Several groups were instrumental in the development  and success of the LSA concept. These included the  Federal Aviation Administration (FAA), Light Aircraft  Manufacturers Association, American Society for Testing and  Materials (ASTM) International, and countless individuals  who promoted the concept since the early 1990s. In 2004,  the FAA released a rule that created the LSA category,  which covers a wide variety of aircraft including: airplane,  gyroplane, lighter-than-air, weight-shift-control, glider, and  powered parachute.  [Figure 16-1]  The LSA category includes standard, special, and experimental  designations. Some standard airworthiness certificated  aircraft (i.e., a Piper J-2 or J-3) may meet Title 14 of the  Code of Federal Regulation (14 CFR) 1.1 definition of LSA.  Type certificated aircraft that continue to meet the CFR 1.1  definition of LSA allows for that type certificated aircraft  to be flown by a pilot who holds a Sport Pilot certificate.  The Sport Pilot certificate is discussed later in this chapter.  Aircraft that are specifically manufactured for the LSA market  are included in either the Special (S-LSA) or Experimental  (E-LSA) designations. An approved S-LSA is manufactured  in a ready-to-fly condition and an E-LSA is either a kit or  plans-built aircraft based on an approved S-LSA model. It is important to note that S-LSAs or E-LSAs are not type  certificated by the FAA and are not required to meet any  airworthiness requirements of 14 CFR part 23. Instead,  S-LSA and E-LSA aircraft are designed and manufactured in  accordance with ASTM Committee F-37 Industry Consensus  Standards. Therefore, LSA aircraft designs are not subjected  to the scrutiny, demands, and testing of FAA standard  airworthiness certification. Industry Consensus Standards are  intended to be less costly and less restrictive than 14 CFR part  23 certification requirements and, as a result, manufacturers  have greater latitude with their designs. ASTM Industry  Consensus Standards were accepted by the FAA in 2005,  which established for the first time that the FAA accepted  industry-developed standards rather than its own standards  for the design and manufacture of aircraft.  ASTM Industry Consensus Standards for LSA airplanes  covers the following areas: Using the ASTM Industry Consensus Standards, an LSA  manufacturer can design and manufacture their aircraft  and assess its compliance to the consensus standards. The  Figure 16-1.  The LSA category covers a wide variety of aircraft  including: A) airplane, B) gyroplane, C) lighter-than-air, D) weight- shift-control, E) glider, and F) powered parachute.  The primary concept of the LSA is built around a defined  set of standards:  Light Sport Airplane (LSA) Background  16-2 • Design and performance • Required equipment • Quality assurance • Production acceptance tests • Aircraft operating instructions • Maintenance and inspection procedures • Identification and recording of major repairs and major  alterations • Continued airworthiness • Manufacturers assembly instructions (E-LSA aircraft) • Powered (if powered) by single reciprocating engine  • Fixed landing gear, seaplanes are excluded • Fixed pitch or ground adjustable propeller • Maximum takeoff weight of 1,320 pounds for  landplane, 1,430 for seaplane • Maximum of two occupants • Non-pressurized cabin • Maximum speed in level flight at maximum continuous  power of 120 knots calibrated airspeed (CAS) • Maximum stall speed of 45 knots.  [Figure 16-2]