I agree with Matt, "[E-LSA] is all very disappointing." I would like to suggest everyone bug there EAA chapters and anyone they know at national about this. The whole LSA movement does little for those of us interested in experimentation, and it certainly hasn't reduced the cost of flying. I would like to be able to license any 2 seat homebuilt that meets LSA stall and top speed as an E-LSA; alternately I would prefer the FAA do away with Medicals for day-VFR flight.
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Maybe the EAA should rename itself the EMAA for Expensive Manufacturers Aviation Association.
--- In Q-LIST@... <mailto:Q-LIST%40yahoogroups.com>, "Patrick Panzera" <panzera@...> wrote:
parameters can be
It is my understanding that the FAA is not likely to approve a LSA
certificate unless manufacture data indicates all of the
met. In the case of the Quickie, the FAA is unlikely to approve Light
even if a builder modifies the Quickie in some manor to reduce the
Before this gets too far, I have to gig this on a technicality.
First, the only aircraft that can be registered as an E-LSA are
as such, by a manufacturer of a certified S-LSA. In other words, sinceunder your
Zenith makes and sells an S-LSA CH601, they can if they chose, offer an
E-LSA kit of that same plane (verbatim) and it has to be built 100%
according to plans and specs, with absolutely NO deviations, save maybe
Exception: If you own an S-LSA, YOU may downgrade it to an E-LSA.
That's currently the ONLY way to register any aircraft as an E-LSA.
Second, the Quickie line of aircraft, in its current state of ownership,
will always be just an experimental.
If you, as a Sport Pilot, wish to exercise your privileges to fly
SP license, you have to do so in an LSA qualifying aircraft, be it aairspeed
certified production S-LSA, an E-LSA, an Experimental, or a Certified GA
aircraft. It's up to you to know if the plan qualifies or not.
Now back to the question at hand. There are three LSA performance
1. Maximum takeoff weight - 1320 lbs
2. Maximum speeds - 120 kts at maximum power (138 MPH) calibrated
3. Max stall speed - 45 kts (51.8 MPH) VS1* calibrated airspeedobtained in a
*VS1 = the stalling speed or the minimum steady flight speed
specific configuration.prop until
Numbers one and two, no problem. If #2 IS a problem, re-pitch the
it's not. Accept the vertical climb capability in trade.could
Number three could become a problem, but VG's and a very low weight
solve it.manner so we
Here's the "loophole" if there is one.
YOU are the builder and the author of the POH and the placards.
YOUR plane is unproven until you fly it and find or define the flight
envelope, including stall. Q's don't "stall" in the traditional
have to look further at the definition: "or the minimum steady flight speed
obtained". What is considered "steady flight"? I'm not sure but a lot ofso, is
definitions use the term, "minimum controllable speed". Can you still
"control" your Q at max pitch-buck? (Make controllable turns and keep a
heading? Maintain a constant airspeed within a reasonable range?) If
that speed below 45 kts? Then placard that as the bottom of the green arc
and consider your plane LSA-qualified.I see. Well this is all very disappointing. I was hoping to be able to build one, get my LSA
certification (will save me at least $3k because I'm colorblind and would only be able to fly
during daylight hours even with a GAPP endorsement) and have a great airplane that is
very economical and fun to fly.
Thank you so much for weighing in on the issue gentlemen.
Have a good evening.