LSA legislative differences

[Aviatorman]

Hey all,

Just a quick question, what are the differences in legislation for the modification of LSA - Light support aircraft under the CAA in the UK in contrast to the standard LA - Light aircraft.

The modification is concerning the change to suit flight capabilities for those of the disabled public getting into aviation.

My appreciation in advance,

Many Regards.

[Genghis the Engineer]

From a certification viewpoint, neither category exists in the UK. You have eight categories in ascending levels of hard work to modify. These are...

1 amateur built microlights.
2 amateur built VLA category
3 type approved microlights
4 amateur built part 23 aeroplanes.
5 certified VLA category aeroplanes, annex II CofA
6 certified part 23 aeroplanes,annex II CofA
7 certified VLA category aeroplanes, EASA CofA
8 certified part 23 aeroplanes, EASA CofA



In practice no.s 1-4 will all be pretty straightforward through either BMAA or LAA, it is the certified aeroplanes that will be hard work, and if you are dealing with EASA near-impossible because they do not provide useful contact points or publish their working rules. (Mind you, nor do CAA, but they're all at Gatwick so it's reasonably easy to go and ask them directly).

There are various practices that are universal however; basically you need to demonstrate that the modifications you're making to the aeroplane comply with something called the "design code", which will vary between aircraft. This is the difficult bit since engineers who have a track record of providing this proof, and are acceptable to the various authorities, are very thin on the ground. It is wise to get such an engineer onside before you start even designing a modification, as it's generally much easier to design to comply with the design code, rather than modify something later. None of the various authorities are even faintly sympathetic to appeals to approve any modification, however worthy, if they don't comply with the design code.

If you want to drop me a PM, I may be able to provide some more detailed help - I'm one of those handful of engineers who can do this stuff and I have worked on quite a few disabled mods, and whilst normally I charge quite a lot of money for this sort of work, would normally regard disabled mods as an exception that I'd do pro-bono so long as I have the time available.

G

[mary meagher]

don't know about light aircraft mods, but we have a 2 seat glider and a solo glider that have hand controls for those whose feet don't cooperate....all properly approved modifications.

[Aviatorman]

Thank you for your response, if you possibly could divulge into your previously explained categories that would be fantastic.

I am looking to modify a light aircraft that can be used for disabled persons that is more cost effective than current aircraft.

The current aircraft provide setbacks in terms of approval for moderation so it is about finding the most suitable aircraft and i was informed aircraft under a so called light support aircraft category would suit.

Again thanks for your response,

Regards,

Josh

[Genghis the Engineer]

As I said, LSA doesn't exist in the UK - forget it for UK pilots for the next few years at least. It's an American concept, which gets talked about a lot in flying magazines, but has no force in British airworthiness. It might come along in a few years - but I would be surprised if it's more than a talking point for at-least the next 3 years.

Before I start writing a large essay: I could write a small book on the differences between those categories - could you expand upon what you're after - what sort of range of disabilities?, what sort of flying do they want to do?, does it include their learning to fly?, do they have existing qualifications?

G

[Aviatorman]

Primarily thank you for your swift response, and now I understand the categories of aircraft in the UK and the information held within is vast. Thus, in response to your previous questions I can currently provide the following answers.

The sort of flying can be classed as a taster of aviation, introducing students with no previous experience to aviation and flying them up until their first solo flight. Holding no previous experience, thus license.

As per the range of disabilities I will have to get back to you on that one, and I will do so ASAP. But I just wanted to tie up with information I currently held.

Again many thanks for you support,

Regards,

Josh

[Genghis the Engineer]

Thanks.

There are many options, but my strongest recommendation would be to suggest that you look at Type Approved microlights, ideally those which are administered by the BMAA (British Microlight Aircraft Association), who in my experience have the more user friendly airworthiness system and the greatest experience in the approval of "ability" modifications. "Type Approved" basically means that they can be used for commercial flying training. I'm assuming a preference for 3-axis controlled, because the control forces on a flexwing could be problematic for somebody with limited upper body strength and control.

There are quite a lot of aircraft types potentially available. I would personally discount most types that are at the highest end of the performance spectrum because these tend to be extremely tight on payload, and thus the spare mass available for adding modifications is very small. I would also discount types that aren't in current production, since manufacturer support is very helpful.

Suitable types would therefore include:

- Bantam B-22J
- Medway SLA Executive
- Thruster T600N
- Ikarus C42
- EV97 Eurostar (this is a bit iffy, nice aeroplane, but only limited spare payload).
- Thruster T600T

(Data sheets on all of these are available at this link).

BMAA's guidance on getting approval on modifications for disabled pilots is in this pdf document.


In my experience (which is fairly considerable, although a little rusty), the best approach to take is to get approval as soon as possible on a "standard wheelchair user" modification - basically one that assumes somebody has limited or no use of their legs but good upper body strength and control. Historically this covers a large proportion of disabled people who want to become pilots and with any luck a friendly, already qualified, wheelchair using pilot can be found to help with the design and approval work - possibly through BDFC.

However, only a large proportion, not all by any means. What's then appropriate is that as disabled pilots (or prospective pilots) "come on board" they sit in the aeroplane, and take an active roll (working with a competent design engineer, ideally one who is also a qualified pilot) in deciding for each pilot whether existing modifications will do the job, or whether new modifications are required.

Then it's a case of getting the mods approved by BMAA, and the pilot flying with any suitably qualified instructor.

G

[Jan Olieslagers]

You might wish to get in touch with Mssrs. Coddens at Baisy-Thy airfield EBBZ. ISTR they adapted an FK9 for a wheelchair user.

[this is my username]

You would also do well to speak to organisations such as the BDFA, ATPT and Aerobility who do this sort of thing already

[Aviatorman]

Response

I would like to say thank you for all of your responses, I have been a bit tied down with finals. However, I can now follow up the suggestions you have provided.

Thanks again,

Josh