretty much stuck at the airport when he travels. Few FBOs are comfortable letting a kid take their crew car into town for a bite to eat. Renting a car is out of the question.

So, although he can legally act as pilot in command of an airplane, regardless of the hundreds of miles he’s navigated to get to his destination, he is a pedestrian when he lands because he’s too young to be trusted behind the wheel of an automobile.

Yes, you read that right. He can fly a thousand miles as PIC, but he can’t borrow the courtesy car to drive five miles into town to grab a burger.

It’s a peculiar quirk of fate that they get us coming and going. Who they are changes from time to time, but you know what I mean. They are out there and they’re ready and willing to mess with you, given the chance.

We’re too young, then we’re just right, then we’re too old. And yet in every age range we’re required to meet the same standard as pilots. It’s just weird. It’s almost as if people don’t understand what it takes to be a pilot and maintain proficiency. But that can’t be it, can it?