61.325 How do I obtain privileges to operate a light-sport aircraft at an airport within, or in airspace within, Class B, C, and D airspace, or in other airspace with an airport having an operational control tower?
If you hold a sport pilot certificate and seek privileges to operate a light-sport aircraft in Class B, C, or D airspace, at an airport located in Class B, C, or D airspace, or to, from, through, or at an airport having an operational control tower, you must receive and log ground and flight training. The authorized instructor who provides this training must provide a logbook endorsement that certifies you are proficient in the following aeronautical knowledge areas and areas of operation:
(a) The use of radios, communications, navigation system/facilities, and radar services.
(b) Operations at airports with an operating control tower to include three takeoffs and landings to a full stop, with each landing involving a flight in the traffic pattern, at an airport with an operating control tower.
(c) Applicable flight rules of part 91 of this chapter for operations in Class B, C, and D airspace and air traffic control clearances.
That's the regulation, but what does it really take? My advise, is to demand more training than your instructor will probably want to give you before he/she gives their endorsement. The FAA believes the most dangerous part of your flight, is on the ground, and for good reason. According to the IG, general aviation is involved in 72 percent of incursions while accounting for 59 percent of the operations. However, accidents predominantly involve air carrier aircraft. In the decade of the 1990s only one GA pilot was charged with the probable cause of a runway incursion accident at a towered airport (St. Louis). Careful investigations of these incidents have identified three major areas contributing to runway incursions - communication, airport familiarization, and cockpit procedures for maintaining orientation.
After your ground instruction, and some "practice" radio calls, have your instructor pick out a towered airport, and show you how to download, or find, the airport diagram. Check the NOTAMs, paying special attention to runway or taxiway closures, and mark them on your diagram. When you fly into the towered airport for your 3 full stop landings, if possible, ask to depart a different runway each time. Your goal here is to taxi from one end of the airport to the other, hopefully requiring you to cross other taxiways or runways. Remember to read back hold short instructions, or the controller will "politely" remind you. Here's where a well placed call to the tower from your instructor before the flight might be appropriate. Have your instructor tell the controllers what you want to do, and why. If they have time, and traffic permits, they will be happy to accommodate. Really, most controllers are not nearly as scary as they sound. A large airport can be very confusing on the ground. Never be afraid to ask Ground Control for "progressive taxi", especially at unfamiliar airports, that's part of their job. Believe me, they'd rather spend a little extra effort on helping you navigate the taxiways than spend their break writing a statement. (That's 25 years of controller experience talking) Make sure your instructor talks about some of the new hazards you'll encounter at bigger airports. Jet blast, or rotor wash can ruin the day of a light sport pilot, so give the helicopters and "big iron" a wide berth. I've spent this entire article talking about hazards, dangers, and surly controllers, not to scare or discourage the LSA pilot, but rather to equip and empower them. Your Sport Pilot Certificate is a huge accomplishment, and privilege. I want you to use it to it's fullest, being comfortable and confident talking with air traffic, and most important using it safely.
Come out to St. Charles Flying Service, tell them to take you to Lambert International, and that I said it would be alright. Enjoy your flight, and for the truly fearless, watch this video.
1 comment:
WOW!! not many people truely appreciate or respect "jet blast". Your video is worth a thousand words. I also think you could mention the very real hazard GA pilots might experience in their C-172 or PA-28 just taxiing close behind another airplane, prop or jet. I can remember getting bounced around waiting in line to takeoff while the pilot in front of me decides to do his run up!!
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