DavePilot

The link below is to a letter that the EAA EXPERIMENTAL AIRCRAFT ASSOCIATION wrote to the FAA in an attempt to help S-LSA owners get ADS-B OUT equipment (and other modifications) legally made on their S-LSA aircraft. The EAA cites concern over S-LSA manufacturers that have gone out of business, and also S-LSA manufacturers that are reluctant to provide a Letter of Authorization (LOA) for installation of ADS-B OUT equipment mandated by the FAA. Interesting reading. I do not know what the FAA outcome of this letter has been. Designating a specific "...person acceptable to the FAA", to authorize changes.....as recommended in the letter by the EAA, a proposal to use certain LSA knowledgeable A&P Mechanics who are ATP pilots, FAA Experts in the Chicago ACO sounds like a great idea...... FYI Excerpt from the EAA letter "One area of recreational aviation that still has a pressing need for more accommodating policy is Special Light-Sport Aircraft (S-LSA). These aircraft cannot be modified without the approval of the manufacturer or “a person acceptable to the FAA” (14 CFR 91.327-b-5)). For some S-LSAs, the manufacturer may be out of business (creating an “orphaned” aircraft) or it may be unwilling to approve a specific change. A recent survey by the Small Airplane Directorate found little to no support among existing manufacturers for retrofitting ADS-B equipment on existing designs. The only recourse an operator would have for the above would be to redesignate their aircraft as an Experimental Light-Sport Aircraft (E-LSA) – this is troublesome as it involves greater expense for insurance, operational restrictions on the aircraft and a great devaluation of the aircraft itself. Also, by placing an LSA into experimental status, fleet safety may suffer as requirement to strictly adhere to the approved Standard is longer present. ADS-B compliance is such a critical issue to the general aviation community that every avenue should be pursued in enabling equipage in S-LSA. EAA therefore submits the following proposal to the record as a means to leverage the “person acceptable to the FAA” clause of 14 CFR 91.327-b- 5) to allow ADS-B equipage in S-LSA without manufacturer oversight." The link to the letter itself https://www.eaa.org/en/eaa/eaa-news-and-aviation-news/news/~/media/f0710b3cb6ce479cbc5e4cc39790df47.ashx

More information on E-LSA Aircraft Operating Limitations from our local DAR, if an S-LSA owner decides to convert to Experimental E-LSA there is a "Phase I" Flight test program that normally applies to Experimental - Amateur Built (example - Kit) Aircraft (E-AB). This Phase I flight test program does NOT apply to factory built Special Light Sport Aircraft (S-LSA) being converted to E-LSA. However, if a converted to E-LSA aircraft owner later modifies the aircraft to affect the aircraft handling or flight characteristics, then a Phase I Flight Test program could apply. A normal safety procedure and flight test program for Experimental Aircraft. In the Phase I flight test program, the aircraft is to be operated VFR without passengers, and in Day VMC conditions only, and in a (typically rural) flight test area as designated by the DAR. This would be a "non-congested area", for reasons of safety during the flight test program, and certainly no aircraft operation would be allowed in Bravo airspace during Phase I flight test (as it may occur or be required later with an E-LSA as a result of a modification). After Phase I flight testing is complete, which is the case of course for a S-LSA that was production built and has ALREADY been flight tested by the original manufacturer, the E-LSA enters "Phase II" operating limitations, which are described in the post above re VFR/VMC Day and Night equipment requirements, and also IFR/IMC equipment/maintenance/documentation requirements, and additionally, some extra details below 1) The aircraft must be operated within the original flight test envelope, weight, airspeeds, and Cg limits as already flight tested (by the Manufacturer in the case of an S-LSA later converted to E-LSA) 2) The normal aircraft limitation of "...fly with a sufficient altitude to make a safe emergency landing in the event of an engine failure....." -- applies to all aircraft, nothing really "new" here. 3) Externally carried equipment must be mounted in a manner which will prevent in-flight jettison. Normal precautions, and would not generally apply to most uses of the aircraft. See the actual example Legal wording below, as would apply to an S-LSA to E-LSA Special Airworthiness Certificate. The first picture is Phase II, in the case where an S-LSA has been previously flight tested by the Manufacturer. The second Picture is Phase I Flight Test (only). Phase I Flight Test is N/A for Factory Built S-LSA's converted to E-LSA, assuming that the aircraft handling, flying characteristics, Cg envelope have not been later affected by an Owner's modification in the E-LSA Phase II time period. Returning to the Phase I Flight Test restrictions ONLY apply when an S-LSA converted to E-LSA REQUIRES additional Flight Testing, normally specified as a five hour Phase I (after modification) Flight Test period. Note that § 91.305 specifies Flight test areas. ".....No person may flight test an aircraft except over open water, or sparsely populated areas, having light air traffic....." After the E-LSA Phase I Flight Test program is successfully completed, the E-LSA would again return to a less restrictive Phase II Operating Limitations situation. FYI. Pictures: The first picture is Phase II Operating Limitations, which applies in the case where an S-LSA has been previously flight tested by the Manufacturer. The second Picture is Phase I Flight Test (only). Phase I Flight Test is N/A for Factory Built S-LSA's converted to E-LSA (unless they are later modified to affect flight characteristics)

