The number of inquiries or comments I have received compels me to speak to this subject. Several readers or viewers asked variations on this question, “Will this have an adverse effect on Light-Sport Aircraft?” I’ll offer my response and then add some other comments.
Aviation medical reform is nearly complete (BasicMed becomes effective May 1st). Many pilots may be waiting to qualify. Most need only to fulfill the requirement for an online evaluation every two years (free from AOPA) plus needing to see a doctor every four. If they did not earn a third class medical in the last 10 years, they must get that out of the way first. This is potentially a big problem as many let their medical lapse for various reasons.
The good news: Light-Sport Aircraft or Sport Pilot-eligible kit aircraft trigger no such requirement.Aviators from the LSA and Sport Pilot-eligible aircraft community are generally pleased that some pilots will be able to acquire airplanes from the used GA fleet at low cost or continue to fly the one they already own or rent. The fleet averages nearly 40 years old but that also means lower asking prices (though BasicMed demand could nudge the prices upward).
However, the appeal remains strong for a new LSA at an affordable price or a used LSA at a reduced cost. These roomy, up-to-date aircraft commonly have modern fuel-efficient engines, highly sophisticated equipment including glass panels, and feature low operating costs with performance to match many GA airplanes, albeit with two seats. Light kit aircraft offer broad customization at modest expense. All can be flown with no medical proof other than a valid driver’s license.
When the rule change was first proposed five years ago, LSA sales took a nose dive. That body blow to a young industry segment has long since been absorbed and pilots who want a late-model aircraft have been choosing from dozens of models that are now well-established in the market and boast good safety records.
Contrary to some naysayers, LSA has been a global success. Today, LSA and LSA-like aircraft represent well over 60,000 units worldwide with annual sales around 3,000 new units. That last figure is about triple the number of new Type Certified aircraft delivered annually, according to recent reports. Find more details on LSA around the world in this article.“As for the current [BasicMed] proposal, it is not the open medical idea that the LSA pilots enjoy,” observed Eric Tucker, longtime industry expert and technical representative for Rotax in the Americas.
“The ‘hoops’ put in by the FAA make [achieving BasicMed] anything but simple,” he added. “There are still checks, there are still evaluations that make this far more complex than the LSA medical we currently have.”
Eric summarized noting that, given those fresh “hoops,” LSA will not lose its appeal due to the medical changes for pilots.
“After reviewing the new requirements, the so-called relaxing of the medical for pilots, I am rather surprised at the pundits’ responses,” elaborated Eric. “This is not at all the same as the LSA rule. Indeed this is in some ways worse than what they have at the moment, in my opinion. You now have people who have to go to a doctor who will be unsure of what is really required and perhaps reluctant to sign off on a certificate that they know so little about.”
Eric suggested asking yourself these questions: “Will doctors unfamiliar with aviation be willing to sign off for aviation medicals? Will they be willing to take on the responsibility for this in light of the legal response, if it should occur (as it no doubt will) that a pilot has a medical issue while flying after seeing a regular doctor? I think that the positive thoughts expressed today by some might change when we recheck this in a few years. Time will tell.”
“The LSA rule is far better,” Eric concluded. “People should be made aware of this.”