What is an aeroplane?
SLMG is a national rating, TMG is a JAR-FCL rating.
As you have never flown a motor glider, your SLMG rating will be well out of date. So, either:
1. Do the differences training on whatever the aircraft is and fly it on your SEP Class Rating (althought the hours won't count towards SEP revalidation requirements.
2. Take a TMG Class Rating LST, add a TMG Class Rating to your licence and then keep [b]both[/i] SEP and TMG ratings valid by flying hours on either to count for both. See LASORS:
[i]If the licence contains both SEP (Land) and TMG ratings, revalidation requirements of both classes may be satisfied by completing the requirements in EITHER a TMG or a SEP (Land) aeroplane (or a combination of both).
As you have never flown a motor glider, your SLMG rating will be well out of date. So, either:
1. Do the differences training on whatever the aircraft is and fly it on your SEP Class Rating (althought the hours won't count towards SEP revalidation requirements.
2. Take a TMG Class Rating LST, add a TMG Class Rating to your licence and then keep [b]both[/i] SEP and TMG ratings valid by flying hours on either to count for both. See LASORS:
[i]If the licence contains both SEP (Land) and TMG ratings, revalidation requirements of both classes may be satisfied by completing the requirements in EITHER a TMG or a SEP (Land) aeroplane (or a combination of both).
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BEagle thanks for the reply.
I will probably go for your option (1)
I am not usually short of hours for SEP revalidation, so it would not matter if those in the motor glider did not count.
BUT, you say that the TMG is a JAA class rating.
As I only have a dear old 'for life' CAA PPL, I assume that I would have to pay a large cheque to the Belgrano to get a JAA PPL, just to have something to attach the TMG class rating to!
Thanks for clarifying all that for me - the advice system on this forum sure beats the CAA!
I will probably go for your option (1)
I am not usually short of hours for SEP revalidation, so it would not matter if those in the motor glider did not count.
BUT, you say that the TMG is a JAA class rating.
As I only have a dear old 'for life' CAA PPL, I assume that I would have to pay a large cheque to the Belgrano to get a JAA PPL, just to have something to attach the TMG class rating to!
Thanks for clarifying all that for me - the advice system on this forum sure beats the CAA!
Nope - absolutely no need to change your lifetime CAA PPL for a 5 year JAR-FCL PPL. Don't even consider it!
You can add a TMG rating to your current licence; on top of whatever the Examiner might charge, the CAA fee would be £70.
You can add a TMG rating to your current licence; on top of whatever the Examiner might charge, the CAA fee would be £70.
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Thanks for all your input.
Well according to G-INFO it's classed as a fixed-wing landplane. I'd already emailed the CAA on Sunday and by the time they get back to me they'll probably have decided it's a microlight. :
Well according to G-INFO it's classed as a fixed-wing landplane. I'd already emailed the CAA on Sunday and by the time they get back to me they'll probably have decided it's a microlight. :
To make it a microlight, you'd have to prove that the stalling speed, at MTOW, was below 35 kn CAS.
Given that there almost certainly is no such thing as an IAS.v.CAS curve in existence for a DR.9, and if there is, CAA PLD won't have a copy, I'm pretty certain that you're safe.
G
Given that there almost certainly is no such thing as an IAS.v.CAS curve in existence for a DR.9, and if there is, CAA PLD won't have a copy, I'm pretty certain that you're safe.
G
320kg does the job, the maximum MTOW for a single seat microlight is 300kg.
25 mph stall speed will almost certainly be indicated, not calibrated.
In my experience 36kg/m² probably means a stall speed around 35-40kn.
G
25 mph stall speed will almost certainly be indicated, not calibrated.
In my experience 36kg/m² probably means a stall speed around 35-40kn.
G
Last edited by Genghis the Engineer; 21st Sep 2005 at 14:24.
RTFP 2!
....or 390 kg for a single seat landplane for which an individual United Kingdom permit to fly or certificate of airworthiness was first in force prior to 1st January 2003.
....or 390 kg for a single seat landplane for which an individual United Kingdom permit to fly or certificate of airworthiness was first in force prior to 1st January 2003.
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And if you're quoting historical fact ... fact is that back then a D9 was not classed as a microlight. Wasn't then and it isn't now. Why try to confuse the issue further?
SS
SS
....or 390 kg for a single seat landplane for which an individual United Kingdom permit to fly or certificate of airworthiness was first in force prior to 1st January 2003.
G
