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#21
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Bryan Martin wrote:
in article , Lakeview Bill at wrote on 5/25/05 8:43 PM: The Alaraus is not a Light Sport Aircraft by US standards. Among other things, it has a gross weight of 1,692 lbs; the LSA maximum is 1,320 lbs for SEL. And by definition, there cannot be an IFR certified LSA, as they are only approved for day VFR as an LSA. Sport PILOTS are prohibited from flying in IFR or at night, there's nothing in the rules that prohibit an aircraft that otherwise fits the definition of LSA from being flown in IFR or at night if it is properly equipped. Actually... and I'm still researching this to be sure... but this might not be the case. For either the SLSA or ELSA (or both, not sure), there might be an automatic permanant inclusion of 'day VFR only' in the op limits mandated by the rule! Again, I"m not certain of this yet (nothing about SP is really very certain ), but I think this will be the case..... All the more reason to go experimental A/B, IMO....... LS N646F |
#22
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A lack of time for research is the reason that I didn't reply to this...
From what I have read, an airplane must be certified for IFR, either from the factory, or in the field. And it must have periodic inspections to insure IFR certification. Again, this is just what I believe I have read. But keep in mind that Light Sport Aircraft are not certificated in the same manner as other aircraft. I doubt that there is even an IFR certification available for a Light Sport Aircraft. "ls" wrote in message ... Bryan Martin wrote: in article , Lakeview Bill at wrote on 5/25/05 8:43 PM: The Alaraus is not a Light Sport Aircraft by US standards. Among other things, it has a gross weight of 1,692 lbs; the LSA maximum is 1,320 lbs for SEL. And by definition, there cannot be an IFR certified LSA, as they are only approved for day VFR as an LSA. Sport PILOTS are prohibited from flying in IFR or at night, there's nothing in the rules that prohibit an aircraft that otherwise fits the definition of LSA from being flown in IFR or at night if it is properly equipped. Actually... and I'm still researching this to be sure... but this might not be the case. For either the SLSA or ELSA (or both, not sure), there might be an automatic permanant inclusion of 'day VFR only' in the op limits mandated by the rule! Again, I"m not certain of this yet (nothing about SP is really very certain ), but I think this will be the case..... All the more reason to go experimental A/B, IMO....... LS N646F |
#23
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Lakeview Bill wrote:
A lack of time for research is the reason that I didn't reply to this... From what I have read, an airplane must be certified for IFR, either from the factory, or in the field. And it must have periodic inspections to insure IFR certification. Again, this is just what I believe I have read. But keep in mind that Light Sport Aircraft are not certificated in the same manner as other aircraft. I doubt that there is even an IFR certification available for a Light Sport Aircraft. I appear to have been wrong. The preamble to the SP rule states: "Light-sport aircraft issued an experimental light-sport or special light-sport airworthiness certificate that are authorized to operate in Class B, C, and D airspace must have the equipment for VFR or IFR operations specified in the applicable consensus standards....." which pretty clearly indicates that nothing in the rule limits ELSA or SLSA from being IFR certified...... I also couldn't find anything in the amendments elsewhere (such as parts 21 or 91) that specifically restricted ELSA or SLSA from being IFR certified..... So I guess you can do it.... Not sure I'd want to fly an LSA in actual, but hey maybe I'm just not that fun of a guy... LS N646F [snippage for space] |
#24
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My understanding was that the no IFR flying applies to the sport pilot not
to the aircraft. A private pilot or above could fly a SLSA IFR if it is equipped with IFR instruments. Jerry in NC "ls" wrote in message ... Bryan Martin wrote: in article , Lakeview Bill at wrote on 5/25/05 8:43 PM: The Alaraus is not a Light Sport Aircraft by US standards. Among other things, it has a gross weight of 1,692 lbs; the LSA maximum is 1,320 lbs for SEL. And by definition, there cannot be an IFR certified LSA, as they are only approved for day VFR as an LSA. Sport PILOTS are prohibited from flying in IFR or at night, there's nothing in the rules that prohibit an aircraft that otherwise fits the definition of LSA from being flown in IFR or at night if it is properly equipped. Actually... and I'm still researching this to be sure... but this might not be the case. For either the SLSA or ELSA (or both, not sure), there might be an automatic permanant inclusion of 'day VFR only' in the op limits mandated by the rule! Again, I"m not certain of this yet (nothing about SP is really very certain ), but I think this will be the case..... All the more reason to go experimental A/B, IMO....... LS N646F |
#25
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You are correct Jerry,
