Sport Pilot (was SoCal CFIGs needed.

An unpowered light-sport aircraft (e.g. glider) would
have a maximum never-exceed speed (VNE) of 115 knots,
as VH is not applicable. This speed limitation also
limits the commanded kinetic energy of an aircraft
flown by a pilot holding a sport pilot certificate.
For a VNE equal to 80% of the aircraft’s structural
design limit speed, a 115-knot VNE limit for aircraft
would mean that structural design limits would preclude
gliders with a speed capability in excess of 144 knots
from being approved as light-sport aircraft (144 X
80=115). ---- This quote is from the sport pilot NPRM.
The PW-2, 2-33, and 1-26 qualify, but many others
do not. Getting an initial sport CFIG or sport glider
license seems pointless, since the requirements are
so similar to getting a regular CFIG or private glider
license. BUT: for transitioning pilots this is a
real boon, since an existing pilot or CFI can add sport
privileges in a new category/class (glider) and take
passenegers or teach in a 2-33 with NO checkride, just
endorsements. Since examiners are few and far between,
and the standards applied by different DPEs are so
inconsistent, this may provide some relief to those
pilots/CFIs that just want to fly friends or teach
in a 2-33, and prefer to avoid $250, complex scheduling,
and inconsistency among DPEs. The real test of all
of this, however, will be the first glider sport pilot
insurance claim...we'll find out next year, I suppose...

Some Ultralight pilots are already taking advantage
of the greater opportunities that the Glider category
offers instead of all the limitations of the proposed
Sport Pilot initiative.

Example-

The New Glider-Trike: The Best Deal in Aviation

http://www.ultraflight.com/issues/no...ov00page35.htm


Thirty years ago there were over 800,000 active pilots
in the United States. Today there are less than 650,000
pilots, even though the national population is much
greater.
Why? Because the barriers to flying are many: the time
and expense for training, the increase in FAA regulations,
the high cost of airplane ownership and maintenance,
the closure of many airports, and the exposure to liability
lawsuits.

Despite the decline in general aviation, ultralight
flying has steadily increased. That’s because ultralights
are more affordable and subject to less complicated
FAA regulations than general aviation aircraft.

But there are significant limits to ultralight flying.
Ultralight aircraft have FAA mandated weight, fuel
and speed restrictions. You may only fly them in remote
areas. You may not carry a passenger unless you are
an ultralight instructor. You are not allowed to fly
them at night. They are prohibited from many airports,
even in rural areas.

Picture caption -.... Below: USUA President John Ballantyne
flies an Experimental glider-trike over Los Angeles
International Airport to demonstrate that a trike really
can fly over congested areas. The photo was taken by
Susan Martinez in a Quicksilver GT-500 flown by Jon
Thornburgh.

How would you feel if you discovered that there exists
a form of aviation which combines the simplicity and
joy of ultralight flying with the respectability and
privileges of general aviation?

Wouldn’t you be excited if you learned that you could
obtain an FAA Private Pilot’s license in only 10 hours?
Or a Commercial license in 25 hours.

Suppose I told you that you could fly an ultralight-type
aircraft wherever you wanted –including congested areas
and general aviation airports – and that you may carry
a passenger, you may fly at night, and you need not
adhere to weight and speed restrictions.

How would you like to purchase your own two-seat aircraft
for less than $25,000, and fly it for $15 per hour?
Wouldn’t it be nice if you could fold the wings and
take it home with you, avoiding tie-down fees and hangar
costs? And it would be great if you could insure your
aircraft for the same price and coverage as general
aviation airplanes.

Well, it IS true, thanks to a new avenue of flying
made available this year. It’s called a 'glider-trike.'

A 'trike' is basically a large, power-assisted hang
glider. A flex wing is mounted on a fuselage which
carries one or two occupants, plus the engine, landing
gear, fuel tank, instruments, and optional parachute.
It is controlled by a pitch/roll bar, and has no rudder.
The wing can be removed, rolled up, and carried on
top of a vehicle, just like a hang glider wing. The
fuselage can be towed on a trailer.

Trikes are the most popular form of personal recreational
flying throughout the world, except for the United
States. They are regulated in many countries as a 'microlight,'
with manufacturing standards and pilot certification
procedures. The 1997 movie, 'Fly Away Home,' featured
a trike which was used to guide migrating geese from
Canada to their breeding grounds in the United States.

Though intended for local pleasure flying, some pilots
have flown their trikes for great distances. British
pilot Brian Milton flew entirely around the world,
over a period of several months. South African pilots
Mike Blyth and Oliver Aubert flew thousands of miles
from South America clockwise around the Pacific Rim
to Africa. Other long distance flyers include Colin
Bodill, Dave McCauley, and Bill Fortney. Bill was featured
in the May 2000 issue of UltraFlight Magazine (and
continues to be featured monthly through December 2000).

Until this year, trikes have been flown as 'ultralights'
in the United States, and have been subject to ultralight
restrictions. Now there is the 'glider-trike' option,
which opens up a whole new array of opportunities for
trike flying as a registered Experimental Glider (motorized)

Article continues;
http://www.ultraflight.com/issues/no...ov00page35.htm