Pegasus Life span in USA

Is it still limited to 3000 hours?

Anyway to get an extension in USA?

Last info I can search is 2010..


Cookie

On Monday, October 14, 2013 5:35:14 PM UTC-7, Cookie wrote:
Is it still limited to 3000 hours?



Anyway to get an extension in USA?



Last info I can search is 2010..





Cookie

Yup, still limited, and with the FAA shutdown you can't even check on the current status.

As I understand it, there is a dispute between the Centrair and the FAA about something, and Centrair just wants to wash their hands of anything going on in the USA.

I have a friend with a 101a that I just love to fly. Fortunately it's far from the 3000 hr. limit.

Shame. On this (European) side of the pond we're flying them a lot longer,
legally. Ours is now past 5000 hours.

At 04:18 15 October 2013, SoaringXCellence wrote:
On Monday, October 14, 2013 5:35:14 PM UTC-7, Cookie wrote:
Is it still limited to 3000 hours?



Anyway to get an extension in USA?



Last info I can search is 2010..





Cookie

Yup, still limited, and with the FAA shutdown you can't even check on the
current status.

As I understand it, there is a dispute between the Centrair and the FAA
about something, and Centrair just wants to wash their hands of anything
going on in the USA.

I have a friend with a 101a that I just love to fly. Fortunately it's far
from the 3000 hr. limit.

I wonder...Could we run up the hours in USA to 3000...then sell the glider
to somebody in Europe?

What's the going price in Europe for a nice Pegasus?


Cookie





At 13:13 15 October 2013, Eric Munk wrote:
Shame. On this (European) side of the pond we're flying them a lot
longer,
legally. Ours is now past 5000 hours.

At 04:18 15 October 2013, SoaringXCellence wrote:
On Monday, October 14, 2013 5:35:14 PM UTC-7, Cookie wrote:
Is it still limited to 3000 hours?



Anyway to get an extension in USA?



Last info I can search is 2010..





Cookie

Yup, still limited, and with the FAA shutdown you can't even check on
the
current status.

As I understand it, there is a dispute between the Centrair and the FAA
about something, and Centrair just wants to wash their hands of anything
going on in the USA.

I have a friend with a 101a that I just love to fly. Fortunately it's
far
from the 3000 hr. limit.

Actually, there is some progress being made on the Pegasus Life Limit AD. Without going into too much detail on RAS, airshow pilot and jet sailplane developer Bob Carlton and myself have done quite a bit of research into the origin of the AD and how it was enacted by the FAA. There are a number of issues that raise questions as to the actual validity and legality of the AD.. These questions and other factors certainly raise the possibility of an acceptable solution, but dealing with the FAA is a glacial process.

To get an idea of the scope of Bob’s research, we have recently started a website that links virtually all of the known data we have in one place. Check out www.savethepegasus.org to access the documentation. Note that this website is only a couple of weeks old, and some sections are not active, or are incomplete. The “Petition to Rescind” and the “Timeline” are the most complete, and have extensive links to FAA regulations, Centrair emails, Administrative Law, technical data from OSTIV and a myriad of other sources that have bearing on the continuing airworthiness of Pegasus gliders past the FAA AD limit of 3,000 hours.

Pegasus owners should be grateful to Bob Carlton for taking hundreds of hours of time to research and compile this information and talk to various FAA officials in an attempt to resolve the issue.

Wow! good news!

Thanks


Cookie





At 15:33 15 October 2013, Mark628CA wrote:
Actually, there is some progress being made on the Pegasus Life Limit AD.
W=
ithout going into too much detail on RAS, airshow pilot and jet sailplane
d=
eveloper Bob Carlton and myself have done quite a bit of research into
the
=
origin of the AD and how it was enacted by the FAA. There are a number of
i=
ssues that raise questions as to the actual validity and legality of the
AD=
.. These questions and other factors certainly raise the possibility of
an
a=
cceptable solution, but dealing with the FAA is a glacial process.

