For reference, it isn't just GFA / CASA.
Even though EXP registration is much more common in the USA, FAA is
not interested in moving an aircraft to EXP for life extension purposes.
It has of course been tried with the Centrair Pegase.*
Under FAA regulations, an EXP aircraft can be flown by rated pilots
only. EXP two-seaters cannot be used for instruction or rides.
Single-seat EXP can be rented just like STD aircraft, or used for towing.
In my experience, registering and insuring FAA EXP is no different to
STD. Just different paperwork.
Jim
*The Pegase now has a life extension program thanks to the work
primarily of Bob Carlton.
/...a Global Alternate Method Of Compliance (AMOC) that will raise the
current 3,000 hour life limit on Centrair Pegase 101, 101P, 101A and
101AP gliders to 4,500 hours/...
On 12/23/2014 5:41 AM, Mark Newton wrote:
On 24 Dec 2014, at 12:27 am, Al Borowski <al.borow...@gmail.com> wrote:
Is there nothing like an 'Experimental' category in the glider world?
It seems weird to me that I can (in theory) jump into a home-designed
ultralight powered with a lawnmower motor, but can't operate a glider
grounded due to a paperwork issue.
The issue is fraught.
GFA can issue experimental C-of-A's (or could until an audit a year or two ago,
at any rate). But experimental aircraft can't be flown for hire or reward,
including training; so a club can't feasibly operate them.
CASA seems to take a dim view of an aircraft which meets a type certificate
in all requirements except service life being operated as experimental. Except
they're not consistent about it, because they obviously allow warbirds to
remain in service well past their design life.
You could probably operate a glider on an experimental C-of-A if it has a
genuinely experimental feature, and if it was operated privately. Perhaps
the IS28's at CQC wouldn't fit that template,
- mark
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