In reference to Duane's (DnHill) question above on flying IFR in IMC with a CRUZ S-LSA that has been "converted" to an E-LSA Experimental Light Sport Aircraft Posted 06 November 2016 - 01:57 PM In taking the SportCruiser to ELSA, would it be possible to have installed a certified GPS and make the plane IFR ready? Would a DAR and the FAA allow it? Duane 2014 Sport Cruiser I asked our local Designated Airworthiness Representative (DAR) the "IFR question" related to an aircraft changed from S-LSA to E-LSA and his reply was "The following statement is standard in all Experimental Light-Sport operating limitations. '... Day VFR flight operations are authorized. Night flight operations are authorized if the instruments specified in § 91.205-c are installed, operational, and maintained in accordance with the applicable requirements of part 91. Instrument flight operations are authorized if the instruments specified in § 91.205-d are installed, operational, and maintained in accordance with the applicable requirements of part 91. All maintenance or inspection of this equipment must be recorded in the aircraft maintenance records and include the following items: date, work performed, and name and certificate number of the person returning the aircraft to service....' " So, the discussion above by several folks are Spot-On Correct re IFR operations in a properly equipped and maintained and documented E-LSA. With an IFR rated and current/proficient Pilot, IFR / IMC use is Perfectly acceptable and possible in an E-LSA if the aircraft owner wants to upgrade his Instruments per 91.205(d) and maintain/document them as required.... FYI D

