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AVN100(at)AOL.COM
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 Posted: Wed Feb 04, 2009 5:57 am Post subject: ELSA = KISS (Keep It Simple Stupid) |
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Since Arion has never considered my suggestions "helpful" I'll go ahead and post this ELSA build manual comment to group. Earlier, I was critical of Arion for failing to obtain FAA 51% kit approval before the ax fell on extreme builder assist aircraft such as theirs typically is, but at the same time I suggested immediate pursuit of the comparatively slam dunk ELSA by building the single required SLSA and then a hilariously simple ELSA "kit" version. It is encouraging to see they have begun the process, but discouraging to hear it sounds like they are simply repackaging the full kit amateur build version while squandering the ELSA opportunity (which not only has no 51% requirement but more like a formal 1% owner participation requirement - typically 10% in industry practice thusfar).
I get this impression from Nick's misstatement that "In order to sell E-LSA Lightning we MUST have a very detailed ASTM compliant build manual so a builder could in detail re-produce the original aircraft." Horse puckey. If Arion wants to meet the demand for affordable high performance LSA (there are plenty of affordable 60 knot V-sub-h two seat former Fat-UL on the market), ELSA is the way to go and has multiple advantages with essentially only the "generating revenue for owner" disadvantage. In all its regulations, FAA regulatory requirements for craft and crew skyrocket when the innocent public pays money to get on board. Offering a personal use ELSA with a simplified build manual and minimal assembly required (and that at an unsophisticated "all thumbs" level) is the ticket to these advantages (from EAA, other sources, and my own bias) over SLSA and Amateur Built. For Arion, a major advantage to ELSA over SLSA is their carrying a fraction of the liability burden in either company premiums or adverse court verdicts: the builder must have screwed something up and the builder declared it airworthy, not us.
Advantages to owners include:
| Quote: | 1) Maintenance and annual condition inspection on an SLSA requires either A&P or owner attends 120 hour course. For ELSA, anyone can repair or modify and the owner can get an LSRI to do her own annuals with a 16 hour course.
2) Same as SLSA: if manufacturer approves and design, and equipment allow, it can be flown aerobatically (Lightning could be first LSA with that distinction although a future Cub-clone is also planning it and may get to market first) and (by private pilot or above) at night and IFR.
3) For an SLSA, any modification, including installation of new avionics, must be approved by the aircraft manufacturer. For an ELSA, you are free to modify the aircraft as you see fit and with unapproved components. Not implying dangerous, just less expensive without TSO certification costs..
4) Phase one ELSA test is five hours vs forty for Amateur Built.
5) Resale value for ELSA will be much higher than same aircraft Amateur Built because owner can do maintenance (and, with LSRI, annuals) plus buyer has confidence 90% (typically) was factory built and quality-controlled on ELSA versus (theoretically but again builder assist program ethics and practices coming under scrutiny) 49% or less with EAB. On the other hand, SLSA will have the highest resale value of the three because they are 100% factory built, must be professionally maintained and can generate training/towing revenue.
6) And my personal favorite advantage on an aircraft as gorgeous as Lightning: ELSA N numbers must be 3 inches high, SLSA 12 inches.
===================
PS It appears from owner site reports that, in fact, marketing fraud champion CZAW in Kunovice did go tits up and the SLSA Sport Cruiser (comparable in looks and Vh to Lightning LSA version but stuck with Rotax and weaker airframe) is being manufactured and sold by the bankruptcy victors: Slavia Capital.of Prague.
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info(at)flylightning.net
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| Posted: Wed Feb 04, 2009 7:11 am Post subject: ELSA = KISS (Keep It Simple Stupid) |
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I know that in earlier post AVN100 made it clear how we stuck it to him about his blogs here. It is easy to see why, I do not believe he actually know what he is talking about. ASTM standards do specify the need for a detailed build manual to insure that the aircraft being produced as the ELSA version of the SLSA aircraft must in fact be built as an exact duplicate. There is no room for your own inventions and add ons, period. The aircraft must be built with approved options and those options installed per the original SLSA certificate. Same with avionics, only approved avionics ( not necessarily TSO just ones approved by Arion Aircraft, LLC) can be installed and again they must be installed as we dictate to insure that they are not installed in a manner which would cause non-compliance with the applicable standard. Yes we could easily approve something a builder might want to do but the long story short is the aircraft was shown to be compliant in a given configuration and therefore must remain in that configuration to be compliant. That is why you as the manufacturer of an EAB can change it because you say if it complies. We as the manufacture of the original SLSA state the compliance configuration and you as the builder of the ELSA must build it the same way to be in compliance. This is exactly why you can get away with building a 90% ELSA and circumvent the EAB rule; there are stipulations which are in fact different. SO yes we are working the SLSA lightning, with the intention of selling ELSA Lightning’s only for the time being. I am not sure what opportunity was squandered here by Arion Aircraft, LLC .The only opportunity squandered appears to be yours, to post something that actually pertains to the build manual.
