Any idea if an Easa cs-lsa could be certified for ifr under certain circumstances (we already established that night-vfr is possible under cs-lsa)?
I heard that the RV6A stall behaviour, shown in this video, would not meet certification requirements
would not meet certification requirements
Nothing on that plane meets any certification standards, except for some pieces and details here and there through coincidence. It was never meant to be certified, it wasn’t designed to be certified, they aren’t buildt to be certified.
Why continue with this nonsense?
LeSving wrote:
The CS-LSA is just a modification of the ASTM standard for the US LSA.
Did I understandard it correctly that all these things are behind a paywall?
Or is there a site I can read them for free?
Industry standards are very seldom for free, but if you Google around a bit ? However, lots of info in the CS-LSA itself. CS-LSA have no speed limit like the US. CS-LSA can have variable prop and retracts etc. But, CS-LSA cannot be used for aerobatics, unless another oddball regulation say you can nonetheless? Like it does with VFR night. Also, the engine can be according to CS-E or CS-22, on which you can read further on the EASA web page.
Anybody knows what RTC (restricted) designation on some CS-lsa means exactly? Is it to allow for some non-certified parts or avionics? Can that be still compatible with the nvfr certification?
Was that stall video really showing unacceptable stall behaviour for a certified aircraft?
Maoraigh wrote:
Was that stall video really showing unacceptable stall behaviour for a certified aircraft?
If anything it will be one landing/takeoff configs?
In the air that behaviour is far more acceptable than load of GA aircrafts flying around today 
Maoraigh wrote:
Was that stall video really showing unacceptable stall behaviour for a certified aircraft?
I also didn’t think it looked very dangerous. Certainly no worse than some certified aerobatic aircraft.