the SCFLIER FORUM Membership total is growing ! We now have over 200 members in the SCFLER FORUM ! A strong WELCOME to all the new SCFLIER FORUM members and new SportCruiser aircraft owners and Pilots ! The best way to get involved in SCFLIER is to post a topic of interest to you, and then responses from our Membership will help provide useful information and learning opportunities and great discussion about our awesome CRUZ aircraft. I recommend that all new members, and also our SCFLIER members who have been with us for years, to increase their rate of participation. It is easy to do, and worth your time. The only "RULES" are: 0) please follow the lead of our many "repeat" members who post a lot of information on SCFLIER. The vast majority of SCFLIER postings are friendly, informative, and either stating an honest opinion on "how things work", an idea about something they have learned about our SportCruiser aircraft, or perhaps a question on a maintenance issue, a Comment on a part they may need to make a repair, or perhaps some item they want to sell or buy. There are Lots of great examples of friendly information postings out there right now ! 1) treat other member's ideas, questions, and new topics with RESPECT. We can all learn from each other and the power of the FORUM is the combined experiences of MANY CRUZ aircraft owners and Pilots. 2) no "FLAMING". I.e., just because you may NOT AGREE with another Member's idea, that doesn't give you the right to be rude, disrespectful, or judgmental about their different ideas. 3) respect and courtesy to differing opinions will get us a lot farther in learning new ideas than responding with negative "flaming" comments 4) no offensive or political or inappropriate postings. We really haven't had any of these, and I as the SCFLIER ADMIN want to keep our FORUM Professional, friendly, and upbeat. Our discussion topics should relate directly to the CRUZ SportCruiser/PiperSport/PS-28 AIRCRAFT. If you want to talk politics or ....., please use your Facebook accounts. Please Don't post topics unrelated to SportCruisers here. 5) although it is easy to do, try not to drift off the ORIGINAL topic of a Member's Posting. If a NEW, UNRELATED IDEA, comes up in response to an original posting, THAT CAN BE GREAT, but sometimes it is better to simply start a new topic and then let the ideas and responses flow on that new topic area "over there" rather than drifting off the first topic question or idea. 6) please use the excellent "OUTLINE" of categories that were set up by our original SCFLIER ADMIN, Dave F. By that I mean, look through the topic areas first, and try to fit your new topic or idea into the outline existing. There are three main areas GENERAL DISCUSSION AVIONICS and MAINTENANCE Each of these main areas already have lots of subtopics, such as Fly-Ins, ADS-B, And Rotax engine just to highlight a few. If you have an AVIONICS topic, then look for your topic, and add to an existing topic posting. Or, "Start a new topic" there in AVIONICS if it is a totally new AVIONICS idea. Also, if you have a comment on SportCruiser "SOFTWARE", then please post it under the AVIONICS area, and then the "SOFTWARE UPDATES" subtopics area and finally BELOW That, there is a large subtopic area covering DYNON SOFTWARE since that is a large percentage of our AVIONICS equipment. Under "DYNON" , there are subtopics for the Legacy D-100/120 equipment, as well as Skyview. Then, back up one level from the big "DYNON" SOFTWARE area, further down below are individual software headings covering GARMIN, ForeFlight, Navworx, ipad/iPhone operating system updates, etc. Please use areas already set up the existing AVIONICS/SOFTWARE UPDATES outline so we can stay organized. Makes finding postings easier later if we stick to the outline. Elsewhere on the SCFLIER FORUM, There are existing topic areas for ROTAX engine, FLYING TECHNIQUES, FOR SALE OR WANT TO BUY, and many more areas of interest. If your topic doesn't seem to fit one of the existing topic areas, the "Random Thoughts" posting area might be a good fit. If you have a suggestion for a better "outline structure", please contact me at SCFLIERADM@yahoo.com and I'll see if I can update our structure outline to help. and, you can use the GALLERY, MEMBER ALBUMS photo images area to post photos you take while flying, photos of a maintenance procedure in work, photos of a part on the aircraft for discussion, or just images Taken flying over great scenery,..... click on "GALLERY", then "MEMBER ALBUMS" up at the top of the Gallery area to see what images other SCFLIER Members have posted. There are some great images out there ! And, In any Posting, you can use the "more reply options" button and use the full editor so you can attach images from your computer or iPad photo library to the posting. Pictures often make it easier to uunderstand a new topic. To see what is happening out there, click on the "View New Content" button up near the top of the main SCFLIER FORUM, over by the "search entry box". Then set it to look for new topics posted in the last day, week, or month to suit your needs. THANKS AGAIN to all our new members ! I believe that we all should WELCOME the NEW MEMBERS to increase our SCFLIER topic discussion postings, so that we all can learn from each other ! And THANK YOU to our existing "repeat posting Members" !!! Your great topics and discussion makes this a very friendly forum to participate in. Take care everyone and bring on the NEW INTERESTING topics, questions, and IDEAS related to our fine SportCruiser aircraft ! Dave SCFLIER ADMIN

Excellent point. In my investigations of the S-LSA to E-LSA conversion, the potential drop in resale value is the only significant drawback, in my opinion. I totally agree on the need for Excellent Documentation of all Aircraft Maintenance and any Upgrades to the Equipment. Record keeping is key on ANY aircraft to maintaining a well documented history of the aircraft's Maintenance and operation, and excellent Maintenance records help with the resale value, if/when the owner decides to sell the aircraft down the road. I also believe that using an A&P for any maintenance, even if "not required by Experimental aircraft Rules", is an excellent idea. It is always good to have an unbiased, independent set of TRAINED Eyes on the aircraft during Maintenance. Finally, note that the Owner can perform the annual (100 Hour) Condition Inspection on an E-LSA, if the owner has completed the Light Sport Repairman - Inspection 16 hour course. However, even though that may have advantages, I personally would prefer the 100 Hour Condition Inspection be performed by an A&P, and/or a LSR-M, who is extremely knowledgeable on Light Sport Aircraft, and especially trained and knowledgeable with the Rotax engine.

