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Update on Sport and Recreational Aviation

Update on Sport and Recreational Aviation. Major Discussion Points. FAA presented the LSA rule: Sport Aviation is less restrictive than Part 23 -- intended to get more people interested in Aviation. Growing Community- 75 models and 1100 SLSA, 2000 airmen in US.

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Update on Sport and Recreational Aviation

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  1. Update on Sport and Recreational Aviation

  2. Major Discussion Points • FAA presented the LSA rule: • Sport Aviation is less restrictive than Part 23 -- intended to get more people interested in Aviation. • Growing Community- 75 models and 1100 SLSA, 2000 airmen in US. • Discussed manufacture, operations, pilot requirements, maintenance, continued airworthiness • EASA presented its flight plan for general aviation covering airworthiness operations and licensing. • NPA planning was outlined • An overview of the NPA to part 21 for light sport airplane was presented • Differences identified during the session: • Aircraft Certification • FAA will not issue TC or PC, manufacturer will issue a statement of compliance for each aircraft. • EASA intends to issue TC and NAA’s will issue C of A for each aircraft. • Criteria for Light Sport Aeroplanes are different (e.g. no maximum speed limit for EASA) • Pilot Licensing • FAA requires medical or a valid drivers license (restrictions apply). • EASA will require a medical issued by a general practitioner Licensing of pilots

  3. Reaction from the Floor • Should we single out piston engine propulsion system? • EASA to revisit. • Clarification was requested relative to the condition for use of LSA and ELA in commercial operations: • LSA can only be used for personal use and for compensation or hire when limited to flight training and rental for personal use • ELA: the conditions will be defined during the rulemaking process for operations • Concern about EASA bringing such a formal system to a community not familiar with EASA. • EASA plans to rely on the network of NAA and Qualified Entities. Standardization of NAA by EASA will be done. Workshops are also envisioned. • Fees and charges for ELA system: • EASA will start working on an adaptation of the fees and charges system • Validation of ELA and LSA: • EASA and FAA recognize that it is a difficult issue not yet envisioned by the Bilateral Agreements • Role of qualified entities envisaged by EASA: • EASA remains responsible for all legal acts; qualified entities perform only technical certification task

  4. Outcomes/Additional Ideas • EASA strongly encourages comments on MDM.032 and NPA 2008-07 • New and evolving industry – authorities will track trends and propose changes if appropriate

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