A light-sport aircraft (LSA), or light sport aircraft, is a fairly new category of small, lightweight aircraft that are simple to fly. LSAs tend to be heavier and more sophisticated than ultralight (aka "microlight") aircraft, but LSA restrictions on weight and performance separates the category from established GA aircraft. There is no standard worldwide description of an LSA.
The civil aviation authorities in different countries have their own particular specifications and regulations which define the LSA category.
For example, in Australia the Civil Aviation Safety Authority defines a light-sport aircraft as a heavier-than-air or lighter-than-air craft, other than a helicopter, with a maximum gross takeoff weight of not more than 5600NaN0 for lighter-than-air craft; 6000NaN0 for heavier-than-air craft not intended for operation on water; or 6500NaN0 for aircraft intended for operation on water. It must have a maximum stall speed of in landing configuration; a maximum of two seats; there is no limit on maximum speed unless it is a glider, which is limited to Vne 135 kn CAS; fixed undercarriage (except for amphibious aircraft, which may have repositionable gear, and gliders, which may have retractable gear); an unpressurized cabin; and a single non-turbine engine driving a propeller if it is a powered aircraft.
In the United States, several distinct groups of aircraft may be flown as light-sport.[1] Existing certificated aircraft and experimental, amateur-built aircraft that fall within the definition listed in 14CFR1.1[2] are acceptable, as are aircraft built to an industry consensus standard rather than FAA airworthiness requirements. The accepted consensus standard is defined by ASTM International Technical Committee F37.[3] Aircraft built to the consensus standard may be factory-built and sold with a special airworthiness certification (S-LSA) or may be assembled from a kit under the experimental rules (E-LSA) under experimental airworthiness. A company must have produced and certified at least one S-LSA in order to be permitted to sell E-LSA kits of the same model. E-LSA kits are not subject to the normal experimental amateur built (E-AB) requirement 14 CFR 21.191[4] which identifies an aircraft, the "major portion of which has been fabricated and assembled by persons who undertook the construction project solely for their own education or recreation."
The FAA defines a light sport aircraft as an aircraft, other than a helicopter or powered lift, that since its original certification, has continued to meet the following:[5]
Several different kinds of aircraft may be certificated as LSA. Airplanes (both powered and gliders), rotorcraft (gyroplanes only, not helicopters), powered parachutes, weight-shift control aeroplanes (commonly known as trikes), and lighter-than-air craft (free balloons and airships) may all be certificated as LSA if they fall within the weight and other guidelines established by the local governing authority.
The US definition of an LSA is similar to some other countries' definition of "microlight" or "ultralight" aircraft. Other countries' microlight definitions are typically less restrictive, not limiting airspeed, the use of variable-pitch propellers, or the gross weight limitation.
By contrast, the US FAA has a separate definition of ultralight aircraft defined in Federal Aviation Regulations. Aircraft falling within the US ultralight specifications are extremely lightweight (less than 254 pounds if powered, or 155 pounds if unpowered), are intended for operation by a single occupant, have a fuel capacity of five US gallons (about 19 litres) or less, a maximum calibrated airspeed of not more than, and a maximum stall speed of not more than . Ultralight aircraft in the US do not require pilot licensing, medical certification, or aircraft registration.
Aircraft certified as light-sport aircraft exceed the limitations defined for ultralight aircraft and require that the pilot possess, at a minimum, a sport pilot certificate. Among these aircraft were found those that were specifically designed to meet the LSA requirements, as well as overweight ultralights (commonly known as "fat ultralights") that previously were operated in technical violation of 14 CFR 103.
In addition to aircraft specifically designed to meet the LSA requirements, certain certificated aircraft, such as the original Piper Cub, happen to fall within the definition of a light-sport aircraft and can be operated by individuals holding FAA sport pilot certificates. The aircraft can not be re-certificated as LSA, however: although sport pilots may operate conventionally certificated aircraft that fall within the definition of an LSA, the aircraft themselves continue to be certificated in their original categories.
Several designers and manufacturers of experimental aircraft kits have developed models that are compliant with the light-sport aircraft rules.
