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  #11  
Old 06-30-2012, 09:31 PM
HDDAHL HDDAHL is offline
 
Join Date: Feb 2007
Location: hilton head sc
Posts: 97
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I have a 9A as well as the 12. I am thrilled with the 12 and its flying qualities. Although I have only 4.5 hrs. on the 12 at this writing I think most comments exaggerate the need for transitional training if you have experience in an RV (I also built a 6 years ago). The 12 is easier to handle than the 9 except, I think,for "strong" crosswinds. Stay within its and your limits and you will be fine.

Doug Dahl
  #12  
Old 07-01-2012, 12:00 AM
newamiga newamiga is offline
 
Join Date: Jan 2011
Location: Barneveld, NY
Posts: 189
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I guess I am in the minority here as a guy who got his sport pilot license and did all my learning in LSA's. I don't disagree with the premise that there could be better oversight in the factories of some of the S-LSA manufacturers. On the other hand, I see great value in the ASTM standards if complied with. The flexibility and decreased cost (I know people are going to say why can't I get my $60K or cheaper LSA), but versus a brand new part 23 plane, LSA's are relatively cheap. I own a S-LSA. The Aero AT-4 I own is built on a certified line in a very modern factory by very skilled builders and designers. I feel very safe flying in that plane. I have flown a few different LSA's and I wont mention names as to not start a war, but some of them just don't feel as solid as mine and several of the others I have flown.

If there is a higher incidence of accidents in LSA's I don't think it is related to mechanical or build issues primarily. I would expect that some flavor of pilot induced error is related to the accidents. This is just my hunch and I will readily admit I am wrong if someone has stats showing high mechanical failure rates in S-LSA's. I just haven't seen that. The school I learned in specialized in LSA training. They had 6 LSA's of different flavors and had a very good safety record. My limited experience flying a couple Cessna's and a couple other non-LSA's with PPL friends or instructors is that the LSA's are much more sensitive aircraft on the controls. They are very sensitive to airspeeds being on lest you float as they are light, or you sink quickly. The most prevalent accidents I have seen with LSA's have been pilot induced oscillations leading to collapsed nose gear and prop strikes. I have spoken to several private pilots with considerable time who were really surprised at how challenging flying a LSA can be on the approach and in particular in winds. In the end I had an instructor with over 2500 hours and over 1000 hours in LSA's when she taught me. She is an awesome LSA instructor. I also flew with a couple other instructor during my training for stage checks. They were less experienced with LSA's and it led to an experience that was just nowhere near as reassuring as flying with someone who really knows how to handle that plane.

Bottom line is that I think you either need proper initial or transition training to be safe in a LSA. This is just like any aircraft I guess, but I really think this may be contributing to accidents. I think factories can do a better job but I don't think there is a huge safety issue inherent in the ASTM process. Lastly as I build my RV-12 as a first time builder I feel very safe with the kit Vans puts out there and the precision and countless hours they have in this kit.

Carl
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