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You are on the right track here. It should be a simple matter to do an
STC to lower the Maximum Gross Weight to 1232 lbs. The key to value and
flexibility would be to do the same thing they did on the B-747 to meet
Stage 2 and Stage 3 noise requirements. They made a simple placard that
could be turned over that said something like this aircraft is a Stage 2
aircraft with the higher MGTW limits and on the back it said this
aircraft is a Stage 3 aircraft with the lower MGTW limits. At airports
that required Stage 3 compliance the placard was turned to Stage 3 and
the limitations were followed by the Flight Crew. Where Stage 2 was
permitted it was turned again and the higher limits used.
In General Aviation we have had similar situations for many years with
aircraft certified in Normal Category at higher Maximum Gross Weights
for day to day use, say you want to load all the seats and carry a lot
of fuel for a trip. Then the next flight you want to do some instruction
and take some spin training. You look in the POH and find that this
aircraft is approved for spins in the Utility Category which will have a
lower Maximum Gross Weight and in some cases a restricted CG envelope.
The example I can think of is the Bonanza and I think the Cessna 172
also has this provision. In any case if we get a STC that permits the
aircraft to be operated at the lower Maximum Gross Weight and that makes
the aircraft compliant with the requirements of the Sport Pilot program
we should be able to fly it with the Sport Pilot Certificate. When we
happen to have a current medical or if we have a partner who does then
the aircraft can be flown at 1260 or 1400 pounds as it would be
normally.
This is a job for the EOC to work on with the EAA and the other breed
clubs that will have similar needs. We all need to first encourage the
EOC to make a best efforts move to work this problem to all of our best
advantage and then we can all write in full support of the program and
the solution that EOC comes up with.
Yes many Coupes are heavy and will be single place aircraft with much
fuel but flying solo beats watching from the ramp.
Best regards,
Vern
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.net To: Coupers Tech
<[EMAIL PROTECTED]>
cc:
02/02/02 Subject: Re: [COUPERS-TECH]
Sport Pilot rules
10:52 AM
Please
respond to
hbeil
----[Please read http://ercoupers.com/disclaimer.htm before following
any advice in this forum.]----
There is one more way to register the Ercoupes under the new light-sport
aircraft category: work out a new Type certificate for Ercoupes.
Remember the increase of the gross weight with the 415-D was mainly an
attempt to fit into the new (to that day) NORMAL category. So why not in
order to register under a new category work on a new type
certificate....
This Certificate would acommodate the following:
1. Reduce permissable Gross Weight to 1226 pounds. That will in return
2. bring down the stall speed (power off ) to aprox. 45MPH (39kts) 3. If
maximum operating speed means Vne then this has can be accomplished with
a new stop for the elevator down movement. Down from 144 MPH (125kts) to
133 MPH (115kts) . If this speed just means max Cruising speed then I
would not know many Ercoupes being capable to cruise that fast anyway.
So how would you compensate the reduced weight limit (34 pounds less )?
1. put a Continental A-65 in (saves 10 to 20 pounds) - no worries you
won't fly much slower 2. remove all Gyros and other non Day-VFR
instruments (remeber Port Pilot - Day VFR only - saves 10 to 20 pounds)
and reduces drag if a ventury was used 3. Don't fill up the tanks to the
neck ( I remember when flying with my instructor in tthe Tomahawk we
regularily flew the first hour illegal overweight) OR 4. Fly alone,
which most of us do anyway.
