Jim Pennino or...Jim Pinheado?

On Sep 16, 10:56*pm, wrote:

Question:
"What about repairing and modifying my LSA? That’s legal just as with
experimental aircraft, isn’t it?"

Answer:
"Yes and no, it depends on the type of LSA. If you build your own
experimental LSA (E-LSA), then you are the de facto A&P and can do
repairs and mods."

http://www.planeandpilotmag.com/pilo...alk/light-spor...

Nope, not for a LSA.
--
Jim Pennino

An LSA? Which type. ELSA? SLSA? True for one,
not for the other, but no is the wrong answer.

I'm sorry Jim. Your command of the English Language,
lack of knowledge in various fields of aviation, comprehension
of the "frame of reference" concept, knowledge of FAR's,
and history of avation economics just isn't up to snuff
enough for me to continue debating you. Nothing personal.

---
Mark

On Sep 16, 11:29*pm, wrote:

Correct as far as registration goes, but to get the repairman certificate,
you have to show you were the primary builder and you know enough to keep
the thing airworthy.

Wrong. You do not have to show you were the primary
builder.

Pulling it out of your ass again, are you?

No, but I'm talking to one.

65.104 (a)

(2) Be the primary builder of the aircraft to which the privileges of the
certificate are applicable;

In this definition, primary will be defined as the last
guy turning in the form with full knowledge of it's manufacture.
Doesn't mean he, in reality, primarilly built the plane by
himself. He simplys holds the aggregate knowledge and
the pink slip. Pay attention, and read the links.

(3) Show to the satisfaction of the Administrator that the individual has
the requisite skill to determine whether the aircraft is in a condition
for safe operations; and

Never said he didn't have to.

Now...

Go away. You aren't up to snuff.

Oh, and one last
thing...in FAA the letter F is a phonetic E and is to be
preceeded by the word an, not a.

---
Mark


--
Jim Pennino

Mark wrote:
On Sep 16, 10:45Â*pm, Mark wrote:

Irrelevant. Â*Many of the models I'm looking at are
all of the following...LSA and ELSA and yes even SLSA all
in the same final product. The distinction is the process
by which it came to completion.

Clarification: the above statement is ambiguous.

Let's take the Arion Lightning. They received certification
now to produce an SLSA lightning. That is complete off
the showroom floor. (actually, you preorder)

Or, you can use builder-assist, and produce the same
product. Now you've got an ELSA lightning.

But they're *both* an Arion Lightning LSA.

Or...you can put on wheel pants, omitt the winglets,
add high performance prop, and now you've got an
Arion lightning airplane, but not LSA.

This scenerio is underway at many LSA plants
across the world today.

And it is still apples and oranges to the discussion.


--
Jim Pennino

Remove .spam.sux to reply.

Mark wrote:
On Sep 16, 11:29Â*pm, wrote:

Correct as far as registration goes, but to get the repairman certificate,
you have to show you were the primary builder and you know enough to keep
the thing airworthy.

Wrong. You do not have to show you were the primary
builder.

Pulling it out of your ass again, are you?

No, but I'm talking to one.

65.104 (a)

(2) Be the primary builder of the aircraft to which the privileges of the
certificate are applicable;

In this definition, primary will be defined as the last
guy turning in the form with full knowledge of it's manufacture.
Doesn't mean he, in reality, primarilly built the plane by
himself. He simplys holds the aggregate knowledge and
the pink slip. Pay attention, and read the links.

Show the link from the FAA that says the last guy is by definition the
primary builder.


--
Jim Pennino

Remove .spam.sux to reply.

Mark wrote:
On Sep 16, 10:56Â*pm, wrote:

No, you can never do any modifications to any LSA; it always has to conform
to the manufacturers, kit or pre-built, specifications.

--
Jim Pennino

Wrong!

That answer is patently wrong and I've given you
the link here to prove it.

The manufacturer may send out paperwork as to
allowable mods, and given the certification, you can
do it yourself.

OK, I see the problem here.

You haven't a clue what the word "modification" means in terms of airplanes.


--
Jim Pennino

Remove .spam.sux to reply.

Mark wrote:
On Sep 16, 10:56Â*pm, wrote:

Question:
"What about repairing and modifying my LSA? That’s legal just as with
experimental aircraft, isn’t it?"

Answer:
"Yes and no, it depends on the type of LSA. If you build your own
experimental LSA (E-LSA), then you are the de facto A&P and can do
repairs and mods."

http://www.planeandpilotmag.com/pilo...alk/light-spor...

Nope, not for a LSA.
--
Jim Pennino

An LSA? Which type. ELSA? SLSA? True for one,
not for the other, but no is the wrong answer.

It doesn't matter what kind of LSA it is, modifications are not allowed
to be done to LSA's.

I'm sorry Jim. Your command of the English Language,

The problem is the word "modification" has a particular legal meaning when
it comes to airplanes and you don't understand that.

The English dictionary definition of "modification" is not the FAA legal
definition.



--
Jim Pennino

Remove .spam.sux to reply.

On Fri, 17 Sep 2010 02:06:27 -0000, wrote:

Mark wrote:
On Sep 16, 1:21*pm, wrote:

Actually what came to mind is the scenerio where companies like
Arion and some other's have Builder Assist. I have encountered
unfinished projects for sale.

There are lots of finished and unfinished kits available.

You can buy one someone else built.

The point is to get the benefits, such as qualify for the repairman
certificate, you have to have done the majority of the work yourself.

WRONG (again). There can be multiple people involved, as I stated,
such as the person whom you bought it from.

"What if you bought the project from a previous owner who never
finished it?
It does not matter how many previous owners a project may have had -
as long as each owner intended to build the aircraft for their own
education or recreation - if you can document or show documentation of
the work that each did, it is as if YOU did the work!"

http://www.aircraftersllc.com/51percent.htm

Correct as far as registration goes, but to get the repairman certificate,
you have to show you were the primary builder and you know enough to keep
the thing airworthy.

That gets you the repairman certificate, which authorizes you to do the
annual condition inspections yourself.

None of this has anything to do with LSA's.

None of this changes the fact that if you, as you said you planned to do,
swap props for more performance on an aircraft flown under LSA rules:

If the aircraft is a LSA, you invalidate the airworthiness certificate, and
the airplane is now little more than scrap.

If the aircraft is certified, it can never again be flown as a LSA.

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

On Thu, 16 Sep 2010 19:45:42 -0700 (PDT), Mark wrote:

Wrong. LSA rules don't apply in Costa Rica.

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

On Thu, 16 Sep 2010 20:00:19 -0700 (PDT), Mark wrote:

Wrong. You do not have to show you were the primary
builder.

*LOLOLOL* Assclown, *STAY DOWN*
--
A fireside chat not with Ari!
http://tr.im/holj
Motto: Live To Spooge It!

On Thu, 16 Sep 2010 19:26:44 -0700 (PDT), Mark wrote:

I think you mean "AN" FAA definition, and...Wrong again. A
plane manufactured under the definition of LSA in the United
States is given that identity. They are also flown all over the
world and recognized as such, irrespective of any municipal
jurisdiction. The identity crosses borders. This is common
knowledge in the international community.

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