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proppastie

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The very safe HM 293 could be built inexpensively and at about 360 pounds... this, IMHO would be the perfect ultralight airplane... I envision a sky filled with 293's... and a happy, safe world it would be... again, IMHO :)


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given this post and your thoughts on mandatory training with you thoughts on the modified part 103....How about we do it and call it Light Sport.....oh wait, we have that.
 

Aesquire

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Re: training.

I'm not suggesting no training at all is a good idea. Lots of the basics are universal. Aerodynamics, traffic patterns, rules of the road, radio technique, is useful for a gyro or a Bell cellular kite as well as a Cub or Comanche.

I admit the part where no amount of time in a pt. 103 thing contributes to your Light Sport or Private time can be unfair. I've often bemoaned the "uselessness" of most of my flight hours. OTOH it makes practical sense. Powered parachute time isn't really the same as Cub or c-172 time, & I don't have a fractional equivalence number to suggest.
 

Raceair

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Some of you may remember, in the 1980's, Paul Poberezny was pushing the "ARV" Idea.....Which actually was a category of sport aircraft that today was clearly half way between a legal 103 ultralight and a Light Sport Aircraft...We even had the 'ARV design contest' at OSH in 1983......This was an exciting time, and I am glad I participated in the contest.....
 

Raceair

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The ARV design contest was sponsored by DuPont Kevlar, Western Flyer magazine, and EAA. There were two categories, Ultralight, and 'Light plane'... Chuck Slusarczyk won the Ultralight category with the Hawk, and I placed third in the Light plane category with the Zippy Sport N83ZS....Originally over 125 entries started the contest, but by the time the OSH 1983 Flyoff happened, there were 17 or so contestants, making up both categories. Sorry for thread drift.......Just realized I was reminiscing.......
 

b7gwap

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Yes, the 293 is pretty safe for its combination of weight, power, wing area. But that same combination is not so safe in other aircraft. The FAA is going to have a helluva job specifying safety, so it has specified characteristics that tend to improve safety. Low stall speed helps with the severity of impacts. Low weight combined with low speed minimises the impact crater.

I'd love an ultra-pou too, btw, but the numbers are against it. Falconar has a weight legal design, but the stall speed is far too high. C'est la vie!
How about an APEV Pouchelle? 100kg makes weight, not sure on 24 kts though..
http://www.pouchel.com/english/index_eng.php?p=pou_light_eng.html
 

TFF

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The FAA does not have the chops for change right now. They are in the midst of combining and closing FSDO offices across the US. Inspectors will be working out of their homes soon. The big things on their mind is computer control of airspace and drones. They are related. When the drones are good, airliners will go that way. I might not see full implementation in my lifetime because the slow movement of government, but it will happen. European governments are going to love drones because they will be able to tax them by the minute. Personal flying will be seen as a hazard to the system. There is really no capacity to change the rules. Cut rules , yes. Pick what is out there and get in the air. Waiting, just plays into the apathy of the system. Apathy or not being out there in the way makes it easy for them to flush us. It will not happen overnight but they will come to the realization that it's not worth the hassle to fund. There sure is no funds for change right now. Pick one and do. I feel some pressure that if I don't get my plane in the air, the right will be taken away. Long term.
 

BBerson

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The FAA should just delegate everything for recreational aviation to the EAA.
I confirmed at the I.A. meeting last month that the FSDO will not do EA-B inspections.
So who will? No local DAR.
The MIDO might, but not confirmed yet.
No reason why an EAA Tech counselor couldn't do a simple airworthiness checklist, with the builder signing the form to assume the Liabilty. Or let the builder sign a simple form. FAR 103 requires nothing. A tiny bit of registration is all that is needed. Sort of like what is happening with drones.
 

BJC

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The FAA should just delegate everything for recreational aviation to the EAA.
I confirmed at the I.A. meeting last month that the FSDO will not do EA-B inspections.
So who will? No local DAR.
The MIDO might, but not confirmed yet.
No reason why an EAA Tech counselor couldn't do a simple airworthiness checklist, with the builder signing the form to assume the Liabilty. Or let the builder sign a simple form. FAR 103 requires nothing. A tiny bit of registration is all that is needed. Sort of like what is happening with drones.
Steve at http://pponk.com was (is?) a DAR, just across the sound from you.


BJC
 

BBerson

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Steve at http://pponk.com was (is?) a DAR, just across the sound from you.


BJC
I don't want to pay a DAR to sign off an ultralight or near ultralight. I don't want to pay a DAR to sign off a drone or model airplane either.
EAA Tech Counselors are volunteers. They can do inspections but can't sign anything as "airworthy" for Liabilty reasons.
The owner should sign it.

EAA said ignore the law. Essentially what CG said.
I don't think we should live that way.
Because an individual can ignore the laws sometimes.
But a business can't. A thriving industry needs businesses.
 

Turd Ferguson

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I confirmed at the I.A. meeting last month that the FSDO will not do EA-B inspections.
that is apparently FSDO specific. The front line manager at my FSDO said he will inspect every EAB that he can work into his schedule. If you talk to him several months before completion and coordinate schedules, no waiting.
 

BBerson

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that is apparently FSDO specific. The front line manager at my FSDO said he will inspect every EAB that he can work into his schedule. If you talk to him several months before completion and coordinate schedules, no waiting.
The FAA Inspector also said all new certificated EA-B would include the operating limitation that requires a pilot certificate, category and class.
So a student pilot couldn't solo a properly certificated 280 pound EA-B. So the new pilot would need to find a Light Sport instructor with a two seat Light Sport Airplane, get the training, take a check ride and pay the fee..... get a BFR every two years somewhere....
Or fly slightly illegally under FAR103 because the step to EA-B is too steep.
 

Turd Ferguson

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The FAA Inspector also said all new certificated EA-B would include the operating limitation that requires a pilot certificate, category and class
So essentially one can’t build an RV-9 and learn to fly in that plane or build an RV-12 as EAB and get a sport pilot cert. in the airplane. That would cause a riot.
 

BBerson

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Can't fly it solo.

I also asked if including that rating requirement was negotiable. Didn't get an answer.
Apparently no one reads the operating limitations.
 
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proppastie

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Well a "Student Pilot Certificate" is a "Pilot Certificate" They are now separated from the Medical Certificate. The Instructor is Pilot in Command and has a rating. Is there a solo requirement for Light Sport? If not solo after your certificate is issued.
 
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