Welcome to the L2F (“Learn to Fly”) Newsletter. We’re here to help you in your journey of becoming a pilot!

Last week we outlined the most foundational license - the Student license and this week we’re excited to tell you about the Sport Pilot License; and also a quick introduction to - who doesn’t love talking planes!

Let’s go!

The Major Types of Pilot’s Licenses (And Which One is for You) - Part 2

Of the major types of pilot’s licenses, which is the best? Well, there’s no one answer to this question. Depending on your aviation goals, your aspirations may range from recreational flying to making a career as a pilot.

The major pilot’s licenses include:

• Student

• Sport

• Recreational

• Private

SPORT PILOT LICENSE

A Sport Pilot License, though limited, is an impressive step above a student license, and the requirements are few. A sport license is the quickest and least expensive way to legally fly an aircraft. 

Assuming you have a student license, a sport license requires 20 hours of flying time. That’s less than the time needed to get a driver’s license!

Another key benefit of the Sport Pilot License is that no medical is required - only a valid driver’s license, so it’s ideal for folks who may not be able to secure a medical certificate.

A sport license may be the only certificate you need to reach your flying goals, allowing the operation of light aircraft (including gliders and balloons) to local airstrips. However, the sport license (or just the sport license) won’t get you a pilot career, or even opportunities to fly to towered airports.

There are a few limitations to this certificate that are crucial to know about:

• May not fly to/from towered airports

• May not fly above 10,000 feet

• May only carry 1 passenger at a time

• May not fly at night

• May not fly in Class A/B/C/D airspace

Despite these limitations, obtaining a Sport Pilot License is an excellent goal for enthusiasts seeking to fly light aircraft locally or as a next step to becoming a private pilot!

Stick with us for next week where we will outline the Recreational Pilot license!

What Do Temperature and Dewpoint Have to do with Flying?

We’re heading into the home stretch of the year pretty soon, and that means a few welcome seasonal changes. I get to be outside without sweating. My wife gets to decorate for Halloween.

Pumpkin spice flows freely, and the temperature/dewpoint spread shrinks.

Wait, hang on, let’s think about that one a bit. If you’re new to the Northwest (or new to flying), this should become an important part of your aviation practice. The temperature/dewpoint spread is just the number of degrees of difference between the temperature and dewpoint. They always report both in weather broadcasts and in METARs for a reason.

We’ll start with the obvious: temperature means air temperature. Lower means colder. With me so far? Cold air is good for flying in a lot of ways. For one thing, lower temperatures bring denser air, which helps us climb faster. Engines develop more power with denser air as well.

Sure, you might need to let the oil warm up a bit before you go full power, but you’re setting waypoints and doing runups anyway, so it’s not really that much of a hassle until you’re a few degrees below freezing.

The drawback to cold air is that it’s not really that great at holding moisture. Hot air is better at absorbing moisture, because the air molecules spread out and create spaces for water. Cold air is denser, and there’s less room for evaporated water. Since relative humidity is based on the amount of water the air is able to hold, 90% means something different in the winter than it does in the summer in terms of water mass per cubic foot.

The dewpoint is the temperature where the relative humidity would be 100%, or what we would call saturated. Practically speaking, it’s how much the air would need to cool off before it can’t hold any more moisture. Once it reaches that point, the excess moisture in the air has to go somewhere, so it condenses and forms clouds or fog.

I can tell you firsthand, it comes on fast. When I was training to get my CFI rating last winter, I was out with my instructor for a late afternoon flight in the local practice area. When we finished our maneuvers, it was clear. When we turned downwind, there was a light mist near the ground.

While we put the plane away, the visibility had dropped to the point that we couldn’t see the full length of the runway. It had been clear that day, and the sun had melted some of the snow on the ground. The evaporated moisture found its way into the warm air near the surface. As soon as the sun dipped below the mountains, all that moisture got booted right out and socked us in in a matter of minutes.

Definitely go flying this fall and winter. Enjoy those climb rates, for sure. But don’t forget to keep an eye on the temperature/dewpoint spread, and fly safe out there!

The L2F Newsletter is crafted by seasoned pilots and experienced instructors, all with one common goal: to empower your dream of soaring high.

We're not just sharing information; we're sharing wisdom, insights, and the kind of guidance you can only get from those who are already living the dream you aspire to.

Buckle up, because with L2F, you're never alone on your flight training adventure!