Glider rating to LSA rating

[POPS]

What does one need to do if going from a glider rating with no self-launch endorsement, into the LSA rating, and not get trapped at 10,000MSL. I could easily get the self-launch endorsement if necessary.

I'm a bit confused and would love it if someone can map out a strategy to end up with the biggest bang for the buck..

Thank you in advance....

[[email protected]]

Get the self launch endorsement. As a sport pilot, and I assume you are talking about in a LSA SEL, you re limited to 10000 MLS or 2500 AGL, whichever is higher, period.

[son_of_flubber]

This link http://www.phoenixairusa.com/LSA_Glider.html does not answer your question as posed, but it illustrates by example that pilot ratings interact with the airworthiness certificate of the aircraft.

[Bill T]

There seems to be something wrong in that Phoenix link.
He states it is a LSA Glider, and states an airplane rated pilot can fly it?
I don't think so. If the aircraft certificate says glider, then a glider rating is required.
I will agree that as light sport, only two CFIG can provide a glider rating at Light Sport level after appropriate training.
An airplane pilot to light sport glider can fly above 10,000MSL.
A pure Light Sport rated pilot with no higher rating in another aircraft is limited to 10,000MSL

Does that, make sense, probably not.

BillT

[Bill T]

If you have a Private Glider or Commercial Glider rating and want to fly light sport glider, I don't see the problem. You are already qualified to fly a glider above 10,000 MSL.

If you want to fly a self launch or "motor glider", it's a glider, that may qualify for "Light Sport" because it is speed limited. Get the self launch endorsement and go fly.
You do not need a "light sport" rating.

If it's certified as an "light sport airplane", then you need a light sport airplane rating, 8710-11 completed with two qualified instructors after training.

Is the mud getting thinner now?

BillT

[POPS]

Get the self launch endorsement. As a sport pilot, and I assume you are talking about in a LSA SEL, you re limited to 10000 MLS or 2500 AGL, whichever is higher, period.

Ok so,
1. With a self-launch endorsement and all my glider flight time CAN I legally fly LSA aircraft without getting the LSA licence. What about Canada. I need to get through Canada to get to Alaska...

2. If #1 is true, then can I fly any LSA aircraft above 10,000 with a SL glider rating only.

3. If I wish to get a LSA licence - for Canadian purposes say - and I use my SL glider rating, is it just a form to fill out to get that LSA licence, or do I need to do flight training with LSA instructors etc.

4. If #3 requires LSA flight training, is any SL glider/glider flight time worth anything.

When I ask these questions to some LSA flight schools I get conflicting and directly opposite responses all the way to : "gee I have no idea? "

Anyone out there that has actually gone from SL glider to flying LSA aircraft?

Thanks for your post.

[Terry Pitts]

> Ok so,
> 1. With a self-launch endorsement and all my glider flight time CAN I
> legally fly LSA aircraft without getting the LSA licence. What about
> Canada. I need to get through Canada to get to Alaska...
>
> 2. If #1 is true, then can I fly any LSA aircraft above 10,000 with a
> SL glider rating only.
>
> 3. If I wish to get a LSA licence - for Canadian purposes say - and I
> use my SL glider rating, is it just a form to fill out to get that LSA
> licence, or do I need to do flight training with LSA instructors etc.
>
> 4. If #3 requires LSA flight training, is any SL glider/glider flight
> time worth anything.
>

Pops et al,

Your private pilot glider certificate includes the privileges of sport pilot. Your logbook includes the self launching endorsement (I presume).

Because you have the privileges of light sport, you can add on "ratings" for a large variety of other light sport categories (power, gyro, floats, etc..) by 1) "training to proficiency" with one CFI and being 2) "checked for proficiency" by another properly rated CFI. Send an 8710-11 to your friends at the FAA, and you are done. (Off topic, but good info - this alone does not constitute a flight review.)

If you do the above in a Light Sport Airplane, you can then fly that light sport airplane within all the limits 10,000/2,500', max airspeed, and so on..

All of your existing glider time "counts" although that's pretty meaningless in the sport add-on arena.

It's not hard to do, you just have to find a suitable LSA to fly.