In June 2012 the FAA indicated that they would re-visit the LSA program after their own studies indicated that "the majority" of LSA manufacturers they had inspected failed to show that they were in compliance with the standards. The FAA announcement said that as a result the "original policy of reliance on manufacturers' Statements of Compliance" ... "should be reconsidered."[6] AOPA points out that this is a normal development of a maturing standard[7] and does not expect any significant changes in the rules, only more scrutiny by FAA to assure compliance.
The FAA announced on July 24, 2023, that it was considering expanding the Light Sport Aircraft category to incorporate the development of emerging technologies, in particular electrically-powered rotorcraft.[8]
The LSA category is expected to be drastically expanded with the introduction of MOSAIC (Modernization of Special Airworthiness Certification). Among the main proposed changes is the elimination of the current limitation on maximum weight, based on parameters related to stall speed, which will be 54 knots with the aircraft clean or with fixed or automatic high-lift devices (instead of the previous 45 knots). This will allow for larger aircraft (around 3,000 lbs maximum weight, approximately 1,350 kg), enabling increased safety margins, durability, and comfort for new aircraft certified under this new standard.[9] Currently, MOSAIC is in the process of public consultation, which will last about 90 days (until mid-October), with the final regulations scheduled for 2024.
Aircraft that met light-sport requirements when the rules were announced appear in an FAA list[10] Some additional models of S-LSA, E-LSA and E-AB aircraft that meet light-sport requirements are listed here. The FAA maintains a complete list of approved SLSA aircraft models.[11]
| +Light sport aircraft (partial list) | ||||||||
| Manufacturer | Design | Engine | Max. cruise | Max. range | Orders | Availability | Type | |
|---|---|---|---|---|---|---|---|---|
| 3Xtrim | 3Xtrim Navigator 600 | 100 HP Rotax 912 S | 104 kn (193 km/h) | 747 NM | 2008 | Certified | ||
| Advanced Composites Solutions | ACS-100 Sora | 120 kn (222 km/h) | Kit | |||||
| Aeropro / fly-Aerotrek.com | Aerotrek A240 (tricycle gear) or A220 (taildragger) (EuroFox) | Rotax 912 A/ 912 S | 115 kn (213 km/h) | 570nmi | 300+ sold | since 1990 | Certified | |
| Aeroprakt Manufacturing | A-22LS (tricycle gear) | Rotax 912UL, Rotax 912ULS or Rotax 912 iS | 110 kn (210 km/h) | 594nmi | since 2016 | Certified | ||
| AMD | Zodiac 650B (S-LSA) | Continental O-200 + Others | 120 kn (222 km/h) | Certified | ||||
| Aviasud Engineering | Aviasud Mistral | Rotax 582 DCDI | 65 kn (120 km/h) | 270nmi | Certified | |||
| BOT Aircraft | SC07 Speed Cruiser | Rotax 912ULS or D-Motor LF26 | 116kn (215 km/h) | 648nmi | 2016 | E-LSA, pending S-LSA certification | ||
| Breezer | Breezer | Rotax 912 UL2 | 96 kn (178 km/h) | 497nmi | ||||
| CGS Aviation | Hawk Arrow II SLSA | Rotax 582, Rotax 912 F, HKS 700e, HKS 700T, Jabiru 2200 | 70 kn (130 km/h) | 130 NM | 170+ (since 1992) | 2008 | Certified | |
| Cessna | Cessna 162 | Continental O-200D | 112 kn (207 km/h) | 470nmi | 195 (Feb 2014). 80 in stock for spares | Since 2009 - discontinued Feb 2014 | Certified | |
