I'm trying to assemble all the pieces, both physical and regulatory, for an eventual 1320 lb or 1430 lb. float plane. The physical part is easy.

1. The way I read the regulations, I can fly under Sport Pilot rules with a Private Pilot License and an expired, not revoked, Third Class Medical so long as I know of no medical reason that I would not pass a third class physical.

2. Under the regulations neither a 7CCM nor a 11BC is a LSA aircraft. Both individual examples are currently airworthy aircraft, "Certified," not in any individual category according to the current TCDS, in the late 1940s with gross weights of 1300 lb and 1250 lb respectively.

3. Won’t putting the aircraft on floats increase the permissible GW for flying under sport rules from 1320 lb to 1430 lb? Note: I hold a current ASES and medical.

The FIDSDO says that the 7CCM is not a S7CCM, nor is the 11BC an S11BC by either data plate or log book entry, The S7CCM has a gross weight of 1400 lbs, and the S11BC has a gross weight of 1350 lbs. Both under 1430 lb. The TCDS states that the S7CCM and S11BC are not production aircraft but must have all of the required equipment of the 7CCM and 11BC except for the substitutions below...

The FISDO says that if I put the 7 on floats it will revert to a 1300 lb gross because, taken from the TCDS: "Maximum Weight 1300 lb. May be increased to 1350 lb. when "Long Stroke Oleo Landing Gear", Aeronca P/N 3-665, installed and placard, "Intentional spinning prohibited when baggage carried", Aeronca P/N 1-2929, installed on instrument panel." and with floats it obviously won't have the gear on it, but it won’t be an S7. Same thing with the 11, it won’t be an S11 “just because you put it on floats.” He's partly right, you have to add three fins too.

Thanks in advance for any response.

APPENDIX: Substitution items. From the TCDS

Edited to remove the parenthesis that trigger the virus software.

204. Floats - Seaplane, b, Edo 92-1400 including water rudder, Models S7AC thru S7EC, 169 lb. ,+16
205. Auxiliary fins - Seaplane, a, Auxiliary Dorsal Fins ,Champion P/N 4-634, Installation Dwg. 3-1067, 3 lb. ,+170
c, Ventral Fin, Champion P/N4-6587, Champion Installation Dwg. 4-909, Required
for Models S7AC, S7CCM and S7DC on EDO 92-1400 Floats… 4 lb. ,+171

Adding 176 lb but subtracting 42 lb is 134 lb, the higher S7 and S11 GW absorbs 100 lb of this making the difference 34 lb IF the higher GW can be used.

I'm just slightly confused. The 7CCm is (should be) LSA compliant as long as the GW has NEVER been raised about the 1320 LB limit. Same as for the 11BC. You wrote that neither of these particular planes is eligible. Have they been modified to increase the gross?

The no-bounce gear that was put on later generally allowed for an increase in the GW when on wheels and has nothing to do with float installation.

Best thing I can suggest is to look at the logs and W/B to see if it has been raised. You can also order the history of each plane from the FAA. I think the last time I did it for a plane it was $5.00 for the CD.
I had to order it for proof of the plane having a 337 on file that was for the installation of PK1500 floats. This particular plane was LSA compliant and it had an O-235. The weight had been increased to 1300 on wheels. I actually ended up having more UL on floats than on wheels.
A buddy had a 7CCm on 1320's powered by a 90 HP, it was also LSA legal.

Your FSDO needs an education. If they read down a little further in the TC it states that the S7CCM is the SAME as a 7CCM...

A-759 Page 5 of 37 VII - Model S7CCM, 2 PCSM (Normal Category), Approved March 15, 1949 Same as 7CCM except for increase in maximum weight, float and auxiliary ventral fin linstallation

It will also have a gross weight of 1400.

IF you have the long stroke gear installed along with the floats, it's gonna be one helluva funny looking installation!!! Long stroke gear is wheel gear....it has to come off for floats to go on. Good LORD....where do they find these FSDO employees?

The 11BC doesn't specifically say that, but with the installation of the items required in the TC, it becomes an S11BC.

Serial No. Eligible 11BC-1 and up Required Equipment In addition to the pertinent required basic equipment specified in CAR 4a, the following items of equipment must be installed: 1, 102, 107, 208, 209

At that time, it has a 1350 gross weight.

