Interesting. The LSA parts manuals didn't show the hardware P/Ns? While I have limited experience with LSAs, the ones I did work on had both maintenance and parts manuals. Regardless, even though metric aviation hardware may be difficult to track down its available and I never had any issues finding the correct hardware when needed either from a hardware vendor or the OEM.
A quite a few of the LSA manufacturers (that I have been coming across) are in the Czech Republic. Now if an E-LSA no worries, but if S-LSA and the owner intends to keep the S-AWC we are limited on what parts will 'fly'...
I may be wrong, I've been doing this for a couple of years now and I am only starting to wrap my head around LSA. November, on a Tecnam, I was led to believe that all the rubber parts (fuel, oil, coolant hoses)(both engine and airframe) were required to be changed every five years, and to be correct, they had to come from manufacturer (Rotax) or the airframe factory in Italy. Otherwise it was going to be an experiment.
Well the factory IPC was fairly well laid out, as expected. EXCEPT, while they offered the airframe with the 914 turbo Rotax, they were unable to provide the IPC with that engine option. The factory picked the hoses then sent them to USA, and most were correct. Then we sent the mismatch hoses to Italy and they made those to order. Somewhat expensive and time consuming.
Now I do have to give credit to Tecnam USA, Sebring. They are trying hard to work within the constraints of Tecnam factory, Capua Italy while keeping the North American customers well serviced.
I found this list of S-LSA's accepted by the FAA
Special Light-Sport Aircraft, or SLSA, are 100% factory built light aircraft that may be used commercially for instruction and rental. These aircraft are accepted by FAA after the manufacturer demonstrates compliance with industry consensus standards and proves they have proper manufacturing...
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