ELSA kit built aircraft are essentially ASTM compliant to the exact same design standard. Please don't mix in grandfathered E-LSA (UL trainers before) or Exp-AB 51% kits in here. I am talking about aircraft almost completely or mostly factory built, the owner simply has to do 1% or more of the work using a kit assembly manual supplied by the manufacturer. An E-LSA at the time of initial airworthiness is a copy of the S-LSA counterpart.
Smart owners will make none to few modifications and keep up with the maintenance required. Those E-LSA's will be just fine safety wise.
As for putting your airplane back for leaseback at flight schools ... well sure flight schools as I mentioned have to restrict their search to S-LSA only. But a vast majority of S-LSA owners are simply private flyers right now and that is the way it will remain for the foreseeable future. Its those owners that I think have not completely thought through the whole process yet. But they can still demote their airplanes to E-LSA with another airworthiness application and soon there will be clarification where a S-LSA demoted to E-LSA can be maintained just like kit E-LSA aircraft.
Hope that helps clarify what I was saying.
Abid
--- In Sport_Aircraft@yahoogroups.com, Helen Woods <Helen_Woods@...> wrote:
>
> Gary, that is a broad statement that certainly is not true of many if
> not most SLSAs. For example, one of my graduates just bought a Tecnam
> Eaglet. The Eaglet mx manual allows him as a sport pilot to do and sign
> off on ALL of the mx described in appendix A of part 43. Amongst a long
> list of items he can change the tires, the light bulbs, the battery, and
> after taking Rotax class, he can change the oil as well. Additionally,
> part 43 allows you to do any and all mx on your plane (without Rotax or
> LSA classes), SLSA or not, if you are doing so under the supervision of
> a person who holds the appropriate rating (and went to Rotax school). I
> know my graduate plans on doing the condition inspections on his plane
> by working side-by-side with our excellent Rotax certified IA. Owner
> assisted mx very common in the certified world and holds true for the
> light sport world as well.
>
> As for your statement about the Rotax engine being in a league of its
> own, I 100% agree with you on that one. I know of no other engine as
> reliable and cost effective as the Rotax 9 series. No top overhaul or
> mag overhaul at the mid point like your O200s requires, sips car gas
> including that with 10% ethanol, runs on motorcycle oil and car spark
> plugs so cheap that you just pitch them and replace them at the 100 hour
> mark. 2000 hour TBO and just keeps going and going like the Energizer
> Bunny. Oh, and 100 pound lighter than just about everything else.
> Definitely a league of its own!
>
> Abid, with an SLSA you can purchase a plane that you know was held to a
> high quality standard to receive certification. (ASTM is certifying
> such things as nuclear reactors when they aren't certifying SLSAs.)
> With an SLSA you know you will be getting a plane that an insurance
> company will fully insure at a reasonable rate. With an SLSA you are
> buying a plane that you know will hold its resale value. With an SLSA
> you are buying a plane that you or a potential buyer can put on
> leaseback at a flight school to make ownership a profitable matter
> rather than the proverbial "hole in the sky into which one pours money."
>
> Helen
>
> Gary Orpe wrote:
> >
> >
> > When someone speaks of buy an SLSA I assume they know they are not to
> > touch it and someone else will have to do the work on it. A few things
> > are allowed on some aircraft by the manufacture, who regulates these
> > things, not the FAA directly, and the Rotax engine is in a league of
> > its own no matter who installed it.
> >
> > Not true in case of your Sonex, you can, or any A&P can do what ever
> > you want to do with it, and still be legal. Such is especially not
> > possible with the airframe or the Rotax engine of any SLSA.
> >
> > Hey if I am wrong on this, please let me know. Heck, I know you will.
> >
> > Something to consider before you lay out the cash for one. For about
> > 70% out there this won't be a problem I would guess.
> >
> >
> > Gary Orpe
> >
> > -----Original Message-----
> > *From:* Sport_Aircraft@yahoogroups.com
> > [mailto:Sport_Aircraft@yahoogroups.com] *On Behalf Of *daleandee
> > *Sent:* Tuesday, January 05, 2010 8:14 PM
> > *To:* Sport_Aircraft@yahoogroups.com
> > *Subject:* Light-Sport Aircraft Yahoo group Re: SportCruiser
> > flight this weekend
> >
> >
> >
> >
> >
> > I really like the look of the SportCruiser. If it was in the budget
> > and flew as well as reported, it would probably be in the hangar. I
> > looked at one extensively at the Lumberton, NC air-show one year. They
> > offered a ride but I declined as I knew I couldn't afford it and
> > didn't
> > want to tie the guys up on a non-sale.
> >
> > For now I'll continue to fly my Sonex. It is a blast to fly and has a
> > lot of good things going for it but it certainly doesn't have that
> > cockpit room of the SportCruiser.
> >
> > Dale
> > N28YD
> >
> > --- In Sport_Aircraft@yahoogroups.com
> > <mailto:Sport_Aircraft%40yahoogroups.com>, Eric Goforth
> > <egoforth@> wrote:
> >
> > > This Saturday the wife and I flew the SportCruiser around for the
> > > day. What an absolute kick in the pants. Fast, easy and has all of
> > > the goodies a GA pilot like myself could want in a small cruiser for
> > > the wife and I. We are seriously considering picking one up.<SNIP>
> >
> >
> >
> >
> >
>
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