Keith Rush
Member
I wanted to ask if the RV3 can be registered as an LSA? Also, has anyone ever used the Rotax 912 in one or seen it?
Thanks,
Keith
Thanks,
Keith
I wanted to ask if the RV3 can be registered as an LSA? Also, has anyone ever used the Rotax 912 in one or seen it?
Thanks,
Keith
Mel;1015373 [I said:Maximum[/I] cruise speed of 120 kts. would be the most difficult to prove.
Couldn't you just put a red line and say "not to exceed 120"? Seems that any airplane could exceed 120 some creative flying.
I really don't understand you guys that want to push the LSA rules. If you want an LSA, find one that meets the regs. They're actually pretty clear.
I have a weak motor and my 3 is very fast.... Way past the LSA rules..
If you were the builder, you could put a restriction that says,
"Full power to only be used on take off and landing, else RPMs limited to 1800".
There. LSA rules complied with. My -4 stalls at about 45. Couldn't be that hard to get a -3 to comply.
Carbon Cub:
"180 Horsepower for takeoff and climb up to 5 minutes - 80 Horsepower for continuous operation. It is the pilots responsibility to operate the aircraft in accordance with the pilot operating handbook and aircraft placarding. There is NO governor or limiting system that controls the engines power settings."
http://www.cubcrafters.com/carboncubss/specs
Tony
I'm curious, but where do you get that impression? I understood that if the airplane has ever been certified at limits outside those of LSA, it could not be LSA ever again. An example is the Champ with the heavy duty landing gear. With the heavy duty gear installed you COULD up the gross weight to something like 1500 pounds, but it was not required. At a later date you could drop the certified gross weight back to 1300 or so, but if it had EVER been certified for 1500 it can never qualify for LSA again. So you could have two identical aircraft with identical history and all the same parts... one LSA qualified and one not, the only difference being a single logbook entry.That is a very important detail, because if at any time, the airplane has been operated outside of the Light Sport requirements, it no longer qualifys for a Sport Pilot.
I'm curious, but where do you get that impression? I understood that if the airplane has ever been certified at limits outside those of LSA, it could not be LSA ever again. An example is the Champ with the heavy duty landing gear. With the heavy duty gear installed you COULD up the gross weight to something like 1500 pounds, but it was not required. At a later date you could drop the certified gross weight back to 1300 or so, but if it had EVER been certified for 1500 it can never qualify for LSA again. So you could have two identical aircraft with identical history and all the same parts... one LSA qualified and one not, the only difference being a single logbook entry.
But I have never seen or heard of a rule saying that if (for example) you ever exceeded 120 knots at sea level in an RV-12, it was no longer legal as an LSA.