Rabidsnipe
Active Member
Basically only because I want to know how much competition there might be as to who has the first kit, how long any "waiting lists" might be, etc. Will you buy an RV-12 kit (or whatever they offer) on April 8th?
It might have been wiser to wait to open this poll until after the price was announced, along with other missing information.
I have it on good authority that kit s/n 1 is spoken for by a mulitple repeat offender
DaveB
RV6
As I understand it, an E-LSA can have condition inspections done by the owner if he holds the LSA Repairman: Inspection rating. To me that makes it a little more marketable than an EAB of the same type. Am I off base there?
E-LSA 4. is not a gray area! It is a true statement.From the way I understand it, you are absolutely correct. This is how I see it:
E-LSA:
1. Anyone with an LSA Repairman/Inspection rating can preform condition inspections. (Anyone who has completed the 16 hour course for the inspection rating. The 120 hour maintenance rating course is not necessary unless you are working on S-LSA's for hire.)
2. The airplane must be an exact copy of the original for certification, unless the kit manufacturer gives written permission that the change the individual builder did is acceptable.
3. Once the plane is certified as an E-LSA, any change is acceptable AS LONG AS IT DOES NOT PUT THE PLANE OUT OF LSA PARAMETERS.
4. (this one is a gray area) If an alteration does put the plane out of LSA parameters, the airworthiness certificate is void and it will be very difficult if not impossible to have it re-certified.
5. In theory, I could possibly see insurance being less. Has anyone looked into this?
E-AB
1. The builder must prove that they built the "majority" of the kit (what's currently in debate by the FAA).
2. The builder may apply for the repairman's certificate, and once that is received, they and/or any A&P may do the condition inspection.
3. LSA compliance is optional. However, if the airplane does not meet the LSA requirements, it must be flown by at least a private pilot with a current medical.
Am I missing anything?
I am planning on the 12 as a "starter" plane as well. As I posted in the other thread - I think there are advantages to building it as an E-LSA. While I am not building it to sell, I do anticipate "moving up" in a few years. I think that looking at if from that light - the E-LSA will be more sell-able for reasons as you mention. With the optional lights and AP - I can live with all the other "predesignated choices" that Van's has made. Yes, you could "customize" it more as an E-AB, but really... I don't think you'll be much faster or efficient. So, maybe you install a brand 'X' EFIS instead of the Dynon? I'm not sold that it would be worth it to lost the saleability of it being an E-LSA.Something just hit me this afternoon about building as an E-LSA. Personally, if I end up building an RV-12 it will probably end up being a "starter kit" plane. I feel like I'm still pretty young and might eventually want to sell an RV-12. That's where building it as an E-LSA might come in handy.
As I understand it, an E-LSA can have condition inspections done by the owner if he holds the LSA Repairman: Inspection rating. To me that makes it a little more marketable than an EAB of the same type.
E-LSA 4. is not a gray area! It is a true statement.
Was wondering what is considered the best color for "being seen" in our ever increasing congested sky.
Why yellow?
Yellow, most commonly used in highlighters is the most visible color to the human eye. The reason has to do with the wavelengths of color. Visible light ranges from red, the color with the longest wavelength, through orange, yellow, green, blue, and indigo to violet, the color with the shortest wavelength. Yellow and green are right in the middle of the spectrum's wavelengths; therefore, our eyes are most sensitive to these colors making them the easiest to see.
An interesting fact about aircraft color is that the US Air Force found out that the best visible color when flying daytime is ... black. Actually, it makes sense, what you see mostly in the sky is whitish, isn't it?
Contrast with background.
In determining visibility, the color of an aircraft is less important than the contrast of the
aircraft with its background. Contrast is the difference between the brightness of a target and
the brightness of its background and is one of the major determinants of detect ability (Andrews
1977, Duntley 1964). The paint scheme which will maximize the contrast of the aircraft with its
background depends of course, upon the luminance of the background. A dark aircraft will be
seen best against a light background, such as bright sky, while a light colored aircraft will be
most conspicuous against a dull background such as a forest.
Ronald
Hmmmmm, makes one wonder why the U2, SR71, B2, and F117 are all black.
...and these airplanes fly their missions at night which fits the contrast / background story.
Invisible by radar and invisible by the naked eye
Ronald
"3. Gas tank (yes I know it has one, but I was hoping for a more elegent and less conspicuous solution than a welded aluminum box in the baggage area. Perhaps once it reachs E-AB status someone will come up with a snazzier solution. Frank