duh,
obviously your plane doesn't' have to be a derivative of an S-LSA to be registered E-LSA. think about why the rule was created, it was created primarily to bring the "fat ultralight" crowd into compliance with a rule.
now these fat ultralights are transitioning to ELSA and are not SLSA derivatives.
Experimental Light Sport?
Moderator: drseti
I believe the rule included a clause for the "fat ultralight" crowd that will close January 31, 2008 (read below) but the rules are complicated to say the least.
§ 21.191 Experimental certificates.
Experimental certificates are issued for the following purposes:
<clip> (talks about Research and development, Crew training, Exhibition, Air racing and Market surveys)
(g) Operating amateur-built aircraft. Operating an aircraft the major portion of which has been fabricated and assembled by persons who undertook the construction project solely for their own education or recreation.
(h) Operating primary kit-built aircraft. Operating a primary category aircraft that meets the criteria of §21.24(a)(1) that was assembled by a person from a kit manufactured by the holder of a production certificate for that kit, without the supervision and quality control of the production certificate holder under §21.184(a).
(i) Operating light-sport aircraft. Operating a light-sport aircraft that—
(1) Has not been issued a U.S. or foreign airworthiness certificate and does not meet the provisions of §103.1 of this chapter. An experimental certificate will not be issued under this paragraph for these aircraft after January 31, 2008;
(2) Has been assembled—
(i) From an aircraft kit for which the applicant can provide the information required by §21.193(e); and
(ii) In accordance with manufacturer's assembly instructions that meet an applicable consensus standard; or
(3) Has been previously issued a special airworthiness certificate in the light-sport category under §21.190.
§ 21.191 Experimental certificates.
Experimental certificates are issued for the following purposes:
<clip> (talks about Research and development, Crew training, Exhibition, Air racing and Market surveys)
(g) Operating amateur-built aircraft. Operating an aircraft the major portion of which has been fabricated and assembled by persons who undertook the construction project solely for their own education or recreation.
(h) Operating primary kit-built aircraft. Operating a primary category aircraft that meets the criteria of §21.24(a)(1) that was assembled by a person from a kit manufactured by the holder of a production certificate for that kit, without the supervision and quality control of the production certificate holder under §21.184(a).
(i) Operating light-sport aircraft. Operating a light-sport aircraft that—
(1) Has not been issued a U.S. or foreign airworthiness certificate and does not meet the provisions of §103.1 of this chapter. An experimental certificate will not be issued under this paragraph for these aircraft after January 31, 2008;
(2) Has been assembled—
(i) From an aircraft kit for which the applicant can provide the information required by §21.193(e); and
(ii) In accordance with manufacturer's assembly instructions that meet an applicable consensus standard; or
(3) Has been previously issued a special airworthiness certificate in the light-sport category under §21.190.
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owenstrawn
- Posts: 20
- Joined: Sun Jul 02, 2006 10:44 am
The EAA has a series of question-and-answer pages here:
http://sportpilot.org/questions/afmtopics.asp
Here's the E-LSA page:
http://sportpilot.org/questions/afmfaqs.asp?topicid=11
This one adresses the question, but not definitively:
http://sportpilot.org/questions/afmview ... ?faqid=153
It may be that you can register E-LSA if you meet the 51% rule OR if the kit is derived from a S-LSA. That's just a guess though.
http://sportpilot.org/questions/afmtopics.asp
Here's the E-LSA page:
http://sportpilot.org/questions/afmfaqs.asp?topicid=11
This one adresses the question, but not definitively:
http://sportpilot.org/questions/afmview ... ?faqid=153
It may be that you can register E-LSA if you meet the 51% rule OR if the kit is derived from a S-LSA. That's just a guess though.
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owenstrawn
- Posts: 20
- Joined: Sun Jul 02, 2006 10:44 am
++++++++++++++++++++++++++++
From http://sportpilot.org/questions/afmfaqs.asp?topicid=11
++++++++++++++++++++++++++++
Question :
Must a manufacturer certify a SLSA prior to manufacturing & selling an ELSA? . . . . . Can an ELSA be purchased 100% complete, directly from a manufacturer?
Answer :
If the manufacturer wants to sell a kit specifically to be certificated as ELSA (as opposed to selling a kit that meets the "51% rule" intended for the amateur-built market) then the manufacturer must first certificate at least one SLSA as a prototype to base the ELSA kits on.
If the aircraft is being completed by the manufacturer and sold ready-to-fly to the customer, it should be certificated as SLSA rather than ELSA.
++++++++++++++++++++++++++++
This is how I’ve come to understand it.
ABA = Amateur Built Aircraft or Experimental - Aircraft constructed by individual for education and recreation. (Including those meeting LSA definition i.e., weight, speed etc). Builder must prove 51%.