Sadly, this is becoming more and more common, as the FAA hires non-experienced and non qualified personnel. The Type Certificates were set up to simplify manufacturer proven installations and configurations, and a log entry is all that is needed to go from one to another. It's done on pretty much a daily basis in some operations.
Neither plane is manufactured under LSA certificates, but the regs say as long as it meets those regs, it's fine.
Both of the aircraft are STANDARD CATEGORY aircraft per the Type Certificates. Both were produced under CAR4.
Go to the FSDO and find someone with some experience....or just completely ignore them and just do the work as it's supposed to be done and if they start to squawk, educate them.
Good luck!
John

John said it much better than I! Heed his advice.

I know it can be frustrating 'trying' to educate some people. My experience was putting the floats on the Champ. They had been on the plane the previous summer and when I brought them to a shop to reinstall them the following summer, they balked saying they weren't legal. After several weeks, which turned into months, I presented them with the FAA CD showing where there was a 337 on the installation of these exact floats. There had been entries in the log books of the floats being on and off the plane previously, but they argued they was never approval for PK1500's on a Champ. That shop will never get my business again, especially since they basically had my plane hostage and wasted most of my summer without being able to fly floats.

Do your homework and make sure you have an understanding FSDO or shop before proceeding to far along.

WWhunter, thank you for responding and I hope you find your Moby.

WWhunter wrote:I'm just slightly confused. The 7CCm is, should be, LSA compliant as long as the GW has NEVER been raised about the 1320 LB limit. Same as for the 11BC. You wrote that neither of these particular planes is eligible. Have they been modified to increase the gross?

I admit I didn't read all 452 pages of the final rule, an' law'ers pr'bbly 'tionally but contradictory stuff in there fer job security, but Sport Pilot and LSA are litter mates an' not the same dog. I don't plan to change the registration of the float plane to LSA. So the rule in the LSA regs about never being over 1320, which I'm told because of the no-bounce struts being TC at 1350 makes it ineligible wouldn't even apply.

The reg says if it's on floats and under 1430 lb its eligible. I'm not looking for a battle, which is why I'm getting the Charmin, uh paperwork, all nice on the bureaucratic roll before I proceed. We seem to be de-volving not evolving, common sense is becoming more uncommon, The TCDS was obviously written to allow what it specifically mentions and an omitted word or two doesn't change that.

WWhunter wrote:The no-bounce gear that was put on later generally allowed for an increase in the GW when on wheels and has nothing to do with float installation.

Best thing I can suggest is to look at the logs and W/B to see if it has been raised. You can also order the history of each plane from the FAA. I think the last time I did it for a plane it was $5.00 for the CD.

Great idea! $10 is a really cheap investment. Sadly, with the FAA's attitude in today's 'politics uber alles' climate it's 'opposition research.'

WWhunter wrote:I had to order it for proof of the plane having a 337 on file that was for the installation of PK1500 floats. This particular plane was LSA compliant and it had an O-235. The weight had been increased to 1300 on wheels. I actually ended up having more UL on floats than on wheels.

A buddy had a 7CCm on 1320's powered by a 90 HP, it was also LSA legal.

There are a bunch of Chiefs, Champs, even a Sedan or two flying around the UPofM and northern WI on floats. A buddy has a Chief on Zens, an old FA, that can be flown SP. There is a guy here who has an old FA for 1320s on a Chief. Both 1320s and 1400s are on the 7's TC but the 11 has a comically higher GW and only has the 1400 on the TC. Years back, a 'truly' responsible official simply decreased his GW 30 pounds. Which would be fine by me, my fishing buddy, a picnic lunch and all of our gear probably weigh 310-320 pounds.

Lisa

*edited to eliminate parenthesis that trip the virus software, arrrrgh!

Hi John, thanks for responding.

hardtailjohn wrote:Go to the FSDO and find someone with some experience....or just completely ignore them and just do the work as it's supposed to be done and if they start to squawk, educate them.
Good luck!
John

Great advice, I think getting all the paperwork together, getting a different drone to perhaps give a different answer and then proceeding 'as if' is the answer. It's like these folks are just programmed to automatically say no.

Or maybe I should just ask, "mommy must I NOT do this?" and let them say "no."

hardtailjohn wrote:Your FSDO needs an education. If they read down a little further in the TC it states that the S7CCM is the SAME as a 7CCM...

A-759 Page 5 of 37 VII - Model S7CCM, 2 PCSM (Normal Category), Approved March 15, 1949 Same as 7CCM except for increase in maximum weight, float and auxiliary ventral fin linstallation

It will also have a gross weight of 1400.

IF you have the long stroke gear installed along with the floats, it's gonna be one helluva funny looking installation!!! Long stroke gear is wheel gear....it has to come off for floats to go on. Good LORD....where do they find these FSDO employees?

