On 1 Oct 2004 15:56:47 -0700, (Mark James Boyd)
wrote:

believes one must certify an aircraft as an LSA to
operate it under LSA rules.

This is not the case.

Leaving personalities out of it completely, it is obvious that is not
the case when EAA has listed certificated planes which will meet the
requirements.

Anyway, the RV-11 is likely going to be a motorglider, and
I'd like to encourage RAS readers to write Van's and suggest it
be designed to meet the LSA limitations in its specs, even though
it will actually just be certified "Experimental -
Amateur Built - Glider."

So take a look at LSA and Sport Pilot, and then send an e-mail to Vans

asking if the RV-11 will meet LSA Vne and gross weight requirements...

As a single-place, and (obviously?) his intent that it meet the JAR22
criteria (kg/m[2]) 3, it is hard to imagine that it won't meet GW,
but with his current Jab 2200 (80+ HP) thoughts, keeping Vh within the
specs will require "creative" specmanship. (I don't think there is a
Vne limit applies to powered planes; see the Sonex site which quotes
"3. Maximum speed in level flight with maximum continuous power (Vh)
of not more than 120 kts (138 mph) CAS under standard atmospheric
conditions at sea level.")

The Jab literature I've seen wants that engine to spin, although if
the pitch is flat enough to lightly (maybe 50HP?) load the engine at
2500, I'm not sure that a small carb wouldn't do it; Jab would have to
address that one.