| Cirrus Design | Cirrus SRS | Rotax 912 S | 120 kn (222 km/h) | Unknown, project suspended | Certified | |||
| Comco Ikarus | Ikarus C42 (80 hp) | Rotax 912 F | 105 kn 194 km/h | Certified | ||||
| Cub Crafters | CubCrafters CC11-160 Carbon Cub SS | 88 kn (163 km/h) | 391nmi | 300+ | 2009 | ELSA Kit/Certified | ||
| Czech Sport Aircraft | SportCruiser/PiperSport | Rotax 912 S | 118 kn (218 km/h) | 600nmi | 170+ delivered | Available since 2006 | Certified | |
| Czech Sport Aircraft/Wet Aero USA | CZAW Mermaid | Jabiru 3300 or Rotax 912S | 110 kn (204 km/h) | 450nmi | 2006 | Certified | ||
| DOVA Aircraft | DV-1 SKYLARK | Rotax 912S | 124,19kn (230 km/h) | 539nmi | 2004 | Certified | ||
| Ekolot | Ekolot KR-030 Topaz | Rotax 912UL | 119 kn (137 mph) | 2010 (Poland) | LSA Certified | |||
| Europa Aircraft | Europa XS | Rotax 912 / 912 ULS / 914 or Jabiru Aircraft | 120 kn (222 km/h) | 750 NM | 2009 | Kit | ||
| FANTASY AIR | Allegro 2007 | Rotax 912 F or 912 S | 119 kn (220 km/h) | 750nmi | 2008 | Certified | ||
| FK-Lightplanes | FK12 Comet | Rotax 912UL/ULS,914, or Lycoming IO-233 | 97 kn(112 mph) | 351 nm(404 mi) | 1997 | Certified | ||
| Flight Design | Flight Design CTsw: CTLS: CTLSi | Rotax 912S; Rotax 912iS | 120 kn (222 km/h) | 850nmi | 350+ | 2005 | Certified | |
| Higher Class Aviation | Sport Hornet LRS | Rotax 912 F or Rotax 582 | 100 kn (185 km/h) | 450nmi | 040+ | 2009 | Certified | |
| JIHLAVAN airplanes, s.r.o. | Skyleader 600[12] | Rotax 912 100 hp & 115 hp | 120 kn (222 km/h) | 860nmi | Available | Certified | ||
| JMB Aircraft | VL3 | Rotax 916 | 180 kn(280 km/h) | 1500 nmi(2,700 km) | 500+ | since 2012 | Certified | |
| ICON Aircraft | ICON A5 | Rotax 912 iS | 105kn | 300nmi | 1500+ | 2015 | FAA Approved | |
| Kitfox Aircraft | Denney Kitfox | Rotax 912 S | 109 kn (201 km/h) | 530nmi | 4000+ (since 1984) | 2008 | ELSA Kit/Certified | |
| Paradise Aircraft | Paradise P-1 | 100 HP, Rotax 912 S | 120 kn (184 km/h) | 747nmi | 2008 | Certified | ||
| Pipistrel | Pipistrel Sinus LSA | Rotax 912 80 hp | 120 kn (222 km/h) | 790nmi | 1000+ (Sinus and Virus combined) | since 1995 | Certified LSA Airplane & Glider RTF & Kit | |
| Pipistrel | Pipistrel Virus LSA | Rotax 912 80 hp | 120 kn (222 km/h) | 790nmi | 1000+ (Sinus and Virus combined) | since 1999 | Certified LSA Airplane & Glider RTF & Kit | |
| Pipistrel | Pipistrel Virus SW LSA | Rotax 912 80 hp & 100 hp | 120 kn (222 km/h) | 790nmi | 1000+ (Sinus and Virus combined) | since 2008 | Certified LSA Airplane & Glider RTF & Kit | |
| Pipistrel | Pipistrel Taurus LSA | Rotax 503, 55 hp | 120 kn (222 km/h) | 150nmi | since 2004 | Certified LSA Glider RTF | ||
| Pipistrel | Pipistrel Alpha Trainer | Rotax 912 80 hp | 120 kn (222 km/h) | 790nmi | since 2012 | Certified LSA Airplane RTF | ||
| Progressive Aerodyne | SeaRey Elite LSA | Rotax 914 | 91 kn (105 mph) | 379nmi | LSA Kit/Certified | |||
| Progressive Aerodyne | SeaRey Sport LSA | Rotax 912UL | 80 kn (92 mph) | 363nmi | LSA Certified | |||
| Rainbow Aircraft (pty) ltd. | Cheetah XLS | Rotax 912 or Rotax 582 or Jabiru 2200A | 83 kn (153 km/h) | 450nmi | 100+ | 2001 | ELSA Kit/Certified | |
| Remos Aircraft | Remos G-3 | Rotax 912 S, 100HP | 120 kn (222 km/h) | 550nmi | 2007 | Certified | ||
| Remos Aircraft | Remos GX | Rotax 912 S 100HP | 115 kn (212 km/h) | 450nmi | Certified | |||
