LAMA - Light Aircraft Mfrs. Assoc. Archives

LAMA - Light Aircraft Mfrs. Assoc.

What Do AOPA, EAA, and LAMA Have In Common? …MOSAIC!

By Dan Johnson || April 16, 2025 7 Comments

Well before Sun 'n Fun 2025, a remarkable thing happened. The large and small of aviation got together to request the administration grant special handling for aircraft in the Tariff Wars.

Giants like GAMA, the General Aviation Manufacturers Association and small organizations like LAMA, the Light Aircraft Manufacturers Association joined forces to make the tariff exemption request. Wish them luck! You may benefit. If you think a GAMA/LAMA joint initiative is an unusual request, you may have missed that aircraft and aircraft parts are often exempted from these sorts of political power plays. The whole world recognizes the value of aviation. Yet compared to cars, computers, steel, or oil, aircraft and aircraft parts represent a modest percentage of the global marketplace. Since it is important yet relatively small, it has frequently received special handling.

Colorful Aeroprakt LSA welcomed visitors to Paradise City, home to LAMA's LSA Mall.

At Sun 'n Fun a remarkable thing repeated. Again, leaders got together, but this time it was to discuss and explain Mosaic. LAMA President Scott Severen was able to bring EAA President Jack Pelton and AOPA President Darren Pleasance on stage with ASTM expert Adam Morrison (via video link) on the topic of Mosaic. Well done, Scott!

Meeting of Minds

An article similar to this one will appear in the June 2025 issue of Plane & Pilot. That one is aimed at GA pilots but ByDanJohnson.com readers get an early look here. Both articles are published inside the Firecrown network that also includes Flying and Kitplanes magazines.

Scott Severen, President of LAMA the Light Aircraft Manufacturers Association introduces his esteemed panel to a large audience.

On Sun 'n Fun 2025's opening day we witnessed a meeting of minds. Pilots come to Sun 'n Fun looking for specific aircraft or flying gear. Despite this attraction, a large crowd instead sat down to hear about a FAA regulation. Does that illustrate a high level of interest in Mosaic? Many of us hoped for an announcement at this summer’s EAA AirVenture Oshkosh 2025 (July 21-27) but Scott's leadership team on stage said it will likely be "at least August" before Mosaic is released. After FAA releases Mosaic, an “effective date” will follow in 30-60 days.

Yes, it seems like another delay.

Remember, though, the efforts leading to Mosaic began when LAMA began lobbying FAA on the 10th anniversary of the Sport Pilot / Light-Sport Aircraft regulation (2014). After FAA's proposal started to take shape it emerged during the dark, uncertain days of Covid. Work proceeded to near-completion but then had to pause while a new political administration was installed. This is the delay we're hearing about now, but it should only be a month or so later than long expected, so said the panelists Scott assembled..

EAA's Pelton offered several insights, including this comment, that will thrill many pilots who have followed Mosaic’s development, “This [new rule] will encompass airplanes like the Cessna 172 and Cessna 182.” AOPA's Pleasance was even more plainspoken, “Nothing [about Mosaic] has slowed down or stopped. It’s still a priority for FAA." He observed recent conversations indicate that FAA considers Mosaic “a win” — then adding, “And they [FAA] need a win right now.”

Count the Wins… in September?

As the long-awaited rule arrives, more capable Mosaic LSA will be able to increase maximum speed to 250 knots, can have controllable-pitch propellers, plus retractable landing gear. An increase in stall speed will enable increased aircraft weight, more robust airframes, more safety equipment, greater fuel loads, and more seating capacity (although not for Sport Pilots). Although no weight is specified in Mosaic, airplanes weighing 3,000 pounds will be included in this rulemaking, as Pelton noted.

LAMA's Scott Severen (L) addresses a large crowd supported by AOPA's Darren Plesance (C), EAA's Jack Pelton (R), and Adam Morrison (on screen).

Mosaic aircraft are constrained from becoming very large by regulating stall speed. FAA proposed clean stall at 54 knots, 20% more than current LSA but still not quite enough to include some airplanes pilots want included. Pelton said EAA is pushing for an increase to 58 knots. If that happens he said, “Probably close to 70% of every current certified single-engine piston aircraft in the fleet today would qualify to be flown as a Light-Sport Aircraft.” That’s particularly important as many pilots prefer to use a driver’s license in lieu of an aviation medical, as they now can on LSA. This is a very big deal to many aviators.

Mosaic Triumvirate…

If stall is raised — 58 knots to 61 knots have been suggested — Pleasance recognized, “A whole host of aircraft become available to be used for Light-Sport training and the Sport Pilot license,” He believes that can reduce the cost of flight training. “What an exciting time to be involved in aviation,” Severen concluded! Here's hoping this rule emerges from the Tariff Wars and "releases" the airplanes we desire.

Well before Sun ‘n Fun 2025, a remarkable thing happened. The large and small of aviation got together to request the administration grant special handling for aircraft in the Tariff Wars. Giants like GAMA, the General Aviation Manufacturers Association and small organizations like LAMA, the Light Aircraft Manufacturers Association joined forces to make the tariff exemption request. Wish them luck! You may benefit. If you think a GAMA/LAMA joint initiative is an unusual request, you may have missed that aircraft and aircraft parts are often exempted from these sorts of political power plays. The whole world recognizes the value of aviation. Yet compared to cars, computers, steel, or oil, aircraft and aircraft parts represent a modest percentage of the global marketplace. Since it is important yet relatively small, it has frequently received special handling. At Sun ‘n Fun a remarkable thing repeated. Again, leaders got together, but this time it was to discuss and explain Mosaic.

Mosaic! …Or No Mosaic (Yet)? — That Is the Question

By Dan Johnson || January 21, 2025 25 Comments

OK, so we have a new U.S. President and Trump often promised to "Eliminate 10 new rules for every new one proposed."

On the campaign trail, this was only promises, such as every politician makes. Now comes reality. Will our new president do what he said? Regular readers will recognize Roy Beisswenger. Roy and I made several trips to Washington, DC in an attempt by LAMA, the Light Aircraft Manufacturers Association, to encourage FAA to make changes to the then-10-year-old Sport Pilot / Light-Sport Aircraft regulation. Our work, starting in 2014, began a few years before anyone knew anything about Mosaic. Being involved for ten years provided lots of knowledge about FAA rule making, leading to actions later known as Mosaic.

Roy Beisswenger (R) receives a dealer award from Galen Geigley of Powrachute.

In his day job, Roy is the proprietor of Easy Flight, the nation's premiere powered parachute educator and flight trainer. Follow the link to learn more. To learn more about those advocacy trips, what we asked for, and what was finally included in FAA's newest rule, follow this Mosaic link. In these articles you can find many other links to speed your review of Mosaic. Government regulations are rarely easy to follow so we attempted in several media forms to bring awareness to what FAA was doing.

Is Mosaic to Be Frozen?

Is a regulatory freeze going to slow the release of Mosaic? Based on what Roy reports in some detail, I believe that is a high likelihood.

LAMA and USUA produced a Study Guide helping pilots uncover what was in FAA's 318-page proposal.

President Trump just signed an order called, "Regulatory Freeze Pending Review." Here's the full White House text. Because the Mosaic rule has not been published yet, it appears probable that the proposed regulation will be halted, at least for a period of review. Yet that's not all. In the Freeze Review Roy notes that it states, "Rules should be looked at after they are published and before they become effective." Roy added, "This is a major change in the way the federal government publishes rules.

Currently, new rules are proposed, then discussed by government and the public. Afterward, FAA huddles and writes the proposed rule. When done, a notice of proposed rulemaking is offered for public comment. After the comment period closes, the federal agency goes quiet to revise the rule without outside interference. After the rule is published, the public can comment no more.

While Trump's regulatory changes may be worthy, any change to the way Washington works means regulations take longer. Since pilots are somewhat forced to wait for regulation to emerge before they can buy exciting new airplanes, any alteration that permits pilots to see the finalized rule before it is released seems laudable — though this necessarily extends the time needed. In short, the odds of further delay in Mosaic's release appears probable. Stay alert! Roy's 11-minute video below clarifies much more on this Regulatory Freeze Pending Review…

In the following video, longtime aviation journalist Roy Beisswenger provides background and clarity on a possible Mosaic freeze. Those that prefer to read what he said or who want to review specifics can find the entire video text below. https://youtu.be/OXGdXJ1JD-s?si=TASUYFB03hN49g8x

Full Text of Above Video

By Roy Beisswenger January 21, 2025

MOSAIC Paused

It has been widely reported that the MOSAIC rule was expected to be published by the middle of 2025. But, President Trump just signed an executive order freezing the publication of any new federal rules, pending a review. Let's look at the freshly signed executive order and see how that affects MOSAIC and its timing. Hello! My name is Roy Beisswenger and by the end of this video you’re going to know what’s in the president’s new executive order called “Regulatory Freeze Pending Review” and how it may affect MOSAIC. First, some background. MOSAIC stands for Modernization of Special Airworthiness Certification. The FAA describes MOSAIC as An amendment to the rules for the manufacture, certification, operation, maintenance, and alteration of light-sport aircraft. The FAA says that the proposed amendments would enable enhancements in safety and performance and would increase privileges under a number of sport pilot and light-sport aircraft rules. These enhancements include increasing suitability for flight training, limited aerial work, and personal travel. MOSAIC would expand what aircraft sport pilots may operate. I’ve gone into depth presenting the details of MOSAIC. The short version is that MOSAIC is overall a pretty good rule, but is flawed as it was presented to the public in the Notice of Proposed Rulemaking or NPRM. The NPRM was published in the summer of 2023. Yes, that long ago. The comment period came to a close in early in 2024. Since then, the rule has been studied by the FAA with a mind to incorporating or rejecting changes suggested by the public. And there were quite a few suggestions! 1,357 comments to be exact! Many of those comments were different people suggesting the same thing. Some comments probably were conflicting with other comments. I’m sure it was a lot for the FAA to sort out. Then there has been the editing of the rule and the intra-agency process that comes with that, especially since MOSAIC cuts across so many parts of the FAA. But the work isn’t finished. And even if it was finished, it wasn’t published. That means that the Regulatory Freeze will affect it. Let’s look at the language of the freeze and see what may apply. The 1st paragraph of the executive order says… (1) Do not propose or issue any rule in any manner, including by sending a rule to the Office of the Federal Register (the “OFR”), until a department or agency head appointed or designated by the President after noon on January 20, 2025, reviews and approves the rule. The department or agency head may delegate this power of review and approval to any other person so appointed or designated by the President, consistent with applicable law. The Director or Acting Director of the Office of Management and Budget (the “OMB Director”) may exempt any rule that he deems necessary to address emergency situations or other urgent circumstances, including rules subject to statutory or judicial deadlines that require prompt action. This will delay things simply because it takes time to hire new department and agency heads. First, the candidates have to be found. I'm sure many candidates have already been screened since the election in November. But the process of Senate confirmations has only just begun. I don't know how high of a priority the department of transportation or the federal aviation administration is for confirmations. But the period may take well over 60 days. In fact, this executive order may be part of President Trump's leverage to get his candidates for these positions confirmed by the Senate. After the department and agency heads are selected and confirmed, they have to review all of the new rules. Of course they will have their own teams for that, but it takes time to hire those people. So it will take time to review all of the individual rules. The 2nd paragraph of the executive order says… (2) Immediately withdraw any rules that have been sent to the Office of the Federal Register but not published in the Federal Register, so that they can be reviewed and approved as described in paragraph 1, subject to the exceptions described in paragraph 1. This may or may not affect MOSAIC, I really haven’t checked on where the rule is right now. I believe it’s still with the FAA. The 3rd paragraph of the executive order says… (3) Consistent with applicable law and subject to the exceptions described in paragraph 1, consider postponing for 60 days from the date of this memorandum the effective date for any rules that have been published in the Federal Register, or any rules that have been issued in any manner but have not taken effect, for the purpose of reviewing any questions of fact, law, and policy that the rules may raise. During this 60-day period, where appropriate and consistent with applicable law, consider opening a comment period to allow interested parties to provide comments about issues of fact, law, and policy raised by the rules postponed under this memorandum, and consider reevaluating pending petitions involving such rules. As appropriate and consistent with applicable law, and where necessary to continue to review these questions of fact, law, and policy, consider further delaying, or publishing for notice and comment, proposed rules further delaying such rules beyond the 60-day period. This paragraph seems to be pretty big to me. Why? Because it signals a new way of doing business. What the president is saying here is that rules should be looked at after they are published and before they become effective. This is a major change in the way the federal government publishes rules. The way it currently works is that Rules are proposed. There is a discussion between the government and the public. Then there is a time while the FAA huddles and writes the proposed rule. When that’s done, the government publishes a notice of proposed rulemaking. Then there is a comment period. That comment period is usually the main opportunity for the public to comment on a proposed rule. After the comment period is over, the FAA or whatever organization goes into hiding and writes the rule without any outside interference. At least allegedly. Then the rule is published. After the rule is published, there is no opportunity for the public to comment or change the rule without starting the whole process over again. In the case of Sport Pilot, it took over a decade to even start the process. In fact it is already twenty years since sport pilot first became a rule and we are just now getting close to finally, hopefully, solving some of the problems with the original rule. What the president seems to be saying here is that the public gets another chance to respond to a rule before it becomes an active rule. This could be a big deal that will affect all kinds of rules coming from the federal government. For MOSAIC, it means that there are probably a lot of things that the FAA really wants in the rule but the public doesn’t want. If the FAA has to publish the rule and then go through another comment period, this could slow down the effective date of the rule. Of course this may be just a temporary process to slow down potentially bad rules that have already been published but aren’t quite effective yet. I have to say that I would like to see this become a regular part of the rulemaking process. In the case of the FAA, it would give pilots, aircraft manufacturers and other interested parties a chance to hold the FAA accountable for their final rulemaking products. I remember back when the Sport Pilot rule was first published. The preamble of published rules is where the FAA addresses comments from the general public. I and others made several suggestions. Many of my suggestions were based on observations from Australian pilots who already had a similar system in place. They warned me that several aspects of the Sport Pilot rule would really hurt Powered Parachutes. They were speaking from experience. Ultimately, the FAA never really addressed those concerns. All they said was that the FAA does not concur. As it turns out, I was right about the effects Sport Pilot would have on powered parachutes and the FAA was wrong. But there never has been any accountability. And there never was a chance to ask the FAA what reasoning they had behind the statement, “The FAA does not concur.” The FAA also said at the time that it did not concur that gyroplanes should be allowed to be manufactured as special light sport aircraft. That mistake is taking 21+ years to correct, and it still isn’t yet officially corrected. Personally, I don’t believe that any agency should be able to say that they don’t concur with a public comment without some kind of justification. Saying “the FAA doesn’t concur” seemed arrogant and dismissive at the time, especially since the FAA turned out to be dead wrong. Perhaps allowing another comment period after the rule was published would have prevented some of that. An ability to challenge a federal agency AFTER a rule is published is a big positive that may slow things down in the short term, but will make the FAA and the rest of the government more responsive to the public in the future. What do you think? Should the rulemaking process be more responsive to the public or are things just fine as is? Let me know in the comments. The 4th paragraph of the executive order says… (4) Following the postponement described in paragraph 3, no further action needs to be taken for those rules that raise no substantial questions of fact, law, or policy. For those rules that raise substantial questions of fact, law, or policy, agencies should notify and take further appropriate action in consultation with the OMB Director. This means that MOSAIC could sail swiftly through the process. But I don’t know that it will. I can see some things being challenged, like the FAA’s discrimination against aircraft they don’t fully understand like gyroplanes, powered parachutes, and weight-shift control trikes. Then there is the arbitrary and unnecessary new rules on light sport aircraft noise, which was literally put in there because they could. Not because there was a demonstrated need. That unnecessary rule will cost manufacturers and the public money to conform to. The 5th paragraph of the executive order says… (5) Comply in all circumstances with any applicable Executive Orders concerning regulatory management. This is a catchall that seems to imply that more is coming. Overall, this may be a very good thing. Perhaps this will motivate the FAA to reconsider public comments, especially the ones that point out real flaws in MOSAIC. Hopefully, “The FAA does not concur” will be augmented with real reasons, if those real reasons even exist.