Letters of Authorization. And CSA very reluctant to write them... Great article posted above .... "THE GREAT ESCAPE CLAUSE As an aircraft owner for nearly 50 years and an active combatant in numerous struggles over ADs and maintenance requirements, if I have to be regulated, I’d much rather it be by the FAA than by the manufacturer of my aircraft or engine. We all love to complain about the FAA, but at least it is primarily motivated by a concern for safety, and is subject to numerous laws intended to protect us from overzealous regulation. In contrast, my experience with aircraft and engine manufacturers is that they primarily are motivated by concerns about being sued, and frequently act in ways that are harmful to those of us who own their products. One evening over dinner in Sebring, I was talking to a staff member of the Experimental Aircraft Association about my concerns over the seemingly unfettered powers of coercion granted to LSA manufacturers. With a twinkle in his eye, he said, “Mike, that’s why we got the FAA to include the great escape clause.” He explained that the owner of an SLSA who doesn’t care for how he’s being treated by the manufacturer of his aircraft has the ability to “opt out” by surrendering the aircraft’s SLSA airworthiness certificate and applying for an Experimental Light Sport airworthiness certificate to replace it. Then, he can basically ignore the manufacturer’s instructions and operate and maintain his factory-built LSA as he sees fit, almost as if it were an amateur-built Experimental. By doing this, he probably gives up any remaining warranty and factory support to which he might have been entitled. He also gives up the ability to use his aircraft for compensation to give flight instruction or tow gliders. But what he gets in return is the ability to operate and maintain his LSA pretty much as he sees fit. Engine and propeller TBOs would become mere suggestions, the way they are for certificated aircraft. If the LSA is appropriately equipped, it probably can become legal to fly in IMC, assuming the designated airworthiness representative who approves its new operating limitations allows it." Thanks EAA ! And also the FAA ! The great escape clause. SLSA to ELSA

