Light Aircraft Commission

Written by Alfons Hubmann. Posted in Light Aircraft Commission

Gyroplane 

New "Light" - working group for Gyroplane has been established
Leader is Christian Teuber, supported by Phil Harwood of by BRA (British Rotarcraft Assoclation). 

We will include a Gyroplane “slot” in our 2013 Technical Conference for them to present this and their plans going forward.
As part of developing this Christian & Phil will need to look at other interested groups in other countries and
see how it fits the ambition of having a Pan European Gyroplane interest Commission


 

Work done, Work in Progress and Action Plan

 


 

 Introduction of a Light Sport Aircraft Category in Europe

 


 

 LSA (Light Sport Aeroplane) - Regulation

LSA (Light Sport Aeroplane)

The absolute need of a completely separated regulatory package in Europe

EFLEVA has participated, in Paris on the 16th of November, together with EMF and EPFU, in a tri-Federation meeting about the new European LSA category of aircraft.

These 3 federations, who represent the vast majority of the Sport and Leisure aviators in our continent, came to the conclusion that there is an absolute need of a completely separated regulatory package for Light Sport Aeroplanes, to be adopted at a pan-European level, in order to create a category of aeroplanes which is being seen, not only as a World wide tendency, from which Europe cannot and must not be outside of, but also a big business opportunity, which will create jobs all over Europe, thus serving both the European aviators and more generally the European Citizens.

 


ELA – European LIGHT Aircraft   process

Light Aircraft   categories in Europe

An update (Sept/2010) on

the new LSA and 23Light, and the old renovated VLA

Instigated by the US Light Sport Aircraft system, for which the vast majority of manufacturers were (and still are) from Europe, the EASA created the ELA process, and produced its well known NPA 2008-07

The long-awaited Comment Response Document to this NPA on European Light Aircraft was issued in July. This document reflects the comments received by the Agency and proposes some changes to the initial concepts that were put forward a couple of years ago.

The main features of the ‘ELA’ system are retained but some significant changes are adopted for the future rules to be implemented in the near future. 

The key changes, as a result of the consultation, are:

  

·        Simpler design and manufacturing approval processes are proposed for light aircraft, keeping the two initial levels: ELA1 and ELA2. Advisory material will be provided to help small organisations comply with the rules for design and production organisations.

·        Aircraft produced by these processes will be ICAO compliant and will be given Certificates of Airworthiness (or Restricted Certificates of Airworthiness in some cases).

·        For fixed wing aircraft, ELA1 will have its upper weight limit raised from 1000 kg to 1200 kg (explained to correspond better with the aim to include 2+2 seater aircraft). ELA2 upper limit remains the same at 2000 kg.

·        The creation of the new CS-LSA, a certification specification for ELA1 aircraft up to 600 kg. This is obviously the European version of the American LSA, also based on the ASTM design standards, with the option for adding particular requirements deemed necessary by EASA to meet minimum safety standards. Also obviously this will be the category to absorb the “fat” Ultralights / Microlights

·        CS-VLA will have its scope increased from 750 kg MTOM and two seats to 890kg and three seats. It is not easy to scrutinise the need and usefulness of this particular category.

·        A new CS-23light certification specification will be created for up to 1200 kg MTOM, largely based on FAR-23 amendment 7.

·        CS-22 (the sailplane design code) will have its applicability expanded to 900 kg MTOM.

·        Certain parts for ELA aircraft need not have an EASA form 1 (release certificate).

·        A new certification specification will be produced that details standard repairs and changes. If repairs and changes are made in accordance with these then a repair or modification application to EASA won’t be required.

 The timescales for the above changes aren’t entirely clear yet. Once the consultation period has concluded (September 2010), EASA will be at liberty to issue the new or modified certification specifications. In reality, CS-LSA is likely to be issued fairly quickly but the others are going to take some time, possibly years, to develop. The amendments to Part-21 to enable the other changes to take effect need to be ratified by the European politicians, and so will not come into being until sometime in 2011 or even later.

 In summary, then, companies producing ELA aircraft will still need to have some sort of company approval to do so, and have designs assessed by EASA as being compliant with the appropriate design standard. The slightly ‘lighter touch’ should mean that it’s a little easier and cheaper for new companies and designs to get approved.

 An interesting result of the consultation process has been to highlight the community’s desire to see a light aircraft approval system that more closely resembles the US SLSA system, and EASA have committed to starting a task by the end of the year to look into this.

