Hi Al,
Apologies if I'm repeating what others wrote.
Congrates on getting back in the air, and good luck with your Challenger!
First, regarding insurance:
The cheapest place to get insurance on a Challenger.. .if you want _only_ liability insurance… is AFAIK via the Ultralight Association's affiliate:
Check out
http://www.usua.org/Insurance .
Other than that I recommend Regal Aviation Insurance
Nancy Schreiber
800-275-7345 toll free
503-640-4686
Second,: Helen of course as often is right: You need no new license.
All you need to legally fly that Challenger using your old PPL under Sport Pilot rules is a flight review within the last two years. In short, have to go get a flight review.
You do not have to have a current medical if you intend to fly under Sport Pilot privileges/rules.
Probably a good idea to review/learn exactly what Sport Pilot rules/right are.
Here's hort incomplete basic version: Fly only aircraft that fit the Light Sport definition. Don't fly at night. Don't fly over 10,000 feet (or at most 2000 feet above terrain.) VFR only. No "VFR above" (have to always have visual reference to the ground.) Have to have a current driver's license and carry it with you.
(BTW: Helen, or anyone, a question: As a sport pilot I had to have (and have) specific endorsements for (a) flying aircraft with Vh less than 87 knots, (b) flying aircraft with Vh greater than 87 knots, (c)flying into controlled airspace. I assume a private pilot flying under sport pilot privileges does not need those endorsements. Right?)
I assume you have not had a flight review in the last two years. You'll have to use a regular CFI or possibly a Sport Pilot Instructor for that review. You can't "fail" a flight review in the sense that nothing is recorded in your log book or anywhere if the CFI isn't comfortable signing you off on it (better find and dust off that log book), but, particularly if there's indications that you haven't flown for a long time IMO the CFI is going want to convince him/her self that, in addition to demonstrating control of the plane, you have reasonably current knowledge of rules, procedures, etc. He/she wants to be reasonable sure you're not a danger to yourself or others when flying.
So if it's been a while probably good to bone up on what's expected during a flight review. It requires a minimum of one hour in the air and one hour on the group with a CFI. You CAN, and are by most folks encouraged to, use it more as a learning, review, opportunity than a "test."
Oh, your Challenger has to have had an annual inspection in the last 12 months…. Needs a current annual. Did anyone already mention that. That may not be that easy to get done… or at least done "well" as many A&P mechanics aren't really familiar with planes like the Challenger or the engines on them. Bob (I think it might've been Bob) mentioned that if you take the appropriate approved 16 hour inspector's course and pass it you can do your own annual on any ELSA aircraft you own. And likely your Challenger is registered as ELSA.
Third, and IMO maybe most important….I'm assuming (correct me if I'm wrong) you haven't had much (any?) experience flying that clipped wing Challenger. If so, It could be good, or even essential, to find someone who has recent good experience flying a Challenger or a very similar aircraft (preferably a Challenger experienced pilot) to take you up and get familiar with flying the plane before you show up for a flight review. There are a number of fatal Challenger crashes that the NTSB report states something like "
a factor was the pilot's lack of total experience in the make/model."
IMO this does not have to be a certified instructor. In fact IMO it is more important that they be experienced with the Challenger than that they be a CFI. Reason I say that is (having flown a Challenger for several hours and read much about it….because I was considering buying one some time ago) most light sport aircraft, and particularly the really light ones like the Challenger are significantly different to fly than the other typical small GA aircraft such as the typical ones I suspect you may have flown and trained on.
It may be hard to find an official certified instructor willing to train you in the Challenger. There are only about, IIRR, 35 instructors in the USA officially listing themselves as ultralight instructors. Not that many specializing in training in LSA's either. And although officially your Challenger is an LSA in reality its characteristics are right out of the ultralight world. But, like I said, you don't need an official instructor to get some training. Any pilot competent/experienced specfically to fly that Challenger can take you up and let you on the controls as long has he/she is willing to be the PIC. Of course you can't log that time. And IMO prudent that at least one of you have SOME sort of insurance in force when you do that.
In some ways light LSAs like the Challenger are easier and more fun and safer than common small GA aircraft:
The Challenger, like many of the lighter LSA's, gets off the ground in seconds and in less than 300 feet.
Lands in less than 300 feet if I remember right. Stall at very low speeds and approaches at very low speeds so plenty of time to set up and correct landings. Many more of them have BSR chutes. Controls _generally+ respond with less lag than in heavier aircraft.
The engine on it and most LSA's don't have carb heat or mixture settings to deal with. Climbs relatively fast and steep. And great forward and side visibility compared to most GA aircraft. Heck of a lot cheaper to stay aloft for an hour in a Challenger than a 172, let alone a 182, etc.
On the other hand in some ways light wing loaded LSA's, and particularly the Challenger are/is more challenging (pardon the pun):
With the light wing loading and low inertia/mass it'll bounce around seriously in turbulence you'd less notice in a 172, etc, and can be a challenge indeed in a crosswind, even when taxiing.
With the rear engine above the CG if, say, looks like you're descending a tad short of the runway and put in power to extend your glide as you apply power it'll push the nose DOWN ….. Just what you don't want…. If you don't simultaneously pull the stick back. Just the opposite of what you'd expect if used to a front engine aircraft. Also it's known for considerable adverse yawn. Needs lots of right rudder on takeoff. All can be gotten used to.
Finally, curious which engine your Challenger has? Most seem to have the two-stroke Rotax 503. Not my favorite engine, but if given the right TLC it'll do the job.
Re the engine: Personally, especially with the noisy Rotax two stroke engine, you might want to consider investing in a good a top-end noise-cancelling (ANR) headset. Can make flying near a two-stroke engine much more pleasant and make radio communications far more intelligible on your end.
Hope some of this unsolicited opinion is helpful, and none is offensive.
Alex
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