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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
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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.
