Hi Thus far in my Mini Max build I have been of the mind set of being "fat" at the end and self-medicaling it, and just go fly it. Maybe this is the wrong approach. I would like to hear back from Mini Max airplane owners that went into LSA and got experimental certificates for LS Aircraft. How much jumping through hoops was it if you did it? All comments appreciated. Thank you. Kim Brown New Hampshire
You may be confused about "experimental" and "LSA"....they aren't the same thing at all. First, a Mini-max can either be a "ultralight" or it can be an "Experimental-Amateur built". Those are your only choices.
An Experimental-LSA has to be built from a kit provided by a manufacturer who first built the design and got it approved as a Special-LSA....TEAM has not done this, so it's not possible to built it as an Experiment-LSA.
But, that doesn't matter. I assume you mean that you want to fly your MiniMax under the Sport Pilot rules. Any plane that meets the definition of a Light Sport Aircraft (weight, speed, number of seats, etc) can be legally flown by a person with a Sport Pilot licence.
If you intend to built your plane as an Experimental-Amateur built you will be much better off to contact the EAA and get there information kit for all the steps that have to be accomplished. They tell you how to dot each "i" and cross each "t". The information you will get from the FAA will only confuse you to the point of frustration.
just go ahead and build the Max, which more than likely will be heavier than U/L rules, and do nothing with any sort of registration with the FAA? fly it under my private pilot's license, while self-medicaling? or do I have to complete a Light Sport Pilot class in order to get to the self-medicaling point?
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We have a few diffrent questions going on here.... first is a question about aircraft registrtion/licensure and second is a pilot license / Rule. Assuming you are in the USA- if the built minimax does not meet the Part 103 ultralight guidelines, it must be properly licensed as an Experimental Catagory aircraft. The EAA, has a great deal of information out there on how to go about this and likely there is a chapter not far from you. The short- short version is you will need to keep a building log and document the build and then it will need to be inspected once completed by a FAA official or DAR (Designated Airworthiness Representative)- if all is well you will get a special airworthiness certificate can start the Test flying phase which generally limits your area of flight for the first 40 hours.
For the pilot question, The rules changed favorably in the past year or so, but there are still some initial prerequisites- such as the date of last medical, did it expire or was it failed etc... You still need the new forms signed by a doctor at some point and need to keep up the documetnation. The Minimax line of aircraft does meet the criteria from a performance standpoint but you cannot " just build it and go fly" - Both you and the aircraft will need the proper docuemntation if it does not meet the 103 legal requirements.
It is not much of a hassle, and the system is designed to ensure your safety and those on the ground. - I dare say it can be educational as is the intent of the experimental catagory.
That being said, regardless of your path please due seek out quality instruciton and build with care- it is well worth the time and effort.
- Feel free to PM me if I can be of any assistance.
For the pilot question, The rules changed favorably in the past year or so, but there are still some initial prerequisites- such as the date of last medical, did it expire or was it failed etc... You still need the new forms signed by a doctor at some point and need to keep up the documentation. The Minimax line of aircraft does meet the criteria from a performance standpoint but you cannot " just build it and go fly" - Both you and the aircraft will need the proper documentation if it does not meet the 103 legal requirements.
If KFB is only interested in flying under sport pilot rules, he does not need to worry about any type of medical, as long as he maintains a valid drivers license. He will have to have a biannual flight review, which would be done in a light sport airplane.
Interestingly enough, I think the flight portion of the review can be done in his Max(once it is properly airworthied/registered as an E-AB light sport airplane). The instructor would watch from the ground, while telling him what maneuvers to do over the radio.
Hi Just a note. If he is a private pilot he can exercise his right to be a sport pilot. His bi-annual will have to be done in a 2 place light sport plane. Even if he got his sport pilot license in a single place plane. Bi-annual will have to be done in a 2 place light sport category plane. Bob
just go ahead and build the Max, which more than likely will be heavier than U/L rules, and do nothing with any sort of registration with the FAA? fly it under my private pilot's license, while self-medicaling? or do I have to complete a Light Sport Pilot class in order to get to the self-medicaling point?
