FAA, LSA light sport aircraft, LPA light personal aircraft rules proposal, update June 2021.

FAA, LSA light sport aircraft, LPA light personal aircraft rules proposal, update June 2021.

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Setting the Record Straighter
Agency personnel are still very actively discussing this internally and many points are still being deliberated and refined. However, one person said, “The original ideas we shared with you [in previous discussions] remain as we informed you then. The plan is to expand LSA significantly.”

Weight ••• Light-Sport Aircraft will be allowed more weight although this evolved somewhat differently than once expected. LPA entered the picture and will be the larger aircraft …but LSA will also benefit.

How much weight an LSA can increase will be determined with Power Index — essentially wing loading and horsepower considerations. Few readers might fully understand Power Index (details here) yet use of this formula allows weight flexibility well beyond currently-prescribed values.

Sport Pilot Privileges ••• Sport Pilots will be allowed to use their certificate to fly LPA that meet the parameters of the new definition of LSA, which will include (somewhat) heavier airplanes and all LSA meeting the present day definition of LSA. When a Light Personal Aircraft exceeds the final definition of LSA, you will need a Private Pilot certificate or higher.

How heavy an airplane can a Sport Pilot fly? That is still in discussion. Sport Pilots will not be able to fly an LPA that exceeds LSA parameters as described in the new regulation, but Sport Pilots will be able to fly a heavier airplane than a present-day 1,320-pound LSA landplane. Where precisely is the separating line? We’ll learn more about that later.

Maintenance ••• Since heavier airplanes than today’s LSA could be flown by a Sport Pilot, it seems reasonable that a Light Sport Repairman-Maintenance (LSRM) could work on an airplane that a Sport Pilot is permitted to fly. For those already using or contemplating earning that credential, an LSRM will be able to maintain LSA as described later. LSRMs will not be able to work on LPA that are beyond the eventual LSA description.

Single Lever Control ••• While this automated prop control is something that can be installed on LSA in 2024, it will not be limited to LSA. LPA may also use SLC and could have additional prop control options.

Fully-Built Gyroplanes ••• This request remains on track. After more than 15 years, Special LSA gyroplanes should become a reality.

Electric Propulsion ••• This remains in the proposal for LSA (as well as LPA). Hybrid systems will also be permitted.

Aerial Work ••• Not the same as “commercial operations,” aerial work remains under consideration although what pilot certificate may be needed is to be decided by the flight standards people. LSA (the aircraft) will be able to do such work, as eventually described, but a higher pilot certificate may be needed for certain activities or certain airplanes. This statement in the May 16th article still stands: “Aerial Work is actually defined as a pilot privilege and not an aircraft limitation.”

Light Personal Aircraft ••• These will take the lead position in the new regulation and LSA will become a part of LPA. Both will be allowed to get heavier than today’s LSA. However, I add that not all LSA need to get heavier. Weight shift and powered parachutes are two obvious examples that are well optimized under today’s weight limits.

ASTM Standards Work ••• LPA will be built to FAA-accepted, industry consensus standards like present-day LSA, but updated standards are needed to address all the changes that will be part of the final MOSAIC rule. Revision of all LSA standards is taking place now based on information the FAA has shared, but newly-approved aircraft like gyroplanes or technologies like electric propulsion may not have completed standards when the rule becomes final. So, these newly-approved aircraft are coming, but there will probably be some time lapse from when the rule becomes final and when compliant designs are available for purchase.

Working Together
LAMA, represented by myself and Roy Beisswenger, had numerous fruitful discussions with FAA. We went to many meetings and made several trips to FAA headquarters in Washington, DC. In most of these meetings we found FAA people interested to advance LSA in the aviation world and interested to hear what changes we wanted. LAMA was satisfied with those discussions and, indeed, FAA incorporated into the proposal every LAMA request. All LAMA’s “asks” are captioned in this article. In the end, we got more than we asked for.
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