1320 vs 1550

[jrevens]

I know this has been discussed a lot on this forum previously, but I’m curious about how many builders of the models designed for a max. gross weight of 1550 lbs. have licensed their airplanes at 1320#. I think I know most of the pros & cons, but I’d also be interested in any further comments.

[jmodguy]

I'll be going 1320.

[PapuaPilot]

I went with 1550 and plan to keep doing a 3rd class medical. Now we have the Basic Med option. If I want to let my FAA medical expire I can still use my plane at 1550.

[jrevens]

When I registered mine I didn’t use the LSA specific application. Is that necessary, or can you just show 1320# max. on your weight & balance calculations?

I’m leaning towards the same as you Phil, but wonder if I might be making a mistake in my situation.

[Flybyjim]

I am going with 1320 when I register my SS7, I think there will be more buyers at the time this one would be sold down the road at this weight. I have not looked into the legalities of changing the weight at a later time to up the weight. I just sold this past week an Aeronca L16A that I was able to up the weight from 1220 to 1300 due to an installation of some extra brace tubes that were installed at some point in it's past life. I know this one is a certified plane and somewhere there was a 337 for this, maybe one can or can not change the weight on an expermental.

[neville]

I do not know if this is correct, however, it is my impression that a builder of experimental amateur built aircraft can use any gross weight up to the design limit of the machine and can change from 1320 to 1550 on a SS7 by calculating a new weight and balance. It might be that the a/c would have to go into a 5 hr phase one flight test test series and have a DAR issue a revised airworthy certificate. ????????????????

[jdmcbean]

IMHO.. simply use 1320 on your W&B.. DO NOT use the LSA application. It is still an E-AB. You can always increase gross weight but can not go down and remain eligible to be flown by a Sport Pilot.

[aviator79]

I do not know if this is correct, however, it is my impression that a builder of experimental amateur built aircraft can use any gross weight up to the design limit of the machine and can change from 1320 to 1550 on a SS7 by calculating a new weight and balance. It might be that the a/c would have to go into a 5 hr phase one flight test test series and have a DAR issue a revised airworthy certificate. ????????????????

This is correct, but it is for all intents and purposes irreversible. You could reduce the weight back to 1320, but the aircraft would no longer meet the definition of LSA and a Sport Pilot would not be able to fly it.

Possible resale to a Sport Pilot is the only reason to certify at the lower weight. My own thoughts are that since Basic Med, the resale may actually be close to a wash in the market. For every Sport Pilot looking for a plane, there may well be a Private or higher pilot looking for a plane who would prefer to be able to carry more weight.

[Dave S]

I went with 1550 and plan to keep doing a 3rd class medical. Now we have the Basic Med option. If I want to let my FAA medical expire I can still use my plane at 1550.

It has been a few years since our S7 got its AW; however, I followed the identical logic Phil did; although the basic med thing was only a gleam in anyone's eye at the time - still doing the Class III at present.

I do find the 1550 GW a very useful feature.

[tx_swordguy]

lots of people fly at or a "little over" gross. If you know you can safely load more your only worry would be IF you get ramp checked. You would vastly increase your resale eligibility because anyone SP or above could fly it . I have a friend that is in the same predicament but he is a SP currently and legally could not even fly the airplane he is building without more training. At some point you may not be able to keep your medical so having an LSA would come in handy. I know you have a thorp so that may be an issue later.