High school guidance counselors must be suggesting government employment for the hopelessly obtuse. I recently fought a $50 ticket in court for the "crime" of putting empty glass bottles in the recycling container of a private company contracted to the county.

The judge looked really perplexed after hearing the county's attorney, who as an as-needed independent contractor was earning five times the ticket's face value per hour explain that the company the county contracted with lost money recycling glass, so it wasn't recyclable under the county's ordinances.

Basically I want to fly as a Sport Pilot because it's expensive and onerous getting an appointment for the opportunity to participate in a sham to prove that I'm physically fit.

hardtailjohn wrote:The 11BC doesn't specifically say that, but with the installation of the items required in the TC, it becomes an S11BC.

Serial No. Eligible 11BC-1 and up Required Equipment In addition to the pertinent required basic equipment specified in CAR 4a, the following items of equipment must be installed: 1, 102, 107, 208, 209

At that time, it has a 1350 gross weight.

Sadly, this is becoming more and more common, as the FAA hires non-experienced and non qualified personnel. The Type Certificates were set up to simplify manufacturer proven installations and configurations, and a log entry is all that is needed to go from one to another. It's done on pretty much a daily basis in some operations.

It's a moot point because I don't plan to swap back and forth, but a lot of people read the reg as saying once an A&P does the initial rigging and makes a log book entry the owner can swap wheels for floats and back again. I've read the reg and see their point.

hardtailjohn wrote:Neither plane is manufactured under LSA certificates, but the regs say as long as it meets those regs, it's fine.

Both of the aircraft are STANDARD CATEGORY aircraft per the Type Certificates. Both were produced under CAR4.

Which as I read the regs means nobody has to "approve" a Standard Category aircraft for flight by a Sport Pilot so long as the legal GW is under 1320 / 1430, it just has one engine and it only seats two and the speeds are yada yada...

Lisa

My fishing buddy just pointed this out from A-761 R-17 the current 11AC TCDS:

"Serial No. Eligible 11AC-1 and up Required Equipment In addition to the pertinent required basic equipment specified in CAR 4a, the following items of equipment must be installed: 1, 101, 208, 209"

"208. Edo 92-1400 float installation... 167 lb. (+19)"
"209. Auxiliary ventral fin... 4 lb. (+161)"

The 11CC is just barely too heavy for SP, but similar language is in A-759, R-73, the Champ's TCDS... Some have multiple choices for floats.

So, clearly putting Edo 1400s and a ventral fin on an 11AC makes it a S11AC, and S7ACs and S7BCs are created by putting fins and floats on 7ACs and 7BCs. Just as John pointed out that a 7CCM with floats and fins is a S7CCM.

Lisa

PS: it might be a typo but wouldn't a TC authorization to mount a certified float on a particular certified aircraft with approved weights and the CG range with floats listed in the TC trump the 90 percent rule? (Its almost 90%.)

Not only does it trump their "90%" rule.....but it handily trumps all the FSDO boneheads that have no GA knowledge. If they give you grief, I know a great DAR that is an old timer and loves to straighten those kinds out!
John

All I can say is that if your explanation of what constitutes a "certified" aircraft that can be flown by a Sport Pilot (or Private Pilot exercising Sport Pilot privileges) is accurate, then the FAA, AOPA, and EAA are all wrong in their interpretation of the rule. The Sport Pilot rule says that for an aircraft to be legally flown by someone exercising Sport Pilot privileges, it must meet all the other rules for seats (no more than 2), cruise speed (<120 KIAS at max continuous power), etc... But when it comes to maximum gross weight, it clearly states that the airplane must meet the weight limits for Light Sport AND must have met those limitations continuously since the aircraft was certified.

There are lots of Champs and Ercoupes (just to name a couple of examples) that at some point in their lives had an STC applied to increase the GW to above 1320 lbs. And in such cases, the FAA has be crystal clear in stating that those airplanes can NEVER be flown by a Sport Pilot (or PP exercising SP privileges), even if the STC is removed and the airplane is reverted back to the lower gross weight that does meet the rules.

I'm 99% sure that the same would apply if you had a Champ (certified at 1220 lb GW) that had an STC applied to increase the GW to 1420 lbs (100 above the LS limit for wheels, but within the limit for floats), then had the STC removed, and had floats added without altering the GW from 1420 lbs. Since the airplane has not "continuously met the definition of a light sport" since it was certificated, it can not be flown by a Light Sport Pilot, nor by a PP exercising SP privileges – despite the fact that it "currently" meets the LS rules for float planes. This has been a recurring issue for Light Sport pilots, and for those who wish to exercise SP privileges with their PP certificates.