                                                                                         Carlos Trigo (*)

                                                                                        EFLEVA VP Light

 (*) based on a document by Jon Viner

 


 

 

Safety Regulation Group

 

 AIRWORTHINESS COMMUNICATION OF CIVIL AVIATION AUTHORITY

 

 2010/11

 

 www.caa.co.uk/docs/33/AIRCOM2010_11V2.pdf

 


 

 

LAMA-EU founded April, 2010                               

 

by Barry Plumb

 

 

 

Mission to Represent the Industry to Government, and Other Entities

 

FRIEDRICHSHAFEN, GERMANY - April 9, 2010

Today, in a closed meeting of 33 leading light aircraft manufacturers and two national producer organizations, LAMA-EU was founded as independent section of LAMA. In an unanimous decision, all attending manufacturers found it necessary to have an organization dedicated to this industry segment for lobbying and other purposes.

 

 "I am pleased to report we collected 35 signatures today as we launch LAMA-EU," reported Jan Fridrich, the leader of the session who was later appointed Secretary General of LAMA-EU.

 

 We had 33 manufacturers of light aircraft plus two manufacturers associations: U.N.I.C.A from Italy and AVSL from the Czech Republic. The new organization will work in close cooperation with LAMA in the USA to serve manufacturers of light aircraft that are active in European markets. The general aim of the LAMA-EU is to promote and protect Light-Sport Aircraft (LSA) using the U.S. LSA definition and ASTM Standards which may fall under European EASA ELA 1 process. On an international basis LAMA-EU will assist LAMA or LAMA affiliates in all other countries of the world to establish and maintain favorable rules for Light-Sport Aircraft. Presently 12 countries accept ASTM Standards for the certification of light aircraft, and more than 30 countries are evaluating the methods.

 

 For more info about LAMA-EU contact:

LAMA president Dan Johnson - This email address is being protected from spambots. You need JavaScript enabled to view it. - Tel: (USA+) 651-592-7565

 

 

Dear LSA Industry Professional

Please take this message very seriously!

 

 

FAA PLANS CHANGES TO SLSA CERTIFICATION

LAMA and LAMA Europe have some announcements of special interest to all 72 current producers of Special Light-Sport Aircraft and to any producer intending to certify a new Light-Sport Aircraft. FAA has communicated plans to change how SLSA are approved, and those plans represent a major change.

 

 Directly from FAA, “We are considering the following:  All LSA manufacturers, regardless of where they are located, will have to pass a compliance to consensus standards audit and a first production aircraft inspection for every LSA model they produce. Both the audit and inspection will be conducted by a specially trained cadre of FAA inspectors, not designees. Airworthiness certificates will not be issued until after both the audit and inspection are successfully completed.” Note the word “considering.” This is not yet actual policy, but it states clearly how the agency is thinking about their responsibilities.

 

 In the past, a manufacturer reviewed the ASTM standards. If all requirements were met, the producer declared their aircraft complied to all applicable ASTM standards. You manufactured your aircraft and sent it to your dealer or importer who then contacted a local Designated Airworthiness Representative (DAR). After the FAA-trained DAR examined the aircraft, an airworthiness certificate was issued and you could sell the aircraft to a customer. The paragraph above suggests this will be changing.

 

 

 FAA ASSESSMENT REPORT

The FAA assessment report is complete and has been distributed. This follows FAA’s visit to 30 companies involved with the sale of SLSA into the United States. Following those visits, FAA studied the results and have now published their “Light-Sport Aircraft Manufacturers Assessment (LSAMA).” For those receiving this by email, we attach a PDF file containing the entire report.

 

 

We urge you to read this report. (It is available only in English language.)

 

 

FAA PLANNED CHANGES (Additional Detail)

After FAA is ready with their revised plan, the agency proposes:  For any new SLSA, FAA will first request a full set of ASTM compliance documents which the agency will review. Following a successful review, presuming your documents precisely meet ASTM standards, FAA will plan an on-site visit to review your Quality Assurance program and will examine your process control among other things. FAA suggests that only after a successful review will the new SLSA be permitted for sale in the USA.

 

 FAA FINDINGS

 

As FAA reports in the “LSAMA,” FAA believes many companies are not in full compliance. Therefore, it is your best interest to review your compliance with ASTM standards. While FAA’s initial plan appears to be a review of any new SLSA, it is possible FAA will also review existing SLSA.

 

You must realize that any aircraft or company not found in 100% compliance will run some risk of having FAA stop deliveries of aircraft until full compliance is verified. If safety-of-flight is questioned, FAA could ground your current aircraft until remedies are found.

 

If you are 100% certain your LSA meet every ASTM requirement, then you have nothing to fear. However, if you declared compliance because you satisfy another certification standard or if you are aware that you do not 100% meet ASTM standards, you may have a major problem that could seriously affect your business.

