Registration Airplane or Motorglider

Wouldn't one disadvantage for registering as a glider would be the
restriction in the US for only Daytime VFR?
but I don't recall if that is related to the equipment of the glider
or the glider pilot restriction.
chris

On 13 Nov 2004 20:30:44 -0800, (chris) wrote
in : :

Wouldn't one disadvantage for registering as a glider would be the
restriction in the US for only Daytime VFR?
but I don't recall if that is related to the equipment of the glider
or the glider pilot restriction.
chris

If such a restriction exists, that would be a significant disadvantage
for motorglider certification indeed. Can you please provide the
regulation number that imposes the restriction you mention?

Obviously, the motorglider must be equipped with position lighting for
night operations. Other than that and perhaps an anti-collision light
and cockpit lighting, (all of which I presume the Europa is equipped,
as it is apparently certifiable as an ASEL capable of night
operation), the Europa should qualify for night operations, IMHO.

I am unaware of a day VFR restriction on airmen who hold a glider
certificate.

"I've never met an ASEL pilot who couldn't safely fly a glider
in all the other areas by the time he had learned to safely aerotow"

Hello - I am one. I was a power pilot first and used to make my glider
instructor sick with uncoordinated turns. My brain kept kicking the yarn
instead of pulling it. Took a number of flights before I was safe, just
because of that trick. Once that was learned, the self launch endorsement
brought out additional required skills, like how to turn an aircraft with
long wings around without hitting things on the ground, and how to get out a
pothole without sufficient power.

Transistioning from one type of aircraft to another brings unique problems,
because of all the "bad" habits that need to be unlearned and new skills
needed.

Colin N12HS





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Well, one of the points was that certification as a glider means no
medical. My point was that certification as an Airplane-LSA
also means no medical.

Additionally, if it is an LSA (either as an LSA glider or as
an LSA airplane) a repairman with 16 hours of training can do the
yearly condition inspection. If it is just glider-experimental-amateur
built then an A&P or the builder must do the condition inspection.

I own an airplane-experimental which qualifies as an LSA.
Because of this, I and my partners have looked very
closely at the LSA repairman rules and are very interested
in taking the LSA inspection course.

If you own a glider which may qualify as an LSA, I suggest you look
carefully at these regulations and the possibilities they afford.

The SGS 2-33, SZD 50-3, SGS 1-34, SGS 1-26, Std Libelle,
Open Cirrus, ASW-15, H301, etc. seem to all qualify.
Vne 120kts or less, under 1320lbs meets the requirements.
The Vne seems to be the discriminator.

I'm still surprised why the PW-5, Apis, and Sparrowhawk are
121 or 123 Knots Vne. One would have thought the designers
would jigger something enough to reduce the Vne to 120 to
meet this rule. I've had enough contact with these
and other manufacturers to notice that the potential marketing
benefits of Sport Pilot and LSA are only partially understood...

In article ,
wrote:
Doesn't need to. It would be certified as a glider, experimental, amateur
built.
There is no category for motorglider. It would not be subject to weight,
speed
limitations, other than what you put down on the certification papers when
you
get it certified. Builder's choice.

Mark James Boyd wrote in message 41964365$1@darkstar...
In article . net,
COLIN LAMB wrote:
One reason to register as a glider is that it may be more valuable on
sale,
because of the medical issue. Right now, a pilot who has been denied a
medical may not be licensed under the new sport-pilot rules, but can fly a
glider/motorglider so long as he can certify himself.

The Europa Vne is so high it would not qualify as a glider under
sport pilot. If the max cruise is low enough, it may qualify as
a Light Sport Airplane, however, with all the advantages of
minimal maint. certification and no medical...

Anyone know the Europa max cruise speed in level flight?
--

------------+
Mark J. Boyd




--

------------+
Mark J. Boyd

"I've never met an ASEL pilot who couldn't safely fly a glider
in all the other (PTS) areas by the time he had learned to safely aerotow"

Except for "soaring techniques," I can't think of another area of the
PTS that isn't required in order to sign someone off for
aerotow.

