You have multiple things wrong here. Let me try and correct
For what an Exp-AB aircraft can do look at your operating limitations of that particular aircraft. Experimental aircraft in general are not allowed to fly over densely populated areas except for the purposes or taking off and landing.
J3 can be flown by a Sport Pilot???? Since when? Is a J3 cub meet the definition of a LSA?? You sure you are not thinking an LSA variant of the Cub? In any case a Part 23 certificated aircraft like a Piper can be flown over populated areas, yes. Pilot cert has not much to do there.
Regular maintenance for a S-LSA is defined in its maintenance manual. For an Exp-AB you aunt can do all your maintenance regular or otherwise. You will need a qualified person (a Repairman cert for that Exp-AB qualifies) to sign off a condition inspection every year however. Basic problem seems like you (fish) need to find the differences between an Exp-AB that meets the definition of a LSA, a Part 23 type certificated aircraft that happens to meet the definition of a LSA, an E-LSA and a S-LSA aircraft and learn those. There are better resources than me to explain all the details so I'll just leave it at that.
ELT in a S-LSA or E-LSA aircraft is only needed for "airplanes". Not PPC, not WSC. If installed ELT needs to be checked each year.
Transponder needs a check every 2 years by an avionics licensed A&P or station.
A transponder -is required- of any powered aircraft with an engine driven electrical system operating within mode C veil and within class B and C airspace of course or over (not under unless you are also in mode C veil) class C airspace.
Class D only requires radio.
Do read the FARs however because there really is no substitute, certainly not internet opinions. This is all free opinion/advise and worth what you paid for it.
Abid
http://www.evolutiontrikes.com
http://www.apollo-fox.com
--- In Sport_Aircraft@yahoogroups.com, "Richard Williams" <rkwill@...> wrote:
>
> fish,
>
> my responses are interspersed and prefixed by <rkw>
> I hope this answers your questions.
>
> R. Williams
>
> ---------- Original Message -----------
> From: "fishmaster232" <fishmaster232@...>
> To: Sport_Aircraft@yahoogroups.com
> Sent: Sun, 31 Jan 2010 13:20:02 -0000
> Subject: Light-Sport Aircraft Yahoo group Sport Pilot Questions
>
> >
> >
> > Can a experimental amateur built fly over densely populated areas ?
> <rkw>
> allowed for takeoff and landing operations, the rest of the details depend on the type of aircraft
> (powered parachute, WSC, etc + S-LSA or E-LSA) See AC 8130.2f change 5 and the NPRM signed into law (published in the federal register) late last week.
>
> >
> > Can a Sport Pilot Fly over same in like a J3 ?
>
> <rkw> see above
>
> >
> > Is there a list of "regular maintenance" A SP/Owner of the craft is allowed to perform on his plane ?
>
> <rkw>
> it does not depend on the licensing of the owner, rather on the registration of the aircraft.
> for S-LSA it depends on what the manufacture has written in the POH or similiar document.
> for E-LSA anyone can perform regular maintenance, it does take a A&P or the '16 hour repairman/inspection course' to sign the log indicating the aircraft is again airworthy after any major maintenance, far 43 defines what is regular maintenance and what is major maintenance.
>
> >
> > Does the AP who performs the annual check your ELT and is one required for personal not for hire flights with passengers ?
>
> <rkw>
> Every two years, the ELT, if installed, has to be checked.
> Every two years, the transponder, if installed, has to be checked.
> These two items require more test equipment than the typical A&P has.
>
> Sport Pilots can not perform any 'for hire' operations.
>
> (I'm a bit vague on the following two lines)...
> any E-LSA does not require a ELT,
> S-LSA (except WSC) has to have a ELT.
>
> For any LSA that is flying in tower controlled airspace (class b,c,d), a transponder is required (unless prior arrangement is made with the specific airport).
>
> as a suggestion, you should read far 61(pilot requirements) and far 91(airspace, etc) and for maintenance questions, far 43.
>
> The S-LSA aircraft are built under the 'concensus standards', so specifics about equipment installed, maintenance requirements, etc are governed by those standards.
> The ASTM has the concensus standards documents available, for a price.
>
> The grandfathered E-LSA aircraft are built under no standard, so they have whatever the builder decided to install.
>
> The (kit) E-LSA aircraft are built exactly like the matching S-LSA aircraft, so are built under the 'concensus standards', but; the owner, after the aircraft is registered/airworthied, has a rather free hand on maintenance.
>
> With any S-LSA aircraft, major maintenance does have to be inspected.
> Who can perform the maintenance, who can inspect the maintenance, what is major maintenace are all selected by the manufacture and are listed in the POH or similiar document.
>
> With any E-LSA aircraft, major maintenance does have to be inspected.
> Either by an A&P or the owner with the 16 hour repairman/inspection class or the person with the ~120 hour repairman/maintenance class.
>
> AC 8130.2f change 5 has the final say about flying over congested areas.
> There have been so many changes happening to AC 8130.2f, that I will leave it for you to read the details.
>
> All the LSA aircraft require an annual inspection.
> Any LSA aircraft that are used for training also requries an inspection every 100 hobbs hours.
>
> The NPRM that was just signed into law late last week has the following change(s), amongst others:
> The regulations allowing the transitioning of 'fat' UL vehicles into grandfathered E-LSA aircraft are being deleted from the FARs.
>
> >
> > I know these answers are in my FAR but asking here is easier than looking all that up. :)
> >
> > Thanks,
> >
> > Rod
>
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