OK, so we have a new U.S. President and Trump often promised to “Eliminate 10 new rules for every new one proposed.” On the campaign trail, this was only promises, such as every politician makes. Now comes reality. Will our new president do what he said? Regular readers will recognize Roy Beisswenger. Roy and I made several trips to Washington, DC in an attempt by LAMA, the Light Aircraft Manufacturers Association, to encourage FAA to make changes to the then-10-year-old Sport Pilot / Light-Sport Aircraft regulation. Our work, starting in 2014, began a few years before anyone knew anything about Mosaic. Being involved for ten years provided lots of knowledge about FAA rule making, leading to actions later known as Mosaic. In his day job, Roy is the proprietor of Easy Flight, the nation’s premiere powered parachute educator and flight trainer. Follow the link to learn more.

News Bits — Sun ‘n Fun 50th Birthday, Hexa Draws Big Media to Lakeland, VREF & LSA

By Dan Johnson || February 26, 2024 3 Comments

To start off your new workweek, here are fresh light aviation news bits from last week.

DAWN PATROL — Lift Aircraft's team got Hexa assembled and checked out ahead of time for major TV coverage.

Not all aviation news items justify a whole article but that doesn't mean these accomplishments should be ignored. Here are three such items. Each exerts an influence on the future of flying. Let's get the newsday started…

Whoo Hoo! Sun 'n Fun Turns 50!

Keen to celebrate their 50th anniversary, Sun 'n Fun sent out a special invitation that may be of great interest to fly-in campers.

Sun 'n Fun e-blasted, "6 Things To Do When You Land at Sun 'n Fun 2024!" The half-century-old event runs April 9 to 14, 2024 in Lakeland, Florida.

After you park your airplane and find your camping spot for the week, head on over to The Island.
Check in at the Pilot Welcome Center brought to you by Phillips 66.
Visit the Island Country Store and stock up on your basic necessities.
Hungry? Grab a bite to eat at Fresco’s. They’re open from 7 AM to 10 PM at The Island.
Grab a rental car or Uber at The Island.
Visit over 500 Exhibitors in all areas of the aviation industry.

Fly ‘n Early Aircraft Camping packages allow you to fly in as early as Saturday 4/6/2024 and stay through Thursday 4/11/2024. Includes camping and admissions for one or two persons. Great for those who fly-in early and depart on Thursday!

Hexa Draws Big Media to Lakeland (home of SnF)

Mainstream media may be challenged by streaming TV and a bazillion YouTube channels but when one of the Biggies covers aviation in a positive way, it can have a major influence.

Nine staff or associates from ABC's "Good Morning America" assembled on the Sun 'n Fun campus for an early morning live broadcast. —all related images by Scott Severen

Indeed, a flock from ABC's "Good Morning America" arrived at Sun 'n Fun's Lakeland campus to shoot one of their on-air personalities flying Lift Aircraft's Hexa (aircraft article). The show being Good Morning America, of course, they started before dawn. A large crew arrived in two groups, showing how Big Media goes about capturing a news segment. Nine personnel arrived from GMA with another local outfit providing a trailerload of equipment apparently needed for this sort of production. Nearby images tell that story.

GOT ENOUGH GEAR? — For a couple minutes of live airtime, GMA producers gathered quite a team plus tons of equipment.

The effort was to video Disney and ABC weatherman Rob Marciano flying Hexa …all by his lonesome since this multicopter is a single seater. To assure things would go well for the on-air personality, the executive producer took a preview flight in Hexa. A job perk, one supposes. It all looks like a lot of gear and commotion for a nearly all-automated flight. The real trick wasn't the flying so much as a high level of coordination between the field crew and the New York HQ studio.

ABC and Disney weatherman Rob Marciano announces that he is about to go fly the Hexa… solo, of course. The Part 103-eligible aircraft only has one seat.

The real feat — This was a live broadcast. No production suite editing can take place. Rob makes some remarks, gets in Hexa, and takes off. Many fingers were no doubt crossed that all would go perfectly… and it did! Thanks to Scott Severen for some excellent images at the break of dawn. He attended the shooting and is himself a recent pilot of Hexa (see his flight review). A busy fellow, Scott is the Jabiru LSA importer and is also the new president of LAMA, which hosts the LSA Mall in Paradise City during Sun 'n Fun. For the first time, LAMA will welcome Lift and other invitees to display eVTOLs in the Mall. You may never have examined one of these up close and personal so here's a great chance to check them out. Even if you are not a multicopter fan, you surely realize that positive coverage of any sector of aviation is good for all of aviation.

How Much Is It?

One of the most often asked questions in aviation is "How much does that aircraft cost?" I am asked that all the time and if I don't cover price in an article, I am sure to hear about it. Of course, you have judge what you can afford, so price is important.

Ready for some aviation alphabet soup? LSA and VREF get together. The first abbreviation you know well. The latter may look familiar but the appraisal service appears concentrated on higher-end aircraft, which makes sense as those aircraft comprise the bulk of the U.S. aircraft fleet. Montaer Aircraft is proud to have their MC-01 included in this price reference. "VREF's global standing as the most trusted aviation reference source brings unparalleled industry recognition to the MC-01," said importer Shalom Confessor.

"VREF listing ensures accurate market valuation of the MC-01, facilitating smoother financing and insurance processes for buyers," Shalom continued. "In addition, such recognized listings allow value to be accurately forecasted, providing a reliable benchmark for resale value." VREF has a long history, this year celebrating 30 years in operation. It is the official partner of AOPA for aircraft prices. ""VREF is thrilled to include the Montaer MC-01 in our Aircraft Value Reference Guide," stated President Jason Zilberbrand.

ARTICLE LINKS:

Sun 'n Fun 2024, event website
Lift Aircraft, all contact info and content on this website
VREF, company website
Montaer Aircraft, all contact info and content on this website
Jabiru LSA are sold in the USA by Scott Severen who contributed to this article
LAMA, the Light Aircraft Manufacturers Association, hosts the LSA Mall in Paradise City at Sun 'n Fun

BREAKING DAWN — Lights…check, camera…check, action…ready — "OK, sun, we're all set!"

To start off your new workweek, here are fresh light aviation news bits from last week. Not all aviation news items justify a whole article but that doesn’t mean these accomplishments should be ignored. Here are three such items. Each exerts an influence on the future of flying. Let’s get the newsday started… Whoo Hoo! Sun ‘n Fun Turns 50! Keen to celebrate their 50th anniversary, Sun ‘n Fun sent out a special invitation that may be of great interest to fly-in campers. Sun ‘n Fun e-blasted, “6 Things To Do When You Land at Sun ‘n Fun 2024!” The half-century-old event runs April 9 to 14, 2024 in Lakeland, Florida. After you park your airplane and find your camping spot for the week, head on over to The Island. Check in at the Pilot Welcome Center brought to you by Phillips 66. Visit the Island Country Store and stock up on your basic necessities.

With Time Half-Gone Already, Your Mosaic Comment Window Is Closing — Here’s Some Help

By Dan Johnson || August 31, 2023 13 Comments

Mosaic was a subject of intense conversations at AirVenture Oshkosh 2023. In a surprise to many of us, FAA released the Notice of Proposed Rule Making (NPRM) for Mosaic ahead of schedule. Lots of people who needed to study it were already en route to the EAA show for a week, 10 days, or more.

If you haven't been paying attention, MOSAIC is an acronym for a regulation that affects all aircraft with Special airworthiness certificates. Aircraft built by Cessna, Piper, Cirrus, Diamond, and others instead have Standard certificates and are not touched by this Mosaic regulation. In contrast, all LSA, Experimental Amateur Built airplanes, and warbirds have Special certificates. (FYI, I stopped writing Mosaic in all-caps because it looks like shouting.) If you already know enough, here are the links you need:

Download USUA/LAMA MOSAIC NPRM Study Guide Version 1.0, PDF document with bookmarks and helpful organization
Article on using the Study Guide
Make a comment, direct link to FAA's comment page
Read what other commenters have said, FAA comment page

The Clock Is Ticking…

FAA offered 90 days to comment on their proposal that started out as 318 pages of text that no one would call fun reading. For a couple of weeks most people in the industry hardly had time to look at it. Now time is starting to grow short.

It is possible to request an extension, but of course, that will simply add time to the end, delaying the new rule's release. Pilots would have to wait longer for its benefits. On the other hand, while portions of Mosaic are like Christmas in July, other sections stimulate questions, big and small. The document is only a proposal. It will change. Your comments could help move it in a direction you wish, but you have to comment to hope for an improvement. The rule can be divided into two main parts: airplanes and pilot certificates plus operating limitations (including maintenance). The former is like "Christmas in July" with many capabilities industry and pilot member organizations sought. The latter describes who gets to fly (and maintain) these Mosaic LSA and under what rules. This section inspires more concern; some of this you can pick up from the nearby charts but learning more will take additional study and some discussion.

I have sought opinions and help digesting Mosaic. LAMA's board of directors has been reviewing the proposal and board member Phil Solomon invested time in his area of focus. Thanks to Phil for info leading to these charts.

If possible, come to the Midwest LSA Expo 2023 where I will be presenting two talks on Mosaic, one on Friday at 11 AM and one at Saturday at 11 AM. Different people attend on different days, said airport manager Chris Collins, so he requested the presentation twice. I'm happy to do so as I am keen to hear what pilots think of Mosaic. With this article you will see the most informative slides in that presentation. These represent the essence of what many pilots are seeking. I hope they will help your understanding.

Please Attend If Possible

To gain extra knowledge by hearing more detail, I encourage you to either come to the presentation or view the video on my YouTube channel; I will get it ready as quickly as possible. It should only take a few days — we don't have so many left.

The charts were made to be shown large. If they look too small to read, enlarge using your computer or device methods; they should read well.

At my talks, me giving you my views of what's contained in Mosaic has value, I trust, but the more important thing that should draw you to the show in person is to ask your own questions and hear those other people ask. Honestly, your opinion is what matters most. The document is large and not particularly enjoyable reading. Nonetheless we have tried to make it somewhat easier digest with the USUA/LAMA Study Guide. I recommend you find elements of it that are meaningful to your enjoyment of flying and comment on them. Don't try to assess the whole thing.

Or, at least express yourself if you are dissatisfied with the product FAA offers. While I urge you not to rant, you can most certainly offer constructive criticism, but that will be most effective if you add a possible solution for them. That will not be possible for everybody, but some of you will be inspired in various ways, and I hope you'll all give it a shot. Now that I've given you some fascinating thoughts for the weekend I hope you'll spend a little time because, folks, we've only got 50-some days left before the FAA goes back into their huddle to assess the comments and make changes. …tick, tock!

