I guess you mean getting your Sport Pilot License when you say "LSA certificate."
I got my sport pilot license about two years ago and have over 250 hours logged time on a LSA I own with a partner.
I'm very happy with my sport pilot training and license and love flying and love my LSA aircraft.
I think I'm an exception. Other than the many ultralight pilots who transitioned into Sport Pilot certification,
in truth very few people have gotten into flying by directly getting a sport pilot license.
A couple of notes:
1) Be sure that there's near you either a flying club or an aircraft rental that HAS a sport pilot legal aircraft for you to fly.
Otherwise, unless you buy your own aircraft, you'll have a Sport Pilot certification that cost you much time and money and find ti useless.
Many aircraft rental places do not have a single Sport Pilot legal LSA for rent.
1b) I ran into one place in the San Diego area (you mentioned you're from there) that has a nice Sport Pilot legal LSA (Skycatcher) for rent, but even though a sport pilot license entitles you to fly it as far as FAA is concerned, they (because of their insurer) require that you have a current valid medical certificate also. Note that many people get sport pilot licenses precisely because they either don't want to take the medical exam or are afraid they might not pass it. Once you fail a medical exam or withdraw the application you can no longer fly with a sport pilot license. Watch out for this, it could in a worst case result in a disaster for you if you got involved with such a FBO rental under your Sport Pilot license.
2) Figure realistically (if you don't own your own LSA, or don't have access to a flying club that will let you train in their sport pilot legal aircraft) that it will cost you around $4000 by the time you're licensed. And figure about 35 hours.
Yes, it is true some people have managed to do it in 20 or 25 hours of flying (not counting their study time for the written test) and for less cash, but don't count on it.
3) Learning to fly (be it sport pilot or regular private pilot) with flying sessions spread too far apart is very inefficient.
For example, if you only get up for two or three hours once a month. Many people who try to do it that way never finish. You lose too much "currency" between training sessions. Being able to go up IMO at least once a week for three hours is minimum viable training interval. Ideally you'd IMO go up for 2 hours every second day, and study 1 or two hours the day in between.
3b) Some CFIs and flight schools that specialize in sport pilot training offer intensive training concentrated in a small period of time, such as two weeks or 10 days in one block of time. If you can afford the time and money and housing and transportation to such a location/operation it could be a good way to get it all done. Some of them require that BEFORE you show up you take and pass the FAA knowledge test (sometime called the "written test" even though it's all computerized these days.)
4) 70% of all people who start out to get their pilot's license never finish. Most common reasons IMO are it's costing more than they expected, and they are unable or unwilling to stay current and train with short intervals between sessions. Less likely, though possible, they find the knowledge test type learning, or even the flying skill itself, too challenging. I'd suggest you go take some of the many free on-the-web sample sport pilot FAA knowledge tests. Of course you shouldn't expect to do well on those (I'm assuming you don't have a lot of prior flight book learning) but they should give you a feel of what type of "book learning" .. intellectual knowledge and skill.. you'll be dealing with in the ground-type-learning involved with Sport Pilot. If your reaction to that is "I sort of understand that stuff" and/or "sure I could learn that stuff and maybe even enjoy learning it" then good. On the other hand if your reaction is "WTF are they TALKING about" and/or "I hate learning that sort of stuff" then maybe you should either back off your flying plans OR make a point of get a good tutorial (there are many free, some cheap, many very expensive on disk or online) for learning this knowledge test stuff and see if you can get a handle the knowledge test BEFORE spending a lot of time and money learning to fly the plane and then get stopped at the knowledge test level. If you take and pass the test it's good for two years.
The amount of material you are SUPPOSEDLY supposed to completely master can seem intimidating (meteorology, aerodynamics, aviation law, mechanics, aircraft performance calculations, navigation, etc., etc.) But remember, thousands of student pilots pass those tests and you only have to pass with 70%. (When I took sample tests BEFORE I started any formal flight training or software tutorials I was scoring 50 to 65% or even sometimes 70%; I was an experienced model plane builder, physics student, etc., so I had a leg up on that stuff. Point is, how easy or challenging you'll find the knowledge learning depends in part what sort of background and knowledge you arrive at the table with.)
5) As for aircraft: You'll find a wide range of strong opinions, many of them knowledgeable, on what's a suitable aircraft for a sport pilot.
The Graphite Cub (Carbon Cub SS) has some wonderful characteristics; I ASSUME you have what by my standards is a pretty fat wallet or you wouldn't even be looking at a Carbon Cub. (Were you aware that a used half decently equip Carbon Cub will set you back $150,000 or more?)
There are many many LSA's at significantly lower prices that are IMO wonderful light sport aircraft.... some, in my opinion, with advantages over the Carbon Cub. Even ignoring price (which few of us can) what is the "best" aircraft for you depends on what and how you will use it? Is ability to land on fields outside airports (back country flying) important? Is cruise speed really important? Luggage capacity? Visibility (high wings are generally better for visibility downward)? Ability to stay aloft for a long period of time with low fuel consumption? Range? Cabin comfort? Ease of maintenance? Maintenance costs? Availability of mechanics familiar with your type of plane? And the all important "handling characteristics"?
5b) If buying an aircraft, get really familiar with the difference in maintenance rules for "experimental" and standard category LSAs.
In short, generally speaking, owning a standard category LSA will cost you a lot more in, and be a lot more restricted in,maintenance.
6) To quote a friend who is an aircraft mechanic when I was consulting with him on what sort of plane to buy:
"An aircraft can cost you more money in more ways than I can name."
7) My personal opinion is that if you can afford it, and have some knowledge (or can get some knowledge) of how to purchase a plane, it's best to get your plane first and train in your own aircraft. You will safe significant money in aircraft rental during your dual training and solo practice times, and when finally have your license, don't have to learn a different type of plane than the one you trained in.
8) If this is a dream of yours don't put it off too long. It's not going to get any cheaper or easier to get licensed as the years go by.
9) Study the limitations of the sport pilot license compared to the regular private pilot license.
Sport pilot IS a bit easier and cheaper to get.
For me the only limitation that is at all annoying is that I can never fly any aircraft that can carry more than one passenger .... never can take my wife AND a guest or friend up at the same time. Similarly it rules out my owning (if I want to fly them) a whole lot of very nice not terribly expensive aircraft that don't fit under the LSA definition.
My two cents.
Hope it helps.
Alex
Alan wrote IN PART ---
>Fri Jul 26, 2013 11:34 am (PDT) . Posted by: "Alan" alan_wendy Hello everyone. This is my starting point in my adventure towards LSA activity. I have reached the point in my life that either I start this interest now, or let it go. I choose to start!
I know only what I have read in the WIKI sites regarding obtaining a LSA certificate. It seems doable for me. There is an airfield close by and will also be lurking around there to get an idea of how to proceed.
The goal is to own and fly a piper type aircraft. I am very impressed by the Graphite Cub I found at CubCrafters. Most every review I have found liked them too.
So here I am, ready to learn. Hit me with your best advise, or warnings.<
