Today's Message Index:
----------------------
1. 02:50 AM - Re: Re: I Passed! (pat ladd)
2. 03:11 AM - big files (pat ladd)
3. 08:08 AM - Re: Re: Remaining FAT ultralights after Deadline (Richard Girard)
Message 1
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Two countries divided by a common language. Wasn't that how Churchill
put it,>>
Hi Rick
Churchill put lots of things very succinctly. The one I like is the
story of a rather combative lady Member of Parliament who during a
parliamentary debate said to Churchill "You are drunk" To which
Churchill replied " and you madam are ugly, but in the morning I shall
be sober"
cheers
Pat
Message 2
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Hi All,
every one on the list knows by now that I am no computer guru but there
was a problem a short while ago about sending large files by e-mail.
I have absolutely no idea if this is helpful but there exists a couple
of sites www.mailbigfile.com or www.yousendit.com. Both of these are
free.
I have not used these sites, and probabably couldn`t, but for what its
worth...
Cheers
Pat
Message 3
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| Subject: | Re: Remaining FAT ultralights after Deadline |
Dana, I just got off the phone with Edsel Ford at the light sport branch. I
was wrong in my interpretation of E-LSA after 1-31-08. Have to go back to my
notes from RM class and see where I got off course. While you must present
an aircraft for inspection that is strictly controlled by the plans or kit,
once you get an experimental certificate, you are free to experiment as you
so desire.
For those interested, and those who might go off Kolb and buy an S-LSA. The
reason for 21.191 (i) 3 is to support orphaned fleets. If you buy an S-LSA
and the builder goes belly up, you cannot remain in S-LSA as you would then
have no network of support for issuing Service Instructions and Service
Bulletins, as required. Your only option is to convert to E-LSA which this
provision (21.191 (i) 3) allows you to do.
Rick
On 10/11/07, Richard Girard <jindoguy@gmail.com> wrote:
>
> Dana, et al, I'll call the Light Sport Branch tomorrow, to confirm, but
> Ron's take on E-LSA is not what I learned at Corning. That was last year and
> LSA has been pretty fluid, so who knows.
> The version I got was, Yes you could modify your S-LSA or E-LSA
> (registered after 2-1-08 doesn't apply to those grandfathered in and
> registered under 21.191 i (1)), but you had to get a letter of
> authorization from the manufacturer listing your airplane by N number. This
> was to prevent exactly what Ron says you can do to something like the Cessna
> Skycatcher. I can't imagine Jack Pelton's fleet of attorneys would have
> given him the go ahead to produce the 162 if they thought somebody could
> pull off the O-200D and strap on a Chevy V-6 while the Cessna name was still
> painted on the tail. The media doesn't make such distinctions, and a crashed
> Cessna is a crashed Cessna.
> As I got it, the only advantage to E-LSA was that you could go take the
> Repairman Inspector weekend class and do your own conditional inspections.
> For that you lost the ability to teach in it or rent it. But like S-LSA,
> unauthorized modifications to an E-LSA voided your airworthiness
> certificate. I'll get back to you all with an answer, tomorrow.
>
> Rick
>
> On 10/11/07, Dana Hague <d-m-hague@comcast.net> wrote:
> >
> >
> > At 03:24 PM 10/11/2007, jb92563 wrote:
> > >
> > >Is there no E-LSA category after the deadline, or do they have to
> > appear
> > >on a list of approved E-LSA aircraft to be built from scratch?
> >
> > See http://www.kitplanes.com/sportplanes/0505-3740.pdf for a very good
> > article explaining all the SLSA/ELSA/EAB variations. Should answer all
> > your questions.
> >
> > -Dana
> > --
> > --
> > But do you trust the _government_ with semi-automatic assault rifles?
> >
> >
> >
> >
> >
> >
>
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