ARTICLE LINKS:

Download USUA/LAMA MOSAIC NPRM Study Guide Version 1.0, PDF document with bookmarks and helpful organization
Article on using the Study Guide
Make a comment, direct link to FAA's comment page
Read what other commenters have said, FAA comment page
Midwest LSA Expo 2023, free entry and parking

Mosaic was a subject of intense conversations at AirVenture Oshkosh 2023. In a surprise to many of us, FAA released the Notice of Proposed Rule Making (NPRM) for Mosaic ahead of schedule. Lots of people who needed to study it were already en route to the EAA show for a week, 10 days, or more. If you haven’t been paying attention, MOSAIC is an acronym for a regulation that affects all aircraft with Special airworthiness certificates. Aircraft built by Cessna, Piper, Cirrus, Diamond, and others instead have Standard certificates and are not touched by this Mosaic regulation. In contrast, all LSA, Experimental Amateur Built airplanes, and warbirds have Special certificates. (FYI, I stopped writing Mosaic in all-caps because it looks like shouting.) If you already know enough, here are the links you need: Download USUA/LAMA MOSAIC NPRM Study Guide Version 1.0, PDF document with bookmarks and helpful organization Article on using the Study Guide Make a comment, direct link to FAA’s comment page Read what other commenters have said, FAA comment page The Clock Is Ticking… FAA offered 90 days to comment on their proposal that started out as 318 pages of text that no one would call fun reading.

Making a Study of Mosaic Easier and Faster — LAMA & USUA Join Forces to Help You

By Dan Johnson || August 17, 2023 14 Comments

FAA proposed regulation has powerfully captured the attention of many pilots. Pilots have tons of questions. We have some answers. Everyone has a lot to read.

But… uggghhh! Who wants to read this stuff? If it doesn't put you to sleep, it might infuriate you. Overall, FAA's proposal has been warmly received as it opens the door to more capable aircraft that a Sport Pilot can fly. That's good but the document has problems, too. Following are four examples…

This article is a longer, more challenging read than one about an aircraft. If you prefer to listen or watch, I recommend the podcast and a video below.

Mosaic's language invigorated many readers when the NPRM expressed support for a Sport Pilot (certificate holder) to fly at night — with proper training and a logbook endorsement. Yet then the proposal refers to other FAA regulations that require BasicMed or an AvMed. If you must have a medical, you are not exercising the central privilege of Sport Pilot. Why suggest that a Sport Pilot can do things that are blocked by other regulation? This conflict should be resolved.

With several vertical graphics, this article may view best on a smartphone or tablet. When using a browser on laptop or desktop, adjust your window size for easier reading.

Another opportunity gap involves aerial work. We're pleased LAMA's request was included but it requires a Commercial certificate to fly for compensation and this requirement eliminates powered parachutes and weight shift trikes, for which no Commercial certificate is available. This is discriminatory and should be fixed. Maintenance experts have lots of questions; see the video at bottom. ASTM standards writers raised questions about the value of noise regulations included for no present gain, "requiring solutions before the problem exists." This appears to have political motivations. You may find other aspects of Mosaic that urge you to comment. If so, you will find the following helpful…

Mosaic Study Guide

I can't imagine anyone genuinely enjoys reading Mosaic. The Notice of Proposed Rule Making (NPRM) encompasses many pages in dense language; it's tedious to review.

It just got a lot easier, thanks to Roy Beisswenger. Beginning in 2014 — well before Mosaic existed — Roy and I spent years advocating FAA on behalf of the LSA industry and the pilots that fly those light aircraft. Roy was the lead author on several white papers LAMA submitted to support each of its requests. They went over so well with FAA that they are mentioned in the footnotes. As you will see in the attached PDF Study Guide, Roy has done a monster amount of work in reformatting the documents so that you can walk through it and find what you want much easier. GET THE STUDY GUIDE HERE (then download to use a reader with Bookmarks)

The magic of Bookmarks help you jump around the lengthy document. This view is from an Apple iPad using Adobe Acrobat Reader (free download) to view the document and move around within it.

Roy also addressed specific comments I had, whereupon reading one section, FAA refers to another, and then to another. Before long, you forgot where you started and struggle to retrace your steps. You also need Internet access to study FARs published outside the NPRM. The continuous back-and-forth makes studying the document significantly harder and slower yet the clock is ticking on public comments. At this writing we have just over 60 days left.

Bookmark icons may differ by platform and software but make navigating the document easier. Here are the sections Roy isolated so you can focus on areas of interest. TRIANGLES appear when more information is available.

Reviewing the NPRM is far easier with this PDF Study Guide because of the bookmarks, links, and back-links, plus already-yellow-highlighted text which (which shows what current FARs will be changed plus some lightly-colored text that illustrates where FAA will insert new language. These all represent major time-savers. Mosaic will still take a significant effort to review carefully, but Roy made the task much easier and faster.

Magic of Bookmarks

If you open the Study Guide with Adobe Acrobat on almost any device or computer (the Reader version is free) — or if you use Preview on Apple laptops/desktops — you will gain access to the bookmarks (look for a small icon in the upper right of a tablet or a smart phone; in Preview, show the Table of Contents. On both, use the triangles to drop down further and further). Bookmarks are your navigation friend, helping you jump to places of interest or study.

To find more about night flying by Sport Pilots, you can click or tap the triangle on this FAR (Part 61).

Roy even embedded “go-back” buttons on some pages when reviewing the FARs. This helps readers not get lost in their investigations.

Within the FARs menu, you may have to scroll down for more topics. This example is for night operations.

Of course, within Acrobat (or Preview), you can Search for any text. I observe for you that such ease of review was not possible when the SP/LSA regulation was released in 2004 (three years before the iPhone was introduced and before Facebook or Twitter). The World Wide Web was only nine years old at the time.

Links within the Study Guide let you look up the many FAR references made in the NPRM. No Internet is needed for this link. ••• The magenta-colored text shows where FAA will insert new text.

When reviewing Mosaic I recommend you follow aspects of particular interest to you rather than try to absorb the whole thing. However deep you go, Roy made it incredibly easier. Thanks, Roy!

To help you not get lost in the FARs, Roy embedded "Back" buttons in strategic locations (circle). ••• YELLOW highlighted text denotes current-day FARs that will be changed by Mosaic.

When you are ready to comment to FAA, use this link. We'll have more advice on commenting as soon as possible but here's some basic tips:

Keep your remarks to a purpose; ask for something.
Make specific requests.
Reference language when changes are needed.
Be constructive; no ranting.
Be original; use your own words.

To see Mosaic comments already made, use this link.

More-More-More M O S A I C

More about Mosaic? — John Zimmerman, president of Sporty's, thought our conversation in this edition of the "Pilot's Discretion" podcast conveyed a lot of good information (audio—42 minutes). John was an excellent interviewer. Click the image below to go directly to the podcast.

Many readers are keen to learn more about the maintenance aspects of Mosaic. Experts Carol and Brian Carpenter give you their view in this video. The team notes several points deserving more attention. (Length: 59 minutes) https://youtu.be/sveMP-yCrtI

FAA proposed regulation has powerfully captured the attention of many pilots. Pilots have tons of questions. We have some answers. Everyone has a lot to read. But… uggghhh! Who wants to read this stuff? If it doesn’t put you to sleep, it might infuriate you. Overall, FAA’s proposal has been warmly received as it opens the door to more capable aircraft that a Sport Pilot can fly. That’s good but the document has problems, too. Following are four examples… This article is a longer, more challenging read than one about an aircraft. If you prefer to listen or watch, I recommend the podcast and a video below. Mosaic’s language invigorated many readers when the NPRM expressed support for a Sport Pilot (certificate holder) to fly at night — with proper training and a logbook endorsement. Yet then the proposal refers to other FAA regulations that require BasicMed or an AvMed. If you must have a medical, you are not exercising the central privilege of Sport Pilot.

After Spring Airshows, Mosaic Questions Emerge — Here’s What We Know Before FAA’s NPRM Is Released

By Dan Johnson || May 24, 2023 12 Comments

LAMA, the Light Aircraft Manufacturers Association, hosted a gathering of European manufacturers during last month's Aero Friedrichshafen show. Van's Aircraft President and Chief Engineer Rian Johnson accepted LAMA's invitation and presented an update on Mosaic. As the leader of the ASTM committee working on LSA standards, he covered expected changes to help manufacturers prepare.

How can builders design for a regulation they haven't seen? Thanks to the use of industry consensus standards, the lighter aircraft industry is more aware than you might expect. Understandably, manufacturer interest is keen; it's their business. At the same time, individual pilots increasingly raise similar questions.

Top-Four Questions

I'll address some common inquiries before getting into specifics of the LAMA meeting. The following reflects questions I've often heard, along with my responses. As you read these, remember, I am merely one reporter describing discussions I've heard. Disclaimer: Information in this article is not official and may not reflect what FAA is planning.

Van's Aircraft President Rian Johnson presents to a manufacturers meeting organized by LAMA.

My information comes from being part of ASTM and the effort to write LSA standards plus new ones for coming Mosaic aircraft, which I have dubbed "mLSA" to abbreviate the mouthful. These discussions are open to all ASTM members; I am not revealing confidential information. Want to hear this news even earlier? Join ASTM and be part of the solution. Will I be able to fly a legacy (Cessna-Piper-Ercoupe-etc.) aircraft with my Sport Pilot certificate? — One of the most common questions I hear is one of the most difficult because any answer is largely guesswork. ASTM members hear a lot about plans for Mosaic aircraft.

A typical legacy Cessna 172 that will likely be included under Mosaic. This one has been operated by Scottsdale (AZ) Flight Training.

However, we hear almost nothing from the Flight Standards group that dictates pilot certification requirements and operational limitations. LAMA has asked many times; we simply don't get many answers. It is these people who will judge if and how you can fly a Cessna 172 (for example) as a "Mosaic aircraft" and what pilot certificate will be required to do so. I doubt we'll hear more until the NPRM comes out but FAA people who have seen the proposal have repeated a statement, "You're gonna like what's in this rule." At last year's AirVenture, a top FAA official promised the NPRM "in August 2023."

FAA executive David Bolter predicts a date for the NRPM.

Until then, what we know is… Mosaic is based significantly on ASTM standards and the almost-20-year record of LSA operations. FAA is not only going to continue this method for LSA and mLSA; they are greatly expanding it into Part 23-type aircraft, that is, present-day Cirruses, Cessnas, and Diamonds. Therefore, FAA may follow the SP/LSA experience and allow the use of endorsements for Sport Pilot privilege upgrades. To move to a four-seat retractable, obtain additional instruction, get a logbook endorsement, and start flying the new aircraft. We can hope it will be so straightforward. (Insurance companies will have as much to say about this as the FAA.) related… Are Four seaters included? — The answer is similar. Yes, four seaters are expected — see a series of them in this article. As with legacy aircraft, we do not yet know what the pilot requirements will be. I would not expect a Sport Pilot holder or user to be allowed four-seat operations, but perhaps with endorsements…?

The Aircraft Factory's new Sling HW in taildragger configuration. The new model seats four.

How much can a mLSA weigh? — We're fairly sure that mLSA will not have a specified weight, as it is today at 1,320/1,430 pounds. More likely wing loading will keep an aircraft within FAA's mLSA mantra: "Easy to fly, operate, and maintain." It is important to remember that when regulation allows higher weight or other increased capabilities, the cost of aircraft will rise. Fortunately, today's 1,320-pound LSA are in no jeopardy. If your current LSA works for you, it should be fine under Mosaic. Many existing LSA have paid off their development costs and should not see large price increases, although shipping remains stubbornly high.

SW-51 (article) may become a mLSA under Mosaic. Note that all those rivets and screws you see aren't real. Thousands were painstakingly added to the composite molds..

How fast can a mLSA fly? — Again… this is more about the pilot's qualifications than an aircraft's ability to fly faster. With retractable gear, in-flight adjustable propellers — yes, both may be allowed — and sophisticated configurations like Fowler flaps, LSA have proven they can go fast and slow. That means a bigger and/or faster airplane may still be "easy to fly, operate, and maintain."

ASTM & FAA Cooperate

In his remarks, Rian made a pivotal statement, "FAA will not release Mosaic completely until ASTM standards are in place and FAA has [officially] accepted them." His statement may tell you two things:

Fowler flaps extend deeply on Porto Aviation's Superveloce (article); they retract so that they are almost entirely hidden.

First, ASTM standards are an essential element of Mosaic. FAA's new regulation cannot go forward without ASTM standards written by the F37 committee. This is not the FAA way prior to LSA when industry consensus standards came into being. ASTM must have standards to which airplanes can conform before Mosaic can be realized. Rian mentioned ASTM work on two important standards needed for Mosaic. One addresses flutter. While important to aircraft operating at any airspeed, control surface flutter tends not to be a significant problem until speeds get faster. FAA's request for a flutter standard is evidence of higher speeds being allowed. As with weight, we do not expect maximum speed to be a specific number — as 120 knots has been for current LSA. Both weight and speed will rely on other criteria, perhaps most notably a wing loading limit. You can build a bigger airplane but it will need a bigger wing or a great flap system if it is to stay within FAA's "easy to fly, operate, and maintain" mantra.

