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#21
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#22
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"Mark James Boyd" wrote in message news:419853c3$1@darkstar... As far as I can tell, there are absolutely no downsides to certifying a glider as LSA instead of another option (with one caveat). The caveat is that if the glider can have or has a standard airworthiness certificate (like a 2-22 or 2-33), downgrading this to an LSA airworthiness certificate may increase the insurance or reduce the value of the glider during subsequent sale (if the new buyer isn't confident in the decreased maint. standards). If I understand the LSA certification correctly, (big if) there is one other big disadvantage and is the 10,000 ASL altitude limit. For those of us living in high country, that's a problem. Bill Daniels |
#23
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"Bill Daniels" wrote in message news:Ef4md.90244$HA.34217@attbi_s01... "Mark James Boyd" wrote in message news:419853c3$1@darkstar... As far as I can tell, there are absolutely no downsides to certifying a glider as LSA instead of another option (with one caveat). The caveat is that if the glider can have or has a standard airworthiness certificate (like a 2-22 or 2-33), downgrading this to an LSA airworthiness certificate may increase the insurance or reduce the value of the glider during subsequent sale (if the new buyer isn't confident in the decreased maint. standards). If I understand the LSA certification correctly, (big if) there is one other big disadvantage and is the 10,000 ASL altitude limit. For those of us living in high country, that's a problem. Bill Daniels In looking over the regs, it does not appear that the LSA has this limit unless it's contained in the 'Aircraft Operating Instructions', but the SP operating the LSA does. IOW, with a private glider pilot rating, the altitude restriction doesn't apply. UL pilots are also authorized above 10000msl. However, in response to the comments made to SP NPRM about removing the 10,000msl limit, several of the supporting comments for rejection made by the FAA had to do with use of O2, size of the aircraft mixing with larger airframes, visibility, and so on, but were blended with the training level of the SP. I think the spirit and intent was that SP will not operate above 10000msl at all and the FAA removed the 2000agl band above 10000msl after the comment period. There is potential for SSA to play in the LSA arena of inspection and maintenance, similar to the BGA model, for recreational/training type gliders. The higher VNe racing gliders won't fit. Unless there was a change, FAA won't require or permit recertification of existing aircraft, only fat ultralights will become ELSA's. Gliders fitting the definition could be originally certified as LSA's, but downgrading, at least as originally proposed, was not an option. Perhaps this changed following the comment period? If not, the initial market for inspectors and maintainers will be pretty limited. Frank Whiteley |
#24
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BeaglePig wrote:
IMHO, there is no reason to get a "sport pilot" lic for gliders or motorgliders. There is absolutely NOTHING gained, and much lost. Absolutely true in terms of initial license. I don't expect anyone to choose as their first license to get a glider-SP license. However, for transition pilots, either from ultralights or Airplane Single Engine Land, this is a large improvement. A regular glider licence has no night flight restrictions, no altitude restriction, and most importantly, if you happen to loose your Drivers License, even for something not related to your health, you can still fly. Another interesting point is that 61.31(d)(2) solo of transition ASEL pilots to gliders also has no restrictions. This is why in my writings about SP I focus almost exclusively on 2-place LSA and SP. The passenger carrying in a new cat/class with NO additional check ride is the key. And pipistrel seems to be counting on this, since their Sinus and Virus motorgliders require but the stroke of a pen by two CFIs to make an ASEL into a glider-SP. I'm a big proponent of Sport Pilot, and even of S-LSA or E-LSA gliders, but for someone to choose to get a Sport Pilot-glider lic. would be foolish (you can still fly LSA gliders with a reg glider lic) Again, this is very true. We're just talking about transition pilots in two-seat gliders. The rest of the SP rule doesn't seem to have much value where gliders are concerned... -- ------------+ Mark J. Boyd |
#25
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Mark James Boyd wrote:
"I've never met an ASEL pilot who couldn't safely fly a glider in all the other (PTS) areas by the time he had learned to safely aerotow" ... [big snip] ... In the sense you developped below, it is certainly true, but would be equally true if you deleted the word "ASEL". |
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