Ed I can almost bet money that a KR2 or KR2S built to plans with no modifications to accomodate the requirements of LSA for flight, stall speeds, etc... will be rejected for certification under the rules, JUST BECAUSE there are so many other examples of higher performing aircraft out there built that way. The part of the FAA commentary that I read stated that they were watching for aircraft previously certified in one category being modified slightly to now acommodate the new category to be re-certified. Simply making a prop change onto an existing airframe, and then testing it and saying it is now LSA qualified is not going to cut it. Building an existing design, WITH NO CHANGES, and then saying it qualifies because it has never been certified is saying the same thing. As Doug pointed out, using BOTH flaps, and speed brake, longer wings (more than just Dan Diehl - I can do better than 145 mph with them now) would be changes that you could then demonstrate make the aircraft now conform to LSA standards when previously it would not.
Remember, dealing with the FAA is like being in the dark fumbling around. They only turn the light on AFTER you fall. Meaning, they will let you build it believing that it conforms, and then came back and ask questions that make it obvious when you answer them, that they are rejecting your bid, and making you certify it differently. One of the netters called the local FSDO about an answer to a question, and had to answer the "Well, what do you think?" question/answer. Once an answer was offered the inspector then agreed with the netter. Also, remember that the ELSA and LSA is all about gaining control over a previously un-regulated portion of the industry. Getting you certified with limits, is still certified and regulated. Also, better check ALL the regs about flight operations as LSA. You might not like the limits. Back to cowling mods for the Corvair engine.... Colin Rainey brokerpilot9...@earthlink.net EarthLink Revolves Around You.