Flight Design's well-regarded F2 has an IFR-ready panel. The vertical black strips left and right of center are airbag installations.

The second standard Rian described is one for IFR flight into IMC (i.e., instrument flight into actual conditions). Contrary to what many think, FAA does not prohibit LSA from IFR operations. Instead, ASTM standards restrict this activity because manufacturers presently have no IFR standard to which they can declare compliance. This is why some brands help buyers change their registration to ELSA, which when properly equipped (it's easy to do so today with EFISs), can be flown under IFR rules assuming the pilot is also qualified. Rian's main message about these two standards-in-process is that ASTM's F37 LSA committee needs all the good help it can get. I have often promoted that the technically-oriented among you can participate. ASTM membership is only $75 per year and for that you get one official vote… the same as all of FAA with its 40-50,000 employees. You: 1. FAA: 1. It feels empowering, doesn't it?

Magnum Parachutes in the USA is quartered in DeLand, Florida. The brand has systems for many LSA and kit aircraft.

If you think you aren't technical enough, please know you don't have to be the world's leading engineer. Indeed, I wrote one of these standards (F2316 for emergency airframe parachutes). I am not an engineer. I consulted with knowledgeable engineers and followed writing patterns of other standards to accomplish this and successfully balloted it to F37 members in just six months, a record for ASTM. I'm pleased to brag a little on the speed of the work but my primary point is that you can offer a direct contribution to standards that will let Mosaic get airborne.

More Fresh Mosaic News

FAA is very keen to have Mosaic aircraft be "transferable," added Rian in his LAMA talk. FAA officials are working with their counterparts in Europe, at EASA, and in Brazil to align their regulations. The latter country's ANAC agency has already passed regulations that are very similar (link below; also nearby chart) though not identical to Mosaic. FAA realizes, Rian said, that if regulations are sufficiently close, an airplane manufacturer in one country can sell in another with relative ease. This already happens for LSA aircraft, where countries in Europe and other nations like Australia, Brazil, South African, China, and more have embraced very similar regulations.

Like all gyroplanes to date (in America), Gyro Technic's entry (article) must be built from a kit; that will change when Mosaic allows SLSA gyros.

By now, most are aware that gyroplanes will finally become full-fledged LSA that can be delivered ready to fly. This took far too long but the logjam has been broken. One surprise is that helicopters may be included. While LAMA lobbied long and hard on behalf of gyroplane SLSA, we didn't ask about helicopters; that seemed a bridge too far. Neither did LAMA ask for hybrid electric when we prepared white papers for all proposals including electric propulsion. Yet, FAA broadened our request for battery electric into hybrid electric as well.

Amazingly, even turbine engines are reportedly in consideration. If this keeps up, pilots might come to love Mosaic after all. The big question as summer arrives… "Will FAA release the NPRM in August as predicted?" Keep clicking or tapping back for more info.

ARTICLE LINKS:

LAMA, the Light Aircraft Manufacturers Association website
LAMA, membership benefits PDF —or— membership PDF form
ASTM F37 Committee for LSA, join ASTM, learn more faster, and be part of the solution
Brazil's ANAC, a very similar regulation to Mosaic, in an article on this website

LAMA, the Light Aircraft Manufacturers Association, hosted a gathering of European manufacturers during last month’s Aero Friedrichshafen show. Van’s Aircraft President and Chief Engineer Rian Johnson accepted LAMA’s invitation and presented an update on Mosaic. As the leader of the ASTM committee working on LSA standards, he covered expected changes to help manufacturers prepare. How can builders design for a regulation they haven’t seen? Thanks to the use of industry consensus standards, the lighter aircraft industry is more aware than you might expect. Understandably, manufacturer interest is keen; it’s their business. At the same time, individual pilots increasingly raise similar questions. Top-Four Questions I’ll address some common inquiries before getting into specifics of the LAMA meeting. The following reflects questions I’ve often heard, along with my responses. As you read these, remember, I am merely one reporter describing discussions I’ve heard. Disclaimer: Information in this article is not official and may not reflect what FAA is planning.

It’s Almost Here! — Sun ‘n Fun 2023 Theme “The Magic of Aviation” and “The Island”

By Dan Johnson || March 13, 2023 4 Comments

Whoo, Hoo! It's almost showtime! April 2023 seems destined to finally overcome all the Covid baggage as attendees sign up in droves for Sun 'n Fun.

With a delicious 10-day spacing between them — time to rest up a bit after a vigorous week — later in April comes Aero Friedrichshafen. Get ready for plenty of reporting from these two events. Both events have new leadership in 2023. A time for changes. Fresh ideas are emerging. What can you expect at this years airshows? With Sun 'n Fun 2023 starting in about two weeks as this is written, let's focus on Lakeland, Florida first.

Organizers of the 49th event announced major plans for this popular airshow that kicks off the recreational flying season. My focus is on LSA, Sport Pilot kits, and ultralights. At Sun 'n Fun, that means Paradise City, where big things are happening. You would not be wrong if you scanned this article and saw increased interest in this part of the overall Sun 'n Fun grounds.

Friendly Island

Hey, I have one on my new iPhone and now Sun 'n Fun will have one, too. Apple calls their design "Dynamic Island." Sun 'n Fun is even simpler with "The Island." What could this mean?

Gene Conrad is the new head of Sun 'n Fun. He outlines plans to change the grounds at the Lakeland Florida show. Blue arrow points to Paradise City, white arrow points to "The Island," yellow arrow points to the former Piper building to help orient those familiar with the grounds.

"The Island" is a new customer service center for Sun 'n Fun 2023 that illustrates how attention is shifting East on the grounds. This will not lessen the appeal or crowd density in what they once called the "core area," but is demonstrates that under new leadership the Lakeland event plans to better use the available area to the east of where Warbirds have been (however, no change to the Warbird area location). To get a better picture plus the thinking of the new big guy at Sun 'n Fun, Gene Conrad, check out the video below.

A big attraction in Paradise is the evening STOL competition. Last year, Steve Henry's 300-horsepower modified Just Aircraft has wowed crowds with incredible performance. You can close to the action if you arrive early enough.

The overall effect I predict: This will boost activity in Paradise City, which is now right on the way from the core area to The Island …at least via road. You can also get to this new area from airside and via a new tram route.

Perhaps it is the potent combination of new leadership and bubbling pilot energy. Perhaps new attention is related to the coming Mosaic regulation. No matter, the area known to many readers as Paradise City or the Ultralight Area — or Light Planes, as Sun 'n Fun now labels it — appears newly energized for 2023. This follows a solid year in 2022 when the overall market sector I follow was up a healthy 18% (in aircraft registrations) over 2021. So, 2023 could be an exciting year in Paradise City.

Area Sponsors

This year the overall area has two major sponsors. This is not new. Sun 'n Fun has long had sponsors for the area but not of the capability of this year's pair. Everyone who has ever looked at an airplane knows Flying magazine. The new owner of this storied title is an LSA enthusiast himself so no surprise that he wanted to help this area. The magazine is giving away a high-end LSA as part of a subscription offer.

The other sponsor is a new aircraft manufacturer, Junkers Aircraft. The historical German company has partnered with Waco Aircraft to build the distinctive A50 Junior as a Special Light-Sport Aircraft in Battle Creek, Michigan. Junkers will have a flight-line display at the center of Paradise City. Both Flying magazine and Junkers have big news to announce at Sun 'n Fun 2023. The LSA Mall again provides a central exhibit in Paradise City. The LSA Mall is sponsored in 2023 by several enterprises: Aero Affinity, Deland Municipal Airport, Evektor, and Bristell. As it has been for 16 years, the LSA Mall is hosted by LAMA, the Light-Sport Aircraft Aircraft Manufacturers Association.

Rotax Aircraft Engines will once again sponsor two six-seat golf carts to help you get to and from Paradise City. Rotax pays for the golf carts and Paradise City volunteers drive them all day following a route from the core area (by the food court) to the LSA Mall. They can also go to "The Island" to help assure getting to Paradise City is easier than ever. This a free service thanks to Rotax. A closing thought to all attendees from our friends at AVweb, "Very important: Buy your parking pass online for $10; it’s $20 if bought at the gate." Sun 'n Fun announced tickets are selling at above-average rates, so you are advised to plan ahead and use their online ticket purchase system. AVweb also links to a couple other useful videos in their Sun 'n Fun 2023 preview article. See you in Lakeland!

ARTICLE LINKS:

Sun 'n Fun, main airshow website
Sun 'n Fun, online tickets link
Flying magazine, LSA giveaway link
Junkers Aircraft, content on this website
Aero Affinity, content on this website
DeLand Municipal Airport, city website for airport
Evektor and Harmony LSA, content on this website
Bristell USA and BRM Aero, content on this website
Rotax Aircraft Engines, content on this website
LAMA, Light Aircraft Manufacturers Association, organization website

https://youtu.be/jeLblxjyxGo

Whoo, Hoo! It’s almost showtime! April 2023 seems destined to finally overcome all the Covid baggage as attendees sign up in droves for Sun ‘n Fun. With a delicious 10-day spacing between them — time to rest up a bit after a vigorous week — later in April comes Aero Friedrichshafen. Get ready for plenty of reporting from these two events. Both events have new leadership in 2023. A time for changes. Fresh ideas are emerging. What can you expect at this years airshows? With Sun ‘n Fun 2023 starting in about two weeks as this is written, let’s focus on Lakeland, Florida first. Organizers of the 49th event announced major plans for this popular airshow that kicks off the recreational flying season. My focus is on LSA, Sport Pilot kits, and ultralights. At Sun ‘n Fun, that means Paradise City, where big things are happening. You would not be wrong if you scanned this article and saw increased interest in this part of the overall Sun ‘n Fun grounds.

Which Is More Important: Robots or Humans? Drones Want to Fly Beyond Visual Line of Sight

By Dan Johnson || June 16, 2022 4 Comments

Airspace from ground level to 400 feet is about to get really crowded. Keep alert, fellow pilots! Am I overstating this situation? I don't think so.

You know about drones. You may not know they are presently restricted to visual line of sight. However, a line-of-sight drone won't get your Amazon package delivered a few miles from the distribution center to your house. Throughout Covid, a group has been working on potential changes to FAA regulations to allow drones to fly further, beyond visual line of sight (as military drones do now). It's abbreviated BVLOS.

It is impossible to keep up with all the regulatory actions from dozens of agencies. Some of this stuff is dry as old bones. The document I'm focused on runs to 381 pages. If you're a real glutton for punishment, read the whole thing. The good news = This is only an industry committee report. It is not regulation. It may never be regulation. However… The bad news = The FAA is working on regulations to integrate drones and this could influence that work. Absent any resistance, too many such plans tend to sail through the governmental apparatus. Back to good news = This is a document to which we can respond.

What Is the Danger?

Drones, robot aircraft flying out of visual range of human operators, are coming. Can these flying machines see and avoid us in our crewed aircraft? Did you know you were "crew?" No more can some say "manned" aircraft. When you fly your Part 103 vehicle, you are "crew."

In fact, some organizations have big problems with what's been proposed (see "Friends in High Places" below). The trouble is, such a lengthy report by an Aviation Rulemaking Committee, or ARC, will get the attention of FAA rule writers. The agency asked for a report. They got one. They have to read it. It might get enacted, as is… unless —! Other groups have already given thoughtful responses but you should consider this an early warm-up for your letter writing later this year. I refer to the coming NPRM for MOSAIC — get ready to write your comments by fall 2022 — but here is another pre-regulatory action that demands our attention.

Some eVTOLs are piloted but essentially computer-directed, making them semi-autonomous. All those motors and spinning props pack considerable energy.

Another problem: This BVLOS report was not universally agreed to by those involved with its creation, in fact, the report states, "there was not a unanimity of views." Some committee members sent letters of "non-concurrence." That's good! The report noted, "ARC recommends that the FAA set an acceptable level of risk." That sounds ominous. "Acceptable risk" for an an uncrewed robot aircraft is a lot different than for an aircraft with humans in it. The ARC group wrote that it, "recommends modifications to the right of way rules in [certain areas]." They listed what they believe is needed by unmanned aircraft (UA):

give UA right of way in Shielded Areas;
give UA right of way over crewed aircraft that are not equipped with ADS-B or TABS in Non-Shielded Low Altitude Areas; and
give crewed aircraft that are equipped with ADS-B or TABS (and broadcasting their position) right of way in Non-Shielded Low Altitude Areas.

Read that second one again! That language certainly suggests you need to stay out of their way. They can avoid you if you have ADS-B or TABS equipment on board but if you lack that equipment, look out!

Ultralights are often flown at lower altitudes …because that's where they can be a lot of fun. photo by David Jacobson

Here's a general tone in the report, "For operations under 400 feet in uncontrolled airspace, UAs will be operating alongside other UAs, eVTOL aircraft, and potentially others." Potentially others?! Do they mean we LSA or ultralight pilots enjoying our scenic flying in uncontrolled airspace, possibly at lower altitudes? I don't know their thinking but it sounds like recreational aircraft are merely an afterthought… or perhaps they were given no thought whatsoever. If you think all this relates only to the sort of drones you can buy on Amazon, you miss the bigger picture the ARC envisions. They wrote that their ideas are, "applicable to aircraft up to 800,000 foot-pounds of kinetic energy," which they later describe as "representative of a Light-Sport Aircraft." So, unmanned or "robot aircraft" as large or larger than what you are flying could be in the air with you and it may be your job to either stay out of their way or equip your aircraft with equipment UAs can use to avoid striking you.

