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Impressions from Aero

ok thanks. I must agree there are too many statutes these days, for aeroplanes, governed by too many authorities and designated by far too many acronyms.

EBZH Kiewit, Belgium

mh wrote:

Sorry, but that’s nonsense. Furthermore LSA and ULM are completely different classes.

What does that even mean, technically speaking? Lycoming (and Continental for that matter, and Rotax) also produce non-certified engines. Parts in the Lycoming engines are interchangeable, they come from the same lot, yet one is certified, the other is not (speaking of standard engines, not custom made variants). The difference is purely a legal construct, traceability mainly. At ACS you can purchase hardware and materials with and without a C of C. The stuff is identical, and ACS themselves issues a Certificate of Conformance on all sales. To get a Certificate of Conformity on the actual part/material you have to pay additional charges. Experimental parts are parts with no certificate of conformity, and the main reason is there exists nothing for the part to conform to, and for the most part it is not even desirable for the part to conform to anything specific.

Particularly with engines, avionics and instruments, conformity will stop development because you cannot develop stuff when it has to conform to some pre-made recipe. For simpler parts, like hardware and materials, conformity or not makes no practical difference. ACS issues C of Conformance on all experimental parts, for whatever that is worth, but it means a Garmin EFIS is a genuine Garmin EFIS, and not a fraud, AN hardware is AN hardware and so on. Not even a certificate of conformity will prevent deliberate fraud by the manufacturer, so this certificate is only a legal thing.

The elephant is the circulation
ENVA ENOP ENMO, Norway

I started an LSA thread here

Administrator
Shoreham EGKA, United Kingdom

Aero 2016 in pictures from my PAX.

LKKU, LKTB
34 Posts
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