The plane itself can be IFR certified and capable of night flight, but the sport pilot could not fly in those conditions. but a PPL can fly the capable sport plane at night and with an instrument rating could fly the same plane IFR. So when you build your 601 , put lights on it and instruments ..it will be a light sport plane but will have a nice resale value to PPL's as well Patrick student SPL aircraft structural mech "Jerry" wrote in message news My understanding was that the no IFR flying applies to the sport pilot not to the aircraft. A private pilot or above could fly a SLSA IFR if it is equipped with IFR instruments. Jerry in NC |
#26
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Montblack wrote: ("Rick Pellicciotti" wrote) Following the conventions of this group, I won't mention the airplane I sell or the prices. If you are interested, email me off the group and I will send you details. It's not spam (IMHO) if the post is requested ...it's hangar talk. g Post your plane's link and tell us what's special about it - and don't forget those prices ($$$$$). Many interested people here. Be prepared for some, um, feedback :-) Will it, and you, be at Oshkosh? Montblack Sorry to take so long to respond to your post. I have been in Romania, at the factory, taking delivery of our first two aircraft. Yes, we will be at Airventure, display #39 and we will also have an airplane in the "Light Sport Aircraft Mall". Our airplane is the "Festival", manufactured by Aerostar S.A. of Romania. Aerostar is the same company that builds the famous Yak52 that I am sure many of you have seen at airshows and aerobatic competitions. Festival is all-metal, and has side-by-side seating for two people. The cockpit is 42" wide. The standard engine is the Rotax 912ULS, 100hp. The airplane has a lot of small features that we think are important to the owner such as locking gas caps and canopy, seats that adjust easily and a large baggage compartment. The airplane has built-in, structural roll-over protection. A lot of airplanes with canopies do not have that. The biggest thing that we have done is that we have worked with Aerostar to "americanize" the airplane. All parts that are subject to wearing out or breaking such as brakes, wheels , tires, instruments and avionics are all of American manufacture and can be sourced readily from the usual places. Aerostar is JAR21 and ISO9000 certified. They do sub-contract work for Boeing and Airbus. They have about 2100 employees. Absolutley great to work with and they build great airplanes. In the course of doing the structural tests as required by the ASTM standards, they actually tested one airframe to destruction. The standard requires 150% load at 4g's. The airplane did 182%. More details on our website at http://www.lightsportflying.com Constructive suggestions are more than welcome. Rick |
#27
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"Rick Pellicciotti" wrote More details on our website at http://www.lightsportflying.com Constructive suggestions are more than welcome. Good looking plane. It should do well. Want a suggestion? Offer it with something other than a Rotax or Jabaru, even if it costs more. I'm just one person, but I won't buy anything with either of those choices. -- Jim in NC |
#28
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Just out of curiosity, why do you dislike the Rotax?
"Morgans" wrote in message ... "Rick Pellicciotti" wrote More details on our website at http://www.lightsportflying.com Constructive suggestions are more than welcome. Good looking plane. It should do well. Want a suggestion? Offer it with something other than a Rotax or Jabaru, even if it costs more. I'm just one person, but I won't buy anything with either of those choices. -- Jim in NC |
#29
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In article , Lakeview Bill wrote:
Just out of curiosity, why do you dislike the Rotax? I would suspect lack of support from local GA facilities - the 4 stroke Rotaxes and the Jabiru are not particularly common in the US so few mechanics will be familiar with them. Other than that, they are decent reliable engines. -- Dylan Smith, Castletown, Isle of Man Flying: http://www.dylansmith.net Frontier Elite Universe: http://www.alioth.net "Maintain thine airspeed, lest the ground come up and smite thee" |
#30
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Lakeview Bill wrote:
A lack of time for research is the reason that I didn't reply to this... From what I have read, an airplane must be certified for IFR, either from the factory, or in the field. And it must have periodic inspections to insure IFR certification. Again, this is just what I believe I have read. But keep in mind that Light Sport Aircraft are not certificated in the same manner as other aircraft. I doubt that there is even an IFR certification available for a Light Sport Aircraft. If a plane is IFR rated, a sprot pile it may fly it fine, just not use most of the gauges and stuff,,,,,, the sprot pile it is limited, not the plane,,,, however there are weight limits, seating, etc, so an IFR plane may weigh too much, have complex controls, retracts, that would preclude the sprot pile it from flying it even under the sprot rules,,,,,,,,, -- Mark Smith Tri-State Kite Sales 1121 N Locust St Mt Vernon, IN 47620 1-812-838-6351 http://www.trikite.com |
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