Friends in High Places

Thankfully, our friends over at AOPA were fully on top of this. As one of the 89 members of ARC, they know all about BVLOS. Even better, they already submitted a letter of "noncurrence." The AOPA letter lead a joint response signed by several big organizations including Aerospace Industries Association; Aircraft Owners and Pilots Association; Air Line Pilots Association; General Aviation Manufacturers Association; Helicopter Association International; and, Praxis Aerospace Concepts.

Aircraft like Badland's F-series Part 103 models are usually flown away from areas likely to served by drones, but conflicts could arise.

Here is a key opening phrase from the official reply forwarded by Chris Cooper, AOPA's Senior Director of Regulatory Affairs, "BVLOS ARC leadership effectively proposes that drones operating under BVLOS rules would have 1) complete right-of-way over all crewed aircraft not equipped with either ADS-B or TABS, and 2) right-of-way over all crewed aircraft that are operating in what is being proposed as 'shielded areas'.” ARC members apparently believe that "Unmanned Aircraft (UA) are operated at very low altitudes and in volumes of airspace that do not have significant numbers of general aviation operations." While recreational aircraft operators usually stay away from flight over major metro areas and GA aircraft may often cruise at higher altitudes, the fact remains that smaller, light aircraft enjoy lower altitude flying. Of course, operating at lower altitudes happens at each end of every flight. As one worried USUA board member put it, "[ARC's recommendation is] like saying you go to the park for a walk and are confronted by a robot coming at you with spinning knives, perhaps from behind you." The BVLOS document suggests it is your duty to get out of the robot's way, or have equipment that announces you to them.

Gryoplanes, "nothing like multicopters," say enthusiasts, are highly maneuverable but cannot suddenly yield right-of-way to unmanned aircraft.

I don't know about you but that sounds to me like, "Guilty until proven innocent." What existing pilot would accept that? Perhaps that was not the intent of the contributors to the almost-400-page report. However, looking at the list of participants, I see almost none that are concerned with the recreational aircraft community. Most participating companies have zero connection to and probably lack interest in recreational aircraft pilots and many of these organization seem unfamiliar with general, recreational, or sport aviation. Indeed, some aviation community groups that did participate in the ARC expressed grave concerns. Their nonconcurrence letter states, "AOPA has considerable concerns about certain recommendations that will reduce the safety of airspace users." One of AOPA's recommendations: "should be … removed and replaced … [with] language that requires equal responsibility of uncrewed aircraft to see (detect) and avoid other aircraft." Later AOPA added, "The belief that traditional aircraft only operate at altitudes above 500 feet is a common misconception among drone pilots." AOPA's conclusion on that point, "AOPA recommends maintaining right-of-way rules based on maneuverability, with no blanket right-of-way rules for BVLOS drones over crewed aircraft without ADS-B or TABS equipment."

On the Job!

Some deeply-affected organizations are disturbed by several of ARC's broad recommendations. I repeat my statement that it is challenging to keep up with multiple groups writing potential rules. However, EAA's Sean Elliott recently had discussions with U.S. Ultralight Association leader Roy Beisswenger and said EAA is working on a response. LAMA will add its voice to this chorus.

Some light aircraft are built for unimproved airstrips but low flying drones could present quite a hazard.

I repeat, the concerns I am relating here are not regulations (not yet, anyway). They are only the suggestions of an ARC devising plans for drones operated beyond visual line of sight, or BVLOS. It may sound troubling today, but recreational aviation has time to respond. The letter penned by the big organizations concluded, "These radical recommendations proposing to change the fundamental responsibility of avoiding other aircraft, and right-of-way rules based on maneuverability, fails to recognize the reality of aircraft operations at lower altitudes, and the unsafe and unfeasible requirements it will place on crewed aircraft." Uh, folks… that group using "lower altitudes" is us… that is, you!

Float-equipped aircraft or amphibians often operate at zero to 400 feet above the surface. It's part of the magic of that kind of aviation.

All that said, most pilots I speak to are not anti-drone. New technologies are always disruptive but we can come to agreement if we communicate. For the most part, drones and recreating pilots don't want to fly in the same spaces. In areas of potential conflict, it will be important to continue the dialogue. I urge you to keep supporting the leadership organizations you presently support and to be prepared to comment when proposed regulations are announced. A public meeting will be held on June 22, 2022 regarding the ARC report discussed above. Those who may wish to attend must act quickly and request to be added. If you want to learn more, see this AOPA article.

Thanks to LAMA Board Director Roy Beisswenger for assistance in preparing this article as well as to AOPA's Chris Cooper. —DJ

Airspace from ground level to 400 feet is about to get really crowded. Keep alert, fellow pilots! Am I overstating this situation? I don’t think so. You know about drones. You may not know they are presently restricted to visual line of sight. However, a line-of-sight drone won’t get your Amazon package delivered a few miles from the distribution center to your house. Throughout Covid, a group has been working on potential changes to FAA regulations to allow drones to fly further, beyond visual line of sight (as military drones do now). It’s abbreviated BVLOS. It is impossible to keep up with all the regulatory actions from dozens of agencies. Some of this stuff is dry as old bones. The document I’m focused on runs to 381 pages. If you’re a real glutton for punishment, read the whole thing. The good news = This is only an industry committee report.

Better News on Proposed LSA Regulation — Clearing the Air on FAA’s Latest Information

By Dan Johnson || May 20, 2021 98 Comments

Here in early summer 2021, new information was discovered that shines additional light on what is ahead. I am privileged to have recent information in which I have very high confidence. While we do not know everything yet — neither does FAA itself — we are getting a clearer picture. Nonetheless, you should remember this is a proposal still in deliberation. It is not a completed regulation. We will know definitely what FAA recommends only when the NPRM (Notice of Proposed Rule Making) is released. My best guess for that is EAA AirVenture Oshkosh 2022 …about one year in the future. The final rule, after assessing all comments, is not expected until the end of 2023.

LPA and Sport Pilot Certificate

The first time anyone outside FAA heard about Light Personal Aircraft was one year ago, in May 2020. In this time of great society-wide distraction many became aware of new term later in the year.

Icon secured a weight increase for their A5 seaplane using a petition process.

LPA represent the full range of aircraft the FAA will likely propose as suitable for issuance of a Special Airworthiness Certificate using a manufacturer’s statement of compliance to FAA-accepted, industry consensus standards. LSA would be those LPA that meet an expanded definition of LSA as described in previous articles, that is, in the new reg, LSA would become a subset of LPA. LSA may continue to be operated by Sport Pilots and maintained by LSRM. LPA that exceed the LSA definition would require higher certificates for pilots and repairman. Another way to say this is: all LSA will be LPA, but not all LPA will be eligible for LSA. Rulemaking is a machine with a lot of moving parts. Many people are involved but close to the heart of this proposal are two divisions or departments in FAA. One is dedicated to aircraft certification. A different one is dedicated to pilot certification and flight operations. A Sport Pilot does not receive the same training as a Private or better and may not have the same experience as a higher rated pilot. Therefore, it is reasonable to give greater privilege to the higher certificate levels. When I write "Sport Pilot," I mean those who hold an actual Sport Pilot certificate and those who have a higher certificate but wish to exercise the privileges of Sport Pilot. For many of the latter, this relieves them of the need to obtain an aviation medical or use Basic Med in order to fly Light-Sport Aircraft. This point needs to be stressed: Even as LPA arrives, LSA will see "expansions."

Setting the Record Straighter

Agency personnel are still very actively discussing this internally and many points are still being deliberated and refined. However, one person said, "The original ideas we shared with you [in previous discussions] remain as we informed you then. The plan is to expand LSA significantly." With the following, I will seek to address reader comments I received. These issues appeared to be of greatest importance. I start with one that garnered the most response and I’m pleased to restate this. Weight ••• Light-Sport Aircraft will be allowed more weight although this evolved somewhat differently than once expected. LPA entered the picture and will be the larger aircraft …but LSA will also benefit. How much weight an LSA can increase will be determined with Power Index — essentially wing loading and horsepower considerations. Few readers might fully understand Power Index (details here) yet use of this formula allows weight flexibility well beyond currently-prescribed values. Those of you who lamented the likelihood of no weight increase for LSA can breathe a sigh of relief. Sport Pilot Privileges ••• Sport Pilots will be allowed to use their certificate to fly LPA that meet the parameters of the new definition of LSA, which will include (somewhat) heavier airplanes and all LSA meeting the present day definition of LSA. When a Light Personal Aircraft exceeds the final definition of LSA, you will need a Private Pilot certificate or higher. How heavy an airplane can a Sport Pilot fly? That is still in discussion. Sport Pilots will not be able to fly an LPA that exceeds LSA parameters as described in the new regulation, but Sport Pilots will be able to fly a heavier airplane than a present-day 1,320-pound LSA landplane. Where precisely is the separating line? We’ll learn more about that later. Maintenance ••• Since heavier airplanes than today's LSA could be flown by a Sport Pilot, it seems reasonable that a Light Sport Repairman-Maintenance (LSRM) could work on an airplane that a Sport Pilot is permitted to fly. For those already using or contemplating earning that credential, an LSRM will be able to maintain LSA as described later. LSRMs will not be able to work on LPA that are beyond the eventual LSA description. Legacy GA Airplanes ••• A good number of you yearn to operate a Cessna 150 or 172, a Cherokee, or some similar aircraft using a Sport Pilot certificate. If such airplane meets the description of a LSA under the new regulation, yes, it may be possible to fly one as a Sport Pilot. A Cessna 150 or a Cherokee 140 may qualify but a Cessna 210 or a Bonanza will not. The boundary line relates to Power Index, but some of you who wish to fly a legacy GA aircraft may be satisfied. Single Lever Control ••• While this automated prop control is something that can be installed on LSA in 2024, it will not be limited to LSA. LPA may also use SLC and could have additional prop control options. Fully-Built Gyroplanes ••• This request remains on track. After more than 15 years, Special LSA gyroplanes should become a reality. Electric Propulsion ••• This remains in the proposal for LSA (as well as LPA). Hybrid systems will also be permitted. Aerial Work ••• Not the same as "commercial operations," aerial work remains under consideration although what pilot certificate may be needed is to be decided by the flight standards people. LSA (the aircraft) will be able to do such work, as eventually described, but a higher pilot certificate may be needed for certain activities or certain airplanes. This statement in the May 16th article still stands: “Aerial Work is actually defined as a pilot privilege and not an aircraft limitation.” Light Personal Aircraft ••• These will take the lead position in the new regulation and LSA will become a part of LPA. Both will be allowed to get heavier than today's LSA. However, I add that not all LSA need to get heavier. Weight shift and powered parachutes are two obvious examples that are well optimized under today’s weight limits. ASTM Standards Work ••• LPA will be built to FAA-accepted, industry consensus standards like present-day LSA, but updated standards are needed to address all the changes that will be part of the final MOSAIC rule. Revision of all LSA standards is taking place now based on information the FAA has shared, but newly-approved aircraft like gyroplanes or technologies like electric propulsion may not have completed standards when the rule becomes final. So, these newly-approved aircraft are coming, but there will probably be some time lapse from when the rule becomes final and when compliant designs are available for purchase.

Working Together

LAMA, represented by myself and Roy Beisswenger, had numerous fruitful discussions with FAA. We went to many meetings and made several trips to FAA headquarters in Washington, DC. In most of these meetings we found FAA people interested to advance LSA in the aviation world and interested to hear what changes we wanted. LAMA was satisfied with those discussions and, indeed, FAA incorporated into the proposal every LAMA request. All LAMA's "asks" are captioned in this article. In the end, we got more than we asked for. I am pleased discussions continue so we can all learn more about what lies ahead.

In about one year, FAA may announce their new regulation for Light-Sport Aircraft. This rule, sometimes called MOSAIC, proposes wide changes for the light aircraft segment, including an entirely new term: Light Personal Aircraft (LPA). Here in early summer 2021, new information was discovered that shines additional light on what is ahead. I am privileged to have recent information in which I have very high confidence. While we do not know everything yet — neither does FAA itself — we are getting a clearer picture. Nonetheless, you should remember this is a proposal still in deliberation. It is not a completed regulation. We will know definitely what FAA recommends only when the NPRM (Notice of Proposed Rule Making) is released. My best guess for that is EAA AirVenture Oshkosh 2022 …about one year in the future. The final rule, after assessing all comments, is not expected until the end of 2023.

Almost Time for the First Airshow in Too Long — Welcome to Sun ‘n Fun 2021!

By Dan Johnson || April 11, 2021 2 Comments

Can aviation lead us back toward normal? Globally, governments have ordered their citizens to stay at home and all the rest, as you’ve heard ad naseum. Some places — Florida, as a sunshining example — is more open than others but much of civilization remains restricted. • Article updated… see at bottom —DJ Again I ask, “Can aviation lead us back toward normal?”

Asking Too Much?

Does it seems too much ask that aviation — numbering somewhere around one million pilots globally plus the industry that supports them — provide the path back to better times? I certainly don’t know the future but we’re about to get a first real test of aviation’s resiliency as Sun ‘n Fun 2021 begins on Tuesday April 13th.

Seamax will display at Sun ‘n Fun 2021 after a solid year continuing to expand their business. At the show next week, they’ll be promoting their new carbon fiber wing (image below), a major design enhancement, following on last year’s IFR model.