But I do want to ask if your last FAA medical was within the past 10 years, why not simply fly using Basic Med? Not quite as simple as the Sport Pilot driver's license "medical", but still pretty darn easy - just gotta get your regular doc to fill out the FAA Basic Med exam form (a lot like the DOT physicals that many docs do regularly) stating the Doc reviewed all those items during your physical, and do that at least every four years. Then you take the AOPA online medical course (takes well under 30 minutes to do) every two years. I renew both of these every year, so I'm never "close" to expiring... With Basic Med, you can fly a lot more aircraft types, with a lot fewer restrictions than flying under Sport Pilot privileges.

JP256 wrote:All I can say is that if your explanation of what constitutes a "certified" aircraft that can be flown by a Sport Pilot (or Private Pilot exercising Sport Pilot privileges) is accurate, then the FAA, AOPA, and EAA are all wrong in their interpretation of the rule. The Sport Pilot rule says that for an aircraft to be legally flown by someone exercising Sport Pilot privileges, it must meet all the other rules for seats (no more than 2), cruise speed (<120 KIAS at max continuous power), etc... But when it comes to maximum gross weight, it clearly states that the airplane must meet the weight limits for Light Sport AND must have met those limitations continuously since the aircraft was certified.

There are lots of Champs and Ercoupes (just to name a couple of examples) that at some point in their lives had an STC applied to increase the GW to above 1320 lbs. And in such cases, the FAA has be crystal clear in stating that those airplanes can NEVER be flown by a Sport Pilot (or PP exercising SP privileges), even if the STC is removed and the airplane is reverted back to the lower gross weight that does meet the rules.

I'm 99% sure that the same would apply if you had a Champ (certified at 1220 lb GW) that had an STC applied to increase the GW to 1420 lbs (100 above the LS limit for wheels, but within the limit for floats), then had the STC removed, and had floats added without altering the GW from 1420 lbs. Since the airplane has not "continuously met the definition of a light sport" since it was certificated, it can not be flown by a Light Sport Pilot, nor by a PP exercising SP privileges – despite the fact that it "currently" meets the LS rules for float planes. This has been a recurring issue for Light Sport pilots, and for those who wish to exercise SP privileges with their PP certificates.

But I do want to ask if your last FAA medical was within the past 10 years, why not simply fly using Basic Med? Not quite as simple as the Sport Pilot driver's license "medical", but still pretty darn easy - just gotta get your regular doc to fill out the FAA Basic Med exam form (a lot like the DOT physicals that many docs do regularly) stating the Doc reviewed all those items during your physical, and do that at least every four years. Then you take the AOPA online medical course (takes well under 30 minutes to do) every two years. I renew both of these every year, so I'm never "close" to expiring... With Basic Med, you can fly a lot more aircraft types, with a lot fewer restrictions than flying under Sport Pilot privileges.

Nailed it on all counts.....sometimes, not always, but sometimes, the FSDO folks HAVE actually read the regs......

MTV

I am talking about a Standard Category aircraft whose only STC is for Mogas.

JP256 wrote:All I can say is that if your explanation of what constitutes a "certified" aircraft that can be flown by a Sport Pilot (or Private Pilot exercising Sport Pilot privileges) is accurate, then the FAA, AOPA, and EAA are all wrong in their interpretation of the rule.

Maybe I'm looking at the wrong place in the regs. An FAA employee quotes a pamphlet, and his pamphlet references 14.CFR 1.1 as the source. I'm sorry, but this boards anti-virus software rejects entries containing parenthesis so I substituted commas. But this is a quote... My bold, italic, and underline...

"Light-sport aircraft means an aircraft, other than a helicopter or powered-lift that, since its original certification, has continued to meet the following:

1, A maximum takeoff weight of not more than -

i, 1,320 pounds, 600 kilograms, for aircraft not intended for operation on water; or

ii, 1,430 pounds, 650 kilograms, for an aircraft intended for operation on water.

Its a 2 PCL-SM, so it's INTENDED for operation on water. The tCDS reads:
" Maximum weight
Landplane 1400 lb.
Seaplane, with item 204, 1375 lb.
Seaplane, with item 212, 1470 lb."

