carol's blog

 As expected, the adoption  of the Sport Pilot/Light Sport Aircraft  Rule in 2004, and the FAA interpretation requiring, in some cases, “Manufacturer’s Factory Approved Training” to provide service and line maintenance to Special Light Sport Aircraft (SLSA), have caused more than a few ripples among aviation maintenance professionals. The Rotax Factory Training Courses is at the center of this controversy.  Now, after almost a year of review, the FAA is expected to issue their “New Interpretation” of training requirements and its latest stand on LSA manufacturer’s programs.

 It must be admitted that the inventors of the mechanical arts have been much more useful to men than the inventors of syllogisms. He who imagined a ship  towers considerably above him who imagined innate ideas. –Voltaire

 There have been multiple questions from Airframe and Powerplant (A & P) mechanics and Special Light Sport Aircraft (S-LSA) owners about proper authorization for performing maintenance and inspection in S-LSA aircraft in the field- especially on the Cessna Skycatcher and PiperSport. The general assumption is that an A & P is a certified aircraft mechanic therefore he is authorized. Most A & Ps are surprised to learn how this new world works.

 This was our third year to hold the three week Light Sport Repairman Maintenance Course  at EAA Headquarters in Oshkosh, WI . Both Paul and Tom Poberezny spoke with the class.

Someone once told me that 85% of all Light Sport Aircraft are powered by the Rotax engine. I do not know where he got that statistic, but as I walked through the Light Sport Mall at Airventure this last July- it sure rang true. Yet, as I talk with aircraft owners, most are confused about the Rotax training courses. “Is the Rotax course mandatory?” “If I take the Rotax course can I perform maintenance on my SLSA?” “I have an ELSA; do I have to sign up for a Rotax course to work on my engine?”