Sun ‘n Fun has for years been one of Florida’s largest spectator events so even if attendance is off it still implies a very large gathering. To offset any perceived risk, Sun ‘n Fun offers several real positives: the show greatly benefits from being much more an outdoor event than an indoors one; those who wish can easily maintain social distance in most locations, visit any vendor, look at lots of airplanes, and see a great airshow; Sun ‘n Fun is following widely-accepted guidance to assure safety for visitors.

Not everyone will chance attending Sun ‘n Fun. Covering all the bases in their usual adroit fashion, Dynon and its sister companies will exhibit inside with a “spaced-out” presence plus offer a “virtual booth” experience that everyone staying home can visit. Dynon said both methods of visiting will present their whole line-up.

Given Florida’s warm conditions, a mostly outdoor venue, and with many attendees already vaccinated, the environment is very welcoming and everyone I know is pulling for Sun ‘n Fun Inc., to log a major success. If you can attend, BRAVO! Sun ‘n Fun will welcome you with open arms (or at least elbow bumps). All their on-site staff and a small army of volunteers will certainly wave and smile. After all, the show is called “sun” and “fun.”

All Y’all, Come On Down!

For those that cannot attend, I’ll do my best to buzz around continuously looking for interesting stories in light aviation. Although I'll be working solo while Videoman Dave is not allowed to leave Canada, I will do my best to post here daily if possible.

Montaer makes its first U.S. appearance after sorting out its representation. Launching into the dense U.S. sportplane market is a daunting task but Brazilian manufacturers and designers continue to enlarge their American footprint.

The amazingly energetic and positive Miguel Rosario spreads his wings further as Seamax grows globally. The company’s U.S. operation appears securely grounded and functioning well and he’s got a newly-designed carbon wing.

LAMA’s LSA Mall will exhibit a different look this with a new tent arrangement but presents a group of modern aircraft for review by visitors, including one you've never seen. Thanks to the DeLand Showcase for this money-sparing loan of their tent. The association is pleased to be on-site to provide industry support. The LSA Mall venue will also be host to a couple receptions and daily “happy hour” live music, compliments of the Flying Musicians Association. It’s a great place to watch the evening "airshow” as a flurry of light aircraft take to the sky every day after the main airshow ends. See it all — and buy — in the LSA Mall.

Luscombe makes a return to the market. Accepted by FAA as a Special Light-Sport Aircraft some years ago, the iconic brand so loved for its wonderful handling will now be produced in Jamestown, New York, as reported here. One novelty: This is a rare company stating, "Cryptocurrency Accepted." Grab your Bitcoin wallet and come have a closer look.

Can aviation lead us back toward normal? Globally, governments have ordered their citizens to stay at home and all the rest, as you’ve heard ad naseum. Some places — Florida, as a sunshining example — is more open than others but much of civilization remains restricted. • Article updated… see at bottom —DJ Again I ask, “Can aviation lead us back toward normal?” Asking Too Much? Does it seems too much ask that aviation — numbering somewhere around one million pilots globally plus the industry that supports them — provide the path back to better times? I certainly don’t know the future but we’re about to get a first real test of aviation’s resiliency as Sun ‘n Fun 2021 begins on Tuesday April 13th. Sun ‘n Fun has for years been one of Florida’s largest spectator events so even if attendance is off it still implies a very large gathering.

FAA’s Proposed Regulation (MOSAIC) — LAMA’s Spring 2020 Update Report

By Dan Johnson || April 3, 2020 88 Comments

In recent months many light aviation enthusiasts have been asking about progress on FAA’s proposed rewrite of the Light-Sport Aircraft regulations. Following a lengthy teleconference in 2019, the Light Aircraft Manufacturers Association is pleased to provide a further update for the agency’s work on MOSAIC, or Modernization of Special Airworthiness Certification. Here is our earlier article on this subject. This update is one of a continuing series. As time passes and FAA progresses toward its goal — of issuing a NPRM, Notice of Proposed Rule Making — LAMA requests a teleconference or in-person visit to learn the rule writers’ latest concepts and language decisions. This progress reports identifies new discoveries and clarifies previous statements that may now be better understood.

Some Key Messages

FAA is moving forward on the rulemaking project yet everything remains in progress while the agency gathers internal assessments. What follows is as accurate as possible at this time but changes will occur.

Nor can FAA personnel guarantee that current proposals, as discussed in this progress report, will appear the NPRM. LAMA will continue asking FAA for greater clarification until the agency enters “ex parte,” a quiet period when they can no longer discuss the project. That period remains in the future at this time.

Common Question — When?

Almost everyone wants to know when this is coming, especially after an early (incorrect) statement that the change was coming by a date now well in the past. MOSAIC is not coming soon. Even though rule writers are progressing, this will take many more months.

FAA generally agreed with our back-calendar estimate that the NPRM may be forthcoming in late 2021 or early 2022. This was based on the perceived amount of work remaining. The NPRM must be released about that time to allow FAA to have a finished regulation by the end of 2023. The 2023 date is a deadline set by the U.S. Congress as part of approving FAA’s budget — called the FAA Reauthorization Act of 2018. While changes in wording are inevitable, it is the big changes on which we will focus here. Please remember, MOSAIC encompasses more than LSA, but LAMA’s focus remains entirely on matters of interest to the LSA producer community, to other businesses that serve that market, and to the recreational pilot community. FAA functions under the Department of Transportation. DOT approved this project for rulemaking under its Fall 2019 Unified Rulemaking Agenda. FAA advised that interested parties can go to this link and enter the following code in the field labeled "RIN" — 2120-AL50 This action by the Department of Transportation does not mean an NPRM will follow soon.

FAA Proposals Under Consideration

What LAMA Originally Requested: • SLSA (fully built, not kit) Gyroplanes • Aerial Work / Commercial Use • Electric Propulsion • Single Lever Control (in-flight adjustable prop) More Changes Under Consideration (to present-day LSA): • Increased weight (see below) • Four seats • Retractable gear • Maximum stall speed • Capped horsepower • Increased airspeed • Hybrid propulsion Questions raised since LAMA's last progress report: • Will Sport Pilot-certificate holders be allowed to fly four seaters? • Can Sport Pilots do aerial work or commercial use flying? • What changes will be made to LSA mechanics, specifically LSR-M? • What about turbine powerplants? FAA’s Goals Remain the Same: • “LSA of the future should remain “safe, simple, and easy to fly.” • “We want to be less prescriptive …to leave more for industry to decide.” • “LSA has been a successful development” (LSA experience was key in the rewrite of Part 23). • FAA sees “opportunities to safely expand this sector of aviation while decreasing burden on the industry” and seeks to “make this a positive for industry.”

More on Weight Increase — Power Index —

Perhaps the greatest amount of interest focuses on proposed weight changes.

Repeating, FAA will not specify a particular aircraft weight (as it does not do so for Part 23 certified aircraft of today). Instead, FAA may employ something called the Power Index (basically a formula) to determine the size of an aircraft. Nonetheless, aircraft weight will increase, perhaps rather dramatically. Indeed, weight may rise to 3,000 pounds (1,360 kilograms). If FAA will not set a specific weight, how do we know weight will increase and what can provide wise limits? FAA may use “Power Index.” (Words like "may" are frequently used because this regulation is only a proposal at this time, however, FAA personnel have seen what we are reporting here and offered clarifying suggestions to our language.) For those more technically oriented, at the bottom of this post is an engineering analysis by Powered Sport Flying publisher — and engineer, plus LAMA board of directors member — Roy Beisswenger.

A number of pilots and aircraft developers, surprised by the large potential increase in weight, have wondered what will keep these aircraft from becoming very large. If FAA will not specify a weight, what will prevent LSA 2023 from becoming heavier aircraft beyond the scope of LSA and the Sport Pilot certificate? In addition to the Power Index concept, here are methods to describe and constrain unlimited weight as learned in LAMA's last conference with FAA:

200 horsepower hard point — As with other parts, this is not fully determined yet but 200 horsepower may be a cap
50 knot stall — presumably with lift devices; such as flaps or leading edge devices deployed
1.2 Power Index (still being devised; please do not assume this is a final value FAA will accept for rule making) — See "TECH TALK" at the end of this article
Thus, aircraft that fit the criteria will likely weigh less than 3,000 pounds (≈1365 kilograms)

T E C H T A L K

"Power Index  Explored More Deeply"

by Roy Beisswenger

The FAA is loath to have prescriptive weight limits in MOSAIC. Instead, they are working with other kinds of formulae to describe limits without specifically calling out the actual weight of the aircraft. One idea floated within the FAA was to use a calculation called a Power Index or Ip. It is described by the formula: Ip = {(W/S)/(W/P)}1/3, where: W = maximum takeoff weight (MTOW) in pounds, S = wing area in square feet, P = maximum rated power in horsepower at sea level and standard temperature.

If the Ip value worked out to be less than 1.2, it was proposed at one point that the aircraft would fit within the definition of a Light Sport Aircraft. This formula would only work for airplanes, not applying to rotorcraft, powered parachutes and weight shift control trikes. Earlier, an Excel spreadsheet escaped from the FAA that allowed a user to plug in different values for maximum gross weight, wing area, and maximum horsepower and it would instantly calculate the Power Index value. Industry people played around with the spreadsheet, putting in different values. Soon they found that no matter what value they put in for the weight of an aircraft, it never changed the Ip. This became a topic of vigorous discussion.

However, there is a very simple explanation for the lack of sensitivity of the formula to weight. And in fact, the explanation comes from algebraically simplifying the equation itself. When you do that, you find that even though weight appears in the original equation, it quickly drops out since it is in both the numerator and the denominator. So let’s start with the original equation: Ip = {(W/S)/(W/P)}1/3 If you divide by a fraction, that means that you are multiplying by the inverse of that fraction. (The inverse meaning that you switch the numerator and denominator.) Doing that, you get this: Ip = {(W/S) * (P/W)}1/3 That means that the weight is being divided by the weight, which works out to 1. The equation then solves to: Ip = {P/S}1/3 That means that weight has no influence on the Power Index. Instead, the power index is essentially a ratio between the power of the engine in horsepower and the size of the wing. Now that the equation is simplified, we can do something else interesting. Let’s solve for Max Power: Ip = {P/S}1/3 Ip³ = P/S Ip³ * S = P In other words, the larger the wing, the more power you can use. That certainly makes sense from a safety point of view. Solving for Max Wing Size: S = P/Ip³ That says the same thing. The more power you have, the larger your wings need to be. Let’s see what that looks like with some real world numbers.  If you have a 100-hp motor (for example, the very common 100-hp Rotax 912ULS) then for an Ip of 1.2, your smallest possible wing size is: S = 100/1.4³ = 57.87 square feet

As an example, the wing area of a Flight Design CTSW is 107.0 square feet indicating that it is considerably larger than the minimum 57.87 square feet defined by an Ip of 1.2. This probably means that an Ip of 1.2 is unlikely to be the only way that a light sport airplane will be defined with MOSAIC. Perhaps a smaller number will be used or perhaps it is only going to be one way of defining a light sport airplane (see above constraints). Perhaps a minimum stall speed (above) may also be included. That way a maximum gross weight won’t be cooked directly into the regulations, but will still end up being a consideration for airplane designers.

In recent months many light aviation enthusiasts have been asking about progress on FAA’s proposed rewrite of the Light-Sport Aircraft regulations. Following a lengthy teleconference in 2019, the Light Aircraft Manufacturers Association is pleased to provide a further update for the agency’s work on MOSAIC, or Modernization of Special Airworthiness Certification. Here is our earlier article on this subject. This update is one of a continuing series. As time passes and FAA progresses toward its goal — of issuing a NPRM, Notice of Proposed Rule Making — LAMA requests a teleconference or in-person visit to learn the rule writers’ latest concepts and language decisions. This progress reports identifies new discoveries and clarifies previous statements that may now be better understood. Some Key Messages FAA is moving forward on the rulemaking project yet everything remains in progress while the agency gathers internal assessments. What follows is as accurate as possible at this time but changes will occur.

Oshkosh 2019… All Done! More Great Light-Sport Aircraft Stories (and Video)

By Dan Johnson || August 8, 2019 2 Comments

EAA announced attendance numbers identifying solid growth over last year, to 642,000 attendees*. That's a ways from the 800,000 back a couple decades but is solid growth from recent years. Especially as EAA had to work hard to overcome weather issues before the event, the organization is to be commended for handling a huge number of details with professionalism. The week of Oshkosh brought outstanding weather and only brief periods of rain. Those of us from hot states enjoyed the mild temperatures and beautiful cloud-dappled blue skies (photos). So, after getting back in the saddle after an intense week, here are a few stories of interest. One point given the nearby graphic. The logo seen in many locations was widely misinterpreted by those who thought EAA was celebrating 50 years of the event. Wrong. It has been in Oshkosh, Wisconsin for 50 years but the event itself is now 67 years old.

Rotax Meets a Need with 915iS

True to form as you might expect, Rotax followed through on a question I asked 15 months back. As reported in this review of the 915iS and 912iS the company’s top man strongly hinted at a fixed pitch version of this engine. Thomas Uhr has since moved up higher in the organization but at a journalist event last year, he answered a questions about fixed pitch on the 915 engine. He did not then answer directly but said, "Every engine Rotax has produced has been able to use a fixed pitch prop. Take from that statement what you will." Sure enough, the new powerful engine from the Austrian company will be available for used with fixed or ground adjustable prop by fall of this year. Good on Rotax and the well-spoken Mr. Uhr.

