LSA Weight Requirements

[wilmayo]

The current LSA rules say that your plane cannot exceed 1320 lbs gross weight (on wheels). Is that the same as max t/o weight in a plane's specs? Or do the LSA rules just mean that you can't fly with a weight exceeding 1320 even if the plane's specs say it can carry more?
Thanks.

[Eric Page]

The LSA limits are maximum gross takeoff weight (MGTOW):

1,320# for a land plane
1,430# for a float plane/amphibian

Any plane that ever had an airworthiness certificate that listed a MGTOW greater than those values is not LSA eligible and cannot be flown by a Sport Pilot.

Here's an AOPA Frequently Asked Questions page about Sport Pilot privileges and LSA aircraft.

Big changes are on the way regarding the definition of LSA and the privileges of Sport Pilots. See this video from two weeks ago for the latest updates.

[wilmayo]

Thanks. So, it is based on what is cited on the air worthiness certificate. I had not seen or heard it stated that way. I guess that means the KF5 and 6 can't be flown by LSA pilots (currently)?

[Eric Page]

If certificated at the factory weights of 1,400 or 1,550#, no, but there are some out there that were done at 1,320# for that reason.

[wilmayo]

Thanks. I appreciate the information.

[109JB]

The airworthiness certificate does not list the gross weight. The only place it will be is in the operating limitations or maintenance records. If it was ever over 1320 it is not lsa eligible

[Eric Page]

Thanks, John. You're absolutely right, of course!

[wilmayo]

The airworthiness certificate does not list the gross weight. The only place it will be is in the operating limitations or maintenance records. If it was ever over 1320 it is not lsa eligible

Sorry for my ignorance. How do "operating limitations" get established and documented? Maintenance is an on-going process, of course. What might happen during maintenance that would require recording max TO weight? Once established, it's not going to change is it?

[109JB]

For a homebuilt, the operating limitations are issued when the airworthiness certificate is. The builder/pilot/owner then essentially sets the gross weight by demonstrating its flying characteristics at whatever weight he wants and records that in the op lims, and or maintenance records. Weight and balance records in the maintenance records may refer to gross weight. Also, the gross weight can be changed by reentering phase 1 flight testing and demonstrating the higher weight. Might not be prudent structurally, but nothing about a homebuilt inthe USA requires validatingstructural strength.

For example. I could take my KF4 that the manufacturer says is good for 1200 pounds and ignore their advice, fly it in phase 1 testing to 1300, record it and 1300 now becomes the new max gross weight for the airplane.

Another example would be aKF5 where the original builder decides he wants lsa compliance so sets his max gross weight at 1320 during testing. The next guy who buys it doesn't care about lsa but wants the most utility so he reenters phase 1, demonstrates it at 1550 (manufacturer suggested gross weight), records it and this now becomes the gross weight, but now disqualifies that airplane from ever being legal for lsa operation even if the gross weight is put back down to 1320.

[wilmayo]

Thanks. I appreciate you taking the time to explain.