Nick Otterback
Arion Aircraft, LLC
Note: that is my full name and yes I do put it at the bottom of my posts…did you?
From: owner-lightning-list-server(at)matronics.com [mailto:owner-lightning-list-server(at)matronics.com] On Behalf Of AVN100(at)aol.com
Sent: Wednesday, February 04, 2009 7:57 AM
To: lightning-list(at)matronics.com
Subject: ELSA = KISS (Keep It Simple Stupid)
Since Arion has never considered my suggestions "helpful" I'll go ahead and post this ELSA build manual comment to group. Earlier, I was critical of Arion for failing to obtain FAA 51% kit approval before the ax fell on extreme builder assist aircraft such as theirs typically is, but at the same time I suggested immediate pursuit of the comparatively slam dunk ELSA by building the single required SLSA and then a hilariously simple ELSA "kit" version. It is encouraging to see they have begun the process, but discouraging to hear it sounds like they are simply repackaging the full kit amateur build version while squandering the ELSA opportunity (which not only has no 51% requirement but more like a formal 1% owner participation requirement - typically 10% in industry practice thusfar).
I get this impression from Nick's misstatement that "In order to sell E-LSA Lightning we MUST have a very detailed ASTM compliant build manual so a builder could in detail re-produce the original aircraft." Horse puckey. If Arion wants to meet the demand for affordable high performance LSA (there are plenty of affordable 60 knot V-sub-h two seat former Fat-UL on the market), ELSA is the way to go and has multiple advantages with essentially only the "generating revenue for owner" disadvantage. In all its regulations, FAA regulatory requirements for craft and crew skyrocket when the innocent public pays money to get on board. Offering a personal use ELSA with a simplified build manual and minimal assembly required (and that at an unsophisticated "all thumbs" level) is the ticket to these advantages (from EAA, other sources, and my own bias) over SLSA and Amateur Built. For Arion, a major advantage to ELSA over SLSA is their carrying a fraction of the liability burden in either company premiums or adverse court verdicts: the builder must have screwed something up and the builder declared it airworthy, not us.
Advantages to owners include:
| Quote: |
1) Maintenance and annual condition inspection on an SLSA requires either A&P or owner attends 120 hour course. For ELSA, anyone can repair or modify and the owner can get an LSRI to do her own annuals with a 16 hour course.
2) Same as SLSA: if manufacturer approves and design, and equipment allow, it can be flown aerobatically (Lightning could be first LSA with that distinction although a future Cub-clone is also planning it and may get to market first) and (by private pilot or above) at night and IFR.
3) For an SLSA, any modification, including installation of new avionics, must be approved by the aircraft manufacturer. For an ELSA, you are free to modify the aircraft as you see fit and with unapproved components. Not implying dangerous, just less expensive without TSO certification costs..
4) Phase one ELSA test is five hours vs forty for Amateur Built.
5) Resale value for ELSA will be much higher than same aircraft Amateur Built because owner can do maintenance (and, with LSRI, annuals) plus buyer has confidence 90% (typically) was factory built and quality-controlled on ELSA versus (theoretically but again builder assist program ethics and practices coming under scrutiny) 49% or less with EAB. On the other hand, SLSA will have the highest resale value of the three because they are 100% factory built, must be professionally maintained and can generate training/towing revenue.
6) And my personal favorite advantage on an aircraft as gorgeous as Lightning: ELSA N numbers must be 3 inches high, SLSA 12 inches.
===================
PS It appears from owner site reports that, in fact, marketing fraud champion CZAW in Kunovice did go tits up and the SLSA Sport Cruiser (comparable in looks and Vh to Lightning LSA version but stuck with Rotax and weaker airframe) is being manufactured and sold by the bankruptcy victors: Slavia Capital.of Prague.
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wampam
Joined: 20 Oct 2008
Posts: 49
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| Posted: Wed Feb 04, 2009 7:18 am Post subject: ELSA = KISS (Keep It Simple Stupid) |
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Easy for AVN100 to make these comments when there is nothing for him to loose.
