To elaborate on Mark's comment, if working with wood and fiberglass is your thing, consider the Vision, which by all my observations is the next generation KR2S, and install a Corvair engine, and get a sweet flying airplane, plans built like the KR, glass like the KR but with a long wing version that also should fit nicely into LSA category. Subaru and GM 4.3V6 engines have been used in it as well so it is very adaptable to the task.
No one has ever said the KR cannot fit the LSA, just that there are SO many examples that do not fit, you will have a hard row to hoe to prove to a DAR that it is LSA qualified. The FAA commentary that I read specifically mentioned that they are watching for aircraft that have previously been certified in other categories to be modified into LSA, and will aggressively prevent this. The purpose of the category is not to give alternatives, but to regulate those aircraft that already fit the category and previously were not regulated. Having said that, changes made logically to ANY airframe which significantly change the flight characteristics in such a way as to comply with the LSA restrictions should be able to be proved to comply much the same way as someone who proves their modifications to an original design are safe. To the FAA, documentation is and always will be the most important thing: if you show can show where others did the same thing and got a particular result, then it will be a much easier sell. BUT, bare in mind that any such changes DRASTICALLY effects the build time because now you are designing, building, troubleshooting, remaking, designing, troubleshooting, etc.... as you go. Good luck. Colin Rainey N96TA KSFB