Terry

[Dan Daly[_2_]]

On Monday, May 23, 2016 at 2:43:04 AM UTC-4, POPS wrote:
> @gmail.com;925307 Wrote:
> > Get the self launch endorsement. As a sport pilot, and I assume you are
> > talking about in a LSA SEL, you re limited to 10000 MLS or 2500 AGL,
> > whichever is higher, period.
>
> Ok so,
> 1. With a self-launch endorsement and all my glider flight time CAN I
> legally fly LSA aircraft without getting the LSA licence. What about
> Canada. I need to get through Canada to get to Alaska...
>
> 2. If #1 is true, then can I fly any LSA aircraft above 10,000 with a
> SL glider rating only.
>
> 3. If I wish to get a LSA licence - for Canadian purposes say - and I
> use my SL glider rating, is it just a form to fill out to get that LSA
> licence, or do I need to do flight training with LSA instructors etc.
>
> 4. If #3 requires LSA flight training, is any SL glider/glider flight
> time worth anything.
>
> When I ask these questions to some LSA flight schools I get conflicting
> and directly opposite responses all the way to : "gee I have no idea? "
>
> Anyone out there that has actually gone from SL glider to flying LSA
> aircraft?
>
> Thanks for your post.
>
>
>
>
> --
> POPS

There is no LSA category in Canada...

From COPA news release:
quote
U.S. registered Light Sport Aircraft permitted in Canada
By Patrick Gilligan

A recent exemption by Transport Canada (TC) makes it more affordable and less onerous for Light Sport Aircraft (LSA) from the United States to be flown into Canada.
TC’s new Standardized Validation form puts LSA on equal footing with U.S. amateur-built aircraft flying into Canada. U.S. LSA owners simply have to download the Standardized Validation form found at: http://www.tc.gc.ca/civilaviation/maintenance/regsdocs/standardised_validation.htm , and follow other entry requirements such as customs, and fly. The $100 fee has been eliminated.
TC still requires U.S. pilots flying LSA aircraft in Canadian airspace to hold at least a private pilot certificate and a current FAA medical certificate.
unquote

You can read the whole thing on the COPA website at https://www.copanational.org/CAWMay10-1En.cfm

[son_of_flubber]

On Monday, May 23, 2016 at 4:39:16 AM UTC-4, Terry Pitts wrote:

> Your private pilot glider certificate includes the privileges of sport pilot. Your logbook includes the self launching endorsement (I presume).

That I already have sport pilot privileges because I hold USA PPL-Glider certificate comes as a surprise.

The Portland ME FSDO told me I needed to obtain a student pilot certificate to solo a powered LSA, take the PPL-SEL written test and practical test with a DPE to obtain a LSA category rating.

People on RAS told me that I could not obtain a student pilot certificate because I already hold a PPL-Glider certificate and the FAA will not issue two certificates to the same person.

My written inquiry to the certification branch of the FAA in OK for clarification has gone unanswered for over a month.

[[email protected]]

Asking for clarification is how we get the restrictive interpretations. Avoid doing so in the future if possible. All you need is a CFI and a SP legal airplane.

[[email protected]]

It is spelled out right in the FARs and 61.303 even provides a graph:

http://www.ecfr.gov/cgi-bin/retrieveECFR?gp&r=PART&n=14y2.0.1.1.2#sp14.2.61.j

If you are have a Recreational or greater in one category (Private, Commercial, ATP) you may receive additional training from an instructor leading to an endorsement which would allow you to take a proficiency check as described under 61.321 with a separate instructor. There is no examiner required but they should follow the Practical Test Standards to ensure you are qualified and they must endorse your logbook and complete an 8710 application which is sent to the FAA. You should receive a new license the first time this is done that will list Sport Pilot Privileges but no category/class since this is in your logbook and could include airplane, glider, rotorcraft (gyro - no heli), lighter than air, weightshift or powered parachute.

As far as your current license having sport privileges, it is the same as any other license. Just because someone has a Commercial Airplane doesn't mean they can't revert to Private privileges if they now only have a Third Class Medical and are not flying for hire. If you have a Private, you can operate as a Sport Pilot in any category/class you are licensed. If you are not licensed in that category/class then you take the additional training, proficiency check with second instructor, endorsement and application sent to the FAA.

