For an Experimental EAB aircraft that is already built and licensed, is it possible to re-license or alter the paperwork with a lower Gross Weight in order to make it LSA compliant? Thanks in advance.

o4abushmaster wrote:For an Experimental EAB aircraft that is already built and licensed, is it possible to re-license or alter the paperwork with a lower Gross Weight in order to make it LSA compliant? Thanks in advance.

I doubt it. Note the language in the LS rule says it can never have been certificated at a higher GW. You can likely play Philadelphia Lawyer with wording, but I think you’d have a pretty long uphill slog.

MTV

Are you the builder ?

No. FAR 1.1 defines LSA as an aircraft... that, since its original certification, has continued to meet the following:

(1) A maximum takeoff weight of not more than -

(i) 1,320 pounds (600 kilograms) for aircraft not intended for operation on water; or

(ii) 1,430 pounds (650 kilograms) for an aircraft intended for operation on water.

https://www.law.cornell.edu/cfr/text/14/1.1

The upcoming MOSAIC FAA regulation is expected to offer more flexibility and could change the definition of LSA to LPA (Light Personal Aircraft) with restrictions based on power index rather than weight. Expected sometime in 2022. So far, that looks like aircraft with less than 200 HP, that weigh less than 3000 lbs, and stall around 50 knots. Most common 2 and 4 place aircraft that aren't high performance or Mooneys.

jcadwell wrote:....The upcoming MOSAIC FAA regulation is expected to offer more flexibility and could change the definition of LSA to LPA (Light Personal Aircraft) with restrictions based on power index rather than weight. Expected sometime in 2022. So far, that looks like aircraft with less than 200 HP, that weigh less than 3000 lbs, and stall around 50 knots. Most common 2 and 4 place aircraft that aren't high performance or Mooneys.

That would be awesome.
Though unfortunately leaves out my C180 with the <200hp cap.
So will the LPA be eligible to fly as a sport pilot?

Talked to a guy that got an STC to decrease the GW in Cessna 140/120’s before the rules for LSA came out in anticipation of LSA allowing it.. Unfortunately the feds put in that clause where you can’t do that and made his STC completely worthless..

Brian.

Good info, thanks guys. Yeah, I was sure that I wouldn't be able to change a Certificated airplane's GW but I thought there might just be a chance with an EAB since the builder sets the GW at the time of certification.
Since the builder sets the GW, I thought maybe it could just be RE-set and RE-certified - - - LOL, but you're probably right, no go!
Thanks for the input.

o4abushmaster wrote:Good info, thanks guys. Yeah, I was sure that I wouldn't be able to change a Certificated airplane's GW but I thought there might just be a chance with an EAB since the builder sets the GW at the time of certification.
Since the builder sets the GW, I thought maybe it could just be RE-set and RE-certified - - - LOL, but you're probably right, no go!
Thanks for the input.

I think you can in fact do that. The problem is it still wouldn’t meet LS rules.

MTV

Okay, if that won't work, let's go the other way - LOL. A lot of Cub guys have been putting their certificated (Certified?) Cubs in EXP Exhibition so they can perform the mods they want to do. With that in mind, what about buying a Cert J3, putting it in EXP Exh and raising the GW to 1320? On the other hand, what about doing the same thing to an EXP EAB Cub that was licensed at 1220 and raising it to 1320, it's ALREADY in EXP?
A lot of life's decisions might be easy, but they're not simple.......LOL