Sport/Recreational pilot requirements vs medical
 

I have an FAR question (in real language versus lawyer speak, please).
If "I" have a private license, and an expired medical, can I still fly a light sport aircraft before renewing the medical? I belive the max horsepower is 100 for the sport aircraft. Is that true? What else do I need to know?

Also, it's been a very long time since renting an aircraft, and now I hear most FBOs require aircraft renter's insurance. This is all new to me as well. What do people recommend?

There's a minor poiint of confusion that comes up here...

For medical certification purposes you may fly a LSA with either a valid FAA medical or a valid US Drivers license. All states have some medical standards for driver's licenses, so they assume you are not blind.

An expired FAA medical is not a problem as long as you have a driver's license.

However...if your last FAA medical was revoked or denied, then you may NOT use your driver's license in lieu of an FAA medical. In this case they KNOW you're not medically fit so they are not going to allow you to fly. You would have to resolve your medical problem and obtain at least a third class FAA medical...which you could probably then allow to lapse and just go with the driver's license after that.

Basically the FAA takes the stance that what they don't know won't hurt them...

What aircraft type does the LSA category cover?

LSA pilot priveleges cover aircraft designed and built to LSA specifications (similat to part 23, but with very little FAA oversight) as well as some previously certified part 23 aircraft which happen to meet LSA specs: C-150 and piper cub come to mind.

The LSA specs include MGOW less than 1350# (or something like that) max AS 120 kts, and a low stall speed. Also max two seats. There are probably other technical requirements too.

No, if you have a previously been issued a medical, you must maintain it. You also can't self-certify if you have a condition which will prohibit you from maintaining a 3rd class. After reading your thread in the health forum, I see that this may be an issue. If something happens, the feds will come after you with all their fury. It is happening quite a bit as people thought they could use the sport pilot certification to skirt known health issues.

I believe the 150 is too heavy for the LSA category. 140s may fit. Luscombes and other two seat taildraggers fall into the LSA category though. EAA has a pretty good LSA info page at their website.

As for the insurance, find out what the FBO requires before you buy. The flight school I was working at started requiring coverage after a guy bent an airplane and bailed on the deductable which he agreed to pay when he signed the rental agreement. The coverage was something like $10,000 hull and 20,000 liability. It cost about $200 annually.

Thanks for the info. I went ahead and got the AOPA renter's insurance today and hope to make good use of it. I'll have to research the LSA regs in more detail. I guess anything new will come with it's confusion for a while.