--- In Sport_Aircraft@yahoogroups.com, "apollonorthamerica"
<apollonorthamerica@...> wrote:
>
> _EVERY_ Rotax engine out there has an engine driven electrical system. Period.
Leads capped away, chopped off, epoxied shut ... doesn't matter. You can do what
you want but this is what the reality is and this is what will come down from
FAA in Oklahoma.
> Abid

Very true Abid and most of them don't have transponders. We fly within the Mode
C ring under the Class B airspace. I don't know of anyone with a 2-stroke single
seat that has a transponder. I know that I couldn't even think of putting one in
my 447-powered Firestar as I don't have the room to add one. Even if I could,
the gross weight limit for the aircraft would be exceeded. Requiring a
transponder would probably kill off the remaining LSA's that transitioned into
Sport Pilot. If this were enforced, most of us would strip the N-numbers, and go
back to flying as fat UL's. The FAA doesn't seem to be too concerned about
weight limits for 103 as long as it's a single seat ultralight.

Ralph


>
> --- In Sport_Aircraft@yahoogroups.com, "gmichaelhuffman" <sportaviation@>
wrote:
> >
> > Ah, yes, the debate starts once more. There was a long-running Internet
debate over these questions about four years ago when the light-sport program
began and now the points being brought up here are the same as then. I
hesitated to even bring up the subject for that reason.
> >
> > No matter what one's personal definition of an "engine-driven electrical
system" might be, the FAA Light-Sport office says the exemption does not apply
to any engine that has the capability of supplying electrical power, whether or
not it is hooked up.
> >
> > One more thing: someone asked about transponders in ultralights. The answer
is that FAR 91.215(b) applies to "aircraft" (by the official FAA definition).
An unlicensed ultralight under FAR 103 is not an aircraft; it is an "ultralight
vehicle" (by the official FAA definition). Therefore, 91.215(b) does not apply
to ultralights. FAR 103 prohibits operation of an ultralight within Class B
airspace, but not merely inside the Mode C ring. Thus, an ultralight with an
engine-driven electrical system would seem to be legal operating without a
transponder/encoder under the floor of the Class B inside the Mode C ring.
> >
> > Of course, as I said, all this is tempered by the real-world facts that
Approach Control often does not want to know about low-and-slow aircraft out
near the edges of the Mode C ring.
> >
> > Hope this helps!
> >
> > Mike
> >
> > G. Michael Huffman
> > FAA Designated Airworthiness Representative- AP, WS, & PP
> > Course Provider- ELSA Repairman- Inspection- AP, WS, & PP
> > Course Provider- LSA Maintenance & Inspection for A&Ps
> > SportAviationSpecialties dot com
> > 904-206-0522
> >
> > --- In Sport_Aircraft@yahoogroups.com, "r" <lightflyer@> wrote:
> > >
> > > --- In Sport_Aircraft@yahoogroups.com, "apollonorthamerica"
<apollonorthamerica@> wrote:
> > > >
> > > > Rotax 447 has an engine driven electrical system. Its has a lighting
coil comes with the engine and can be hooked up using a rectifier.
> > > > Abid
> > >
> > > Yes, you're right.
> > >
> > > On the Rotax 582 I had a regulator, battery, electric start, radio,
strobes, nav lights and GPS all powered by the lighting coils.
> > > That airplane had an engine driven electrical system.
> > >
> > > On my 377, the lighting coils were there but the leads remained capped and
stowed.
> > > That airplane didn't have an electrical system.
> > >
> >
>