wrote:
On Monday, June 10, 2013 11:07:55 AM UTC-7, 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

Most all sailplanes that are in the experimental category are certified
"air racing", the meat of the meal is in the limitations issued at the
time of the certification. If the DAR is nice he will give you in the
limitations an operating area of the continental United States. If he
does not do this he will give you a practice area, usually a 300 mile
radius from your home base then you will have to submit a Program letter
each year. You send a Program Letter to your local FSDO informing them of
where you plan to "race" this year and must be submitted every year, you
can also just fax the FSDO any time of your intentions and do not need a
reply from the FSDO. Of course some of us forget about all this and fly
where ever and when ever we want, the sailplane knows no difference. If
you have an sailplane in the Experimental category of "air racing" your
limitations need to be with the Pink Ticket otherwise the airworthiness
is invalid and you need to know what your limitations say.

Pardon my ignorance here. If these gliders have an EASA TCDS, shouldn't
they then also be type certified in the US through reciprocity? I thought
that EASA and FAA Type Certificates were more or less equivalent?

Pete