Walt Mefford
N881WP
From: owner-lightning-list-server(at)matronics.com [mailto:owner-lightning-list-server(at)matronics.com] On Behalf Of flylightning
Sent: Wednesday, February 04, 2009 7:07 AM
To: lightning-list(at)matronics.com
Subject: RE: ELSA = KISS (Keep It Simple Stupid)
I know that in earlier post AVN100 made it clear how we stuck it to him about his blogs here. It is easy to see why, I do not believe he actually know what he is talking about. ASTM standards do specify the need for a detailed build manual to insure that the aircraft being produced as the ELSA version of the SLSA aircraft must in fact be built as an exact duplicate. There is no room for your own inventions and add ons, period. The aircraft must be built with approved options and those options installed per the original SLSA certificate. Same with avionics, only approved avionics ( not necessarily TSO just ones approved by Arion Aircraft, LLC) can be installed and again they must be installed as we dictate to insure that they are not installed in a manner which would cause non-compliance with the applicable standard. Yes we could easily approve something a builder might want to do but the long story short is the aircraft was shown to be compliant in a given configuration and therefore must remain in that configuration to be compliant. That is why you as the manufacturer of an EAB can change it because you say if it complies. We as the manufacture of the original SLSA state the compliance configuration and you as the builder of the ELSA must build it the same way to be in compliance. This is exactly why you can get away with building a 90% ELSA and circumvent the EAB rule; there are stipulations which are in fact different. SO yes we are working the SLSA lightning, with the intention of selling ELSA Lightning’s only for the time being. I am not sure what opportunity was squandered here by Arion Aircraft, LLC .The only opportunity squandered appears to be yours, to post something that actually pertains to the build manual.
Nick Otterback
Arion Aircraft, LLC
Note: that is my full name and yes I do put it at the bottom of my posts…did you?
From: owner-lightning-list-server(at)matronics.com [mailto:owner-lightning-list-server(at)matronics.com] On Behalf Of AVN100(at)aol.com
Sent: Wednesday, February 04, 2009 7:57 AM
To: lightning-list(at)matronics.com
Subject: ELSA = KISS (Keep It Simple Stupid)
Since Arion has never considered my suggestions "helpful" I'll go ahead and post this ELSA build manual comment to group. Earlier, I was critical of Arion for failing to obtain FAA 51% kit approval before the ax fell on extreme builder assist aircraft such as theirs typically is, but at the same time I suggested immediate pursuit of the comparatively slam dunk ELSA by building the single required SLSA and then a hilariously simple ELSA "kit" version. It is encouraging to see they have begun the process, but discouraging to hear it sounds like they are simply repackaging the full kit amateur build version while squandering the ELSA opportunity (which not only has no 51% requirement but more like a formal 1% owner participation requirement - typically 10% in industry practice thusfar).
I get this impression from Nick's misstatement that "In order to sell E-LSA Lightning we MUST have a very detailed ASTM compliant build manual so a builder could in detail re-produce the original aircraft." Horse puckey. If Arion wants to meet the demand for affordable high performance LSA (there are plenty of affordable 60 knot V-sub-h two seat former Fat-UL on the market), ELSA is the way to go and has multiple advantages with essentially only the "generating revenue for owner" disadvantage. In all its regulations, FAA regulatory requirements for craft and crew skyrocket when the innocent public pays money to get on board. Offering a personal use ELSA with a simplified build manual and minimal assembly required (and that at an unsophisticated "all thumbs" level) is the ticket to these advantages (from EAA, other sources, and my own bias) over SLSA and Amateur Built. For Arion, a major advantage to ELSA over SLSA is their carrying a fraction of the liability burden in either company premiums or adverse court verdicts: the builder must have screwed something up and the builder declared it airworthy, not us.
Advantages to owners include:
| Quote: |
1) Maintenance and annual condition inspection on an SLSA requires either A&P or owner attends 120 hour course. For ELSA, anyone can repair or modify and the owner can get an LSRI to do her own annuals with a 16 hour course.
2) Same as SLSA: if manufacturer approves and design, and equipment allow, it can be flown aerobatically (Lightning could be first LSA with that distinction although a future Cub-clone is also planning it and may get to market first) and (by private pilot or above) at night and IFR.
3) For an SLSA, any modification, including installation of new avionics, must be approved by the aircraft manufacturer. For an ELSA, you are free to modify the aircraft as you see fit and with unapproved components. Not implying dangerous, just less expensive without TSO certification costs..
