| Lawrence Aviation
Services LLC |
|
| 100
hour Inspection |
Special Light Sport
Aircraft (S-LSA) only, (Airplane, Weight Shift, and Glider) |
| Annual
Inspection |
S-LSA and Experimental Light Sport Aircraft (E-LSA), (Airplane, Weight Shift, and Glider) |
| Pre-Buy
Inspection |
S-LSA, E-LSA, and some
Experimental |
| Propellers |
Pitch Calculation and
Adjustment |
| Weight
& Balance |
S-LSA, E-LSA, and some Experimental |
| Inspection
(Annual and 100 Hour) |
- Airplane and Motor
Glider: $600 plus 1st time set-up fee of $150. - Weight Shift: $350 plus 1st time set-up fee of $75. - Shop Rate applies to work outside of that required for the inspection. - Parts Cost - Mileage (if required) |
| Pre-buy
Inspection |
- Airplane and Motor
Glider: $400 - Weight Shift: $300 - Mileage |
| Shop
Rate |
$65 / hour |
| Mileage |
$0.50 / mile, to/from |
| Parts |
Cost & Shipping
(no mark-up) |
| S-LSA |
If you own a S-LSA
then there is only one way
it can be modified in any way
and that would be via a Letter of Authorization from the
Manufacturer. Don't
let an A&P mechanic tell you otherwise. Light Sport Aircraft
are
built to ASTM consensus standards which are different from the
standards for aircraft with a Standard Airworthiness Certificate.
If
you or someone else has modified your S-LSA without a LoA then it can
not
be inspected for return to service. One of three things must
happen:
1) undo the modification, 2) obtain a LoA (which is very difficult), or
3) convert your SLSA to ELSA. If you need a LoA, I can try to get
that for you. |
| Rotax
Engines |
Follow
the manual. Do not substitute. Do not deviate. Do not
let any
mechanic tell you otherwise. Rotax engines have been destroyed by
mechanics who treat them like a Continental or Lycoming. |
| Inspection
Sign Off |
Wording must be per
your manufacturer's statement in the Operating Limitations. A LSA
can not
be called "airworthy". To use the inspection sign off for a
Standard aircraft can result in a significant fine and license
suspension. The owner is ultimately responsible for the paperwork. |
| DIY |
I have taken the time
and paid the cost to be able to inspect and maintain your LSA.
However, you can do it yourself. If you own an E-LSA, take the
weekend course and do your own inspections and maintenance. If
you own a S-LSA, you might find it advantageous to convert it to E-LSA
and DIY. |
| Maintenance
Induced Failure |
The NTSB has
determined that about 25% of aircraft accidents are machine-caused, and
about half of those are maintenance induced, (MIF). 12% of all aircraft accidents are caused by aircraft maintenance! This does not include the a large but unknown figure for MIFs that do not result in an accident but rather an irate pilot returing his aircraft to a shop. With this in mind, why perform maintenance that is not required. Manufacturer recommended, or even manufacturer 'required' maintenance, is not required. This includes TBO! If it is not broken, don't fix it, but prove it is safe for use by inspection. The authority for making these statements comes from the FAA. Here is a quote from FAA Legal. "As a general proposition, manufacturer's maintenance manuals, service bulletins, and inspection programs (with limited exceptions not pertinent here) are not FAA-approved and are not mandatory; nor are subsequently issued changes to maintenance manuals or inspection programs." See Letters by FAA Legal: |