Magni Gyro has fit the 915 to models designated with "Plus."

Some countries allow constant speed or in-flight adjustable props but not the USA. FAA specified no in-flight adjustment in the current regulation. We believe this will change with the new reg (recent report) but that could be some years in the future. Until then, only fixed pitch can be used on American Light-Sport Aircraft. Rotax is enjoying good success with the 915iS fuel injected, turbocharged, intercooler power plant. More than 400 engines are now flying on aircraft and the number of airframe producers using the new engine continues to grow. More about Rotax success. The 915iS is also an important engine for the larger, up to four seat, aircraft to come in the LSA world as well as on kit-built aircraft and some models preparing for approval under the new version of Part 23 certification (that will use industry consensus standards modeled significantly after the LSA set of standards).

High from Low (wings, that is)

Two leading companies exclusively using low wings will be introducing high wing models in the near future. One is a trade secret for now, but another was announced at Oshkosh.

What's interesting here is that both companies have exclusively made low wing models in various configuration. Neither has made a high wing. One of these is also planning the new, powerful Rotax 915iS engine (though both producers are using that power plant in one of the low wing models. For more on the entry from South Africa's The Airplane Factory Sling TSi High Wing, see the video below. What's interesting is that this entry offer more seats and more capabilities. For the immediate future, Sling TSi High Wing will have to be kit built but as you read here, FAA will allow four seaters as basic Light-Sport Aircraft. Once again, TAF founder Mike Blythe is ahead of the game. He was the first producer I personally observed getting excited about what he could do with the 141-horsepower Rotax 915iS. Barely a couple years after I saw his mind working, he not only built the low wing Sling TSi but the new model promptly flew around the world, literally. I expect to see a plan for the high wing TSi to also make the globe-girdling flight.

LAMA’s Dual Award

For only the second time, the association awarded two persons their highest honor, the Presidents Award for Outstanding Individual. A few years ago, a rare tie produced a dual award. This year, voting for the 28th year of the LAMA award, resulted in another dual award. Hundreds of members of the business community for light aircraft offered nominations. The person with the most such wins; it's a very simple system to recognize hardworking, creative people who helped move light aviation forward.

Kerry Ritcher (L) and Scott Severen won the LAMA President's Award for 2019. photos by Randee Laskewitz

One of this years winners was Kerry Ritcher. With his father, Wayne, Kerry founded three aviation companies. He started manufacturing aircraft in 1977 and his enterprises have produced a total of more than 3,000 aircraft, continuing to the present. His best known design is the SeaRey from Progressive Aerodyne based in Tavares, Florida. A Private Pilot with over 12,000 hours, Kerry has designed a dozen varied aircraft including Hi-Nuski; Cobra; King Cobra; Sea Wolf; Carrera; Carrera 180; Buccaneer SX; Catalina; Colibri; SeaRey; Stingray; and, SeaRey LSX/LS. The latter are in active production by the company he founded. The second awardee is also a LAMA board of directors member. Scott Severen started flying hang gliders in 1973 and has since been active in several aviation enterprises. He also assisted many organizations supporting light aviation including the U.S. Ultralight Association; the Airpark Owners and Operators Association; the EAA Ultralight & Light-Sport Aircraft Council, and the LAMA board. In 2004, Scott joined IndUS Aviation, and was instrumental in the effort to be the first American designed aircraft to earn SLSA certification. Severen presently owns and operates US Sport Planes, involved in LSA sales, brokerage, factory authorized maintenance and major structural repairs in Denton, Texas. In 2018, he took over as the North American representative for the Jabiru line of Light-Sport Aircraft. Scott is a private pilot and has accumulated over 2,000 hours in numerous types of aircraft.

Part 103 Success Story

More than one fixed wing producer of conforming Part 103 aircraft expressed strong, continuing interest in these lightest flyers. Kolb and U-fly-It are both so busy building their 103 models that they are not focused on two seaters. Aerolite does not have a two-seat model and no plans for one. Kolb has the Mark III but the action is in their Part 103 models, said Kolb boss, Bryan Melborn. The good news continues…

Badland introduced their Part 103-compliant F-series at Oshkosh 2019.

The arrival of Badland's Part 103 entry F-series in five variations adds to such popular choices as Kolb's Firefly, U-Fly-It's Aerolite 103, Just's True 103 (still in development), models from Team Aircraft and Fisher Flying Products. This listing of Part 103 prospects is not meant to be exhaustive and leaves out players like Evolution's Rev trike or Infinity's Challenger 103 powered parachute plus others. The point being, Part 103 appears not only to be surviving but thriving! Oshkosh even had an entrepreneur that has organized to provide support to Canada's Lazair. Watch for a video on this interesting development and see the nearby image if you are not familiar with this once-popular ultralight aircraft. Especially while most LSA run well into six figures, Part 103 pilots enjoy the greatest freedom in aviation. The simple rule has been unchanged since 1982 and allows flight in an ultralight vechile without a pilot certificate, N-numbers, or aviation medical. A producer can sell you a ready to fly model without getting FAA approval. As with LSA, ultralights overcame early issues to become solid members of the aviation fleet. Other countries have similar regulations.

Coolest Rig Seen At Oshkosh

If you’re a good, red-blooded American pilot, I don’t see how you could not love this setup. Your luxurious motor home towing your Corvette and your Aerotrek A240 in a custom-built trailer that you can handle by yourself.

I hope I didn’t drool on it as I looked it over. Built for recreation, this highly-customized trailer is towed behind the owner’s motorhome. It can hold his Aerotrek A240, requiring the tricycle gear model so as to fit the owners Corvette underneath. A clever system of ramps and winches allows him to load the aircraft and the car with no assistance. Both sides also open up to make it easier to stow the airplane ramps once the aircraft is secured and to allow proper tie-down of the Corvette. As a former Corvette owner, a former motorhome owner, and a lover of the Aerotrek aircraft, this setup looked to be about as close to aviation heaven as mere mortals can get. So, this apparatus gets my award for the Coolest Rig seen at the show.

Watch here as The Airplane Factory founder, Mike Blythe introduces the Sling TSi High Wing…

https://youtu.be/I9I7_ZBUDC4

Canada's Lazair may not returning to the market but parts for it are, a fact current owners should appreciate.

* The number 642,000 introduces different counting methods. I understand this number to mean the number of people passing through the gates, however, one person entering for several days is counted each day. Taken to task a few years ago, Sun 'n Fun now reportedly counts discreet individuals so the Florida show seems to have smaller numbers. Oshkosh is clearly a good deal larger but not as much as their reported numbers make it appear. Either counting method can be defended but this is comparing apples to oranges. And whatever the numbers, our glimpses of Oshkosh while zipping around doing videos and gathering story material strongly suggested great attendance in 2019.

Here's the lowest cost "aircraft" I found at the show. No doubt some youngster is thrilled to ride this baby around the neighborhood.

The weeklong celebration of flight known around the planet as “Oshkosh” is now history. Although EAA was challenged by inclement weather before the show and as it opened, the weather gods smiled on the event and provided a wonderful week with all the action you can imagine. EAA announced attendance numbers identifying solid growth over last year, to 642,000 attendees*. That’s a ways from the 800,000 back a couple decades but is solid growth from recent years. Especially as EAA had to work hard to overcome weather issues before the event, the organization is to be commended for handling a huge number of details with professionalism. The week of Oshkosh brought outstanding weather and only brief periods of rain. Those of us from hot states enjoyed the mild temperatures and beautiful cloud-dappled blue skies (photos). So, after getting back in the saddle after an intense week, here are a few stories of interest.

Latest Update on FAA’s Plan to Change Light-Sport Aircraft Regulations — July 2019

By Dan Johnson || July 19, 2019 132 Comments

The update to industry covered a lot of ground but here we've tried to make it a quicker read. Two key points: First, FAA is in the early stages of this rulemaking; at least minor changes are certain. FAA itself does not know all the specific details of the proposed rule at this time. Secondly, the steps reported here come from actual rule writers but their effort has support from top FAA leadership. Driven by a Congressional mandate we know this will go forward.

LSA Is a Success Story

For 15 years Light-Sport Aircraft and their producers have proven themselves, LAMA argued. FAA concurred; the agency has often referred to the safety record as "acceptable," reasonably high praise from regulators. “A lot of [the rule change] is based on the [generally positive] experience with LSA,” FAA noted. They also said the revised regulation will be “less prescriptive, more performance-based.” This is seen as a deregulatory effort by the agency.

Regarding the much-anticipated max weight increase, FAA refers to a "Power Index." This term means a formula-based method to replace maximum takeoff weight in the definition of a LSA, involving wing area, horsepower, and takeoff weight. FAA is also looking at up to four seats, “for personal use and for flight training.” Airspeeds — referring to maximum horizontal and never-to-exceed speeds (Vh and Vne) — may be higher than in the current rule, but will still be limited. Neither will FAA be prescriptive about (that is, tightly defining) powerplants. The 2004 version of the LSA rule prohibited electric motors because rule writers wanted to discourage turbine power and therefore specified reciprocating engines, which knocked out electric. FAA will now consider both electric and hybrid. Yet FAA was clear, “Movement of people for hire (such as the multicopter air taxis proposed by numerous companies) is not part of this.” FAA is also reviewing what type of mechanics (LSR-M or A&P) can do what kind of work on specific systems of aircraft (examples: in-flight adjustable prop or electric propulsion systems).

When Will the New Rule Emerge?

One of the most-asked questions is when will this rule be announced, meaning when will an NPRM (Notice of Proposed Rulemaking) be published for public comment.

The FAA Reauthorization Act of 2018 includes a deadline of 2023 for implementing a key mandate that suggests the longest it should take. Once an NPRM is published, a comment period follows to hear from the public after which FAA needs time to address the concerns raised during that comment period. After closure of that comment period, the FAA has 16 months to publish the Final Rule. Throughout the LAMA/FAA teleconference some ideas were repeated by FAA personnel…

“The former (current) regulation “was unnecessarily restrictive.“
FAA wants the revised regulation to “allow the industry to do more.”

Update on LAMA's Specific Requests

Over the last few years LAMA made several specific requests: aerial work or commercial use of LSA; fully built gyroplanes (only kits have been permitted); single lever control for in-flight adjustable props; and electric propulsion. LAMA also supported the idea of increased weight. Each of these was explained via a detailed white paper submitted to the agency followed by more discussions with FAA executive management over several meetings in Washington DC.

“All of these requests are on the table,” FAA acknowledged in the June teleconference. Of course, this does not mean all are certain to be included, but they represent a “huge opportunity [for industry and for pilots].” Gyroplanes — Special LSA (fully-built) gyroplanes are part of what is being considered for the new regulation but this remains a work in process. LAMA presented new arguments, assembled safety data that FAA requested, and kept up the pressure resulting in its inclusion in the proposed new regulation. Weight Increase — Yes, weight will increase. The often-mentioned "3,600-pound gross weight" number is irrelevant, however, because FAA will use the power index as mentioned above.

Under this more performance-based approach, LSA manufacturers would have more flexibility in making trade-offs among these parameters to meet a new power index limit. That new limit is intended to allow for up to a safe, robust, four-seat airplane. “All this is seen [within the agency] as relieving on industry; enabling, not tightening the screws,” said FAA. Aerial Work / Commercial Use — The topic of for-hire work in LSA involves another group — Flight Standards Service. Most of the proposed changes originated with Aircraft Certification Services office.

“The Flight Standards people are considering [aerial work],” said FAA. This important topic has been a priority for LAMA because it could become a vital activity to keep manufacturers healthy by expanding their capabilities and the markets they can serve. Pilots could also gain as this would provide more compensated flying jobs and business opportunities. Electric Propulsion — Not only is electric fully on the table, but hybrid power involving both gasoline and electric is envisioned as well (though ASTM standards for hybrid have yet to be composed). Notably, the discussion did not involve batteries. Single Lever Control (in-flight adjustable prop) — The concept for Single Lever Control (SLC) is that the prop adjusts automatically based on information supplied by instruments and the engine such that the system “knows” what prop pitch might be optimal. A pilot puts the throttle where needed (full forward for takeoff) and the prop adjusts. At altitude, the system also knows this and can adjust to a cruise setting. While SLC is more complex and currently more costly, LAMA believes continued development will lower costs. However, SLC does not raise the workload of the pilot, thereby staying with the “simple, safe, and easy-to-fly” mantra. LAMA is "very pleased with the FAA’s open attitude and willingness to consider important changes that industry and the flying community seek."

Many have asked about progress on FAA’s proposed rewrite of the Light-Sport Aircraft regulations. Following a lengthy teleconference at the end of June 2019, LAMA, the Light Aircraft Manufacturers Association, provided another update. The update to industry covered a lot of ground but here we’ve tried to make it a quicker read. Two key points: First, FAA is in the early stages of this rulemaking; at least minor changes are certain. FAA itself does not know all the specific details of the proposed rule at this time. Secondly, the steps reported here come from actual rule writers but their effort has support from top FAA leadership. Driven by a Congressional mandate we know this will go forward. LSA Is a Success Story For 15 years Light-Sport Aircraft and their producers have proven themselves, LAMA argued. FAA concurred; the agency has often referred to the safety record as “acceptable,” reasonably high praise from regulators.

