Whether an aircraft is certified outside the United States makes no
difference. It doesn't even make any difference if it is certified in
the United States. Anything can be registered as Experimental -
Racing. What one has to comply with are the operating limitations
(usually stapled to the pink special airworthiness certificate or
stuffed in the pocket with it - if you don't have this, you can't fly)
and an annual condition inspection. Since anything with a special
airworthiness certificate is not really airworthy ;o), only an A&P is
required for the condition inspection, not an IA, and my understanding
is that anyone can do other maintenance as long as whatever they do
would not be considered a major alteration. None of the manufacturers
service bulletins, etc. need to be complied with technically (although
it would be a good idea). I suppose the DAR or FAA inspector could
put a paragraph in the limitations requiring that the manufacturers
recommendations must be complied with, but I haven't seen anything
like that.

(Kirk Stant) wrote in message

Curious; my LS6 is registered Experimental - Racing, but it is a
certified glider in Europe (JAR?) so I have to comply with all the
normal certified aircraft procedures. For example, I can't do annuals
on it myself.

As I understand it, the Sparrowhawk is not certified anywhere, just
registered Experimental - as in homebuilt experimental, where you can
do all the work yourself on it. I didn't know you could build and
sell aircraft that way - I thought they had to be kit built.

So it really isn't "just like my LS6", as I see it.

Or do I have all this certification stuff wrong? I havn't really read
up on it much.

Again, just curious; if the thing is safe to fly then it's all just
legal bull**** anyway...

I probably cant make it down to Estrella soon, hope it makes it to
Turf soon.

Kirk