Ha! That's almost as good as the "Aerobatics Prohibited" sticker..."Do not adjust while in flight".
Thanks, talking with the rep was enlightening. An FAA person told me that it would not even stop you from it being an LSA. All you need is a placard that states "Do not adjust while in flight".
An FAA person told me that it would not even stop you from it being an LSA. All you need is a placard that states "Do not adjust while in flight".
How is having a inflight adjustable propeller placarded to not be adjusted in flight any different from the Carbon Cub having a 180hp engine, limited to 80hp continuous so as not to exceed the 120kt max LSA speed? Same thing with the max gross weight of the CC EX when certifying it. If you certify it at 1,865lbs, it's not LSA, but if you certify the exact same plane at 1,320lbs, magically you're good to go. You can't tell me folks won't fly at greater than 80hp or load their aircraft more than 1,320lbs, but yet presumably you guys are ok with that. Why take a hard stance suddenly on a inflight adjustable prop if its placarded?
If someone from the FAA told Don that he could still license the plane as an LSA, then good for Don. Certainly Don is smart enough to do the homework to ensure that is actually the case before going forward.
You will learn what "letter of denial" means.
How is having a inflight adjustable propeller placarded to not be adjusted in flight any different from the Carbon Cub having a 180hp engine, limited to 80hp continuous so as not to exceed the 120kt max LSA speed? Same thing with the max gross weight of the CC EX when certifying it. If you certify it at 1,865lbs, it's not LSA, but if you certify the exact same plane at 1,320lbs, magically you're good to go. You can't tell me folks won't fly at greater than 80hp or load their aircraft more than 1,320lbs, but yet presumably you guys are ok with that. Why take a hard stance suddenly on a inflight adjustable prop if its placarded?
If someone from the FAA told Don that he could still license the plane as an LSA, then good for Don. Certainly Don is smart enough to do the homework to ensure that is actually the case before going forward.
But while my suggestion may have sounded tongue in cheek, it is not. Mount the switch on the firewall. That is absolutely only ground adjustable. It is a heck of a lot more convenient to get right for climb (short strip) and cruise, compared to at least 45 minutes for each adjustment of the Sensenich. I can make a case that since I will be operating out of a 1260 foot grass strip, I might want full climb pitch at the start of a cross country, then be able to very easily change to cruise pitch, on the ground, at the 1st airport I pass. Without getting the wrenches and laser level and spending an hour. What's wrong with that?
Seems there is no question of that being within the rules as an LSA, by a common sense reading of the rules. Some may differ. So get it registered in that condition -EAB, qualifying as LSA. That is the only time the plane will ever see an FAA inspector or DAR. (Give your choice of DAR some thought, although would a plane in the condition I describe be appropriate to get a letter of denial?) Once it is signed off it is your baby. Do what you want. Its an "E." Maybe put the switch under the seat if you are worried about a ramp check from some bureaucratic busybody. Or some other place not inspectable within the guidelines of a ramp check without a search warrant. Make whatever you do easily reversible for when you sell it so there is no doubt it is an LSA. When you are in the plane it's your neck and no government nanny or designated nanny is going to save your butt!
Now, about a ramp check -for a plane isn't that constrained to whether it is airworthy and has the right papers on board? Nothing unairworthy about an EAB RV12 with a cs prop. Now MAYBE they could ramp check you as a pilot and cite YOU for climbing in with intent to fly and not having a medical certificate (if you did not) if there was a big cs prop control on the panel. Note-I mean VP -variable pitch- not CS constant speed...
People can believe what ever they want, but my opinion is still that it is foolish to make a decision regarding something on an airplane, that requires an interpretation of the rules outside of what the obvious meaning is, based on a single comment from one FAA employee.
Scott
I don't think Pilots should break the rules, however a ELSA Aircraft can be flown by a privet pilot who should be able to use the Prop feature, as he can also fly the at night.
I think a placard that states "Do not adjust while in flight" and a way to disarm this feature should be considered by the FAA and a clear ruling should be Issued.
The RV12 is Great Aircraft and should be enjoyed be Light Sport Pilots, Privet Pilots and EAB Builders
My view
An ELSA aircraft must meet LSA parameters continuously from original certification. It can NOT have an inflight adjustable prop! Period!
An RV-12 built as an EAB may have an inflight adjustable prop, but then it cannot be flown by a sport pilot.
Your proposal to the FAA has just about a "0" chance of happening.
If you don't like the rules, then by all means do what you can to get them changed. But, in the mean time, for all our sake, please abide by them.
I don't think could pass a medical any longer
Again, this is a PUBLIC forum.
You are correct of course, i am an old private pilot from way back who I don't think could pass a medical any longer, so to me the restrictions seem far too restrictive and actually for me makes flying less safe. With a decades of flying a simple Cherokee and others, now at 75 I am supposed to be "more safe" by learning how to fly something with different flight characteristics that is far lighter, instead of what had become second nature to me, and am barred from doing anything experimental. And I thought I spent a career making sure we have freedoms!
Well said. I would also add that it's probably unwise to discuss ways to circumvent the spirit of a particular regulation on a very popular public forum.