Hello EUROPA builders:
I like to forward, for your comments, the offical reply of Transport
Canada I have received, to deal with the special design philosophy
of the Europa!
Let me know what you think, especially you Canadian builders!
Cheers,
Christoph Both #223, Wolfville, Nova Scotia, Canada
------- Forwarded message follows -------
Subject: RE: Motor Glider Rules in Canada
We wish to apologize for the delay in responding to your query but we
believe that your questions are well addressed below:
Aircraft Maintenance & Manufacturing issues:
A powered glider is subject to the design rules of Airworthiness Manual
Chapter 549, Subchapter B and is limited to 2000 lb Maximum permissible
take off weight.
The Initial Application for a Special Certificate of Airworthiness for
Amateur-built Aircraft (24-0079) does distinguish between "aeroplane" and
"glider (one engine) [powered glider]". The Special Certificate of
Airworthiness - Amateur-built (24-0074 or 24-0075) does not distinguish
between aeroplane and powered glider. It identifies the classification of
the aircraft - amateur-built.
With respect to the initial operating conditions, the same conditions
governing "powered fixed-wing aircraft" (aeroplanes and powered gliders)
apply, i.e., the number of hours required to rectify all design and/or
construction errors plus an additional 25 hours during which the aircraft
has required only the maintenance, repair, and inspection associated with
normal aircraft operations.
Aircraft Registration Issues:
---From the aircraft registration point of view, the aircraft is deemed to be
an amateur built aircraft. Final details would have to be worked out to
classify the aircraft and perhaps we could classify it as a "combo"".
Personnel Licensing issues:
With respect to personnel licensing, CAR 400.01(1) states that a "glider"
includes a powered glider. A glider or powered glider can only be operated
by the holder of a pilot license - glider (ref. CAR 401.24).
An aeroplane can be operated by:
1 - the holder of a private pilot license - aeroplane (ref. CAR 401.26;
2 - the holder of a pilot permit - recreational - aeroplane (ref. CAR
401.22); or
3 - the holder of a pilot permit - ultra-light aeroplane (CAR 401.21).
Please refer to the regulations and standards for the applicable privileges,
conditions and restrictions.
Conclusions:
1 - the letter of intent can show both aeroplane and powered glider;
2 - two 24-0079 forms should be submitted at the time of application for the
flight authority, if only to prove to Transport Canada or the MD-RA that
both "versions" of the aircraft do meet the requirements;
3 - only one Special C of A - Amateur-built need be issued;
4 - only one C of R will be issued;
5 - as a minimum, you will need two distinct personnel licensing aviation
documents - (i) a pilot license - glider to fly the powered glider, and
(ii) one of the following, a private pilot license - aeroplane, a pilot
permit - recreational - aeroplane or a pilot permit - ultra-light aeroplane
to fly the aeroplane (some conditions and restrictions with respect to the
privileges apply). You can contact Bob Lavers, Aviation Licensing in
Moncton, (1-506-851-7484) for additional information concerning aviation
personnel licensing.
C.J. Daigle
> ----------
> From: Dr. Christoph Both[SMTP:christoph.both@acadiau.ca]
> Subject: Motor Glider Rules in Canada
>
> <<File: ATT76179.txt>><<File: Glider wing Daigle-1r.doc>>
> Dear Mr. Daigle:
>
> This is a follow up of a telephone conversation I had last week where you
> asked me to summarize my questions for Transport Canada in written form.
> Here is a summary of my recent inquiry:
>
> * I am currently a registered builder of an amateur-built kit
> aircraft, the UK made EUROPA #223. Tail planes and wings for the EUROPA
> have been signed off by TC to be ready to be filled, sanded and painted.
> The fuselage awaits completion
>
> * EUROPA has recently introduced glider wings which are completely
> interchangeable with the standard wings (a five-minute operation) thus
> transforming the existing AC into a Motor Glider.
>
> * PFA approval has been granted for the glider version of the EUROPA
> which in the UK is also considered a motor glider
>
> * FAA approval is currently in the final stages, or approved. I was
> told by the manufacturer of the kit that the FAA considers the version
> with the glider wings to be a motor glider. However, in order to receive
> the correct designation AND privileges going along with a motor glider,
> the letter of intention for the amateur builder needs to clearly state
> "motor glider" which I have not yet done as I need to find out from TC
> about their position on motor gliders in Canada. For example, in the US,
> one of the privileges is a reduced medical requirement of the pilot of a
> motor glider aircraft, the second one could be significant savings in
> liability insurance for this type of aircraft as well.
>
> * Here are my questions which I had first posed to Mr. Haliburton of
> the RAA who referred me to you as he felt the RAA would rather receive
> clarification from TC before any answers could be found within the
> jurisdiction of the RAA.
>
> o For certificated, or amateur-built experimental aircraft, Canada
> might have a special designation for gliders (the RAA was not clear of
> this). Is there also a special designation for motor gliders? In the US,
> the FAA does have some specifications which clearly distinguish motor
> gliders from GA aircraft. For example, minimum square footage of wings
> to MTOW weight, etc.
>
> o However, for the FAA, in order for the amateur built aircraft to be
> considered a motor glider it must be registered in the letter of intent
> and upon certification, from day one, as motor glider. The FAA is
> silent, however, on the issue of the same aircraft using a different pair
> of wings and seems to consider the aircraft to still be a glider, even
> with shorter wings used.
>
> o If Canada does have a distinction between GA amateur built aircraft
> such as the standard version of the EUROPA and motor gliders, what are
> the rules for the pilot license flying the glider wing version of the
> EUROPA? Would a glider license with motor endorsement be sufficient?
>
> o The pilot licensing requirements for the standard, short winged
> EUROPA being a Recreational or PPL license, would switching to the glider
> wings make a difference for the medical licensing requirements?
>
> o Would a pilot with a moter endorsed glider license be able to fly
> the glider wing EUROPA in the morning, and would it be possible that the
> same pilot also fly the standard, shorter wing in the afternoon?
>
> o Both PFA and the FAA seem to have found their unique solution to
> the design challenge now posed by the EUROPA, offering both
> interchangeable wings to their builders. Where does Canada/TC stand on
> this?
>
> o I would also like to know how to handle this case through the RAA
> as I might be required to change my letter of intent.
>
>
> * The glider wings represent a very substantial part of my investment
> and I don't like to end up with a pair of wings I cannot use with a
> certain type of pilot license or worse, aircraft insurers won't write a
> policy for.
>
> * On the other side, this concept of interchangeable wings makes this
> aircraft one of the most incredible performers, and highly attractive to
> build and fly.
>
> * If Canada has a motor glider distinction, would I then, following
> FAA ruling, need to build the entire aircraft as a motor glider (letter
> of intent to be changed) or can I continue to build the EUROPA in
> standard format, and just add glider wings, without worries about all
> matters brought up in this latter?
>
> * Furthermore, when flying both wings, would the aircraft still be
> considered a motor glider (one with shorter, one with longer wings), and
> would a motor glider license be sufficient in using both wings? This
> includes also medical requirement easements, which might exist.
>
> * Lastly, if Canada does NOT have a distinction between GA aircraft
> and motor gliders, pilot license wise or certification wise, would the
> aircraft need to fly off 40 hours for each wing, or a total of 40 hours,
> or maybe less as systems stay the same?
>
>
> I look forward to hear from you soon.
>
>
> Sincerely,
>
> Christoph Both
> EUROPA BUILDER #223
>
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