Hi, all --
Has anyone considered the impact of this proposed rule? Seems all you
have to do (for trigear) is submit W&B for 1,232# gross, at which
weight you should meet the stall speed limits. Better for 912, where
you can max at 115 knots with prop pitch, followed by later
maintenance error in setting pitch. :-) Even for 912S, there's hope.
Don't have to flight test max Vh with wheel fairings (oops, left 'em
at home), and do it on a hot, turbulent day. For 914, looks like too
heavy. Sounds like civil disobedience, but there's gonna be some of
that in the SLA rule, I predict, and FAA's ability to enforce here
will slightly exceed that of the ultralights.
The advantage is a "paper basis" for continued flight if one loses a
medical on some dinky thing. You'd have to build light, and be
"overgross" with any baggage with pax and full fuel. But trying to
recertify later at lower weight/performance #'s, should loss of
medical happen, will raise a red flag. It seems worth a try on
initial cert, and considering this may help guide new bldrs in gear
choice and light-building practices.
Just 'typing out loud.' Any thoughts?
Regards,
Fred F.
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