Several groups were instrumental in the development and success of the LSA concept. These included the Federal Aviation Administration (FAA), Light Aircraft Manufacturers Association, American Society for Testing and Materials (ASTM) International, and countless individuals who promoted the concept since the early 1990s. In 2004, the FAA released a rule that created a light-sport classification for airplane, gyroplane, lighter-than-air, weight-shift-control, glider, and powered parachute.

shift-control, E) glider, and F) powered parachute.

The primary concept of the LSA is built around a defined set of standards found in 14 CFR part 1, section 1.1:

• Powered (if powered) by single reciprocating engine.
• Fixed landing gear (except seaplanes and gliders).
• Fixed pitch or ground adjustable propeller.
• Maximum takeoff weight of 1,320 pounds for landplane, 1,430 for seaplane.
• Maximum of two occupants.
• Non-pressurized cabin.
• Maximum speed in level flight at maximum continuous power of 120 knots calibrated airspeed

(CAS).

• Maximum stall speed of 45 knots. [Figure 17-2]

The LSA category includes standard, special, and experimental designations. Some standard airworthiness certificated aircraft (i.e., a Piper J-2 or J-3) may meet the Title 14 of the Code of Federal Regulation (14 CFR) part 1, section 1 definition of LSA. Type certificated aircraft that continue to meet the section 1.1 definition of LSA may be flown by a pilot who holds a sport pilot certificate with the appropriate endorsement for the aircraft (14 CFR part 61, section 61.315(a)). The sport pilot certificate is discussed later in this chapter. Aircraft that are specifically manufactured for the LSA market are included in either the Special (S-LSA) or Experimental (E-LSA) designations. An approved S-LSA is manufactured in a ready-to-fly condition and an E-LSA is either a kit or plans-built aircraft based on an approved S-LSA model.

It is important to note that S-LSAs or E-LSAs are not type certificated by the FAA and are not required to meet any airworthiness requirements of 14 CFR part 23. Instead, S-LSAs and E-LSAs are designed and manufactured in accordance with ASTM Committee F-37 Industry Consensus Standards. Therefore, LSA designs are not subjected to the scrutiny, demands, and testing of FAA standard airworthiness certification. Industry Consensus Standards are intended to be less costly and less restrictive than 14 CFR part 23 certification requirements and, as a result, LSA manufacturers have greater latitude with their designs. ASTM Industry Consensus Standards were accepted by the FAA in 2005, which established FAA-accepted industry-developed standards for the design and manufacture of aircraft for the first time.

ASTM Industry Consensus Standards for LSA cover the following areas:

• Design and performance
• Required equipment
• Quality assurance
• Production acceptance tests
• Aircraft operating instructions
• Maintenance and inspection procedures
• Identification and recording of major repairs and major alterations
• Continued airworthiness
• Manufacturer’s assembly instructions (E-LSA aircraft)

Using the ASTM Industry Consensus Standards, an LSA manufacturer can design and manufacture their aircraft and assess its compliance to the consensus standards. The manufacturer then, through evaluation services offered by a designated airworthiness representative, completes the process by submitting the required paperwork to the FAA. Upon approval, an LSA manufacturer is permitted to sell ready-to-fly S-LSA aircraft.