For those that want to read some of the legal details for VFR (day) and VFR (night) See 14 C.F.R. 91.205 b. and c. for the instruments and equipment required for both day and night VFR flight operations. Also see Pilot proficiency requirements for night flight under 14 C.F.R. 61 Of course in addition to VFR weather conditions, both the Pilot AND the Aircraft need to meet the legal requirements .... Both S-LSA and E-LSA IF equipped properly, can be flown VFR (day) and also VFR (night), assuming The Pilot is at least a Private Pilot who is proficient and current with Night VFR flying requirements. 14 C.F.R 91.205 b. Visual-flight rules (day). For VFR flight during the day, the following instruments and equipment are required: (1) Airspeed indicator. (2) Altimeter. (3) Magnetic direction indicator. (4) Tachometer for each engine. (5) Oil pressure gauge for each engine using pressure system. (6) Temperature gauge for each liquid-cooled engine. (7) Oil temperature gauge for each air-cooled engine. (8) Manifold pressure gauge for each altitude engine. (9) Fuel gauge indicating the quantity of fuel in each tank. (10) Landing gear position indicator, if the aircraft has a retractable landing gear. (11) For small civil airplanes certificated after March 11, 1996, in accordance with part 23 of this chapter, an approved aviation red or aviation white anticollision light system. In the event of failure of any light of the anticollision light system, operation of the aircraft may continue to a location where repairs or replacement can be made. (12) If the aircraft is operated for hire over water and beyond power-off gliding distance from shore, approved flotation gear readily available to each occupant and, unless the aircraft is operating under part 121 of this subchapter, at least one pyrotechnic signaling device. As used in this section, “shore” means that area of the land adjacent to the water which is above the high water mark and excludes land areas which are intermittently under water. (13) An approved safety belt with an approved metal-to-metal latching device for each occupant 2 years of age or older. (14) For small civil airplanes manufactured after July 18, 1978, an approved shoulder harness for each front seat. The shoulder harness must be designed to protect the occupant from serious head injury when the occupant experiences the ultimate inertia forces specified in §23.561-b 2 of this chapter. Each shoulder harness installed at a flight crewmember station must permit the crewmember, when seated and with the safety belt and shoulder harness fastened, to perform all functions necessary for flight operations. For purposes of this paragraph— (i) The date of manufacture of an airplane is the date the inspection acceptance records reflect that the airplane is complete and meets the FAA-approved type design data; and (ii) A front seat is a seat located at a flight crewmember station or any seat located alongside such a seat. (15) An emergency locator transmitter, if required by §91.207. (16) For normal, utility, and acrobatic category airplanes with a seating configuration, excluding pilot seats, of 9 or less, manufactured after December 12, 1986, a shoulder harness for— (i) Each front seat that meets the requirements of §23.785 (g) and (h) of this chapter in effect on December 12, 1985; (ii) Each additional seat that meets the requirements of §23.785(g) of this chapter in effect on December 12, 1985. c. Visual flight rules (night). For VFR flight at night, the following instruments and equipment are required: (1) Instruments and equipment specified in paragraph b. of this section. (2) Approved position lights. (3) An approved aviation red or aviation white anticollision light system on all U.S.-registered civil aircraft. Anticollision light systems initially installed after August 11, 1971, on aircraft for which a type certificate was issued or applied for before August 11, 1971, must at least meet the anticollision light standards of part 23, 25, 27, or 29 of this chapter, as applicable, that were in effect on August 10, 1971, except that the color may be either aviation red or aviation white. In the event of failure of any light of the anticollision light system, operations with the aircraft may be continued to a stop where repairs or replacement can be made. (4) If the aircraft is operated for hire, one electric landing light. (5) An adequate source of electrical energy for all installed electrical and radio equipment. (6) One spare set of fuses, or three spare fuses of each kind required, that are accessible to the pilot in flight. § 61.57 Recent flight experience: Pilot in command. (a) General experience. (1) Except as provided in paragraph (e) of this section, no person may act as a pilot in command of an aircraft carrying passengers or of an aircraft certificated for more than one pilot flight crewmember unless that person has made at least three takeoffs and three landings within the preceding 90 days, and— (i) The person acted as the sole manipulator of the flight controls; and (ii) The required takeoffs and landings were performed in an aircraft of the same category, class, and type (if a type rating is required), and, if the aircraft to be flown is an airplane with a tailwheel, the takeoffs and landings must have been made to a full stop in an airplane with a tailwheel. (2) For the purpose of meeting the requirements of paragraph (a)(1) of this section, a person may act as a pilot in command of an aircraft under day VFR or day IFR, provided no persons or property are carried on board the aircraft, other than those necessary for the conduct of the flight. (3) The takeoffs and landings required by paragraph (a)(1) of this section may be accomplished in a flight simulator or flight training device that is— (i) Approved by the Administrator for landings; and (ii) Used in accordance with an approved course conducted by a training center certificated under part 142 of this chapter. b. Night takeoff and landing experience. (1) Except as provided in paragraph e. of this section, no person may act as pilot in command of an aircraft carrying passengers during the period beginning 1 hour after sunset and ending 1 hour before sunrise, unless within the preceding 90 days that person has made at least three takeoffs and three landings to a full stop during the period beginning 1 hour after sunset and ending 1 hour before sunrise, and— (i) That person acted as sole manipulator of the flight controls; and (ii) The required takeoffs and landings were performed in an aircraft of the same category, class, and type (if a type rating is required). (2) The takeoffs and landings required by paragraph b. 1 of this section may be accomplished in a flight simulator that is— (i) Approved by the Administrator for takeoffs and landings, if the visual system is adjusted to represent the period described in paragraph b. 1. of this section; and (ii) Used in accordance with an approved course conducted by a training center certificated under part 142 ....

Agree with the two posts above Here is some more detail on "Operating Limitations" Interesting http://www.askbob.aero/content/5-things-you-should-know-about-lsa-operating-limitations

From AOPA, covering S-LSA Special - Light-sport Aircraft "Can I fly a special light-sport aircraft (S-LSA) in IFR conditions or at night? Only day/VFR conditions are specifically addressed in the ASTM consensus standards that govern the design, safety, and production of S-LSA. Being that sport pilots and those exercising sport pilot privileges are limited to flying only in day/VFR conditions, this seems appropriate. On the other hand, if an appropriately rated pilot (example: private pilot with an instrument rating) wants to fly S-LSA under IFR or at night, the aircraft's operating limitations must allow it, and the aircraft must be equipped per 91.205 for VFR flight at night and/or IFR flight. Additionally, 91.327(d) requires all S-LSA to be operated in accordance with the aircraft's operating instructions. Operating instructions differ from operating limitations in that the engine, airframe, and accessory manufacturers issue them; the FAA issues operating limitations." E-LSA would follow the discussion in the above (prior) post, in my opinion. But again some of the IFR E-LSA upgrades that would need to be made to replace existing factory delivered S-LSA equipment with IFR rated equipment, and to allow an IFR rated Private Pilot or higher To fly an appropriately equipped, documented and maintained E-LSA IFR in actual IMC Conditions .... .....might make for a long and expensive upgrade list.