4) Phase one ELSA test is five hours vs forty for Amateur Built.
5) Resale value for ELSA will be much higher than same aircraft Amateur Built because owner can do maintenance (and, with LSRI, annuals) plus buyer has confidence 90% (typically) was factory built and quality-controlled on ELSA versus (theoretically but again builder assist program ethics and practices coming under scrutiny) 49% or less with EAB. On the other hand, SLSA will have the highest resale value of the three because they are 100% factory built, must be professionally maintained and can generate training/towing revenue.
6) And my personal favorite advantage on an aircraft as gorgeous as Lightning: ELSA N numbers must be 3 inches high, SLSA 12 inches.
===================
PS It appears from owner site reports that, in fact, marketing fraud champion CZAW in Kunovice did go tits up and the SLSA Sport Cruiser (comparable in looks and Vh to Lightning LSA version but stuck with Rotax and weaker airframe) is being manufactured and sold by the bankruptcy victors: Slavia Capital.of Prague.
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pete(at)flylightning.net
Guest
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| Posted: Wed Feb 04, 2009 7:40 am Post subject: ELSA = KISS (Keep It Simple Stupid) |
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Arion has not put much effort into your suggestions because you are often off the mark in your understanding of Lightning and your understanding of the requirements for LSA aircraft.
Gaining a S-LSA certification is certainly no “slam dunk” unless you are the type of person that really does not care about complying to the FAA requirements and are willing to put out a product that has questionable testing or insufficient documentation. If a company producing an LSA has a test and compliance document that has fewer than 2000 pages it has not really done the job. Arion Aircraft is going to do it right and your suggestion that we should short cut the process to make it a “slam dunk” is offensive to us.
If you had read ASTM F-2563 you would know that a full and complete and highly detailed manual is required to be delivered with each aircraft kit intended for kit built E-LSA certification. We as manufacturers must sign a notarized statement that our manual complies with ASTM F-2563. You state that it is “horse puckey” that we have to do that. Perhaps your integrity level is so low that you would sign that document when you don’t have a compliant manual but no one at Arion Aircraft will sign it unless we actually comply.
An E-LSA aircraft built from a kit must be constructed and equipped exactly the way the kit manufacturer specifies. It is true that once the E-LSA certification is achieved a builder can modify his aircraft in any way he wants as long as he can document that it still meets the LSA requirements which includes compliance to all ASTM standards. The builder would have to sign a new FAA form 8130-15 attesting to the compliance to the FAA rule and ASTM standards. There would have to be documentation proving that the changed aircraft still complies with F2245, F2339, and others.
Finally, you seem to want to use this forum to throw darts at CZAW and Sport Cruiser. We really don’t care and if you are as far off the mark with those comments as you are on the LSA certification process then we should ignore them here and urge you to take those comments to the Sport Cruiser group (assuming one exists)
Pete Krotje
Jabiru USA Sport Aircraft, LLC
931-680-2800
www.usjabiru.com
From: owner-lightning-list-server(at)matronics.com [mailto:owner-lightning-list-server(at)matronics.com] On Behalf Of AVN100(at)aol.com
Sent: Wednesday, February 04, 2009 7:57 AM
To: lightning-list(at)matronics.com
Subject: ELSA = KISS (Keep It Simple Stupid)
Since Arion has never considered my suggestions "helpful" I'll go ahead and post this ELSA build manual comment to group. Earlier, I was critical of Arion for failing to obtain FAA 51% kit approval before the ax fell on extreme builder assist aircraft such as theirs typically is, but at the same time I suggested immediate pursuit of the comparatively slam dunk ELSA by building the single required SLSA and then a hilariously simple ELSA "kit" version. It is encouraging to see they have begun the process, but discouraging to hear it sounds like they are simply repackaging the full kit amateur build version while squandering the ELSA opportunity (which not only has no 51% requirement but more like a formal 1% owner participation requirement - typically 10% in industry practice thusfar).
