Light Sport Aircraft

In article ,
says...

On Tue, 04 Jan 2005 18:55:13 GMT, (sleepy6) wrote:

I haven't researched it since the actual changes in the FARs so you
may be right ... but earlier versions allowed only the ultralight
transfers to be used as trainers and rentals for a limited period of
time. The factory kit ELSA were never allowed as trainers and rental
s.

Since the transitioned two-seat ultralights get the same ELSA certific
ates as
the kit-built machines, I can't see how they could allow one type of E
LSA to be
rented and not the other. But I think that's the reason for the 2010
expiration
date; to allow the two-seat UL trainers to continue in their present o
perations
for a reasonable amount of time.


It's hidden in the operation limitations that the DAR puts on the
plane. The factory ELSA have different limitations which do not allow
training. Transition ultralights have training included in their
operational limitations but their registration expires in 2010. At
that time they must register all over agian. The new operational
limitations will not include training.

Ron Wanttaja wrote:
On Mon, 03 Jan 2005 19:10:45 -0600, Rick Pellicciotti
wrote:

I have experience with RANS and Kitfox aircraft. I have personally
built 5 RANS kitplanes and I have known Randy Schlitter since 1988.
The
airplanes are top notch, customer support and service are second to
none. RANS has a production certificate in hand and can build S-7
Couriers today. To my knowledge, this is the only LSA legal, new
airplane that is certified right now.

If I may make a slight clarification, Rick: The S-7 meets the FAR
Part 1 Light
Sport Aircraft definition, and thus can be legally flown by Sport
Pilots. But
as far as I know, it is certified in the Standard airworthiness
category
(probably Normal or Primary), *not* as a Special Light Sport
aircraft.

The S-7 must be annualed by an A&P with an Inspection Authorization,
and cannot
be inspected or have major maintenance performed by a person with a
Light Sport
Maintenance Repairman Certificate. Nor can it be transitioned into
the
Experimental Light Sport Aircraft category to allow all maintenance
by the owner
and inspections by those with an LS-I Repairman Certificate.

I'm betting RANS can have one of the first planes certified as SLSA,
if they
wish. But existing Standard category S-7s won't be able to
transition.

However, like you said, they *are* LSA legal...from the point of view
of those
who wish to fly as Sport Pilots.

Ron Wanttaja


Yes, Ron. The S-7 is certified and RANS has a production certificate
for it in the Primary category. I agree with you that they could be
one of the first US manufacturers to build SLSA aircraft but the last
conversation I had with Randy, he indicated that he was going to go the
experimental route for now.

I wish I had the command of the written word that you have. I could
have explained it better. You did a great job.

Rick

On Wed, 05 Jan 2005 01:58:23 GMT, Ron Wanttaja wrote:

I hope your interpretation is right because ELSA kits were too
restricted for the life of the plane in the early discussions.

I have a sneaking suspicion my interpretation is wrong, just because it *would*
allow a lot more flexibility that I believe the FAA and EAA intended. I've been
given a good contact at the FAA, I'll try get a clarification.

I've had a good exchange with one of the inspectors in the Light Sport branch at
the FAA.

1. Owners of an Experimental Light Sport Aircraft (ELSA) must strictly conform
to the manufacturer's assembly instruction during construction.

2. Once the aircraft is completed, the owner is free to change and modify the
airplane as he desires without permission or guidance from the original kit
manufacturer. Just like Experimental Amateur-Built, though, if a major change
is made, the aircraft will have to go back to the Phase 1 testing.

3. Persons owning an aircraft with a Special Light Sport Aircraft (SLSA)
certificate (e.g., production LSAs) may receive a new airworthiness certificate
in the Experimental category upon application (e.g., no prerequisites).

4. When the new airworthiness certificate is granted, the owner must surrender
the Special LSA certificate (which I interpret as meaning there's no going
back).

5. Once the new certificate is awarded, the owner is free to change and modify
the former SLSA as desired without permission or guidance from the original
aircraft manufacturer. Major changes will require the aircraft perform Phase 1
testing.

I did not ask specifically in regard to former two-seat ultralight aircraft, but
given #2 and #5 above, I can't believe it'd be any different.

Keep in mind, though, that this is new ground for the local FSDOs. It's likely
there may need to be some policy documents generated at the national level to
ensure a consistent interpretation.

What struck me during the exchange is how similar the SLSA to ELSA transition is
to the "owner maintenance" category in Canada. The owner of a production-type
aircraft will be able to have a lot more freedom as far as changes to his bird.

Ron Wanttaja

Ron Wanttaja wrote in
:

On Mon, 03 Jan 2005 23:24:21 GMT, Ron Wanttaja
wrote:

It is subject to the same maintaince etc requirements as SLSA but can
not be used for instruction or rental.

Sleepy is correct.

Whoops, noticed something else. I believe ELSAs *can* be used for
instruction and rental, through 2010. That's what's covering the
two-seat ultralight trainers that must convert to ELSA.

Ron Wanttaja
ONLY the "converted" (grandfathered) 2 seat ultralight ELSA's can be
used for instruction until 2010, you CANNOT by a new ELSA tomorrow and
use it for instruction.

ET

On Fri, 07 Jan 2005 05:40:25 GMT, ET wrote:

Ron Wanttaja wrote in
:


Whoops, noticed something else. I believe ELSAs *can* be used for
instruction and rental, through 2010. That's what's covering the
two-seat ultralight trainers that must convert to ELSA.

Ron Wanttaja

ONLY the "converted" (grandfathered) 2 seat ultralight ELSA's can be
used for instruction until 2010, you CANNOT by a new ELSA tomorrow and
use it for instruction.

Yes, on closer inspection, 14CFR 91.319 does limit the commercial use to the
converted 2-seat trainers. The "Light-Sport Aircraft Maintenance and
Certification Requirements" table near the beginning of the FAA release is a bit
deceptive....

Ron Wanttaja

"Ron Wanttaja" wrote in message
...
On Mon, 3 Jan 2005 11:26:29 -0600, "Gig Giacona"

wrote:
"Willard" wrote in message
oups.com...
I am planning to buy a factory-built LSA within a few months. All the
aircraft I am considering will be built by companies with a history of
selling kits - e.g., Rans, Kolb, Kitfox, etc. Any homebuilders out
there have any opinions about any of these companies and their
products?


Are any of those aircraft built under the "consensus standards"? Are the
consensus standards even finalized yet?

The consensus standards have been released, you can order them from
www.astm.org
(Stock number: Aircraft04). It's an 80-page document, used in lieu of a
few
hundred pages of conventional FAR. Interesting read. The maintenance
standard
is still under discussion, but it will probably be out soon. The FAA is
having
its first course for DAR-LSAs this month, but I believe a standard DAR
(or, of
course, the local FSDO) can do the safety sign-off for a production LSA.


Ron Wanttaja
Ordinary DAR can NOT do the LSA inspection/certification until he is
qualified by taking the FAA LSA workshop.

--
Cy Galley
EAA Safety Programs Editor
Always looking for ideas and articles for EAA Sport Pilot