Today's Message Index:
----------------------
1. 06:26 AM - Recreational pilot (Chris Hukill)
2. 08:12 AM - Re: Recent Spam Mail (Matt Geans)
3. 09:30 AM - Re: Recreational pilot (Bobby J. Hughes)
4. 02:15 PM - Re: Recreational pilot (Kelly McMullen)
5. 03:48 PM - Re: Recreational pilot (davidsoutpost@comcast.net)
6. 06:52 PM - INERTIAL BELTS (DLM)
7. 09:02 PM - Re: Recreational pilot (Bob Turner)
8. 09:07 PM - Re: Recreational pilot (Bob Turner)
9. 10:32 PM - Re: Re: Recreational pilot (Robin Marks)
Message 1
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| Subject: | Recreational pilot |
When I built my RV-8 ten years ago, I had an engine built that produced
210 HP, but was limited by placards to 180 for the purpose of qualifying
it to be flown under the Recreational pilots license. Back then AOPA was
trying to get the Feds to allow that class of pilot to operate under the
medical self certification exemption that is allowed for sport pilots,
glider and balloon pilots. The restrictions back then would also require
a fixed pitch prop, so I put one of those on as well.
The Feds didn't go for it then, but said they would re-evaluate after
the Sport pilots exemption has been in effect for about ten years. Well
in the last ten years, there has been zero medical deficiency caused
accidents for sport pilots. Now, again the EAA and AOPA lawyers are
submitting to the FAA an exemption to allow the Rec pilots to self
certify. The aircraft requirements would once again allow for a max of
180HP, but not a restriction for fixed pitch prop. The 2 seat
restriction is also removed, and replaced with "one Passenger". So my
question is...How does the RV10 perform with the reduced payload of 1
pax and 180HP? It would be interesting to experiment with a flying RV10
that was limited by how far in you push the throttle to see if it would
be practical to placard your engine instruments to allow you to operate
under those conditions without a medical. Even if the Feds required
modifications to your IO540 to physically limit you to 180, at what
altitude? The rules would require you to operate under 10,000 msl, but
you could probably still pull 180HP at that altitude with your downrated
motor. And you could still have the other 80 HP available for
emergencies down low. A pilot with a medical could simply remove
whatever limiting devise is require (placards) and fly it like a normal
RV10. It would be nice to have that flexibility and would open your
machine up to a whole other class (market) of pilots.
Chris Hukill
Message 2
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| Subject: | Re: Recent Spam Mail |
All,-=0A=0A=0A=0AIt's come to my attention that virtually everyone with m
y yahoo accout has recently been sent spam mail from me. -It was not sent
by me and I don't think any of you are lonely and in need of company - or
whatever. -=0A=0AThere is another computer that I think my yahoo logon is
still in the cookies and that computer was getting some suspect e-mails to
my work e-mail account which may have downloaded some malware to that comp
uter and read the saved log-ons to my yahoo account.=0A=0AI just tried to s
end this mail to all of you and Yahoo had already recognized the suspicious
activity and blocked sending mails to multiple accounts till I contacted t
hem.=0A=0AI have been far from lonely these days and haven't been on any si
tes to instigate such activity.....Sorry for any-inconvenience.-=0A=0AM
att
Message 3
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| Subject: | Re: Recreational pilot |
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Message 4
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| Subject: | Re: Recreational pilot |
I would expect the FAA to place the same stringent requirements on a
qualifying aircraft as they do for Light Sport. That is that from
certification forward it must have met the requirements of the category at
all times. In other words they don't let you go back and forth between
categories. Hard to say if they would place a gross wt limit on the
category...don't recall if there ever was one. There are some numbers that
Vans has for the prototype with Continental IO-360 engine as to
performance. I don't believe that engine has ever been derated below 195hp.
On Sun, Oct 30, 2011 at 9:21 AM, Bobby J. Hughes <bhughes@qnsi.net> wrote:
> Chris,
>
> I would expect a climb rate of 600-700 fpm at 180 HP with fwf weight equal
> to the io 540. Lighter fwf may make the rear baggage area worthless.
>
> Bobby
>
> Sent from my iPad
>
>
Message 5
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| Subject: | Re: Recreational pilot |
There is also a maximum 130 knot limitation.
David Clifford
RV-10 Builder
Howell, MI
----- Original Message -----
From: "Chris Hukill" <cjhukill@cox.net>
Sent: Sunday, October 30, 2011 9:22:01 AM
Subject: RV10-List: Recreational pilot
When I built my RV-8 ten years ago, I had an engine built that produced 210
HP, but was limited by placards to 180 for the purpose of qualifying it to
be flown under the Recreational pilots license. Back then AOPA was trying
to get the Feds to allow that class of pilot to operate under the medical s
elf certification exemption that is allowed for sport pilots, glider and ba
lloon pilots. The restrictions back then would also require a fixed pitch p
rop, so I put one of those on as well.
The Feds didn't go for it then, but said they would re-evaluate after the S
port pilots exemption has been in effect for about ten years. Well in the l
ast ten years, there has been zero medical deficiency caused accidents for
sport pilots. Now, again the EAA and AOPA lawyers are submitting to the FAA
an exemption to allow the Rec pilots to self certify. The aircraft require
ments would once again allow for a max of 180HP, but not a restriction for
fixed pitch prop. The 2 seat restriction is also removed, and replaced with
"one Passenger". So my question is...How does the RV10 perform with the re
duced payload of 1 pax and 180HP? It would be interesting to experiment wit
h a flying RV10 that was limited by how far in you push the throttle to see
if it would be practical to placard your engine instruments to allow you t
o operate under those conditions without a medical. Even if the Feds requir
ed modifications to your IO540 to physically limit you to 180, at what alti
tude? The rules would require you to operate under 10,000 msl, but you coul
d probably still pull 180HP at that altitude with your downrated motor. And
you could still have the other 80 HP available for emergencies down low. A
pilot with a medical could simply remove whatever limiting devise is requi
re (placards) and fly it like a normal RV10. It would be nice to have that
flexibility and would open your machine up to a whole other class (market)
of pilots.
==============
==
Message 6
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My son is again asking whether I want to renew the URL for
www.inertialbelts.com <http://www.inertialbelts.com/> . This was originally
setup after I participated with AMSAFE to TSO some belts for my RV10. I kept
the site on the net because I thought others may want to use the belts or
techniques. If anyone is still interested please advise me directly so that
I can determine whether to keep the site up another year. Thanks. IIRC we
also TSOed a set for the RV 7 and 9 at someone's request even though the
anchors were not documented.
Message 7
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| Subject: | Re: Recreational pilot |
I don't recall any speed limitations for recreational pilots. There is one for
Sport Pilots.
The FAR wording says the aircraft must not have been certificated for more than
2 seats. So I don't think you can go back and forth between a "regular" RV-10
(4 seats) and a "recreational" one. You have to declare the number of seats when
you get your A/W inspection. Once in writing, it's not easy to change.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=356382#356382
Message 8
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| Subject: | Re: Recreational pilot |
Ignore my last comment. I see that you say the FAA has changed the wording from
2 seats to one passenger. Is this done, or a proposal?
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=356384#356384
Message 9
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| Subject: | Re: Recreational pilot |
Not to put too fine a point on it but... I think one would end up with an expensive,
heavy, underpowered aircraft that has minimal resale potential.
Robin
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