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#31
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Ron Wanttaja wrote in message . ..
On Tue, 20 Jul 2004 10:06:55 -0700, "Richard Isakson" wrote: (ii) 1,320 pounds (600 kilograms) for aircraft not intended for operation on water; or Cool...almost a hundred pounds higher than they originally were talking about. This lets the Ercoupes in. If you look at EAA's old "These planes don't qualify" section on this page... http://www.sportpilot.org/lsa/standard_certificate_aircraft.html ...you'll see there are some Aeroncas, T-Carts, and even a J-3 model that now qualify. So here's a question. Many certificated aircraft have multiple gross weights, one for normal category, and another for utility. If the normal category gross weight is over 1320 pounds, and the utility category weight is under, can I fly it as a LSA if I operate it only in the "utility" category? BTW, the rule specifies only "maximum takeoff weight" less than 1320 lbs, not "maximum *certificated* takeoff weight" In the preamble text, it defines "maximum weight" as empty weight+passengers+baggage+full fuel. Can I compute my own "maximum takeoff weight", based on the flight requirements? |
#32
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#33
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"Doug Haluza" wrote ...
So here's a question. Many certificated aircraft have multiple gross weights, one for normal category, and another for utility. If the normal category gross weight is over 1320 pounds, and the utility category weight is under, can I fly it as a LSA if I operate it only in the "utility" category? BTW, the rule specifies only "maximum takeoff weight" less than 1320 lbs, not "maximum *certificated* takeoff weight" In the preamble text, it defines "maximum weight" as empty weight+passengers+baggage+full fuel. Can I compute my own "maximum takeoff weight", based on the flight requirements? From FAR 1.1 General definitions Light-sport aircraft means an aircraft, that, since its original certification, has continued to meet the following: (1) A maximum takeoff weight of not more than-- (ii) 1,320 pounds (600 kilograms) for aircraft not intended for operation on water; or As I read this, your airplane has had a max TO weight greater than 1320 pounds and therefore doesn't qualify as an LSA. The FAA had to limit the weight somewhere and they don't want you to be temped to cheat. Rich |
#34
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"Rich S." wrote in message ...
"Ron Wanttaja" wrote in message ... Yet, of course, a guy with an identical aircraft licensed prior to the start of the Sport Pilot regs will need a Private certificate...since he probably licensed his plane at 1400 pounds. Interesting scenario, Ron. As far as I know there are only two places where the aircraft weigt is recorded. One is the data plate which displays the maximum gross weight and the other is the W&B form. The max gross weight is builder's choice - I have no idea if it is legal to change this figure. The W&B form is a "living" document and MUST be changed to reflect the current W&B of the airplane. Rich "Calories, it's all about calories" S. Why not certify it with multiple gross weights, one for LSA and one for "normal" experimental. Type certified aircraft are often certified with different max gross for normal and utility catagory. |
#35
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"Doug Haluza" wrote in message
om... Why not certify it with multiple gross weights, one for LSA and one for "normal" experimental. Type certified aircraft are often certified with different max gross for normal and utility catagory. When speaking of an airplane in the "Experimental - amateur built" category, there is no requirement I can think of which requires "certification" at any particular weight. The builder determines the maximum gross weight for the aircraft (perhaps through the examination of the entrails of a sheep) and then etches that number on the data plate. I know of no rule which says that number cannot be adjusted if the builder wants. It is quite possible that flight testing could reveal the sheep was in error and the darn thing won't get off the ground at gross weight. To quote BOb, "If I'm wrong, never mind". Rich "Still dieting" S. |
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