Remember Matt, that while acting as pilot under Light Sport rule (you
may hold private or commercial, let your medical expire, and fly
under LSA rule), you can fly any aircraft for which you are rated and
which also qualifies as LSA criteria (see previous posting for
weight, speed qualifications) (regalrdless of how that aircraft is
registered such as Standard, Experimental, ELSA), but under LSA rules
you may not fly at night anyway. A Q1 suitably modified (and we are
not necessarily advocating that it is safe to do so) for LSA
qualification would be legal for you to fly under LSA rules. A stock
Q1 would not qualify.
Rick Hole
--- In Q-LIST@..., "matt_v01" <mattxb@...> wrote:
--- In Q-LIST@..., "Patrick Panzera" <panzera@> wrote:
It is my understanding that the FAA is not likely to approve a
LSA
certificate unless manufacture data indicates all of the
parameters can be
met. In the case of the Quickie, the FAA is unlikely to
approve Light
Sport
even if a builder modifies the Quickie in some manor to reduce
the stall
speed.
Gang,
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
those kitted
as such, by a manufacturer of a certified S-LSA. In other words,
since
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
paint.
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
under your
SP license, you have to do so in an LSA qualifying aircraft, be
it a
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
parameters:
1. Maximum takeoff weight - 1320 lbs
2. Maximum speeds - 120 kts at maximum power (138 MPH) calibrated
airspeed
3. Max stall speed - 45 kts (51.8 MPH) VS1* calibrated airspeed
*VS1 = the stalling speed or the minimum steady flight speed
obtained in a
specific configuration.
Numbers one and two, no problem. If #2 IS a problem, re-pitch the
prop until
it's not. Accept the vertical climb capability in trade.
Number three could become a problem, but VG's and a very low
weight could
solve it.
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
manner so we
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 of
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 so, is
that speed below 45 kts? Then placard that as the bottom of the
green arc
and consider your plane LSA-qualified.
Pat
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.
-Matt C
