Post by barry on May 22, 2023 19:22:24 GMT
As we are operating three P2002 Sierra's, (LSA) I'm still getting my feet under me as to the regulatory requirements for LSA's
The following is my interpretation of the FAA stance on LSA. What is everyone else's understanding.
According to FAA, AIR-6C3, My understanding about AD's and LSA's is that if the aircraft, now an LSA) had an existing TC as a normal airworthiness certificate, (before being classified as an LSA) it is still subject to the regulatory requirements of AD's.
If the aircraft was built as an LSA, and under ASTM guidelines, it is not subject to AD requirements, but only "Safety Directives" as issued by the manufacturer.
If an engine, prop, or other appliance has a TC, and is mounted on an LSA, it is subject to AD's.
If an aircraft is manufactured IAW ASTM standards, the FAA does not necessarily hold any regulatory authority over that aircraft with respect to AD's, but recommends following the manufacturers SD's
Let me know what you think.
The following is my interpretation of the FAA stance on LSA. What is everyone else's understanding.
According to FAA, AIR-6C3, My understanding about AD's and LSA's is that if the aircraft, now an LSA) had an existing TC as a normal airworthiness certificate, (before being classified as an LSA) it is still subject to the regulatory requirements of AD's.
If the aircraft was built as an LSA, and under ASTM guidelines, it is not subject to AD requirements, but only "Safety Directives" as issued by the manufacturer.
If an engine, prop, or other appliance has a TC, and is mounted on an LSA, it is subject to AD's.
If an aircraft is manufactured IAW ASTM standards, the FAA does not necessarily hold any regulatory authority over that aircraft with respect to AD's, but recommends following the manufacturers SD's
Let me know what you think.
