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Experimental conversion

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perfeng(at)3rivers.net
Guest

Posted: Wed Dec 13, 2006 12:18 am Post subject: Experimental conversion

Case in point as to what Dan Lloyd said, after  selling my -6 and starting my -7a I bought a Teenie 2 to stay in the air.   After the recnet rule changes the Teenie 2 now falls under the LSA rules but,  only IF you are the builder, I'm not.  Because I am not the orginal  builder, it is, and will always be registered as an "Eperimental", and  because I do not hold a Repairmans Cert. for it, must always have the  annual done by an A&P.  

 From what I have found out in this cases anyway, I  can not convert it to a LSA (if I wanted to) unless I build a new ship  (look Horton, no holes) and register it under the LSA rules.

 As with any "Experimental" I can add modify,  upgrade, repair, etc. nearly anything I want to as long as the aircraft  remains (performs) within it's category limitations and meets the intention of  the AW Cert.  

 Just my two cents

  

 Jim D.

  

 Do Not Archive

   [quote][b]

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pwmac(at)sisna.com
Guest

Posted: Thu Dec 14, 2006 2:05 pm Post subject: Experimental conversion

It is my understanding that there is no need to change the cert or to try to convert to LSA from exp. As long as the LSA criteria is met then the plane can be flown by a sport pilot. The main things are take off weight, speed, etc. Gross weight does not enter in to the criteria and is note even listed as criteria.

 Lots of misinformation on the net but the last FAA reading from Washington validates the above. The biggest error non FAA people make is equating gross weight to max take off weight which is definitely incorrect.

 Correct about an exp you can do the work but need a qualified person for the annuals.

 Paul

 ===============

 At 12:17 AM 12/13/2006, you wrote:

 [quote]Case in point as to what Dan Lloyd said, after selling my -6 and starting my -7a I bought a Teenie 2 to stay in the air.  After the recnet rule changes the Teenie 2 now falls under the LSA rules but, only IF you are the builder, I'm not.  Because I am not the orginal builder, it is, and will always be registered as an "Eperimental", and because I do not hold a Repairmans Cert. for it, must always have the annual done by an A&P.  

  From what I have found out in this cases anyway, I can not convert it to a LSA (if I wanted to) unless I build a new ship (look Horton, no holes) and register it under the LSA rules.

 As with any "Experimental" I can add modify, upgrade, repair, etc. nearly anything I want to as long as the aircraft remains (performs) within it's category limitations and meets the intention of the AW Cert.  

 Just my two cents

  

 Jim D.

  

 Do Not Archive

 [b]

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johnd(at)wlcwyo.com
Guest

Posted: Thu Dec 14, 2006 3:16 pm Post subject: Experimental conversion

One of the main weights for LSA is that  Maximum gross takeoff weight be 1332lbs (I could be wrong). This weight is listed for certified aircraft on the airworthiness certificate.  

     

John L. Danielson  

  

   

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jindoguy(at)gmail.com
Guest

Posted: Thu Dec 14, 2006 9:10 pm Post subject: Experimental conversion

 	  Quote: 	
		  From FAR 1.1


	




  Light-sport aircraft means an aircraft, other than a helicopter or powered-lift that, since its original certification, has continued to meet the following:   

  (1) A maximum takeoff weight of not more than—   

  (i) 660 pounds (300 kilograms) for lighter-than-air aircraft;   

  (ii) 1,320 pounds (600 kilograms) for aircraft not intended for operation on water; or   

  (iii) 1,430 pounds (650 kilograms) for an aircraft intended for operation on water.   

  (2) A maximum airspeed in level flight with maximum continuous power (VH) of not more than 120 knots CAS under standard atmospheric conditions at sea level.   

  (3) A maximum never-exceed speed (VNE) of not more than 120 knots CAS for a glider.   

  (4) A maximum stalling speed or minimum steady flight speed without the use of lift-enhancing devices (VS1) of not more than 45 knots CAS at the aircraft's maximum certificated takeoff weight and most critical center of gravity.    

  (5) A maximum seating capacity of no more than two persons, including the pilot.   

  (6) A single, reciprocating engine, if powered.    

  (7) A fixed or ground-adjustable propeller if a powered aircraft other than a powered glider.   

  ( A fixed or autofeathering propeller system if a powered glider.   

  (9) A fixed-pitch, semi-rigid, teetering, two-blade rotor system, if a gyroplane.    

  (10) A nonpressurized cabin, if equipped with a cabin.   

  (11) Fixed landing gear, except for an aircraft intended for operation on water or a glider.   

  (12) Fixed or repositionable landing gear, or a hull, for an aircraft intended for operation on water.   

  (13) Fixed or retractable landing gear for a glider. 



Rick

On 12/14/06, John Danielson <johnd(at)wlcwyo.com  (johnd(at)wlcwyo.com)> wrote:[quote]                

One of the main weights for LSA is that   Maximum gross takeoff weight be 1332lbs (I could be wrong). This weight is listed for certified aircraft on the airworthiness certificate.  

     

John L. Danielson  

  

   

--

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Kellym

Joined: 10 Jan 2006
Posts: 1706
Location: Sun Lakes AZ

Posted: Thu Dec 14, 2006 9:13 pm Post subject: Experimental conversion

Well it isn't an electric issue, but I believe you are confused with the 

type certificated aircraft that qualify for LSA, such as an early 

Ercoupe. For them, certified gross wt is the limit, not takeoff wt.  

Later models have higher gross and don't qualify.

PWilson wrote:

 	  Quote: 	
		   It is my understanding that there is no need to change the cert or to 

 try to convert to LSA from exp. As long as the LSA criteria is met 

 then the plane can be flown by a sport pilot. The main things are take 

 off weight, speed, etc. Gross weight does not enter in to the criteria 

 and is note even listed as criteria.

 Lots of misinformation on the net but the last FAA reading from 

 Washington validates the above. The biggest error non FAA people make 

 is equating gross weight to max take off weight which is definitely 

 incorrect.

 Correct about an exp you can do the work but need a qualified person 

 for the annuals.

 Paul

 ===============

 At 12:17 AM 12/13/2006, you wrote:

> Case in point as to what Dan Lloyd said, after selling my -6 and 

> starting my -7a I bought a Teenie 2 to stay in the air.  After the 

> recnet rule changes the Teenie 2 now falls under the LSA rules but, 

> only IF you are the builder, I'm not.  Because I am not the orginal 

> builder, it is, and will always be registered as an "Eperimental", 

> and because I do not hold a Repairmans Cert. for it, must always have 

> the annual done by an A&P. 

> From what I have found out in this cases anyway, I can not convert it 

> to a LSA (if I wanted to) unless I build a new ship (look Horton, no 

> holes) and register it under the LSA rules.

> As with any "Experimental" I can add modify, upgrade, repair, etc. 

> nearly anything I want to as long as the aircraft remains (performs) 

> within it's category limitations and meets the intention of the AW 

> Cert. 

> Just my two cents

>  

> Jim D.

>  

> Do Not Archive



 *

 *

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_________________
Kelly McMullen
A&P/IA, EAA Tech Counselor # 5286
KCHD

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