 

 

 

LAMA CHECKLISTS AVAILABLE

 

LAMA can offer all LAMA members access to the LAMA checklist series covering six major standards. While you are required to do your own review to assure 100% compliance, the LAMA checklists can help you organize this effort. Online files (PDF) are available without cost to any current LAMA member. Printed copies of the entire six-booklet checklist series cost USD $150 per set which includes postage to an address you specify.

 

FULL COMPLIANCE IS NECESSARY!

 

LAMA (USA) and LAMA Europe urge you in the strongest possible language to make certain your aircraft and your company fully complies with all applicable ASTM standards. Failure to do so could seriously affect your business.

 

LAMA ASSISTANCE AVAILABLE

 

LAMA is ready to assist any manufacturer with qualified subcontractors who can help determine your compliance to ASTM standards. Subcontractor work is done for a fee to be negotiated between you and the subcontractor. LAMA is also ready to schedule an independent third-party oversight audit. A LAMA ASTM compliance audit is also a service for fee.

 

LAMA encourages all producers or importers to prepare for FAA review and LAMA is able to help with the checklist series or with a full audit.

 

Best regards,

 

Dan Johnson,

 

Chairman and President — LAMA (USA), and

 

Jan Fridrich,

 

Secretary General — LAMA Europe

 

 


 

 

EFLEVA “LIGHT Aircraft” Commission

 

Definition - For the purposes of EFLEVA

 

Light Aircraft includes the future European Light Sport category and aircraft covered by the ELA process of EASA

 

Terms of Reference

 

 
The EFLEVA Light Aircraft Commission covers all aspects of design, airworthiness, manufacture, ownership and operation of EFLEVA and European defined Light Aircraft.

 


 

 

The Commission will perform the following tasks

 

Communication with Members:

 

  • Identify, establish and maintain contact with national associations, which support designers, manufacturers, owners and operators of EFLEVA and European defined Light Aircraft in ECAC countries and encourage those associations not yet members to join EFLEVA.
  • In the absence of national associations establish contact with designers, constructors, manufacturers, owners and operators of EFLEVA and European defined Light Aircraft.
  • Communicate with national associations on the actions of EFLEVA in support of FLEVA definition Light Aircraft.
  • Issue Identification and Policy Development.
  • Identify current and potential issues impacting Light Aircraft and seek the facts and information related to these issues.
  • Record issues raised by national associations and integrate them appropriately in the Commission work.
  • Develop and advocate suitable policies and/or recommendations for EFLEVA, based on the facts and information available and the objectives of EFLEVA.

 

Communication with Third Parties:

 

  • Feed the EFLEVA communications plan and process with EFLEVA and European defined Light Aircraft related material.
  • Where relevant, communicate directly with all parties on Light Aircraft issues and policies.

 

Relationship with Organisations and Authorities:

 

  • Identify and establish contact with appropriate European organisations and authorities.
  • Make recommendations to the appropriate licensing authorities, namely EASA and National Aviation Authorities, respond to all their consultations, and propose all changes to current and future regulations concerning Light Aircraft.
  • Provide experts in the field of the Commission to assist in consultation, lobbying and negotiation and to support Europe Air Sports activities in the interests of EFLEVA.
  • Act to ensure a sensible and affordable operating environment for EFLEVA and European defined Light Aircraft.
  • Respond to requests for EFLEVA positions on Light Aircraft.

 

General:

 

  • Establish itself as a recognised authority on EFLEVA and European defined Light Aircraft design, manufacture, construction, ownership and operation.
  • Generally act in the best interests of EFLEVA and its members.
  •  

 

LSA Comparison

 
 

U.S.A.

Europe

 

Light Sport Aircraft

Light Sport Aeroplane

 

                                              NO helicopters

 

Gyroplanes, Weightshift, Paramotor, Lighter-than-Air (Balloons and Airships)

only Aeroplanes

 

                                  MTOM < 1320 lbs / 600kg

 

Vs1 < 45 kt

Vs0 < 45kt

 

Vmax < 120 kt

no Vmax limitation

 

                                  Maximum 2 Seat, including Pilot

 

single, reciprocating Engine

single, non-turbine Engine

 

fixed or ground-adjustable Propeller

any Propeller

 

fixed-pitch 2-blade Rotor

n/a

 

                                       non-pressurised Cabin

 

fixed Landing Gear

any Landing Gear

 

                            ASTM International standard F2245

 

Experimental LSA

n/a

 
     

 

 “The CAA from the UK has issued, in 24/08/2010, the following Aircom (Airworthiness Communication) regarding LSAircraft, which although being particular to the UK, may be useful to other National Aviation Authorities and National Light Aircraft associations”

 

 

 

www.caa.co.uk/docs/33/AIRCOM2010_11V2.pdf