As long as all of the avionics, the engine, and of course the Pilot, as well As the Maintenance checks and procedures follow and have IFR ratings and capabilities, I believe an Experimental LSA could be flown legally in IFR conditions. Certainly an Experimental RV-6, with an IFR RATED PILOT and IFR CERTIFIED and Maintained avionics, can be flown IFR. I know several IFR rated Private Pilots who fly their appropriately Equipped EXPERIMENTAL aircraft IFR. Also, a Night VFR current and proficient Private Pilot can legally fly an appropriately equipped S-LSA at Night in VFR conditions. Having said that, a significant portion of the existing equipment on the CRUZ LSA is NOT IFR CERTIFIED. this might be an expensive modification path: IFR CERTIFIED avionics, Electrical systems, IFR backups, engine, IFR maintenance checks, the IFR list of modifications and steps required to fly IFR might be long. But if approved by a DAR, it seems that it COULD be done starting with a CRUZ S-LSA converted to E-LSA and then potentially executing a list of "IFR upgrades". And assuming of course that an Instrument Rated Private Pilot Or higher was the PIC. My opinion. comments from those that are IFR RATED or have Experimental IFR Equipped aircraft ?

This is good news. At least CSA is acknowledging that there is a problem and they are key to solving the problem. by CSA investigating and offering solutions with Letters of Authorizations in place to allow installation in our CRUZ LSA aircraft. I would recommend that SCFLIER members that are on Facebook post comments on CSA 's Facebook notice above, providing details on what CRUZ owners/Pilots would like and need in their ADS-B OUT/IN solutions to meet the requirements of their various model year and avionics configurations in the CRUZ fleet. Social media may provide a conduit of information to CSA that they will listen to. Time is of the essence. The clock is ticking to the December 31, 2019 deadline.

Good succinct comparison of Special Light Sport Aircraft S-LSA and EXPERIMENTAL Light Sport Aircraft E-LSA

Interesting FAA information on Light Sport Aircraft Airworthiness Certifications Includes some discussion of the SLSA to ELSA transition process. http://www.faa.gov/aircraft/gen_av/light_sport/media/lsa_cert_8july2013.pdf More details discussing ELSA in http://www.faa.gov/documentLibrary/media/Order/8130.2G%20.pdf See pages 4-42 to 4-59.

I completely agree that the Letter of Authorization response time is unacceptably slow going with Czech Sport Aircraft (CSA). Of course, US SPORT AIRCRAFT is just the messenger and the conduit of information to the aircraft manufacturer CSA, WHO MUST WRITE AND APPROVE all the Letters of Authorization. I know that Patrick (and others) at US SPORT AIRCRAFT have worked many long hours on TECHNICAL INPUTS to Letters of Authorization, technical details of modification Installation Manuals, new circuit interfaces, engineering investigations, and more associated with LOAs. The LOA bottleneck is NOT US SPORT AIRCRAFT, as I am sure most all know by now. In my experience, an "easy" LOA took about one month to get approved through CSA. To swap the backup round dial altimeter from the stock "one pointer" device to a much more accurate, easier to read, three poInter backup altimeter. Same hole in the panel. Same hose hook up. No electronics. Well proven accurate 3 pointer backup altimeter. This "Easy LOA" took about a month. A "harder LOA", the NAVWORX TSO CERTIFIED ADS-B OUT/IN UAT, with several new electrical interfaces to the existing GARMIN transponder for squawk codes, Dynon D-100 for pressure altitude, GARMIN 696 display for ADS-B IN traffic, and power, indicator light, UAT mounting bracket, etc., took MANY MONTHS. about 6 months OVERALL start to finish from talking about it to installed, approved, LOA documented results. I understand that with the USA LSA rules, the approval authority for modifications is with the aircraft manufacturer, and they assume the risk. ASTM standards help. But MANY MONTHS on the LOA timescale is the wrong answer. So, there are two choices: 1) Extreme patience, or 2) taking the S-LSA CRUZ aircraft to an Experimental E-LSA, where there is much more freedom to make modifications, such as turning on the Dynon Angle of Attack safety feature, or adding FAA required ADS-B OUT for older CRUZ models, and more LOA ideas discussed here in the SCFLIER FORUM. The E-LSA path looks better and better every day......