Ignorance is bliss but not responsible
Thanks for all the help and comments
Kim Brown New Hampshire
- you must register the plane with the FAA if it is not a UL. The registration is the first step, followed by many more until you receive the airworthiness certificate and are then legal to fly
- as a private pilot you have two options to avoid the Third Class Medical. 1. fly under the Sport Pilot rules. For this you don't need to do anything (as long as you were not denied a medical certificate at your last application and you have a valid drivers licence). If you have an expired medical certificate you can still fly as a Sport Pilot. You do not need a Sport Pilot class, but you will need a current Flight Review.
2. fly under the new BasicMed rules: What do I need to do to fly under BasicMed? Comply with the general BasicMed requirements (possess a U.S. driver's license, have held a medical after July 14, 2006). Get a physical exam with a state-licensed physician, using the Comprehensive Medical Examination Checklist Complete a BasicMed medical education course;
If KFB is only interested in flying under sport pilot rules, he does not need to worry about any type of medical, as long as he maintains a valid drivers license. He will have to have a biannual flight review, which would be done in a light sport airplane.
Interestingly enough, I think the flight portion of the review can be done in his Max(once it is properly airworthied/registered as an E-AB light sport airplane). The instructor would watch from the ground, while telling him what maneuvers to do over the radio.
I am a Sport Pilot and I took my last flight review in a Cessna 172. https://www.aopa.org/advocacy/advocacy-briefs/frequently-asked-questions-about-sport-pilot Do I need to perform the flight review in a light-sport aircraft? No. According to 14 CFR 61.56, a flight review must be performed in an aircraft for which the pilot is rated. Rated is interpreted as category and class.
It is not possible to take a flight review in a single seat aircraft. https://www.flyingmag.com/safety/training/sport-pilot-identification-instruction-flight-reviews Q: Does a Sport Pilot rating require a flight review every two years? If so, how is this accomplished with a single-seat aircraft? A: Yes, a sport pilot is required to have a flight review. A flight review must include at least one hour of dual instruction, so it cannot be performed in a single-seat aircraft.
Hey Charley; I may be wrong here, but you can only take your flight review in a Cessna 172 if you have been a private pilot and had the proper endorsement to fly the 172. After your flight review, you are back to flying "light Sport qualifying aircraft". If your training for and get only a Sport Pilot license you can not be rated to fly the 172 and thus can not take your bi-annual in it. It will have to be a light sport category. Maybe this is what you already said but i read it wrong. LOL Bob
The "rated aircraft" is deemed to mean "category and class". For me that means Airplane-Single Engine Land. Any airplane in that category/class is OK for the flight review.
I built mine under Experimental Amateur Built. It can be done.
1st step is to apply for N-Number near the end of the build. Your's will be EAB, 51% amateur built.
Now here's the thing, it can be 51% amateur built, whether you built it all yourself, or a team built it, or 2 people built it. As LONG as they're amateurs.
TAKE PLENTY OF PICTURES OF THE BUILD, AND KEEP RECEIPTS, PLANS AND RECORDS. This is your proof.
Once completed, there's a slew of paperwork to be done, and a final inspection, either by a DAR, or FAA themselves. They'll help you understand the paperwork, and what to do.....
Once the inspection is complete, you should get your Airworthiness Certificate. If you need help, PM and I'll help you understand as best I can.