5 ft rope break: MCA, stalls, and recovery, speed-to-fly,
normal and crosswind landings.

50 ft rope break (simulated): slip to a landing, off airport
landing.

200 ft rope break: steep turns with coordination, turns to a heading,
downwind landing, minimum sink speed.

So for me, by the time I sign anyone off for aerotow,
they're already safe to fly a glider in all the other (safety) areas.

Granted, not in all conditions, and not in all gliders are they safe,
but this is trivially true. I don't know any pilot who
is safe in all gliders in all conditions (although there are at
least two I can think of on this newsgroup who would argue
differently ;P).

Colin is talking about self-launch, a different launch technique,
but I'd be surprised if his instructor felt he could
safely self-launch before his coordination was good. Even in
self-launch, if the engine stops at XXX feet, isn't there a
turn back to the airport? Isn't this with a pretty good roll rate
and steep bank? Doesn't this require good coordination to ensure
safety? Wouldn't this be required before endorsing someone for
self-launch?

Does someone need to learn soaring techniques to safely fly a glider?
I didn't. Sure I learned steep turns, and we talked about
thermals, but I trained and was soloed (by a glider DPE) in calm air.
I never felt the least bit unsafe.

Are there any instructors who felt an ASEL transition pilot could
safely do all of the things for an aerotow endorsement but NOT safely
solo? This seems a little funny, since an ASEL transition pilot
with an aerotow endorsement can fly an experimental glider
solo under the current rules anyway (no cat/class required for PIC).
--

------------+
Mark J. Boyd

Gliders are allowed to fly at night or in IMC IF correctly equiped.


"chris" wrote in message
om...
Wouldn't one disadvantage for registering as a glider would be the
restriction in the US for only Daytime VFR?
but I don't recall if that is related to the equipment of the glider
or the glider pilot restriction.
chris

Only the fixed gear ones. The rest would have to be fitted with floats.

The SGS 2-33, SZD 50-3, SGS 1-34, SGS 1-26, Std Libelle,
Open Cirrus, ASW-15, H301, etc. seem to all qualify.
Vne 120kts or less, under 1320lbs meets the requirements.
The Vne seems to be the discriminator.

Glider can have retractable gear. See slide 8 on the following link:
http://afs600.faa.gov/documents/PDF/...20Overview.pdf

Wayne
http://www.soaridaho.com/


" wrote in message
...
Only the fixed gear ones. The rest would have to be fitted with floats.




The SGS 2-33, SZD 50-3, SGS 1-34, SGS 1-26, Std Libelle,
Open Cirrus, ASW-15, H301, etc. seem to all qualify.
Vne 120kts or less, under 1320lbs meets the requirements.
The Vne seems to be the discriminator.

"Well, one of the points was that certification as a glider means no
medical. My point was that certification as an Airplane-LSA
also means no medical."

As of this date, that is misleading. If you have been denied a medical by
the FAA, you cannot be certified under the LSA rules. This is a gaping hole
in the present rules that may be changed someday.

So, if you are a pilot with a medical and your medical was revoked, you are
limited to flying a glider and cannot fly an LSA - unless you go back to the
FAA and get a waiver or get your medical back. This is a case of the FAA
being worried about getting sued. It also means that if something happens
that causes you to believe that you will not get your medical, do not take a
FAA flight exam and do not tell the FAA. Let it lapse and then you can get
a LSA.

Colin N12HS





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" wrote in news:10pfmmr7ffv7l23
@corp.supernews.com:

Only the fixed gear ones. The rest would have to be fitted with floats.

The SGS 2-33, SZD 50-3, SGS 1-34, SGS 1-26, Std Libelle,
Open Cirrus, ASW-15, H301, etc. seem to all qualify.
Vne 120kts or less, under 1320lbs meets the requirements.
The Vne seems to be the discriminator.



Vne has nothing to do with Sport Pilot Lic or Light Sport Aircraft. The
top end speed limiter is the speed at "maximum continous power" at sea
level.

BeaglePig