I get this impression from Nick's misstatement that "In order to sell E-LSA Lightning we MUST have a very detailed ASTM compliant build manual so a builder could in detail re-produce the original aircraft." Horse puckey. If Arion wants to meet the demand for affordable high performance LSA (there are plenty of affordable 60 knot V-sub-h two seat former Fat-UL on the market), ELSA is the way to go and has multiple advantages with essentially only the "generating revenue for owner" disadvantage. In all its regulations, FAA regulatory requirements for craft and crew skyrocket when the innocent public pays money to get on board. Offering a personal use ELSA with a simplified build manual and minimal assembly required (and that at an unsophisticated "all thumbs" level) is the ticket to these advantages (from EAA, other sources, and my own bias) over SLSA and Amateur Built. For Arion, a major advantage to ELSA over SLSA is their carrying a fraction of the liability burden in either company premiums or adverse court verdicts: the builder must have screwed something up and the builder declared it airworthy, not us.
Advantages to owners include:
| Quote: |
1) Maintenance and annual condition inspection on an SLSA requires either A&P or owner attends 120 hour course. For ELSA, anyone can repair or modify and the owner can get an LSRI to do her own annuals with a 16 hour course.
2) Same as SLSA: if manufacturer approves and design, and equipment allow, it can be flown aerobatically (Lightning could be first LSA with that distinction although a future Cub-clone is also planning it and may get to market first) and (by private pilot or above) at night and IFR.
3) For an SLSA, any modification, including installation of new avionics, must be approved by the aircraft manufacturer. For an ELSA, you are free to modify the aircraft as you see fit and with unapproved components. Not implying dangerous, just less expensive without TSO certification costs..
4) Phase one ELSA test is five hours vs forty for Amateur Built.
5) Resale value for ELSA will be much higher than same aircraft Amateur Built because owner can do maintenance (and, with LSRI, annuals) plus buyer has confidence 90% (typically) was factory built and quality-controlled on ELSA versus (theoretically but again builder assist program ethics and practices coming under scrutiny) 49% or less with EAB. On the other hand, SLSA will have the highest resale value of the three because they are 100% factory built, must be professionally maintained and can generate training/towing revenue.
6) And my personal favorite advantage on an aircraft as gorgeous as Lightning: ELSA N numbers must be 3 inches high, SLSA 12 inches.
===================
PS It appears from owner site reports that, in fact, marketing fraud champion CZAW in Kunovice did go tits up and the SLSA Sport Cruiser (comparable in looks and Vh to Lightning LSA version but stuck with Rotax and weaker airframe) is being manufactured and sold by the bankruptcy victors: Slavia Capital.of Prague.
|
Great Deals on Dell Laptops. Starting at $499. | Quote: | | http://www.matronics.com/Navigator?Lightning-List |
0123456789
[quote][b]
| | - The Matronics Lightning-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?Lightning-List |
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fly.lightning(at)gmail.co
Guest
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| Posted: Wed Feb 04, 2009 8:34 am Post subject: ELSA = KISS (Keep It Simple Stupid) |
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For that matter, he won't even identify himself.
It's easy to snipe anonymously. I don't
understand it - maybe it gives him the feeling he
can say anything he wants, right or wrong, and
never have to answer for the accuracy of his
writing.
I suspect he gets off on needling people. It
would be a disadvantage if his targets knew his
name.
Hugh Sontag
| Quote: | Easy for AVN100 to make these comments when there is nothing for him to loose.
Walt Mefford
N881WP
From: owner-lightning-list-server(at)matronics.com
[mailto:owner-lightning-list-server(at)matronics.com]
On Behalf Of flylightning
Sent: Wednesday, February 04, 2009 7:07 AM
To: lightning-list(at)matronics.com
Subject: RE: ELSA = KISS (Keep It Simple Stupid)
I know that in earlier post AVN100 made it clear
how we stuck it to him about his blogs here. It
is easy to see why, I do not believe he actually
know what he is talking about. ASTM standards
do specify the need for a detailed build manual
to insure that the aircraft being produced as
the ELSA version of the SLSA aircraft must in
fact be built as an exact duplicate. There is no
room for your own inventions and add ons,
period. The aircraft must be built with approved
options and those options installed per the
original SLSA certificate. Same with avionics,
only approved avionics ( not necessarily TSO
just ones approved by Arion Aircraft, LLC) can
be installed and again they must be installed as
we dictate to insure that they are not installed
in a manner which would cause non-compliance
with the applicable standard. Yes we could
easily approve something a builder might want to
do but the long story short is the aircraft was
shown to be compliant in a given configuration
and therefore must remain in that configuration
to be compliant. That is why you as the
manufacturer of an EAB can change it because you
say if it complies. We as the manufacture of the
original SLSA state the compliance configuration
and you as the builder of the ELSA must build it
the same way to be in compliance. This is
exactly why you can get away with building a 90%
ELSA and circumvent the EAB rule; there are
stipulations which are in fact different. SO yes
we are working the SLSA lightning, with the
intention of selling ELSA Lightning's only for
the time being. I am not sure what opportunity
was squandered here by Arion Aircraft, LLC .The
only opportunity squandered appears to be yours,
to post something that actually pertains to the
build manual.
