Sport Flying With In Flight USA - April 2010
The LSA’s of Sun ‘n Fun
By Ed Downs
Many readers will be at the 2010 Sun ‘n Fun Airshow, or will be following reports of this event over the next few months. With more than 100 S-LSA offerings now available, trying to decide which of these great airplanes will be best for personal use or flight training is challenging. You may be asking yourself, does this S-LSA really meet the industry consensus standards (referred to as “ASTM Standards”) and is the manufacturer ready to support the plane, long term? The concern of continuing support is especially important for S-LSA’s being imported from distant lands.
For those lucky enough to be at the Sun ‘n Fun Airshow, visit each S-LSA display and ask the following five questions. A firm, knowledgeable answer will tell you a lot about the seriousness of the seller to support their product. A wishy-washy or “it’s just like any other airplane” answer should cause you to dig deeper.
1. Does the POH contain a detailed flight training supplement? “Yes” is the right response. The seller should immediately present the POH and show you a clearly titled flight training supplement chapter. POH’s belonging to the non-LSA world are not required to address flight training issues. An S-LSA, on the other hand, is subject to an ASTM standard that specifically calls for detailed “how to fly” information about the plane. This should include a basic instruction set for all the flight maneuvers called for in the Sport Pilot Practical Test Standard (PTS).
2. Does the maintenance manual clearly state that you, the owner/operator, may perform preventive maintenance tasks allowed by FAR 43, Appendix A? These are important and simple tasks, like changing the engine oil or adding brake fluid, even some minor repairs. This FAR automatically applies in the non-LSA world, but the ASTM standard for an S-LSA maintenance manual states that each maintenance task must contain detailed instructions (including tools required) and state what level of skill (like owner, A&P or perhaps major overhaul center) is necessary. The engine service manual, also required by ASTM standards, may stipulate that an individual who services that engine must have received factory authorized training. Be sure that the maintenance you may have regularly performed in the past is not prohibited on an S-LSA.
3. Can this LSA be flown at night or IFR? While actual, in-the-clouds, IFR may not be a purchase criterion for you, it is important to remember that the FAR 1 definition of an LSA does NOT prohibit night or IFR flight. However, the POH or engine users manual (LSA engines must also meet an ASTM standard) may place a restriction of night or IFR operation that trumps the FAR 1 definition. Such limitations are, by ASTM standard, required to be plainly presented in the ASTM defined support documentation. By the way, a person flying as a Sport Pilot may NOT fly at night or IFR, even though the S-LSA that person is flying has no such restriction.
4. Who do I call if I want to install after-market modifications (like performance enhancing wing tips) or equipment (like avionics and/or autopilot) in my S-LSA? In the non-LSA world, you call the manufacturer of the item you wish to install and ask about compliance with Technical Service Orders (TSO) or perhaps a Supplemental Type Certificate (STC). The non-LSA manufacturer may have little to say about such after-market additions, even if they do not like them. In the S-LSA world, the manufacture must specifically approve any installation or modification of any kind unless the item in question had been addressed in the maintenance manual and list of approved equipment. You can not simply turn your S-LSA over to a local mechanic and say “have at it!” Each individual S-LSA (by serial number) comes with a Statement of Compliance, signed by an officer of the manufacturer. That statement defines who the manufacturer is and where they are located. It is probable that the domestic seller of a foreign S-LSA will have a special communication protocol established to help owners with special repair and/or modification issues, but be sure to check. You might find yourself negotiating across thousands of miles with well intended folks that have limited knowledge of our language or maintenance regulations.
5. How do I fit into the continued airworthiness program? In the non-LSA world, details like service bulletins and Airworthiness Directives (AD’s) are handled between certified mechanics, the FAA and the manufacturer. In the world of S-LSA’s there is no such thing as an “AD,” unless the component involved holds some form of standard FAA approval. Urgent service issues are between the owner and the manufacturer, with you, the owner/operator, being held responsible to report safety anomalies. ASTM standards require that the POH, maintenance manual and continuing airworthiness plan (there are ASTM standards for this plan) specifically address your roll in the continuing airworthiness process.
Okay, are you a bit spooked? Don’t be. S-LSA operation and service is different than what you may be used to, but the ASTM standards give you, the owner, a lot more control of your cost and continuing safe operations. These are good things! S-LSA manufacturers, and those representing them, should be well versed in these questions and ready to answer them with pride and accuracy. These are not trick questions with technical answers. However, poorly written or non existent documentation is a red flag that perhaps the manufacturer of the S-LSA you are looking at did not study the standards cover to cover. Sales staff unable to clearly answer these questions, at least to the extent covered in this column, may simply have missed a meeting and assumed that such issues are simply like all other FAA certified airplanes. That is an incorrect assumption. Stay tuned to In Flight USA, as this column continues to help you get the most out of Sport Pilot flying!