Industry Pros Nominate a Deserving Individual for LAMA President’s Award

By Dan Johnson || June 26, 2019 2 Comments

In one rare year, one LAMA president (yours truly, L) presented the award to the then-outgoing LAMA president, Tom Gunnarson.

Every year, the Light Aircraft Manufacturers Association asks industry professionals to nominate a deserving person to receive the LAMA President's Award. Rest assured this has nothing to do with the POTUS spectacle about to begin. Instead this vote is for an individual that has made significant contributions to the light aviation field and is perhaps more relevant to your daily enjoymemt of the art of flying.

Many Deserving Persons

I think we are very lucky aviators. Americans, Europeans, and aviators in many countries have literally hundreds of great Light-Sport Aircraft or Sport Pilot kits to choose between. The list is so extensive that making a choice of the one you can probably afford is challenging, enough so that we created PlaneFinder 2.0 to help airplane shoppers narrow the list. (It's fun; give it a try, no cost involved.) Many of the Award winners have been aircraft designers and/or manufacturers. Others who have won this award serve the light aircraft industry in other ways. For example…

In 2018, LAMA honored Adam Morrison, the steady hand at the tiller of the ASTM committee that writes and updates the industry consensus standards that allow LSA to fly in America and other countries without having to go through terribly expensive Part 23 (Type Certificate) level approval. For his service to the light aircraft community, Adam Morrison was chosen after numerous nominations were received from hundreds of people. For several recent years, Adam Morrison has led the F37 Committee for ASTM in what is a challenging and rather thankless task but one essential to the approval of new LSA. Like nearly all who work on this committee, Adam volunteers his time. Adam successfully converted a childhood love for flying into a career focused on helping aircraft manufacturers prepare their designs for the market. Many of the leading companies have benefitted from his deep knowledge and expert guidance. His company, Streamline Designs, has been in operation for more than 20 years.

Presenting at Oshkosh

Every year at the big summer celebration of flight called "Oshkosh," LAMA presents its newest recipient with a plaque to take home and engraves the winner's name on an obelisk that EAA generously displays on a permanent basis in the marvelous EAA Museum. If you never gone, you might want to put this on your bucket list; it's a fascinating and professionally-achieved display of recreational aviation and more.

For this 28th year of this award, aviation professionals have been invited to submit a name for consideration. From all the nominations received, the one with the most votes wins. Very simple rules guide the vote. As LAMA founder, Larry Burke, told pros, "Select any individual you wish from the aviation community … someone you think has made significant contributions to the light aviation field." During or after AirVenture 2019, LAMA will announce the newest recipient of the organization's highest award.

PREVIOUS WINNERS

2018: Adam Morrison (Streamline Design & ASTM)
2017: Sebastien Heintz (Zenith Aircraft)
2016: Professor Luigi Pascale (Tecnam)
2015: Jeremy Monnett (Sonex Aircraft); posthumous award
2014: Roy Beisswenger (Powered Sport Flying magazine and USUA) AND Laura Vaughn (Sun ‘n Fun convention director); first dual award given
2013: Bill Canino, (SportAir USA)
2012: Jan Fridrich (Chairman, LAMA Europe)
2011: Jack Pelton, (Cessna Aircraft)
2010: Tom Gunnarson (FAA Small Airplane Directorate)
2009: Mary Jones (Experimental Aircraft Association)
2008: Matthias Betsch (Flight Design, Germany)
2007: Eric Tucker (Rotax)
2006: Dan Johnson (ByDanJohnson.com)
2005: Earl Lawrence (EAA)
2004: Phil Lockwood (Lockwood Aviation Supply)
2003: Mike Loehle (Loehle Aircraft)
2002: Chuck Slusarczyk (CGS Aircraft)
2001: Chris Heintz (Zenair Aircraft)
2000: Darryl Murphy (Murphy Aircraft)
1999: Bob Gavinsky (Stoddard-Hamilton Aircraft)
1998: Tom Peghiny (Flightstar Aircraft)
1997: Dennis Soder (Kolb Aircraft)
1996: Homer Kolb (Kolb Aircraft)
1995: Phil Reed (Skystar Aircraft)
1994: Lance Neibauer (Lancair Aircraft)
1993: Randy Schlitter (Rans Aircraft)
1992: Dick VanGrunsven (Van’s Aircraft)

Every year, the Light Aircraft Manufacturers Association asks industry professionals to nominate a deserving person to receive the LAMA President’s Award. Rest assured this has nothing to do with the POTUS spectacle about to begin. Instead this vote is for an individual that has made significant contributions to the light aviation field and is perhaps more relevant to your daily enjoymemt of the art of flying. Many Deserving Persons I think we are very lucky aviators. Americans, Europeans, and aviators in many countries have literally hundreds of great Light-Sport Aircraft or Sport Pilot kits to choose between. The list is so extensive that making a choice of the one you can probably afford is challenging, enough so that we created PlaneFinder 2.0 to help airplane shoppers narrow the list. (It’s fun; give it a try, no cost involved.) Many of the Award winners have been aircraft designers and/or manufacturers.

Wait! What’s All This About a Weight Increase for Light-Sport Aircraft?

By Dan Johnson || October 8, 2018 18 Comments

This weekend a firestorm erupted out of the blue. A wave of questions is ringing my phone, piling up text messages, and populating my social media accounts. Because it seems premature, I preferred not to weigh in on LSA weight but given the volume of comments, neither can I remain silent. In addition, a shockingly near-term timeline for FAA to issue rulemaking further enforces the need to speak out now. I will provide information gleaned just an hour ago. In case you missed the story, here's what AOPA reported: "EAA chairman and CEO Jack Pelton [was invited] onto the stage. On January 19, 2019, Pelton said, the FAA will publish a notice of proposed rulemaking that seeks to raise the weight limit for Light-Sport Aircraft from the current 1,320 pounds to 3,600 pounds." AOPA went on to quote Pelton, “That will allow you to fly in a 172, have four seats in the airplane, and fly 150 mph.”

Stop the Presses

This news was flabbergasting to many and upsetting to others. Having worked rather closely with FAA over the last four and a half years, in my role as LAMA president, I was sure parts of this were incorrect.

I reached out to contacts in the agency and got a reply even though government is closed for Columbus Day. Here's what I learned from the group tasked with preparing this rule. First — The announced date of "January 19, 2019" simply cannot happen. The team creating the rule does not possibly have the time to complete work by then. In fact, it is more likely "three to four years away." The new rule is a huge, sweeping effort that touches on many FAR parts; it cannot be completed on such a rushed schedule, nor would doing so be prudent. Second — An effort is being made to align this major new regulation with the Basic Med rule, meaning that, yes, gross weight may go as high as was stated — and extra seats may be added — but, this is by no means determined yet. It will not even go before FAA's high level rulemaking council for initial determination until December …if then. At this time, "this is just at the discussion stage," reported my contact. Third — LSA gross weight will rise but "not to a hard number" like 3,600 pounds. It will involve a maximum horsepower, a given stall speed, among other considerations, all of which will rely on the laws of physics to keep the aircraft design reasonable. In July, in this report, I described changes that FAA told us were coming. That report was shown to the rule-writing group before publication and they replied, "No changes necessary." It still stands as a valid report.

Naturally, Industry Is Concerned

Remember in the fall of 2011, when EAA and AOPA announced a change in aviation medicals? The surprise announcement — which subsequently took years to enact (becoming what we call Basic Med) — caused an immediate drop in orders. Orders already placed were cancelled. Other orders never got placed as pilots began to ponder what would happen next.

About this weekend's news, one U.S. supplier said, "I’m pretty worried." He's concerned people may hold off a purchase, waiting to see what happens. "I’ve seen it before," he added. However, since the new rule remains years away, no buyer ought to halt the joy of acquiring and flying a new aircraft. Another industry expert said, "I hate being caught flat-footed like this." He remembered clearly what happened with the early announcement of medical changes. While all the buzz today may be about gross weight, the light aircraft industry has other concerns about the regulations that LAMA and USUA will continue to vigorously pursue.

This weekend a firestorm erupted out of the blue. A wave of questions is ringing my phone, piling up text messages, and populating my social media accounts. Because it seems premature, I preferred not to weigh in on LSA weight but given the volume of comments, neither can I remain silent. In addition, a shockingly near-term timeline for FAA to issue rulemaking further enforces the need to speak out now. I will provide information gleaned just an hour ago. In case you missed the story, here’s what AOPA reported: “EAA chairman and CEO Jack Pelton [was invited] onto the stage. On January 19, 2019, Pelton said, the FAA will publish a notice of proposed rulemaking that seeks to raise the weight limit for Light-Sport Aircraft from the current 1,320 pounds to 3,600 pounds.” AOPA went on to quote Pelton, “That will allow you to fly in a 172, have four seats in the airplane, and fly 150 mph.” Stop the Presses This news was flabbergasting to many and upsetting to others.

New Opportunities Coming for Light-Sport Aircraft — LAMA’s Advocacy Report

By Dan Johnson || August 17, 2018 13 Comments

Things are looking up for Light-Sport Aircraft, rather fantastically so in my admittedly biased opinion.

While this space is usually dedicated to cool new airplanes — not boring government policy reviews …yawn! — this article will provide some rays of light to an industry approaching its 15th birthday (in September 2019). I think some of this may surprise you. LAMA, the Light Aircraft Manufacturers Association (kind of a GAMA for the light aircraft sector) and its partner — USUA, the U.S. Ultralight Association — have been heads-down working on improving the opportunities for LSA.

Core-Four-Plus-One

In June 2018, a series of many meetings that began in 2014 came to an early but very promising point. Here is what I think this means for the Light-Sport Aircraft manufacturing industry and those who own and operate LSA. LAMA took a long list of suggestions about the then-10-year-old industry and reduced it to four initiatives. We were wisely counseled that too long a list would go nowhere. On the tightest of budgets*, we have been pursuing these objectives for four and a half years. The four core goals are:

1. Encouraging FAA to allow special Light-Sport Aircraft to perform aerial work (beyond flight instruction and towing)
2. Introducing the safety benefits (and performance gains) that come with adjustable propellers controlled solely by a single lever
3. Urging FAA to permit electric propulsion and instruction in aircraft designed for such motors
4. Solving the longstanding problem that requires modern gyroplanes to be built only as kits (with the attendant problem that no commercial training is possible).

After many meetings with high-level FAA executives and project managers, we are pleased to report that ALL these objectives and one more — increasing the gross weight of LSA — are included in FAA’s present actions regarding rule making. Note that gross weight will probably be determined by a new system other than a fixed-weight number but the exact formula is pending while FAA finalizes their regulation plans. To repeat, ALL these objectives are on FAA’s list for inclusion in eventual rule making. “Eventual” is a key word, however… Work Far from Done In 2018, neither aircraft manufacturers nor pilots can take advantage of these new opportunities. While the future appears to hold great promise, LAMA and USUA have sought a faster solution. The changes sought should broaden the appeal of LSA leading to not only more sales but a higher value for the aircraft you buy.

We are proud of what we’ve been able to accomplish on the skinniest of budgets but we did not fly solo. We also sought, and received, support for our initiatives from big organizations such as EAA, AOPA, and GAMA. While these giants of aviation first serve their own members, LAMA is 100% focused on light aircraft. Rulemaking will consume at least three years and it could be even longer before such rules go into force, assuming no changes of present course. Three to five years is a long time to wait for change for an industry not even 15 years old.

So, following a direct request from top FAA executives, we submitted a comprehensive business case for a program that we hope will much sooner allow manufacturers, dealers, owners, operators, and pilots to exercise the core-four-plus-one privileges. The program we proposed is an evaluation and data-gathering period which will give FAA precisely what managers and executives say they need ("more data") in order to get approval to change current regulations. LAMA’s plan will help industry and pilots but it will also help FAA. Allowing industry and pilots to gain new opportunities under controlled circumstances can give everyone privileges in the near(er) term while generating valuable data for FAA to use in justifying regulation change. LAMA and USUA are pleased to supply such a great outlook but caution that it took more than four years of hard work to get to this point and, as a much-revered author once wrote, "Anything can happen. Nothing has to happen." Nonetheless, we pledge to keep moving forward toward these goals. * A very big thank you must go to those helping LAMA and USUA pursue these goals. Multiple trips to Washington DC cost real money and we are grateful for the help from… LAMA founder Larry Burke, Rotax Aircraft Engines in Austria and their U.S. distributor. Each supplied generous funds used solely for travel expenses. Other companies also financially assisted this on-going effort.

All artwork, used in the Business Case presented to FAA in June 2018, was created by Roy Beisswenger, publisher of the sector-specific magazine, Powered Sport Flying.

Things are looking up for Light-Sport Aircraft, rather fantastically so in my admittedly biased opinion. While this space is usually dedicated to cool new airplanes — not boring government policy reviews …yawn! — this article will provide some rays of light to an industry approaching its 15th birthday (in September 2019). I think some of this may surprise you. LAMA, the Light Aircraft Manufacturers Association (kind of a GAMA for the light aircraft sector) and its partner — USUA, the U.S. Ultralight Association — have been heads-down working on improving the opportunities for LSA. Core-Four-Plus-One In June 2018, a series of many meetings that began in 2014 came to an early but very promising point. Here is what I think this means for the Light-Sport Aircraft manufacturing industry and those who own and operate LSA. LAMA took a long list of suggestions about the then-10-year-old industry and reduced it to four initiatives.