LSA = Light Sport Aircraft is not a certification or license but a term that means any aircraft meeting the definition. (Including ABAs and certified a/c like Cubs and Champs)
SLSA = Special Light Sport Aircraft - Aircraft manufactured to the Light Sport Aircraft definition and that has been certified.
ELSA = Experimental Light Sport Aircraft - Aircraft kit produced by manufacture with at least one SLSA prototype as the basis for the kit. (To define the assembly process that the assembler must verify they followed but doesn’t have to meet the 51%)
You can change the certification of an SLSA to ELSA for whatever reason you might have, but once changed, it cannot be changed back to an SLSA. "fat ultralights" can be certified as ELSA until January 31, 2008.
I say all this because I’m assembling an LSA that I’d like to license as an ELSA but I’ve been told I can’t until the manufacturer certifies the prototype as an SLSA. Until they do, I must be careful to prove I did over 51% of the work and license as an ABA.
However, this doesn’t answer the original question of if or how long an ELSA must be “flown off”.
From http://sportpilot.org/questions/afmfaqs.asp?topicid=11
++++++++++++++++++++++++++++
Question :
Must a manufacturer certify a SLSA prior to manufacturing & selling an ELSA? . . . . . Can an ELSA be purchased 100% complete, directly from a manufacturer?
Answer :
If the manufacturer wants to sell a kit specifically to be certificated as ELSA (as opposed to selling a kit that meets the "51% rule" intended for the amateur-built market) then the manufacturer must first certificate at least one SLSA as a prototype to base the ELSA kits on.
If the aircraft is being completed by the manufacturer and sold ready-to-fly to the customer, it should be certificated as SLSA rather than ELSA.
++++++++++++++++++++++++++++
This is how I’ve come to understand it.
ABA = Amateur Built Aircraft or Experimental - Aircraft constructed by individual for education and recreation. (Including those meeting LSA definition i.e., weight, speed etc). Builder must prove 51%.
LSA = Light Sport Aircraft is not a certification or license but a term that means any aircraft meeting the definition. (Including ABAs and certified a/c like Cubs and Champs)
SLSA = Special Light Sport Aircraft - Aircraft manufactured to the Light Sport Aircraft definition and that has been certified.
ELSA = Experimental Light Sport Aircraft - Aircraft kit produced by manufacture with at least one SLSA prototype as the basis for the kit. (To define the assembly process that the assembler must verify they followed but doesn’t have to meet the 51%)
You can change the certification of an SLSA to ELSA for whatever reason you might have, but once changed, it cannot be changed back to an SLSA. "fat ultralights" can be certified as ELSA until January 31, 2008.
I say all this because I’m assembling an LSA that I’d like to license as an ELSA but I’ve been told I can’t until the manufacturer certifies the prototype as an SLSA. Until they do, I must be careful to prove I did over 51% of the work and license as an ABA.
However, this doesn’t answer the original question of if or how long an ELSA must be “flown off”.
Your Question has been answered by aerolabNW in his post where he points out the phase 1 flight test.
Ok; you are building a kit aircraft. I would recommend you document your build with pictures and a build log book. once the aircraft is complete you will have to Apply for an airworthiness certification as EAB (experimental amatur built) have it inspected by a DAR. if it passes the inspection will restrict you to a phase 1 flight test withing a designated distance of the airport your aircraft is based at. Everyone i have spoken to had told me they had to fly off 40 hrs within a 25 miles range of there base.
As for the guy who told you that 5 hrs is all you need is just wrong
Ok; you are building a kit aircraft. I would recommend you document your build with pictures and a build log book. once the aircraft is complete you will have to Apply for an airworthiness certification as EAB (experimental amatur built) have it inspected by a DAR. if it passes the inspection will restrict you to a phase 1 flight test withing a designated distance of the airport your aircraft is based at. Everyone i have spoken to had told me they had to fly off 40 hrs within a 25 miles range of there base.
As for the guy who told you that 5 hrs is all you need is just wrong
For Amature Home Built
I belive it's a minmum 40 hours for a plane with a non-certified engine and prop. With certified engine and prop (pretty rare in AHB) the minimum drops to 25 hours. These are minimums. The DAR (inspector) can impose whatever he/she likes. The 25mi limit of the flight test area is also at the discretion of the DAR. This will be based on local conditions and the aircraft. r to get to the actual test area. You must avoid poplulated areas so the space is likely to be non-regularly shaped if its close to a city.
I belive it's a minmum 40 hours for a plane with a non-certified engine and prop. With certified engine and prop (pretty rare in AHB) the minimum drops to 25 hours. These are minimums. The DAR (inspector) can impose whatever he/she likes. The 25mi limit of the flight test area is also at the discretion of the DAR. This will be based on local conditions and the aircraft. r to get to the actual test area. You must avoid poplulated areas so the space is likely to be non-regularly shaped if its close to a city.