A better sport pilot idea from the FAA in 1983

[Cub flyer]

This is from a Jan 1984 Sport Aviation. David Scott Washington Report article inside the back cover.

"The Future of Recreational Flying"


November 22 1983 EAA hosted a meeting at Oshkosh where 42 representatives from FAA and private industry gathered to explore the possibility to establish simpler airworthiness standards for certification of light airplanes for non commercial use

The FAA came to the meeting with a concept paper describing a new class of airplane called "Primary Aircraft" with a maximum takeoff weight of 2000 lbs not more than one engine an maximum seating capacity of two persons.

The FAA proposed the industry establish airworthiness standards for submission to the FAA for approval. EAA has agreed to do this with help of submissions from the attendees.

Once airworthiness standards were accepted by the FAA applicants for a type certificate would certify to the FAA that the airplane has met those standards and all necessary tests including flight tests and inspections. The FAA would require a flight manual and instructions for continued airworthiness for each aircraft. Noise compliance would be required for aircraft with propeller tip speeds in excess of 800 FPS.

After applicant certifies that all tests are completed a type certificate will be issued after the administrator finds based upon the certification that the product meets the applicable airworthiness standards. Builders assembling aircraft from kits could do so under the supervision of the production certificate holder under procedures acceptable by the FAA

Primary aircraft could be certified as experimental aircraft or certificated

Owners of primary aircraft could perform their own maintenance inspections if the manufacturer has established a preventive maintenance program and training program acceptable to the FAA.

Primary aircraft could be used for instruction or hire if not in the preventive maintenance program.

Standard category aircraft may transfer into the primary category provided the aircraft meets the size and other limitations of the category, This could apply to Cessna 140,150 series etc.

That was the specs the FAA presented.


Paul Poberezny hand delivered a letter January of 1983 to Craig Beard of the FAA certification branch discussing a "recreational category airplane" AOPA and EAA wanted a four place airplane with maximum of 200hp to be included. One deligate remarked that a 200 hp two place airplane could be "quite a bomb for a low time pilot to handle" Others disagreed with a single engine limit but agreed with two propellers on one shaft?

The meeting in November 1983 was the FAA response to Paul's and AOPA's proposal in Jan 1983.


this is different than the "primary category certification"which came later


If the FAA came to the EAA meeting trying to sell this idea how did it get turned into what we have today? Sounds to me like the FAA had a better idea and was ready to make it work.

[Jim Stewart]

I think that the primary purpose of the sport pilot program was to reign in the ultralights and powered parachute fliers, not to create a group of cross-country pilots and planes with near-PPL privileges and capabilities. Fortunately for us, things spun out of control.

[mcjon77]

It seems to be a policy that was more plane centered than pilot centered. The focus appears to be to lower the production, purchase, and maintance costs for light aircraft, essentially like having a Light Sport Aircraft regulation class but not a Sport Pilot License class.