Fred,
That's why I found the glider wings option on the Eruopa so attractive in the
first
place. While a hassel re-registering the plane as a motor glider, it is
an option to keep flying into the future should passage of medical be a problem.
On Sat, 09 March 2002, Fred Fillinger wrote:
>
> Hi, all --
>
> Has anyone considered the impact of this proposed rule? Seems all you
> have to do (for trigear) is submit W&B for 1,232# gross, at which
> weight you should meet the stall speed limits. Better for 912, where
> you can max at 115 knots with prop pitch, followed by later
> maintenance error in setting pitch. :-) Even for 912S, there's hope.
> Don't have to flight test max Vh with wheel fairings (oops, left 'em
> at home), and do it on a hot, turbulent day. For 914, looks like too
> heavy. Sounds like civil disobedience, but there's gonna be some of
> that in the SLA rule, I predict, and FAA's ability to enforce here
> will slightly exceed that of the ultralights.
>
> The advantage is a "paper basis" for continued flight if one loses a
> medical on some dinky thing. You'd have to build light, and be
> "overgross" with any baggage with pax and full fuel. But trying to
> recertify later at lower weight/performance #'s, should loss of
> medical happen, will raise a red flag. It seems worth a try on
> initial cert, and considering this may help guide new bldrs in gear
> choice and light-building practices.
>
> Just 'typing out loud.' Any thoughts?
>
> Regards,
> Fred F.
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