----[Please read http://ercoupers.com/disclaimer.htm before following any advice in this forum.]----
I'd like to add that the LSA requirements have nothing
to do with which model plane you have. For us 'coupers it revolves around
what the plane's gross weight is (most all the other requirements are not an
issue). If you get a 337, or an STC, or a type change (any and/or all of
these!) to change your gross weight to over 1320 pounds, then you can't
fly Sport Pilot in that plane ever (unless the FAA ups the gross
weight for LSA).
You could theoretically do something to your model
"C" plane that would enable you to fly at a higher gross with only a 337.
It wouldn't change your model, but could still put you out of LSA
qualification. An example (not of gross weight change, but engine
change) is the O-200 on a 415-C points to the paperwork of the 415-D's
O-200 STC. There are a few out there that way.
I'd suggest you look at the documents the FAA does
have. If there is any mention of a change in gross weight (including
terminology to say something like - make POH changes in accordance with a
415-D), then you are not able to fly Sport Pilot in that plane... regardless if
the plane is still a model "C". The plane's legal gross weight has been
changed.
Now, if the documents the FAA has simply say something
like "changes in accordance with A-787 NOTE 3", but does not specify that the
plane's gross has been changed, or that the plane is now a "415-D", then I'd say
you could safety argue that your plane is still a 1260 lbs gross model "415-C"
and the wording was used as a reference to engineering information. It is
the same argument that 415-D owners make when adding the "E" elevator to their
birds. It is still a "D", but uses the "E" as proven engineering
data. In your case, the A-787 NOTE 3 is helping with your engineering
data. Incorporating some (or even all) of the modifications of a later
model, does not make your plane a later model.
To sum it up... look for anything in your documentation
indicating a change in gross weight, or that your plane is intended to operate
as (or is) a model "D" or later.
But hey... I'm no lawyer (although I did discuss this
with one) and if your unsure (probably even if you are), I'd call your local
FSDO and AOPA lawyer (if you signed up for their aviation legal advice) and
discuss these topics with them. Using my arguments above should help
simplify the discussion.
- Jason
From: DONALD BOWEN [mailto:[EMAIL PROTECTED]
Sent: Wednesday, August 09, 2006 10:25 PM
To: [email protected]
Subject: FW: [COUPERS-FLYIN] C or D?
----[Please read http://ercoupers.com/disclaimer.htm before following any advice in this forum.]----Forwarded at request of Jim Lilly.
Don bowen
From: [EMAIL PROTECTED]
To: [EMAIL PROTECTED]
Subject: Re: [COUPERS-FLYIN] C or D?
Date: Wed, 9 Aug 2006 19:52:06 -0500
For some reason I am unable to post to everyone, so if you can pass this along, it may be helpful.I just received a CD from the FAA of all the records pertaining to my Ercoupe. I had converted my C to a D then an E for greater useful load and safety long before the sport pilot category came out. Well, I never have been able to get to the FSDO to make the change in my registration, but the 337s for all the changes I made are in the records I ordered. So if you have not sent in any 337s, you are okay, but if you have, the records are there and I am sure you could get into hot water with the FAA trying to pass off the plane as something it is not.In the end, I have a better and safer airplane and I am very happy with the conversion! Peace of mind is priceless. I also did the rivet non destructive test and found two bad rivets which were promptly replaced. Again, the peace of mind was worth it to me.Jim----- Original Message -----From: DONALD BOWENSent: Wednesday, August 09, 2006 6:40 PMSubject: RE: [COUPERS-FLYIN] C or D?----[Please read http://ercoupers.com/disclaimer.htm before following any advice in this forum.]----I personally wouldn't advise that. He may have already shot himself in the foot by stating his intentions, for posterity, in the Coupers archives. Don't you think that at least a few FEDS - with time on their hands - may amuse themselves by reading our posts? Paranoia or reality? Don
Date: Wed, 9 Aug 2006 11:50:04 -0700
From: [EMAIL PROTECTED]
Subject: RE: [COUPERS-FLYIN] C or D?
To: [email protected]----[Please read http://ercoupers.com/disclaimer.htm before following any advice in this forum.]----Tom,Would you mind sharing the N number of the airplane in question?Tim
Ed Burkhead <[EMAIL PROTECTED]> wrote:----[Please read http://ercoupers.com/disclaimer.htm before following any advice in this forum.]----
Tom,
Can ALL paperwork traces of any conversion to D be lost? Can you be sure of
it? Are there any form 337s that have been submitted to the FAA which list
the model as 415-D? If you look at the "microfische" or CD of the
airplane's documents, is there any mention of 415-Dness?
If you can effectively claim that the conversion was never done, that it was
always a C, then I guess it has always been a C.
If the insurance company can find paperwork showing it was a D, they can
deny your claim, perhaps leaving you liable for big bucks not to mention the
value of the airplane.
If you have no paperwork showing it is a D but the insurance company or the
FAA comes up with some paperwork showing it was once converted, then you
were flying it illegally. But the FAA may not "violate" you if you had no
reason to think it was illegal.
In fact, the Sport Pilot rule is explicit as Roy quoted. It must meet and
always have met the LSA specifications to ever again be flown by a Sport
Pilot.
Approach this one cautiously.
Ed Burkhead
http://edburkhead.com
ed -at- edburkhead???.com (change -at- to @ and remove "???")
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