| Renegade Light Sport originally T&T Aviation | Falcon LS | Lycoming IO-233-LSA | 112 kn(129 mph) | 460 nmi(529 mi) | 2010 | LSA Certified | ||
| Skyeton | Skyeton K-10 Swift | Rotax 912 S, 100HP | 120 kn (222 km/h) | 486nmi | 2006 | Certified | ||
| SkyRunner, LLC. | SkyRunner MK 3.2 | 914 UL | 35kn | 120 nm | 2016 | FAA Approved / S-LSA | ||
| Sling Aircraft | Sling 2 | Rotax 912 iS or 912 ULS | 120 kn (222 km/h) | 750nmi | 320+ | 2010 | Certified RTF & Kit | |
| TL Ultralight | TL Ultralight TL-96 Star | Rotax 912 F | 120 kn (222 km/h) | 790nmi | 70+ | Available | Certified | |
| Storm Aircraft | Storm Rally | Rotax 912 S | 120 kn (222 km/h) | 450nmi | 2004 | Certified | ||
| Storm Aircraft | Storm Century | Rotax 912 S | 120 kn (222 km/h) | 450nmi | 2004 | Certified | ||
| Tecnam Aircraft | Tecnam P2004 | Rotax 912 S | 116 kn (222 km/h) | 100+ | 2005 | Certified | ||
| Terrafugia | Terrafugia Transition | Rotax 912 S (when certified) | 93kn | 450nmi | 100 | 2012 | Experimental/Certification planned | |
| Van's Aircraft | RV-12 | Rotax 912 iS | 117 kn (217 km/h) | 564nmi | 1000+ | 2008 | ELSA Kit/Certified |
In June 2011, the European Aviation Safety Agency published CS-LSA "Certification Specifications for Light Sport Aeroplanes".[13] This introduced a new category of manufactured sport aeroplanes similar to the light-sport category found in the US and elsewhere.
A new certification category for 'Light Sport Aircraft' came into effect on 7 January 2006.[14] This category does not replace the previous categories, but created a new category with the following characteristics:[15]
Light-sport aircraft can be factory-manufactured aircraft or kits for amateur-building.
On 26 December 2022, Japan Civil Aviation Bureau amended the Circular of Aircraft Safety No.1-006 and clarified its own stance on LSA. The significant difference between Japan and other countries described above is that LSA in Japan is defined as a type of Experimental aircraft, i.e., non-certified aircraft, similar to amateur-built aircraft but rather than practical aircraft, i.e., certified aircraft. Permission for Test Flights etc. by Minister of Land, Infrastructure, Transport and Tourism is necessary to operate LSA in Japan as well as other non-certified aircraft. In order to operate the LSA in Japan, the aircraft, like other non-certified aircraft, requires permission for test flights, etc. from the Minister of Land, Infrastructure, Transport and Tourism. Because the LSA flight is nominally a test flight of an unknown experimental aircraft, the pilot may not have a license and the flight range is basically restricted to within 3 km of the takeoff/landing point avoiding residential areas. If the pilot of the LSA intends to fly outside of the above range or to land outside of the takeoff point, the pilot must have a Private Pilot license or a higher license and an effective aviation medical certificate. The required characteristics of LSA in Japan are modeled after those of S-LSAs in the United States. On the other hand, the E-LSA classification has not been introduced, so kit-built and plan-built LSAs are regarded as amateur-built aircraft. Imported LSA certified as CS-LSA is considered LSA on an exceptional basis, even if it does not meet the characteristics of LSA in Japan.[16]