If you are a private glider pilot then you would only need a self launch endorsement to operate a selflaunch sailplane such as a Pipistrel or Phoenix. I don't know of any good reason to go for a Sport Pilot Glider, other than the possible workaround some are seeking for transition pilots that are not current in a previously rated class.

If you are a licensed glider pilot and would like to fly an airplane such as a J3 or FlightDesign and have no desire to fly at night, then a Sport Pilot Add On for airplane is a great option. I do however see the AOPA proposal to do away with medicals for the majority of GA being approved soon in lieu of using a drivers license and self certifying being approved shortly, so if that is the main reason you would consider a light sport, you may want to go consider a Private License.

https://www.aopa.org/news-and-media/all-news/2016/april/19/senate-passes-faa-reauthorization

The biggest caveat is that if operating as a sport pilot in a class that requires a medical otherwise (airplane), you may not act as PIC if your last medical was denied. I believe this is how the new medical reform will be as well.

https://www.faa.gov/licenses_certificates/medical_certification/sportpilots/response3/

[Bill T]

The Portland FSDO is wrong.
You have Pvt glider which includes LSA glider aircraft, to include a self launch glider with a self launch endorsement.
Pay attention to the differences between endorsement and rating.

Additional LSA ratings, such as powered parachute, weight shift ultralight, or Piper J3 cub requires the Two CFI and an 8710-11 filed with OKC.
I believe you will need to fly the additional LSA aircraft with the 10,000 MSL and other LSA limitations.

BillT

[2KA]

Yup, what BillT said. By the way, I have done this process on both my pilot and instructor certificates, and I'm now an LSA ASEL pilot as well as an instructor. So I can assure that it works.

Your glider self-launch endorsement is irrelevant. You would do exactly the same process if you didn't have it.

Lynn Alley
"2KA"

[Jeff[_12_]]

I am a Private Glider rated pilot with 2000 hours in Lambada and Phoenix Motorgliders. Specifically, can someone recommend where I can go to work with the two CFI's to get the LSA airplane endorsement? Seems that the local CFI's aren't convinced this is possible.

Thanks for a recommendation. I'm in Virginia but ready to travel.

Jeff

[JS]

Have a look at this site, narrow search options to instructors.
Jim

http://airplanepilot.sportaviationcenter.com/sport-pilot-locator/

[2KA]

Note that you do have to do the proficiency check in an LSA airplane. A motorglider won't do.

For me, this involved getting a taildragger endorsement as well -- about 10 hours of training was involved.

Lynn

[[email protected]]

On Tuesday, 24 May 2016 12:03:11 UTC-4, Jeff wrote:
> I am a Private Glider rated pilot with 2000 hours in Lambada and Phoenix Motorgliders. Specifically, can someone recommend where I can go to work with the two CFI's to get the LSA airplane endorsement? Seems that the local CFI's aren't convinced this is possible.
>
> Thanks for a recommendation. I'm in Virginia but ready to travel.
>
> Jeff

b. Self-launching Gliders. Aircraft that have been certificated as gliders with self-launching capability cannot be used for a practical test for an airplane category. There are no dual airplane/glider category designations. The designee can determine the category of an aircraft by examining the aircraft airworthiness certificate or Type Certificate Data Sheet (TCDS).

[Valentin Mayamsin]

I plan to get an LSA add on. Talked to a couple of CFIs in SF Bay Area and they are confused about the rules. Can somebody provide specific pointers to support two-CFIs endorsements path?

Thank you

[2KA]

FAR 61.303. Look at the sixth line down in the table (assuming you hold a US Driver's License. It refers to 61.321, which documents the endorsements required.

As I said before, I have done this path. It works.

The hardest part is to submit the required form at the end to report the endorsement to the FAA. When I did it, it couldn't be done via IACRA. Instead, you need to submit for 8710-11. Note the -11 at the end; you can't use a regular 8710. Google it and CAREFULLY follow the instructions for the form.

Lynn Alley
"2KA"

[Valentin Mayamsin]

Thank you Lynn,

After reading FAR 61.303 about 10 times I now understand it. Your help appreciated.

-Val