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Super Cub wrote:A Legend Cub was used on last nights show to extract a ginseng picker from the back country in WVA. The buyer paid the picker for the ginseng and told him to pay the pilot. I know it's a show, but is it legal to fly for hire in a Light Sport? I say no.
Brian -- that's not the case for LSA. 91.327 limits the commercial use of an S-LSA (regardless of the rating of the pilot):BrianL99 wrote:Super Cub wrote:A Legend Cub was used on last nights show to extract a ginseng picker from the back country in WVA. The buyer paid the picker for the ginseng and told him to pay the pilot. I know it's a show, but is it legal to fly for hire in a Light Sport? I say no.
The airplane isn't relevant, only the license of the pilot matters.
§91.327 Aircraft having a special airworthiness certificate in the light-sport category: Operating limitations.
(a) No person may operate an aircraft that has a special airworthiness certificate in the light-sport category for compensation or hire except—
(1) To tow a glider or an unpowered ultralight vehicle in accordance with §91.309 of this chapter; or
(2) To conduct flight training.
dstclair wrote:Brian -- that's not the case for LSA. 91.327 limits the commercial use of an S-LSA (regardless of the rating of the pilot):BrianL99 wrote:Super Cub wrote:A Legend Cub was used on last nights show to extract a ginseng picker from the back country in WVA. The buyer paid the picker for the ginseng and told him to pay the pilot. I know it's a show, but is it legal to fly for hire in a Light Sport? I say no.
The airplane isn't relevant, only the license of the pilot matters.§91.327 Aircraft having a special airworthiness certificate in the light-sport category: Operating limitations.
(a) No person may operate an aircraft that has a special airworthiness certificate in the light-sport category for compensation or hire except—
(1) To tow a glider or an unpowered ultralight vehicle in accordance with §91.309 of this chapter; or
(2) To conduct flight training.
Digging further, since 91.309 is in the LSA section of the FARs, it appears that the glider you can tow with an LSA must itself be an LSA glider. And, yes, to answer the separate question, by my read of the regs, you need to hold a Commercial pilot certificate to tow a glider for compensation.(1) To tow a glider or an unpowered ultralight vehicle in accordance with §91.309 of this chapter;
And a current second class flight physical, even though it is a LSA.drseti wrote:Digging further, since 91.309 is in the LSA section of the FARs, it appears that the glider you can tow with an LSA must itself be an LSA glider. And, yes, to answer the separate question, by my read of the regs, you need to hold a Commercial pilot certificate to tow a glider for compensation.(1) To tow a glider or an unpowered ultralight vehicle in accordance with §91.309 of this chapter;
A glider that meets these requirements.pjcampbell wrote:I wonder what an LSA glider would be? Googling "LSA Glider" basically yields LSA gliders with motors.
is that this(3) A maximum never-exceed speed (VNE) of not more than 120 knots CAS for a glider.
is impossible in a glider. I hope that it is just a "paper limitation" and not a reflection of the structural strength being reduced just to make the numbers work out (provided weights and everything else are met).(2) A maximum airspeed in level flight with maximum continuous power (VH) of not more than 120 knots CAS under standard atmospheric conditions at sea level
Correct me if I am wrong, but I don't think a DAR will set a speed limitation on a experimental. These numbers would be set by the designer or builder.drseti wrote:The 120 knot Vh limitation is really easy in a glider, Bruce. The manufacturer just paints a red line on the airspeed indicator. If it's an experimental, you just have the DAR write that figure into the Operating Limitations.