Since the advent of the Light Sport rules in 2004, many have benefited from its versatility. Sadly, others believe it is limited by a lack of commercial opportunity, but to quote George Washington Carver, “Fall in love with the peanut and soon it will reveal all of its secrets to you.”
Many have built businesses around manufacturing and selling LSA aircraft, kits, engines and accessories; others have profited from publishing books and software about the rules and how to obtain the airman’s certificate. There are those who have found opportunities as flight instructors. These are all ways to turn a seemingly non-commercial set of rules into profits.
This peanut has revealed much to me in the form of the Light Sport Repairman with a Maintenance rating for Airplanes (LSRM-A). With 120 hours of training, a qualified person can perform maintenance and annual condition inspections on Special Light Sport Aircraft (S-LSA) and Experimental Light Sport Aircraft(E-LSA). As an LSRM, the holder of the certificate can maintain their aircraft and also perform such work for hire. The LSRM rules do not allow the holder to maintain or inspect Standard Category LSA-qualified aircraft like the Ercoupe 415C, Luscombe 8A or Piper J3 Cub. There is a 16-hour course that allows the holder of that privilege to perform condition inspections on their E-LSA; this is the Light Sport Repairman with an Inspection rating (LSRI). It does not qualify the holder to work as a repairman for hire or work on an S-LSA.
While attending EAA AirVenture a few years ago, I stopped at the Rainbow Aviation Services booth. I had recently read Carol and Brian Carpenter’s book, “Sport Pilot Airplane: A Complete Guide.” Their firm was offering the first FAA approved LSRM-A training program. Unfortunately, my work schedule would not allow me to attend the 120-hour course over three consecutive weeks. The Carpenters took my information and I grabbed a brochure. That spellbinding pamphlet shifted back and forth across my desk for months. Two years after our brief discussion, Carol telephoned. “Hi John… still interested in the 120-hour repairman course? I just received word from the FAA that we can offer it over three non-consecutive weeks?” I was impressed with the follow-up. My deposit was mailed the next morning.
I attended the first week of class in September in Oshkosh, Wisconsin, and then the second and third weeks in October and February in Corning, California. This gave me the unique opportunity to experience the course at the headquarters of both EAA and Rainbow Aviation Services.
My LSRM class included a diverse group. Included were a recent high school graduate starting a career; a Designated Pilot Examiner; a U.S. Air Force veteran of the Iraq war, currently employed by one of the new LSA aircraft companies; a circuit court judge running for re-election; the owner of an LSA manufacturing company; and several doctors of both the medical and research species. Experienced home builders, and general enthusiasts like me, rounded out the group.
All proved talented when it came to the work that brought us together. The cohort size is kept to about 12 people. Much of the work is done in teams, and pre-planning is done by the staff to match experienced people with those who are a bit greener. My mechanic experience was limited to a flivver project. I completed the ground up restoration of a 1930 Model A Ford 10 years earlier; however, no prior experience is needed to enter the program, not even a pilot certificate. Camaraderie formed quickly, everyone was eager to learn, and patience was the norm. No one was left behind.
While I worked toward the Airplane rating, Rainbow also offers this training for Weight Shift and Powered Parachute aircraft. Lighter-than-Air and Glider are future possibilities governed by the rule (FAA Order 8000.84A). An individual can earn any aircraft rating or a combination. The hours and cost would differ, but again, therein lays the versatility. The rating includes three Core modules and at least one Elective (choose one or more Airplane, Weight Shift, Powered Parachute). Each module includes a mix of lecture and hands-on practical experience.
Here is a brief view of the modules in the Airplane course, the minimum time required, and an abridged list of the elements:
Module 1 (Core) is a 16-hour Regulatory Maintenance Overview unit including elements on the ASTM consensus standards by which LSAs are certified, requirements of the rules governing LSRM, record keeping, and safety.
Module 2 (Core) is a 24-hour Airframe General unit including elements on hands-on weight and balance, performance of minor repairs and alterations, inspection of structures, and the electrical system.
Module 3 (Core) is a 45-hour Engine and Propeller unit including elements on 2 and 4-cycle engines, service and inspections, troubleshooting, propeller theory and maintenance, propeller repairs, electrical and mechanical engine instruments, and accessory removal and replacement.
Module 4 (Elective) is a 35-hour Airplane Class unit including elements on theory and operation of flight controls (remember there is no requirement to be a pilot in order to earn this certificate), aircraft rigging of flight controls, inspection, removal and recovering of cloth on wings and tail surfaces, removal and installation of the engine and accessories, trouble shooting and adjustment of carburetors and magnetos, composite materials and repairs.
While designed around light maintenance and inspections, the potential for broader privileges exist. Under the rules, an LSRM can take on heavy maintenance if they receive specific training and a Letter of Authorization from the manufacturer of the LSA aircraft. An LSRM can potentially do engine overhauls.