Nick Otterback
Arion Aircraft, LLC
Note: that is my full name and yes I do put it
at the bottom of my postsdid you?
From: owner-lightning-list-server(at)matronics.com
[mailto:owner-lightning-list-server(at)matronics.com]
On Behalf Of AVN100(at)aol.com
Sent: Wednesday, February 04, 2009 7:57 AM
To: lightning-list(at)matronics.com
Subject: ELSA = KISS (Keep It Simple Stupid)
Since Arion has never considered my suggestions
"helpful" I'll go ahead and post this ELSA build
manual comment to group. Earlier, I was
critical of Arion for failing to obtain FAA 51%
kit approval before the ax fell on extreme
builder assist aircraft such as theirs typically
is, but at the same time I suggested immediate
pursuit of the comparatively slam dunk ELSA by
building the single required SLSA and then a
hilariously simple ELSA "kit" version. It is
encouraging to see they have begun the
process, but discouraging to hear it sounds like
they are simply repackaging the full kit amateur
build version while squandering the ELSA
opportunity (which not only has no 51%
requirement but more like a formal 1% owner
participation requirement - typically 10% in
industry practice thusfar).
I get this impression from Nick's misstatement
that "In order to sell E-LSA Lightning we MUST
have a very detailed ASTM compliant build manual
so a builder could in detail re-produce the
original aircraft." Horse puckey. If Arion
wants to meet the demand for affordable high
performance LSA (there are plenty of affordable
60 knot V-sub-h two seat former Fat-UL on the
market), ELSA is the way to go and has multiple
advantages with essentially only the "generating
revenue for owner" disadvantage. In all its
regulations, FAA regulatory requirements for
craft and crew skyrocket when the innocent
public pays money to get on board. Offering a
personal use ELSA with a simplified build manual
and minimal assembly required (and that at an
unsophisticated "all thumbs" level) is the
ticket to these advantages (from EAA, other
sources, and my own bias) over SLSA and Amateur
Built. For Arion, a major advantage to ELSA
over SLSA is their carrying a fraction of the
liability burden in either company premiums or
adverse court verdicts: the builder must have
screwed something up and the builder declared it
airworthy, not us.
Advantages to owners include:
1) Maintenance and annual condition inspection
on an SLSA requires either A&P or owner attends
120 hour course. For ELSA, anyone can repair or
modify and the owner can get an LSRI to do her
own annuals with a 16 hour course.
2) Same as SLSA: if manufacturer approves and
design, and equipment allow, it can be flown
aerobatically (Lightning could be first LSA with
that distinction although a future Cub-clone is
also planning it and may get to market first)
and (by private pilot or above) at night and IFR.
3) For an SLSA, any modification, including
installation of new avionics, must be approved
by the aircraft manufacturer. For an ELSA, you
are free to modify the aircraft as you see fit
and with unapproved components. Not implying
dangerous, just less expensive without TSO
certification costs..
4) Phase one ELSA test is five hours vs forty for Amateur Built.
5) Resale value for ELSA will be much higher
than same aircraft Amateur Built because owner
can do maintenance (and, with LSRI, annuals)
plus buyer has confidence 90% (typically) was
factory built and quality-controlled on
ELSA versus (theoretically but again builder
assist program ethics and practices coming under
scrutiny) 49% or less with EAB. On the other
hand, SLSA will have the highest resale value of
the three because they are 100% factory built,
must be professionally maintained and can
generate training/towing revenue.
6) And my personal favorite advantage on an
aircraft as gorgeous as Lightning: ELSA N
numbers must be 3 inches high, SLSA 12 inches.
===================
PS It appears from owner site reports that, in
fact, marketing fraud champion CZAW in Kunovice
did go tits up and the SLSA Sport Cruiser
(comparable in looks and Vh to Lightning LSA
version but stuck with Rotax and weaker
airframe) is being manufactured and sold by the
bankruptcy victors: Slavia Capital.of Prague.
<http://ad.doubleclick.net/clk;211531132;33070124;e>Great
Deals on Dell Laptops. Starting at $499.
http://www.matronics.com/Navigator?Lightning-List
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