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then you must also adhere to any restrictions
on that driver’s license. You must hold a current thirdclass
medical certificate to exercise the privileges of a
Private Pilot certificate.
The process of learning to fly includes a combination
of ground training (to include successful completion
of the FAA Knowledge Exam) and flight training to
include dual flights with a certified flight instructor
Figure 1-4. The PTS is used to test the knowledge and skill
of a pilot applicant.
Table 1. Definitions with respect to the certification,
ratings, privileges, and limitations of airmen.
1-4
third-class medical, then you may operate any PPC
LSA in that category and class, and do not need to
hold any of the endorsements required by Sport Pilots,
nor do you need to comply with the limitations
of a Sport Pilot certificate.
Note: If you hold at least a Private pilot certificate, but
not a medical certificate, you may operate as a Sport
Pilot and must comply with 14 CFR part 61 subpart J.
A Sport Pilot instructor can instruct, endorse logbooks
for privileges, and give proficiency check flights in a
LSA. To be eligible for a Sport Pilot instructor certificate,
you must be at least 18 years of age and hold
at least a current and valid Sport Pilot certificate with
category and class ratings or endorsements appropriate
to the flight instructor privileges sought. You must
also pass the Sport Pilot instructor and fundamentals
of instructing knowledge exams and meet the experience
and knowledge requirements outlined in 14 CFR
part 61.
Aeronautical Decision Making (ADM)
Your current attitude or mindset is something you, as
PIC, must constantly be alert to in order to maintain
your safety and that of the aircraft, your passenger and
the general public on the ground. To accomplish sound
aeronautical decision making (ADM), you must first
be aware of your limitations and well-being (physical
and psychological health), even before beginning the
first preflight routine. While technology is constantly
improving equipment and strengthening materials,
safe flight comes down to the decisions made by the
human pilot prior to and during flight.
The well-being of the pilot is the starting point for
the decision making processes that will occur while
in control of the aircraft. Just as physical fatigue and
illness will directly affect your judgment, so too will
your attitude management, stress management, risk
management, personality tendencies, and situational
awareness. Hence, it is the awareness of your human
factors and the knowledge of the related corrective
action that will not only improve the safety of operating
a powered parachute, but will also enhance the joy
of flying. See Chapter 16 of the Pilot’s Handbook of
Aeronautical Knowledge (FAA-H-8083-25) to learn
the decision-making process, risk management techniques,
and hazardous attitude antidotes you should
use in all your flight operations.
The phrase “pilot error” points to the human factors
which have caused an incident or accident, including
the pilot’s failure to take appropriate action. Typically,
it is not a single decision or indecision that leads
to an accident, but most likely it is a chain of errorrelated
factors. This inadequate action and poor judgment
path is referred to as the human “error chain.”
You only need to be aware of a situation and break
one link in this error chain to improve the outcome
of a sequence of events and return to safe and secure
flight.
A good instructor will immediately begin teaching
ADM when the student has the ability to confidently
control the powered parachute during the most basic
maneuvers. During a proficiency or practical test, the
instructor or examiner will be evaluating the applicant’s
ability to use satisfactory ADM practices as
the pilot determines risks and coordinates safe procedures.
Resource Management
Pilots must make effective use of single-pilot resource
management (SRM): human resources (pilot, passenger,
maintenance personnel, and the weather briefer,
as applicable), hardware (equipment), and information.
It is similar to crew resource management (CRM)
procedures that are being emphasized in multi-crewmember
operations except only one crewmember (the
pilot) is involved. Resource management is one way
of optimizing the risk elements (the pilot, the aircraft,
the environment, and the type of flight operation).
This ability to manage the resources available to you
is as critical to the successful outcome of the flight as
　
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