I did some checking into this myself. The way I understand it,
there are two classes of LSA. Those being S-LSA which are factory built
LSA compliant airplanes. These are not "certified" planes, rather are
build to accepted standards and are self-regulated by the manufacturer.
The prototype is tested and reviewed by the FAA, but then it's up to the
manufacturer to maintain build quality without variance from the
prototype.
The other category is E-LSA which is an "experimental LSA" This
category is built from a KIT that is based on an SLSA airplane. In
other words, to be classed as an ELSA, there first must be an SLSA
version. The ELSA may come in any stage of completion, but no variation
from the SLSA prototype is allowed. So, forget an LSA classed version
of the KR.
So, that leave the only one option available, E-AB. Sport pilots
may fly ANY plane (certified(Experimental or otherwise), SLSA, ELSA)
provided it meets the regulations for the plane (as Larry said).
All the rules for E-AB apply, and as I understand it, since you,
as builder, set the operating limits for the plane and there is no
"official" language defining VW or Corvair operational limits, you may
prop and define the limits as falling within the LSA category. IE: 2500
RPM limit with whatever prop (or appropriate) etc. Doesn't mean the
plane can't exceed it, just means you'd be operating outside the defined
limits if you do exceed it ( which means, outside the law and probably
as important outside insurance coverage). If you get caught.....??
The only question I've never really had a satisfactory answer
for is - IF I receive and E-AB certificate with stated limits falling
within the LSA category, (making it sport eligible) and later re-prop or
restate the max RPM or whatever, is it possible to reestablish the
operating limits - the certificate never changes it's always E-AB. I've
been told yes, probably require another 20-40 hour fly off, and I've
been told no, once the limits are defined it's very difficult to change
them. The top end issue can be handled by propping/rpm limits on the
engine etc. The bigger problem is getting the stall low enough, without
flaps or other device. That would require modifying the wing, maybe
longer as Mark L suggests or different shape. (At that point, it could
be argued that it's no longer a KR anyway.)
Just my two cents,
L.G.M.
-----Original Message-----
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On
Behalf Of Larry&Sallie Flesner
Sent: Monday, June 01, 2009 8:07 AM
To: KRnet
Subject: KR> light sport vs. experimental
At 01:09 AM 6/1/2009, you wrote:
>There are some nuances about LSA pilots flying
>Experimentals, so I'd think if you could license it as LSA to start
with,
>you might be ahead.
>Mark Langford
+++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++
If I'm not mistaken, and I might be, a light sport pilot can fly any
aircraft
that meets the requirement of light sport. I seem to also recall that
the
builder of a light sport aircraft must attend a class before he can do
the
"annual inspection" on his aircraft, even though he / she built it. In
discussing the pro's and con's with a local LSA builder, the only
positive
side of licensing it as LSA was that if he ever sold the airplane, the
new
buyer could attend a class and then do his own inspection. If you're
not
building to resell, I see no reason to go LSA certification. I also
recall
there were many restrictions on doing any mod's on a LSA but that
may just be on a "kit" built aircraft. If all the above info is
correct, license
as experimental, get the mechanics certificate for your aircraft, and
then
fly it as light sport. Your only hurtle will be getting a KR
derivative licensed
as a LSA. Someone with the correct answers chime in here.
Larry Flesner
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