New York Times article (registration required): http://www.nytimes.com/aponline/nationa ... ilots.html

Microsoft word format: http://www.faa.gov/avr/arm/rulemaking/S ... le7_19.doc

Adobe Acrobat (.pdf) format (450 pages, 950 kbytes): http://www.sportpilot.org/sportpilot_rule.pdf

The new rule covers simplified manufacture, certification, operation and maintenance requirements for light-sport aircraft, those heavier/faster than part 103 (254 lbs powered, 155 lbs unpowered) but lighter than 1320 lbs.

From our point of view the important thing is how they weill affect HG aerotowing operations. Although the released document talks about the USHGA's towing exemption, it doesn't specifically say whether the exemption will be renewed for unlicensed pilots towing in part 103-legal powered ultralights.

Quoting page 24 of the PDF version of the rules: "The rule allows a special light-sport aircraft owner to accept compensation for the use of the aircraft for flight training or towing a glider or unpowered ultralight vehicle" but at least a Private Pilot license (not a light sport license) will be required. Pilots doing towing under the existing part 103 USHGA exemption get a boost on page 200: "In addition, the FAA is also now allowing crediting of ultralight experience to qualify for glider or unpowered ultralight towing under §61.69." Section 61.69 (starting on page 224 of the PDF version of the rule) lays out the FAA's intentions with respect to towing HG/PG. 100-hour inspections will be required on light-sport aircraft used for towing operations, and it seems like experimental (home-built) light-sports won't be allowed to tow. Existing ultralight tugs seem to be grandfathered in for towing.

The new rules take effect on September 1, 2004.

No interpretation or guidance from the USHGA, but I'll post it when it arrives.