To get an idea of the scope of Bob=92s research, we have recently started
a=
website that links virtually all of the known data we have in one place.
C=
heck out www.savethepegasus.org to access the documentation. Note that
this=
website is only a couple of weeks old, and some sections are not active,
o=
r are incomplete. The =93Petition to Rescind=94 and the =93Timeline=94
are
=
the most complete, and have extensive links to FAA regulations, Centrair
em=
ails, Administrative Law, technical data from OSTIV and a myriad of other
s=
ources that have bearing on the continuing airworthiness of Pegasus
gliders=
past the FAA AD limit of 3,000 hours.

Pegasus owners should be grateful to Bob Carlton for taking hundreds of
hou=
rs of time to research and compile this information and talk to various
FAA=
officials in an attempt to resolve the issue.

On Tuesday, October 15, 2013 10:33:14 AM UTC-5, Mark628CA wrote:
Actually, there is some progress being made on the Pegasus Life Limit AD. Without going into too much detail on RAS, airshow pilot and jet sailplane developer Bob Carlton and myself have done quite a bit of research into the origin of the AD and how it was enacted by the FAA. There are a number of issues that raise questions as to the actual validity and legality of the AD. These questions and other factors certainly raise the possibility of an acceptable solution, but dealing with the FAA is a glacial process.



To get an idea of the scope of Bob’s research, we have recently started a website that links virtually all of the known data we have in one place. Check out www.savethepegasus.org to access the documentation. Note that this website is only a couple of weeks old, and some sections are not active, or are incomplete. The “Petition to Rescind” and the “Timeline” are the most complete, and have extensive links to FAA regulations, Centrair emails, Administrative Law, technical data from OSTIV and a myriad of other sources that have bearing on the continuing airworthiness of Pegasus gliders past the FAA AD limit of 3,000 hours.



Pegasus owners should be grateful to Bob Carlton for taking hundreds of hours of time to research and compile this information and talk to various FAA officials in an attempt to resolve the issue.

Yes, Fantastic news!

That is good news.
Can we get Bob interested in the Blanik L-13 next?

At 13:49 15 October 2013, Bob Cook wrote:
I wonder...Could we run up the hours in USA to 3000...then sell the glide
to somebody in Europe?

What's the going price in Europe for a nice Pegasus?


Cookie

Yes you can. And some owners have already. Going rate is around 15-20K
Euros for a decent one with a closed trailer, registered in a EU-country,
depending on finish and instrumentation. There's a catch however: they need
to be factory-stock in order to be registered. I.e. no home-made parts
(including instrument panels and the like!), no major mods that are
sometimes done under the experimental category but cannot fly in Europe,
etc. And European AD's sometimes vary wildly from mandatory US ones, so it
is not uncommon to find imported US gliders needing backlogs of SB's and
AD's done in order to pass European inspection. This has fooled owners
importing gliders from outside the EU before... So: get qualified advice
before you do put yours on a boat across the pond.

Thanks for the info...gives us another possibility!


Cookie



At 19:38 15 October 2013, Eric Munk wrote:
At 13:49 15 October 2013, Bob Cook wrote:
I wonder...Could we run up the hours in USA to 3000...then sell the
glide
to somebody in Europe?

What's the going price in Europe for a nice Pegasus?


Cookie

Yes you can. And some owners have already. Going rate is around 15-20K
Euros for a decent one with a closed trailer, registered in a EU-country,
depending on finish and instrumentation. There's a catch however: they
need
to be factory-stock in order to be registered. I.e. no home-made parts
(including instrument panels and the like!), no major mods that are
sometimes done under the experimental category but cannot fly in Europe,
etc. And European AD's sometimes vary wildly from mandatory US ones, so
it
is not uncommon to find imported US gliders needing backlogs of SB's and
AD's done in order to pass European inspection. This has fooled owners
importing gliders from outside the EU before... So: get qualified advice
before you do put yours on a boat across the pond.