Aircraft certification 101
There are a whole series of certification codes for aeroplanes, in order, the main ones are:-
FAR-103: ultralights, single seat, below 115kg empty weight
- Section S, UL2, BFU-95: light aircraft up to 450kg, Vso<35n, max 2 seats.
- JAR-VLA: non-aerobatic light aircraft up to 750kg MTOW, Vso<45kn, max 2 seats.
- JAR-22: gliders up to 750kg MTOW, motorgliders up to 850kg MTOW, Vso<80kph, max 2 seats.
- JAR-23: aerobatic or IMC capable light aircraft, all aircraft between (roughly) 750kg and (roughly) 5,700kg, twins, Vso below 61 kn, max 19 pax seats.
- FAR-23, as JAR-23 but permitting more than 2-engines.
- JAR/FAR-25, anything that doesn't meet any of the above limits.
(These definitions are a bit simplistic, but make the point.) Each time you move up the ladder, the cost and complexity of certifying the aeroplane go up - this is deliberate, since each step marks both an increase in risk to the general public in the event of an accident, and a decrease in survivabilty on-board in the event of an accident.
So each time you step up, a huge raft of areas become more complex - whether it's asymmetric handling, OEI climb performance, gust loadings on the wing.
As a consequence you'll find a great many aeroplanes (of all classes) that are designed right to the limits of the certification standard. That's why so many small twin airliners have exactly 5,700kg MAUW, so many motorgliders have an MTOW of exactly 850kg, so many light aircraft have a stall speed just below 61 knots.
Which is a very complex way of saying, yes.
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