Hi I built a Fisher Flying Products Dakota Hawk in the EAB category and did it all by the book, receipts, photos, log book of build, log book, engine book, I think even prop book. I am not particularly looking to do all that again, a little bit of a pain, now I am on the fence. With the Global engine, empty weight probably will be in the low three hundreds pounds. I put an ad in Barnstormers for the Global, mount and prop, if someone pays the price, I'll look for a lighter engine which means two cycle, even though it will exceed u/l weight with anything but a 277, which I won't opt for. It is unlikely anyone will buy it, have had a couple of inquiries, no cash yet. Kim Brown
Hi I'll look for a lighter engine which means two cycle, even though it will exceed u/l weight with anything but a 277, which I won't opt for. It is unlikely anyone will buy it, have had a couple of inquiries, no cash yet. Kim Brown
Does anyone know of a solution for the $port Pilot Medical SNAFU? I failed my 3rd Class PPL medical in 1997. I had purchased 1550V V-MAX plans, but didn't build it because I can't fly it under L$A. I assume Part-103 is my only option (1100R or Max103). Pilot Medical Solutions has some very good information on all this. https://www.leftseat.com/sport.htm
~~~ In some cultures my behaviour would be considered normal. ~~~
You go to your personal doctor who examines you in accordance with the BasicMed form. Your doctor certifies that your OK to fly. My friend who did it says the exam isn't hard to pass.
Thanks for bringing up BasicMed, radfordc. Unfortunately, one is required to have held a medical after 14 July 2006 to qualify. Once again there's a group of us who've fallen through the cracks of legalism.
~~~ In some cultures my behaviour would be considered normal. ~~~
Buzz73....You will have to clear up any issue that caused you to fail the medical in '97. If the last thing the FAA knows about you, and has on file, is a failed medical it will block attempts to use your driver license for Sport Pilot or BasicMed for a Private Pilot License. I failed a medical in '79 which blocked my 3rd class medical from going through even though I was "passed" by a FAA Medical Examiner just a couple years ago. I tried following up with specialists to clear up the issue, but my condition was such that they wouldn't "go to bat" for me with the FAA. Until you prove to the FAA's satisfaction that you no longer have the condition/situation that caused the medical to be failed, no matter how long ago it was, you are legally limited to Part 103 ultralight regs. I've unfortunately been down this road and am still stuck there. Perhaps your situation or condition has changed since the medical failure in '97? If that's the case and you show it's no longer an issue by passing a medical and thereby giving yourself a clean start with the FAA then you are good to go. It's really a sucky Catch 22 situation that can happen.
Lynn
BTW...Buzz73....we must have been posting at the same time. Apparently you are painfully aware of everything I was saying. Like me, if you had never failed or even had a medical exam you could use your driver's license for Sport Pilot at least, but with the failed medical even that's off the table.
No problem, lake_harley. I appreciate your kind and thorough explanation. Many apologies for the extremely late reply... let's just say I lost my forum password and it's taken me 2 years to find it!
~~~ In some cultures my behaviour would be considered normal. ~~~
Second, nobody but you will ever know what your plane weighs...if it looks like an ultralight it is an ultralight.
Probably the best advice given on this thread! Example: "I'm building an UL (or just weighed my completed UL) & it came in at #262. Now I don't know what to do... , Should I sell the XXX engine I have & get a xxx 2 stroke to lose the extra weight? Should I strip the fabric off & pull the staples out & recover with lighter fabric & thin out the paint more... " Gezzzz That same above hypothetical person today went out for a drive on the Interstate highway & saw a sign that the speed limit is 65MPH. He looked at his speedometer (scale) and saw he was doing 71 MPH. Never gave it a second thought! Don't fly low over houses. Don't do speed passes down the runway. Don't fly into airports or airspace where UL's are not supposed to be... Tell everyone you talk to about your air vehicle about the great effort you made while building it to keep it light weight so it would make the UL weight limit...PS: don't talk to a lot of people about it at all if possible. Don't call attention to yourself OK. I figure I have fanned the flames enough here...LOL TTT PS: Seems the thing I had heard most guys complain about was how if they had a PPL & "FAILED" their last physical, they could NOT just (step down) to the "self certify drivers license " as their medical. But some guy that never had a PPL COULD "self certify" by simple possession of his DL. That seemed to be what pissed a lot of guys off. A "Cat's out of the bag" kinds situation. (self certify) probably not the correct term for the subject matter but I figure is understood.
"We're really not concerned if your ultralight is overweight, or carries too much fuel, as long as you stay out of Class A,B, or C airspace....... AND as long as it's a single-seater. We don't really care if you kill yourself; but when you install a second seat, you can potentially kill someone else: and then we care."
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