Item 204 is a set of Edo 1320 floats, Item 212 is a set of Edo 1400 floats. The aircraft was originally equipped with the same serial number Edo 1320 floats per the original bill of sale. There are no log entries stating a different set of floats were ever installed.

"2, A maximum airspeed in level flight with maximum continuous power, VH, of not more than 120 knots CAS under standard atmospheric conditions at sea level."

3, n/a, "glider.

4, A maximum stalling speed or minimum steady flight speed without the use of lift-enhancing devices, VS1, of not more than 45 knots CAS at the aircraft's maximum certificated takeoff weight and most critical center of gravity.

5, A maximum seating capacity of no more than two persons, including the pilot.

6, A single, reciprocating engine, if powered.

7, A fixed or ground-adjustable propeller if a powered aircraft other than a powered glider."

8, n/a, glider. 9, n/a, "gyroplane.

10, A nonpressurized cabin, if equipped with a cabin.

11, n/a, "except for an aircraft intended for operation on water or a glider."

12, Fixed or retractable landing gear, or a hull, for an aircraft intended for operation on water."

13, n/a, "glider."

The aircraft was certified under CAR 4 and meets all of the applicable portions of 2-13.

JP256 wrote:The Sport Pilot rule says that for an aircraft to be legally flown by someone exercising Sport Pilot privileges, it must meet all the other rules for seats no more than 2, cruise speed, <120 KIAS at max continuous power, etc... But when it comes to maximum gross weight, it clearly states that the airplane must meet the weight limits for Light Sport AND must have met those limitations continuously since the aircraft was certified.

Paragraph related to STCs deleted. The float installation was not an STC, it is specifically allowed in the TCDS. "Real human beings" would waiver a ten pound variance, or lower the GW as they do on FAs, but I have no reason to doubt the accuracy of what you wrote.

JP256 wrote:But I do want to ask if your last FAA medical was within the past 10 years, why not simply fly using Basic Med? Not quite as simple as the Sport Pilot driver's license "medical", but still pretty darn easy - just gotta get your regular doc

Please enlighten me as to what "your regular doc" means. Anyone in the US with a licence, on in your state, or in your county of residence?

Don't laugh, Franz Kafka was an optimist. I hold a SEL and a SES along with a recently expired Third Class Medical. Because of the intersection of federal and state regulation, I could not legally get an appointment to renew it. Then the executive branch's, mis-, interpretation of the temporary extension granted was overturned by the courts. I live in a rural area, so now that restrictions have been lifted it's legal. But it's an onerous all day trip to a neighboring state months in the future if I choose to go.

JP256 wrote:to fill out the FAA Basic Med exam form, a lot like the DOT physicals that many docs do regularly, stating the Doc reviewed all those items during your physical, and do that at least every four years. Then you take the AOPA online medical course, takes well under 30 minutes to do, every two years. I renew both of these every year, so I'm never "close" to expiring... With Basic Med, you can fly a lot more aircraft types, with a lot fewer restrictions than flying under Sport Pilot privileges.

I'll have to explore this option, thank you.

Lisa

PS Does anyone know where in Part 14 or part 91 it says that gross weight, which is listed on the TCDS is LEGALLY the same as maximum takeoff weight, which is quoted in 1.1? I used the automatic search feature and cannot find it. It's defined in Part 125, but it's not defined as being the same, and I'm not flying under Part 125.

mtv wrote:Nailed it on all counts.....sometimes, not always, but sometimes, the FSDO folks HAVE actually read the regs......

MTV

Sometimes, not all the time officials read the sections of the pamphlet that incompletely summarizes the regulation that imperfectly expresses the intent of the enabling legislation. Two things that are internally inconsistent cannot both be true.

If a federal regulation is written saying that a citizen must do a thing, like obtain a medical certificate from someone licensed by the state. But the state orders those licencees not to comply with federal regulations, those citizens who are unable to obtain certificates cannot be held accountable. Both levels of government lose all credibility and we become a third world nation.

Lisa,

The regulation is actually quite clear. If the airplane in question….as in THAT serial number A/C, has never been installed on the floats that provided the 1470 GW, THAT serial number A/C IS eligible to operate as a light sport A/C, BUT, not on those floats.

Sorry, but your question initially was confusing to me….that’s not much of a challenge, mind you.

BUT, as an early adopter of Basic Med, I highly recommend you go that route. ANY State licensed medical doctor can administer the exam. You have to have held a valid medical certificate recently, which you say you have. Get on AOPAs web site, and search for basic med. explains everything, and provides the doctors checklist and pilots. Make an appointment with your primary care doc, do the exam, then take the quiz on AOPA.org, and good to fly planes up to 6000 lbs. and six pax.