On the topic of obtaining Letters of Authorization from our S-LSA aircraft manufacturer Czech Sport Aircraft for S-LSA modifications to the factory built Special Light Sport Aircraft, here are two interesting articles on the FAA SLSA and ELSA rules: 1) from AOPA, discussing the "Escape clause" that allows an owner to change his SLSA to an ELSA if an aircraft manufacturer is reluctant to authorize LOAs https://www.aopa.org/news-and-media/all-news/2016/april/pilot/pe_savvy And 2) from Kitplanes magazine, discussing some of the history in developing The LSA rules as related to earlier ultralight aircraft http://www.kitplanes.com/issues/29_3/builder_spotlight/Understanding_Experimental_Light_Sport_Aircraft_20376-1.html

Back to the question at the top of the post. Would like to get folks to list their 1) Approved Letters of Authorizations, so we can create of list of LOAs that have already been approved from CSA, and 2) "Requests for Letters of Authorizations" from CSA so we can track time from the LOA request to time of CSA approval, or also track those LOA requests that languish unapproved for years... LOAs that I know of include i) LOA for three pointer altimeter swap - for improved readability and ease of determining altitude from the backup altimeter ii) LOA for installation of 3 bladed Sensenich propeller (now offered on new Sport Cruisers) iii) LOA for NAVWORX ADS600-B TSO Certified Universal Access Transceiver (UAT) to meet the 2020 FAA ADS-B OUT requirements and to provide ADS-B IN Traffic and Weather thanks for providing any other LOAs that you may have used or heard implemented on the CRUZ aircraft, and for those that you may have requested through US SPORT AIRCRAFT to Czech Sport Aircraft for review and approval.

Agree with the above comments on Climb vs Cruise performance and LSA limitations with the 100 Hp 912 ULS Rotax. Adjusting fixed pitch propeller is a basic tradeoff between climb and cruise. Also, the "Improvement List" really is under the heading of "what do CRUZ Owners Want", and some of these may be beyond LOAs - they might be entirely new changes, that MIGHT be retrofittable to older CRUZ aircraft. The "improved canopy release handle" might be a retrofit option, if CSA could come up with a "better design". Under the heading of Improved Climb and Cruise Speed performance, agree with Shawn's comments above, but the votes indicated that several folks had that "Improvement Item" on the top of their wish list. and, under the heading of "what if"..... related to cruise speed and climb performance improvements, there are LSAs that are faster and climb better than some of our CRUZ models. And I believe there have been some discussions and dreams ? of reducing aircraft drag to improve cruise speed, and a bigger dream, perhaps ? installing the Rotax 914 turbocharged engine to get some more climb performance especially at higher altitudes. of course the LSA 120 knot limit may come into play....and these are big dreams that may never come into reality.... and this might not still be an LSA, but there is no limitation on horsepower with LSAs, as long as the 120 knot limit under specifed LSA conditions can still be met..... and certainly buying a Mooney may be an easier solution D

this is a new topic area providing details on CRUZ SportCruiser/PS-28/PiperSport Aircraft Letters of Authorization (LOA) for Improvements authorized from Czech Sport Aircraft (CSA). 1) If you have received a Letter of Authorization (LOA) from Czech Sport Aircraft for a modification to your CRUZ aircraft, please post a summary here. 2) If you are WAITING for a Letter of Authorization (LOA) from Czech Sport Aircraft for a modification that you have documented and requested via US Sport Aircraft to CSA, please post a summary here. Include your current "WAIT TIME" from the date that you requested the LOA to the date of your posting. 3) If you have any SUGGESTIONS on ways to improve the speed of Letter of Authorization (LOA) Processing by CSA, please post ideas here. 4) If you have received Formal Authorization for ROTAX 912 ULS Engine changes, please post details here. 5) For reference, members of the SCFLIER FORUM documented their Ranked List of requests for CRUZ Aircraft Improvements in July of 2016. As far as I know, in the last 3 months, there has been no measurable progress in addressing these requests for Improvements on the Top 5 Items on the list. The picture attached summarizes our "desired CRUZ improvement" 7-18-2016 ranked list. Comments welcome. D

