On Monday, June 10, 2013 2:07:55 PM UTC-4, kd6veb wrote:
Hi Gang I am aware of 2 new (imported) gliders having to be registered in the experimental category - Mitch Polinsky's 31 and my DG1001M. I truly don't think that is too much of a problem with single place gliders but is a problem with 2 place gliders because it excludes commercial usage. Reasons given by the manufacturers were costs of certification. So my question is is this now accepted standard practice? For lighter gliders up to 1320lbs max weight we have a very viable option in the US and that is SLSA category. My Phoenix in in this category. As far as I understand it there are no real negatives but one perceived negative and that is the max VNE has to be 120 knots. Why? Only the FAA with its infinite wisdom knows why! Dave

I believe registration is the same. The airworthiness certificate is where the difference lies.
I would be curious as to what benefit you see in SLSA.
IIRC the 120 kts is consistent with powered aircraft licensed in the same catagory.
The theory the FAA was working under was that these are simpler, lighter, and most likely slower to match up with a different need than aircraft certified through the normal process.
Experimental works just fine for everything but 2 seaters used for hire. Those ships are all certified in EASA land so there is no big reason the couldn't be here. DG certainly could do it if they haven't.
FWIW UH