Jack Tyler
Well Known Member
My wife & I have been off sailing, during which time the LSA class of aircraft was created. We're now re-entering aviation and considering an RV-12 to replace our previous Grumman AA-5. I've been climbing the learning curve on LSA's and on the ASTM standards which define them, and my understanding of the 'groundrules' which define their use is summarized below. I'm posting them here for a 'sanity check' from you -12 builders/owners, in part because I haven't found any 100% agreement from local builders and experimental a/c pilots on what's below. However, after a fair bit of digging I think all of the following is correct...but please challenge where you disagree:
-- An E-LSA a/c only 'begins life' after its builder first designs and builds the first unit as an S-LSA. This S-LSA a/c must be in compliance with the ASTM standards, and is then inspected and accepted as an 'approved' S-LSA by the FAA.
-- Following this, the builder can either continue to build identical S-LSA a/c and/or build and sell kits that will in turn produce the same a/c as approved. The finished kit would be considered an E-LSA class a/c.
-- When the builder sells an E-LSA kit, the buyer of the kit has two basic choices: The kit could be built 100% to the E-LSA's plans (and the Airworthiness Certificate sought from the FAA would be for the E-LSA class). Alternatively, the kit builder could modify the design and/or deviate from the plans, in which case an E-AB class AC would be sought from the FAA and the a/c would not be considered an LSA class a/c. Instead, it would be 'just another Experimental'.
-- Whether the S-LSA a/c is built abroad and imported (with approval as an LSA a/c being sought from the FAA by its U.S. distributor) or built domestically, all owners of this S-LSA are not allowed to make any subsequent modifications to the hull, engine or permanently installed equipment without approval from the builder, who in turn may well have to seek that approval from the FAA.
-- The home builder of the E-LSA kit, after AC issuance, can make changes to the a/c as s/he deems desirable without any factory approval - let's use the example of changing the prop on the engine. An annual inspection is required for this E-LSA a/c amd must be completed by a licensed A&P. And this is when it would be determined if any mods (e.g. that new prop) deviated from the ASTM standards and took the a/c out of its AC class.
-- If this same a/c owner completes a 16 hr. LSA Repairman Certificate course (such as http://www.sportair.org/workshops/Repairman (LSA) Inspection-Airplane.html), then the owner can do the annual condition inspection for this (and any other) LSA a/c which s/he owns (even including S-LSA's).
Have I got it about right?
Interestingly, it looks like we end up with a bit of the 'Fox guarding the hen house' when the E-LSA owner both is allowed to decide on adding the new prop and also is allowed to decide that the new prop does not invalidate the AC class. No gripe from me; just an observation.
Jack
-- An E-LSA a/c only 'begins life' after its builder first designs and builds the first unit as an S-LSA. This S-LSA a/c must be in compliance with the ASTM standards, and is then inspected and accepted as an 'approved' S-LSA by the FAA.
-- Following this, the builder can either continue to build identical S-LSA a/c and/or build and sell kits that will in turn produce the same a/c as approved. The finished kit would be considered an E-LSA class a/c.
-- When the builder sells an E-LSA kit, the buyer of the kit has two basic choices: The kit could be built 100% to the E-LSA's plans (and the Airworthiness Certificate sought from the FAA would be for the E-LSA class). Alternatively, the kit builder could modify the design and/or deviate from the plans, in which case an E-AB class AC would be sought from the FAA and the a/c would not be considered an LSA class a/c. Instead, it would be 'just another Experimental'.
-- Whether the S-LSA a/c is built abroad and imported (with approval as an LSA a/c being sought from the FAA by its U.S. distributor) or built domestically, all owners of this S-LSA are not allowed to make any subsequent modifications to the hull, engine or permanently installed equipment without approval from the builder, who in turn may well have to seek that approval from the FAA.
-- The home builder of the E-LSA kit, after AC issuance, can make changes to the a/c as s/he deems desirable without any factory approval - let's use the example of changing the prop on the engine. An annual inspection is required for this E-LSA a/c amd must be completed by a licensed A&P. And this is when it would be determined if any mods (e.g. that new prop) deviated from the ASTM standards and took the a/c out of its AC class.
-- If this same a/c owner completes a 16 hr. LSA Repairman Certificate course (such as http://www.sportair.org/workshops/Repairman (LSA) Inspection-Airplane.html), then the owner can do the annual condition inspection for this (and any other) LSA a/c which s/he owns (even including S-LSA's).
Have I got it about right?
Interestingly, it looks like we end up with a bit of the 'Fox guarding the hen house' when the E-LSA owner both is allowed to decide on adding the new prop and also is allowed to decide that the new prop does not invalidate the AC class. No gripe from me; just an observation.
Jack