Rotax has audited the Rainbow course and after a student passes a Rotax specific comprehensive examination, a Service Specialty Certificate is issued to the LSRM-A graduate. Rotax determined that Rainbow properly prepares its graduates to perform line maintenance on the 912 line of engines. The Service Specialty and LSRM-A program are pre-requisites for Rotax Heavy Maintenance training and certification. Rainbow wants to ensure its program is robust and provides broader privilege potential.
Our textbooks consisted of specially prepared slides, the FAA’s Aircraft Inspection, Repair & Alterations: acceptable methods, techniques & practices (sic) – FAA AC 43.13-1B/2B, and various manufacturer and aircraft parts manuals. Supplemental material included EAA videos and FAA FAAST online courses completed as homework in the computer lab. All materials and textbooks used in the course are included in the tuition. You have the option of bringing some of your own hand tools. Carol and Brian act as a teaching team and their technical assistant, Jason Golden, provides practical advice on everything from looking up part numbers, to teaching proper wing stitching technique.
Both locations offered three settings – a classroom, a lab, and a hangar. Safety is emphasized at all times. Lectures and many workbook exercises are conducted in the classroom. Carol’s lectures center around regulations and jurisdiction, use of checklists, compliance with safety directives, aircraft type certification, tools, workshop safety, ASTM Consensus Standards, sound business practices, and record keeping. The exercises include continuous emphasis on finding current maintenance procedures for particular aircraft, compliance with manufacturer instructions and directives, and writing proper logbook entries.
Lab work includes setting up an online IACRA account and starting the 8610-2 rating application for issuance of the certificate by the FAA. In the bench lab, activities like safety wiring of carburetors and propeller hubs takes place. One exercise had the class measure, identify and find the part numbers for about 60 bolts, nuts, rivets and other hardware items. Emphasis was placed on accurate measurement and metal identification. Here we also analyzed the contents of oil filters using various chemical re-agents. Tube fitting, fastening and fabrication were practiced and we built out a pitot-static system with working instruments. Two lab projects involved fabricating complex aluminum parts from plans, which required calculations to ensure accurate cutting and bending. The metal brake was used to form the parts with the correct placement and radius of bends. Parts were attached with bucked rivets. Individual work was rated based on proper symmetry, riveting technique and compliance with the strict plan tolerances. One quickly realizes how lopsided a complex part becomes due to a one millimeter measuring error.
We had access to a variety of airplanes and large assemblies in the hangar including a new Remos, Kitfox, an experimental Ranger, Diamond motor-glider, and a Standard Category Ercoupe. Work involved engine accessories. This included retiming magnetos, gapping piston rings, performing compression checks, and synchronizing dual carburetors on the Rotax 912 series engine. We practiced doing full weight and balance calculations after placing aircraft on scales; repairs and balancing were conducted on wood, metal and composite propellers; rib stitching and fabric repairs were completed; and inspection holes, drains and covers were installed. One element included repairs to fiberglass surfaces after Brian used an auger bit to form a nice gash in a complex curved part like a salvaged wheel fairing or wing tip. After scarfing the surface around our damaged part, we did an epoxy and glass cloth multilayer repair to bring it back to original condition per 43.13-1B 3-3. Sanding and finishing were required and a grade was assigned for difficulty of the repair, its strength and the aesthetic result.
Practical elements of the students’ work are continuously graded over the 120 hours. The instructors never hesitate to say, “Do the whole thing over please,” nor do they hesitate to sit down and help you through the rough spots. On the last day of the course, a timed 50-question FAA multiple choice written examination is administered. By the time the exam comes around, the student is well prepared to pass.
The course and elective modules are offered several times a year, both at EAA headquarters in Oshkosh, Wis., and at Rainbow headquarters in Corning, Calif. Rainbow also offers the 16-hour LSRI discussed earlier in the article. Comfortable value priced accommodations are plentiful, minutes from both venues. Drive time to either location is about two hours from the major airports serving Oshkosh and Corning. Downtime can be spent exploring things like the EAA aviation museum, meeting new people at barbeque fly-ins and pancake breakfasts, touring aircraft factories, and even taking a tour of an olive farm and processing facility in Corning. Who would have known that all olives are soaked in lye to make them edible! Many of these group activities are arranged in advance by Rainbow.
Adding to the versatility of the LSRM rating, the holder of the certificate can log all work performed and after 30 months, apply to take the licensing examination for the A&P Certificate. The LSRM attests to his or her own work and does not have to work as an apprentice or attend a resident course of study. One of Rainbow’s former students received his A&P this way.
The course is challenging and fast paced. It is taught by intelligent, interesting and caring people who are tremendous advocates of general aviation and the Sport Pilot movement. I fell in love with this peanut and it will certainly turn into gold as I continue to gain experience.
EDITOR’S NOTE: John Craparo is a private pilot, rated in balloons and gliders and holds sport pilot privileges in ASEL and ASES. He is an advanced ground instructor who recently attained the Light Sport Repairman Maintenance – Airplane certification.
He can be reached at john.craparo@gmail.com.