MTV

Its a bit of a "drift" but I recently was told that the FAA may soon (years not months) adopt an OM C of A option similar to Transport Canada

mtv wrote:... as an early adopter of Basic Med, I highly recommend you go that route. ANY State licensed medical doctor can administer the exam. You have to have held a valid medical certificate recently, which you say you have. Get on AOPAs web site, and search for basic med. explains everything, and provides the doctors checklist and pilots. Make an appointment with your primary care doc, do the exam, then take the quiz on AOPA.org, and good to fly planes up to 6000 lbs. and six pax.

Here's a link to the AOPA Basic Med webpage.

https://www.aopa.org/advocacy/pilots/medical/basicmed

JP256 wrote:.... But when it comes to maximum gross weight, it clearly states that the airplane must meet the weight limits for Light Sport AND must have met those limitations continuously since the aircraft was certified. .....

As I recall, when the sport pilot rules were being developed,
some C120/140 drivers came up with the idea of getting an STC that lowered their gross weight from 1450 to 1320.
I think the potential for that sort of thing is what prompted the "must have met the weight limits continuously" part of the sport pilot rules.

JP256 wrote:.... But when it comes to maximum gross weight, it clearly states that the airplane must meet the weight limits for Light Sport AND must have met those limitations continuously since the aircraft was certified. .....

14 CFR 1.1:

"Light-sport aircraft means an aircraft, other than a helicopter or powered-lift that, since its original certification, has continued to meet the following:

1, A maximum takeoff weight of not more than -

i, 1,320 pounds, 600 kilograms, for aircraft not intended for operation on water; or

ii, 1,430 pounds, 650 kilograms, for an aircraft intended for operation on water."

It's a friend's aircraft, a 2 PCL-SM, so it's INTENDED for operation on water. It is sitting on Edo 1320s for which the TCDS says it is GW limited to 1,375 pounds. I hold a PPL, A-SES, and an expired third class med. Basic Med will be an issue to discuss with a doc. I made an appointment nearly a moth ago, it's in August, 430 miles from my home.

The FAA effectively waivered medicals for CPLs but not PPLs. The state under emergency provisions banned all non-essential doctors visits including the appointment for a physical that I had. So I fly as a SP. The local FAA office doesn't like that.

Lisas7ECA wrote:

JP256 wrote:.... But when it comes to maximum gross weight, it clearly states that the airplane must meet the weight limits for Light Sport AND must have met those limitations continuously since the aircraft was certified. .....

14 CFR 1.1:

"Light-sport aircraft means an aircraft, other than a helicopter or powered-lift that, since its original certification, has continued to meet the following:

1, A maximum takeoff weight of not more than -

i, 1,320 pounds, 600 kilograms, for aircraft not intended for operation on water; or

ii, 1,430 pounds, 650 kilograms, for an aircraft intended for operation on water."

It's a friend's aircraft, a 2 PCL-SM, so it's INTENDED for operation on water. It is sitting on Edo 1320s for which the TCDS says it is GW limited to 1,375 pounds. I hold a PPL, A-SES, and an expired third class med. Basic Med will be an issue to discuss with a doc. I made an appointment nearly a moth ago, it's in August, 430 miles from my home.

The FAA effectively waivered medicals for CPLs but not PPLs. The state under emergency provisions banned all non-essential doctors visits including the appointment for a physical that I had. So I fly as a SP. The local FAA office doesn't like that.

That should be legal as LS, as long as that aircraft has never been installed on the other floats....

It doesn't matter what the local FAA office likes, frankly. If you're worried about them, call AOPA, and pose the question to their legal folks. And/Or, go up the FAA chain to the Region.

Or, just fly the thing. Only problem there is if they were to cite you, you'll have to defend yourself, which will be successful, but will be a PITA.

MTV

To my Private Message sender:

You are quoting the FAA pamphlet, as did the clueless FAA drone. But the FAA misstated the regulation in the pamphlet. The reg, 14 CRR 1.1, doesn't read:

"landplanes: 1,320 pounds, seaplanes: 1,430 pounds" as the pamphlet does...

it reads:

"1,320 pounds, 600 kilograms, for aircraft not intended for operation on water; or, ii, 1,430 pounds, 650 kilograms, for an aircraft intended for operation on water."

It is certified 2 PersonClosedLand-SeaMotorized..." Case closed.

They have already cited me.

Yes, its a giant PITA.