I have some inside information that I cannot divulge the exact source, so you can just call it rumor, but during the decision process, Cessna was at FAA HQ with pockets full of money. They were looking for a new class that they could capitalize on, and were afraid that the fleet of old 150's and Tomahawks would interfere with the new market. I guess it paid off pretty well for them with their new foreign built LSA on the market. I am told that they goofed a bit, they THOUGHT that all the C models had either been converted to 1400 gross planes or junked out, and would not be a consideration. I have communicated with the person by name that made the decision concerning the D model conversions if anybody wants to ring his bell a bit, the more is the merrier! My point was what possible reason could there be to prohibit a C converted or a D model that is converted back to C specs from being an LSA. Makes no sense to me.
--- In [email protected], lamkeyf...@... wrote: > > > Maybe some of you know, but I'd sure be interested in knowing > everything that went into FAA's decision to roost on 1320 lbs as the > magic number for Light Sport Aircraft. Some of the new Light Sport > Aircraft are not only fancier, but can fly faster and go further than > my old 1400 lb. D model. > > > The FAA wanted new, sport pilot planes to be built. If you went to > 1400# it would let too many older airplanes in the category. Where > did the 254 for ultralights come from? If you think this 1320 will be > changed, you would be wrong. I have been listening to the speculation > for increasing the 254 for 20+ years and they haven't changed it yet. > They don't want that many sport pilots out there. They want more > planes. This gave them the opportunity to trade no medical for more > NEW airplanes with relaxed building standards. >
