Jim Pennino or...Jim Pinheado?

On Sep 15, 7:21*pm, wrote:
Mark wrote:
On Sep 15, 2:14*pm, wrote:
... as well as
violate the rules on who can perform maintenance on a manufactured aircraft.

Are you still planning to do that?

--
Jim Pennino

"•Most mechanics learn their skills from aviation maintenance
technician schools approved by the Federal Aviation Administration
(FAA). Training programs generally last 12 to 24 months, although some
schools also offer 2- and 4-year degrees. A small number of mechanics
receive their training on-the-job from experienced mechanics. However,
due to FAA rules, their work must be supervised and documented by
certified mechanics until they become FAA-certified. Consequently,
most employers only hire FAA-certified mechanics.

Certification
•The FAA requires that all mechanics who perform maintenance work on
aircrafts be certified or perform the work under the supervision of a
certified mechanic. The FAA offers certifications in airframe
mechanics (A license) for airplane body work, and powerplant mechanics
(P license) for engine work. Some mechanics obtain either the A or P
license.

To qualify for certification, in general a candidate must be at least
18 years of age, able to read and write English, and pass written,
practical and oral tests. To maintain their certification, mechanics
must have accumulated at least 1,000 hours of work experience in the
previous two-year period or take a refresher course."

---
Mark

So are you planning to do all that before you modify a LSA to increase the
cruise speed, which will invalidate the airworthiness certificate no matter
who does it?

--
Jim Pennino


1) Modifying an experimental airplane that originally met LSA criteria
to
go faster than LSA speed is not illegal. It simply means that from
that
time forward, it can't be flown solo by a pilot operating under LSA
flight
rules. It requires a private pilot or higher. (Even if the airplane
mods
are later removed, it still can't be flown under LSA rules anymore.)


2) Also, for the record, the FAA speed requirement for LSA has some
important qualifiers that allow LSA airplanes to legally travel faster
than
120 kts. Here is the FAA text:


"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."[1]


The true airspeed of most LSAs will increase with increasing altitude
(to a
point - most aren't turbocharged. Turbocharging isn't per se
prohibited by
the LSA rules. And are generally limited to 10,000 ft anyway.) Owners
of
some LSAs have in fact observed true airspeeds at altitude of 150 mph
or
more. They aren't in violation of the rule because the limit is
defined at
sea level under standard conditions.


[1] http://www.sportpilot.org/learn/sp_rule.pdf

Mark wrote:
On Sep 15, 7:21Â*pm, wrote:
Mark wrote:
On Sep 15, 2:14Â*pm, wrote:
... as well as
violate the rules on who can perform maintenance on a manufactured aircraft.

Are you still planning to do that?

--
Jim Pennino

"•Most mechanics learn their skills from aviation maintenance
technician schools approved by the Federal Aviation Administration
(FAA). Training programs generally last 12 to 24 months, although some
schools also offer 2- and 4-year degrees. A small number of mechanics
receive their training on-the-job from experienced mechanics. However,
due to FAA rules, their work must be supervised and documented by
certified mechanics until they become FAA-certified. Consequently,
most employers only hire FAA-certified mechanics.

Certification
•The FAA requires that all mechanics who perform maintenance work on
aircrafts be certified or perform the work under the supervision of a
certified mechanic. The FAA offers certifications in airframe
mechanics (A license) for airplane body work, and powerplant mechanics
(P license) for engine work. Some mechanics obtain either the A or P
license.

To qualify for certification, in general a candidate must be at least
18 years of age, able to read and write English, and pass written,
practical and oral tests. To maintain their certification, mechanics
must have accumulated at least 1,000 hours of work experience in the
previous two-year period or take a refresher course."

---
Mark

So are you planning to do all that before you modify a LSA to increase the
cruise speed, which will invalidate the airworthiness certificate no matter
who does it?

--
Jim Pennino


1) Modifying an experimental airplane that originally met LSA criteria
to
go faster than LSA speed is not illegal. It simply means that from
that
time forward, it can't be flown solo by a pilot operating under LSA
flight
rules. It requires a private pilot or higher. (Even if the airplane
mods
are later removed, it still can't be flown under LSA rules anymore.)

You said you were going to buy a LSA, not build one, which means the
airworthiness certificate would be invalid.

If you build one and invalidate it as a LSA, now you have to go to the
FAA and somehow get the thing cerificated as an exprimental after the
fact. Good luck on that.

2) Also, for the record, the FAA speed requirement for LSA has some
important qualifiers that allow LSA airplanes to legally travel faster
than
120 kts.

No one but you ever said anything about them not being able to.

The 120 kt limit is the certified by the maker speed at max power and
sea level, nothing else.


--
Jim Pennino

Remove .spam.sux to reply.

I do NOT appreciate having material _I_ researched and wrote copied and
pasted so as to make it appear as if _you_ wrote it.

Mark claimed to write:
[...]
1) Modifying an experimental airplane that originally met LSA criteria
to
go faster than LSA speed is not illegal. It simply means that from
that
time forward, it can't be flown solo by a pilot operating under LSA
flight
rules. It requires a private pilot or higher. (Even if the airplane
mods
are later removed, it still can't be flown under LSA rules anymore.)


2) Also, for the record, the FAA speed requirement for LSA has some
important qualifiers that allow LSA airplanes to legally travel faster
than
120 kts. Here is the FAA text:


"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."[1]


The true airspeed of most LSAs will increase with increasing altitude
(to a
point - most aren't turbocharged. Turbocharging isn't per se
prohibited by
the LSA rules. And are generally limited to 10,000 ft anyway.) Owners
of
some LSAs have in fact observed true airspeeds at altitude of 150 mph
or
more. They aren't in violation of the rule because the limit is
defined at
sea level under standard conditions.