RE "canopy breaker" You may want to investigate multiple options of devices to bust thru the canopy in case of an inverted landing 1) see recent discussion in "Ditching Techniques" in the Flying Techniques topic area And also 2) see recent discussion in "Emergency Equipment to be carried......" In the Random Thoughts area Looks like several CRUZ Pilots carry some kind of device to open an egress hole in the canopy in case of an inverted landing with the Canopy impossible to open..... See pics for detailed discussion SCFLIER FORUM topic locations of 1) and 2) above

seen at US SPORT AIRCRAFT, KADS Addison SportCruiser on the cover of Trade-A-Plane, July 2016 Way to Go US SPORT AIRCRAFT Team !!!

I talked to Patrick Arnzen this afternoon about his discussion at Oshkosh with Czech Sport Aircraft (CSA) on Letters of Authorizations (LOA's) for future CRUZ Improvements. Patrick said that the folks from Czech Sport Aircraft understand the desire for Letters of Authorizations, both on the "SCFLIER CRUZ Improvement Wish List" and also on "ADS-B OUT/IN Solutions, especially for older configuration CRUZ Aircraft". Patrick said that the "desire for more Letters of Authorizations" to support the existing CRUZ fleet was strongly transmitted direct to CSA. However, Patrick also commented that US Sport Aircraft Does not issue these LOA's, and we must work through the CSA factory to complete this. This process can take many months. just communicating to the SCFLIER Forum that Patrick Arnzen did his part and passed the messages on direct to the CSA CRUZ factory representatives who were also attending Oshkosh.

FYI SCFLIER FORUM Members Patrick Arnzen of US Sport Aircraft now has our "Ranked List of Improvements Desired for the CRUZ Aircraft" in hand. Patrick committed to discussing this CRUZ Improvements List with the folks from Czech Sport Aircraft next week at Oshkosh. Go Patrick Go !!!

FYI SCFLIER FORUM Members Patrick Arnzen of US Sport Aircraft now has our "Ranked List of Improvements Desired for the CRUZ Aircraft" in hand. Patrick committed to discussing this CRUZ Improvements List with the folks from Czech Sport Aircraft next week at Oshkosh. Go Patrick Go !!!

The Final Votes are in. The "Top 5" Improvements desired by SCFLIER Forum Voters for the CRUZ Aircraft are: Letter of Authorization from CSA to allow incorporation of the Dynon Angle of Attack Probe to feed D-100 and SkyView AOA Displays Improved Cruise Speed and Climb Performance Improved Engine Cooling on the Ground especially in Hot Climates Improved Reliability of the Ducati Rectifier/Regulator, especially in Hot Conditions Improved Inside Cockpit Canopy Release Handle An "Honorable Mention" item ranked high for everyone wanting to equip for ADS-B OUT FAA Compliance before 1/1/2020, is for CSA to provide Letters of Authorization to allow installation of ADS-B OUT Equipment, especially for the Non SkyView equipped, older configuration CRUZ Aircraft. For more details on the Ranked list, please see the attached picture below. ALL of the items on the Ranked list, including those that did not receive significant "voting" interest, will be sent forward to Patrick Arnzen of US Sport Aircraft KADS, for discussion with Czech Sport Aircraft. thanks to everyone for participating. D

The Final Votes are in. The "Top 5" Improvements desired by SCFLIER Forum Voters for the CRUZ Aircraft are: Letter of Authorization from CSA to allow incorporation of the Dynon Angle of Attack Probe to feed D-100 and SkyView AOA Displays Improved Cruise Speed and Climb Performance Improved Engine Cooling on the Ground especially in Hot Climates Improved Reliability of the Ducati Rectifier/Regulator, especially in Hot Conditions Improved Inside Cockpit Canopy Release Handle An "Honorable Mention" item ranked high for everyone wanting to equip for ADS-B OUT FAA Compliance before 1/1/2020, is for CSA to provide Letters of Authorization to allow installation of ADS-B OUT Equipment, especially for the Non SkyView equipped, older configuration CRUZ Aircraft. For more details on the Ranked list, please see the attached picture below. ALL of the items on the Ranked list, including those that did not receive significant "voting" interest, will be sent forward to Patrick Arnzen of US Sport Aircraft KADS, for discussion with Czech Sport Aircraft. thanks to everyone for participating. D