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major trike manufacturers were formed in the early 1980s
and continue to deliver trikes worldwide today.
New Challenges
By the 1980s, individuals were rapidly developing and
operating small powered trikes. This development failed
to address the sport nature and unique challenges these
new aircraft presented to the aviation community. In an
attempt to include these fl ying machines in its regulatory
framework, the FAA issued Title 14 of the Code of Federal
Regulations (14 CFR) part 103, Ultralight Vehicles, in 1982.
Aircraft falling within the ultralight vehicle specifi cations
are lightweight (less than 254 pounds if powered, or 155
pounds if unpowered), are intended for manned operation
1-6
Figure 1-12. Examples of LSA, from top to bottom: gyroplane,
airplane, powered parachute, and weight-shift control aircraft.
Figure 1-11. An ultralight vehicle trike: a Rogallo wing on a
modified undercarriage.
by a single occupant, have a fuel capacity of fi ve gallons
or less, a maximum calibrated airspeed of not more than 55
knots, and a maximum stall speed of not more than 24 knots.
Ultralight vehicles do not require pilot licensing, medical
certifi cation, or aircraft registration. Ultralight vehicles are
defi ned in more detail with their operating limitations in 14
CFR part 103.
Because training was so important for the single-place
ultralight vehicle pilots, the FAA granted an exemption that
allowed the use of two-seat ultralight vehicles for training,
and the sport of two-seat ultralight training vehicles grew.
Throughout the 1990s, worldwide sales of both singleseat
and two-seat ultralight vehicles soared, but it was the
proliferation of two-seat trainers that took the industry and the
regulators by surprise. Worldwide sales of two-seat ultralight
vehicle trainers vastly outnumbered the sales of single-seat
ultralight vehicles; and it became clear that the two-seat
trainers, which were intended to be operated as trainers only,
were being used for sport and recreational purposes. This
created a demand for increased comfort and reliability, which
resulted in heavier, more sophisticated machines.
Light Sport Aircraft (LSA)
To address the evolution of the ultralight vehicle and its
community of sport users, the FAA issued new rules on
September 1, 2004. These rules created a new category of
LSA and a new classifi cation of FAA pilot certifi cation to fl y
LSA, called Sport Pilot. Additional guidelines established by
the FAA can be found in 14 CFR part 61. [Figure 1-12] This
handbook focuses on the WSC aircraft.
Aircraft certifi cated as LSA exceed the limitations defi ned
for ultralight vehicles and require that the pilot possess, at a
minimum, a Sport Pilot certifi cate. The sport pilot rule defi nes
the limitations and privileges for both the sport pilot and the
1-7
Figure 1-13. Carriage and wing of a WSC aircraft.
Carriage
Wing
Figure 1-14. Wing folded and on top of a recreational vehicle with
the carriage in a trailer.
LSA. In addition, the regulations governing the sport pilot rule
defi ne the training requirements of prospective sport pilots
and the airworthiness requirements for their machines. For
instance, an ultralight vehicle must not exceed 254 pounds
or carry more than one person. Aircraft that carry more than
one person and weigh over 254 pounds but less than 1,320
pounds may be certifi ed as LSA provided they meet specifi c
certifi cation requirements. Therefore, many WSC ultralight
vehicles became LSA (provided they were properly inspected
and issued an airworthiness certifi cate by the FAA).
Weight-Shift Control Aircraft
WSC aircraft are single- and two-place trikes that do not meet
the criteria of an ultralight vehicle but do meet the criteria of
LSA. The defi nition for WSC can be found in 14 CFR part 1.
Flight control of the aircraft depends on the wing’s ability to
fl exibly deform rather than on the use of control surfaces.
The common acronyms for this LSA are WSC (weight-shift
control); WSCL (WSC land), which can be wheels or ski
equipped; and WSCS (WSC Sea) for water operations. A
LSA WSC used for sport and private pilot fl ying must be
registered with a FAA N-number, have an airworthiness
certificate, a pilot’s operating handbook (POH), and/or
limitations with a weight and loading document aboard. The
aircraft must be maintained properly by the aircraft owner
or other qualifi ed personnel and have the aircraft logbooks
available for inspection. Dual fl ight controls are required in
two-seat aircraft used for training.
The carriage is comprised of the engine and fl ight deck
　
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