[1] http://www.sportpilot.org/learn/sp_rule.pdf

On Sep 15, 8:29*pm, Jim Logajan wrote:
I do NOT appreciate having material _I_ researched and wrote copied and
pasted so as to make it appear as if _you_ wrote it.

Apology for the credit oversight. I assumed folks
remembered you wrote it day before yesterday and
didn't think to site reference on something that fresh.

---
Mark

Mark wrote:
On Sep 15, 8:29Â*pm, Jim Logajan wrote:
I do NOT appreciate having material _I_ researched and wrote copied and
pasted so as to make it appear as if _you_ wrote it.

Apology for the credit oversight. I assumed folks
remembered you wrote it day before yesterday and
didn't think to site reference on something that fresh.

---
Mark

Actually, you were attempting to pretend you had the slightest clue what you
were talking about.


--
Jim Pennino

Remove .spam.sux to reply.

On Thu, 16 Sep 2010 00:04:15 -0000, wrote:

Mark wrote:
On Sep 15, 7:21Â*pm, wrote:
Mark wrote:
On Sep 15, 2:14Â*pm, wrote:
... as well as
violate the rules on who can perform maintenance on a manufactured aircraft.

Are you still planning to do that?

--
Jim Pennino

"•Most mechanics learn their skills from aviation maintenance
technician schools approved by the Federal Aviation Administration
(FAA). Training programs generally last 12 to 24 months, although some
schools also offer 2- and 4-year degrees. A small number of mechanics
receive their training on-the-job from experienced mechanics. However,
due to FAA rules, their work must be supervised and documented by
certified mechanics until they become FAA-certified. Consequently,
most employers only hire FAA-certified mechanics.

Certification
•The FAA requires that all mechanics who perform maintenance work on
aircrafts be certified or perform the work under the supervision of a
certified mechanic. The FAA offers certifications in airframe
mechanics (A license) for airplane body work, and powerplant mechanics
(P license) for engine work. Some mechanics obtain either the A or P
license.

To qualify for certification, in general a candidate must be at least
18 years of age, able to read and write English, and pass written,
practical and oral tests. To maintain their certification, mechanics
must have accumulated at least 1,000 hours of work experience in the
previous two-year period or take a refresher course."

---
Mark

So are you planning to do all that before you modify a LSA to increase the
cruise speed, which will invalidate the airworthiness certificate no matter
who does it?

--
Jim Pennino

1) Modifying an experimental airplane that originally met LSA criteria
to
go faster than LSA speed is not illegal. It simply means that from
that
time forward, it can't be flown solo by a pilot operating under LSA
flight
rules. It requires a private pilot or higher. (Even if the airplane
mods
are later removed, it still can't be flown under LSA rules anymore.)

You said you were going to buy a LSA, not build one, which means the
airworthiness certificate would be invalid.

If you build one and invalidate it as a LSA, now you have to go to the
FAA and somehow get the thing cerificated as an exprimental after the
fact. Good luck on that.

*ROFL*
--
A fireside chat not with Ari!
http://tr.im/holj
Motto: Live To Spooge It!

On Wed, 15 Sep 2010 19:29:05 -0500, Jim Logajan wrote:

I do NOT appreciate having material _I_ researched and wrote copied and
pasted so as to make it appear as if _you_ wrote it.

So either suck my dick or retract. Forget retract.

..

On Thu, 16 Sep 2010 01:57:54 -0000, wrote:

Mark wrote:
On Sep 15, 8:29*pm, Jim Logajan wrote:
I do NOT appreciate having material _I_ researched and wrote copied and
pasted so as to make it appear as if _you_ wrote it.

Apology for the credit oversight. I assumed folks
remembered you wrote it day before yesterday and
didn't think to site reference on something that fresh.

---
Mark

Actually, you were attempting to pretend you had the slightest clue what you
were talking about.

Welcome to Mark(ie)!
--
A fireside chat not with Ari!
http://tr.im/holj
Motto: Live To Spooge It!

On Sep 15, 9:57*pm, wrote:
Mark wrote:
On Sep 15, 8:29*pm, Jim Logajan wrote:
I do NOT appreciate having material _I_ researched and wrote copied and
pasted so as to make it appear as if _you_ wrote it.

Apology for the credit oversight. I assumed folks
remembered you wrote it day before yesterday and
didn't think to site reference on something that fresh.

---
Mark

Actually, you were attempting to pretend you had the slightest clue what you
were talking about.

--
Jim Pennino

No. Just a mia culpa.

Seen any 138mph kites lately?

They're getting closer:
http://www.youtube.com/watch?v=5XbTzfAFNgE

---
Mark

On Sep 15, 8:04*pm, wrote:

You said you were going to buy a LSA, not build one, which means the
airworthiness certificate would be invalid.

There are numerous LSA's which you can buy near completion,
then finish them, becoming the builder on record, and still meet
the 50-50 rule.

If you build one and invalidate it as a LSA, now you have to go to the
FAA and somehow get the thing cerificated as an exprimental after the
fact. *Good luck on that.

What's an exprimental? New category?

Jim logajan posts:
2) Also, for the record, the FAA speed requirement for LSA has some
important qualifiers that allow LSA airplanes to legally travel faster
than
120 kts.

No one but you ever said anything about them not being able to.

No. You said it wasn't allowed.

The 120 kt limit is the certified by the maker speed at max power and
sea level, nothing else.

Yes, we already knew that.

---
Mark

--
Jim Pennino