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While it is beyond the scope and intent of this document to fully explain a full FAR Part 23 spin-resistance solution, a simplified, layman’s explanation is that a large portion of the outer wing sections must be protected from ever stalling by, among other things, reducing maximum lift well below the wing’s capability. Given the maximum stall speed (45 knots) required by the LSA definition, this loss of maximum available lift requires significantly increased wing area. The increased wing area then in turn requires increased tail size for stability along with the corresponding increase in internal structure, as well as proportional accommodation factor weight – at a minimum. Further, the increased wing, tail, and specific spin-resistance elements also result in an increase in aerodynamic drag which requires increased engine size and additional fuel to compensate. The net result is that a Spin-Resistant Airframe requires increased vehicle weight over a similar S-LSA airplane that does not achieve spin resistance.