Lazy Eight's

"Ron Wanttaja" wrote in message
...
On Sun, 24 Jun 2007 16:36:11 -0000, wrote:

seems to me the owner's manual on our Mooney says limits are 60
degrees bank and 30 degrees pitch. It also says the airplane should
not be spun.

I could be wrong about that.

No, you are undoubtedly right. But there is no such thing as being
"certified
for 60 degree pitch." The manufacturer can place any warning they wish in
the
manual, but that's not the same as certification. The airplane is
certified in
the normal (or utility) category, in the aerobatic category. But this is
a *G*
limit, not an overt certification limit on bank or pitch angle. If Mooney
said
the limits are 59 degrees bank and 29 degrees pitch, that STILL wouldn't
make it
a "certification" limit.

From what I can tell, Part 91's only comment about aerobatics is that you
have
to wear a 'chute...it doesn't seem to care about the certification
category of
the aircraft. The 91.13 catch-all undoubtedly works, though.

As for practice of these manouvers? Do whatever you like. Probably it
would not be wise to post here, though, except as a hypothetical
question. There's nothing like a written record to influence courts or
insurance companies.

Well, let's get this out of the way, then. I regularly exceed 30 degrees
of
pitch in my US-registered aircraft, despite the airplane not being
certified in
the aerobatic category. My 25-year-old airplane has never undergone an
annual
inspection. I haven't held a medical for about four years, yet I hold a
Private
Pilot license and fly my N-numbered aircraft regularly.

I'll just sit here and wait for the subpoenas and insurance cancellations,
then....

Ron Wanttaja

Actually, this explains a lot that had been made a little confusing by some
of the discussions which I had heard. In other words, just as a type certif
ied aircraft which falls within the LSA limitations of weight, speed and
configuration; the same is true for an amateur built experimental with the
appropriate operating limitations.

That leaves one question about which I am still curious. Do you happen to
know what pilot rating and medical certification requirements would exist
for the initial pilot of a new amateur built experimental (or a new design)
expected to comply with the LSA definitions.

Thanks,
Peter

On Sun, 24 Jun 2007 19:51:58 -0400, "Peter Dohm" wrote:

That leaves one question about which I am still curious. Do you happen to
know what pilot rating and medical certification requirements would exist
for the initial pilot of a new amateur built experimental (or a new design)
expected to comply with the LSA definitions.

The FAA made this a bit more confusing than they had to. A couple years back,
they developed a *definition* of a "Light Sport Aircraft," at the same time they
developed two new certification categories, both with "Light Sport Aircraft" in
the names (Special Light Sport Aircraft and Experimental Light Sport Aircraft).

If an airplane meets the Light Sport Aircraft *definition*, then it can be flown
by anyone with a Sport Pilot license or higher. If the aircraft meets the
*definition*, a person with a Recreational/Private/Commercial/ATP license and a
valid Class III medical or higher may fly the airplane. The same individuals
may instead use a valid state drivers license in lieu of the standard medical,
PROVIDING their last medical "died a natural death" (e.g., just expired rather
than getting canceled) and they have not failed an FAA medical since.

It's like the "fourth step" in the standard FAA medical. You can fly operations
requiring a Class I for six months, then fly in operations only requiring a
Class II for the NEXT six months, and finally can execute Private Pilot
privileges for the next year. After that you, you can be a "Private Pilot
executing Sport Pilot privileges" for as long as you have a driver's license and
DON'T flunk an FAA medical.

The certification status of the airplane is immaterial...it can be normal
category, utility, aerobatic, experimental, limited, etc. If it *meets* the
Light Sport Aircraft definition, a Private Pilot can execute Sport Pilot
privileges and use a driver's license in lieu of a medical.

The specific aircraft certification categories (Special LSA and Experimental
LSA) implement simplified processes to gain airworthiness certificates and
simplified maintenance requirements.

I've got more details on my Fly Baby web page:

http://www.bowersflybaby.com/tech/lsa.html

Ron Wanttaja