Many of you have been asking about FAA and their Mosaic regulation. Let’s jump right into it.
Following is what I’ve learned even before the “Meet the Administrator” session that has become a staple of AirVenture thanks to excellent coordination by EAA’s professional advocacy staff.
At AirVenture 2021, Flight Design USA’s Tom Peghiny (on right edge) met with FAA Administrator Steve Dickson. Earl Lawrence is on the left facing away from the camera. Both have since left FAA.
That Administrator session is on Thursday. I will attend and perhaps learn more, but here is info direct from FAA contacts, speaking about actions that are already on the public record.
We will hear no Mosaic NPRM announcement at Oshkosh.
We may hear about work on the new regulation but the rule will not yet be published in the Federal Register as an NPRM or Notice of Proposed Rule Making.
As regular readers (or YouTube viewers) know, Mosaic is not being created solely for Light-Sport Aircraft. The coming rule encompasses warbirds, homebuilts, LSA, and Unmanned Air Systems (UAS). The latter includes all manner of electric and/or hybrid aircraft. Incorporating these very diverse segments under one regulation was a big undertaking. Evidently it proved too big.
A couple months ago a big split was decided. The task of drafting regulations for such different aircraft is a large project, affecting many other regulations and touching different pilot communities.
Unmanned UASs — often called drones — are those intended for autonomous flight, that is, without human crew on board. Similar aircraft may also involve crewed flight (see this article about Lift’s Hexa), but the big split involves crewed versus uncrewed.
The Good News — UAS will now apparently be removed from Mosaic as we have come to know it. In my view, this is a longer term good thing because it will allow FAA rule writers to complete work long underway and significantly completed. On the industry input side this includes ASTM standards; the LSA F37 committee has been laboring for many months. Their hard work is recognized as valuable. The more challenging job of incorporating uncrewed aircraft into the national airspace can continue on a parallel track, but if delayed, that work would not also slow regulation change for LSA and other crewed aircraft. (“Crewed” v. “uncrewed” is the clear distinction here but also the present politically-correct language.)
The Bad News — Because Mosaic has previously included both crewed and uncrewed aircraft, separating them will take more time. It could take another year before FAA is ready with Mosaic for only crewed aircraft. It will take even longer for the uncrewed aircraft but those aircraft are not our focus. (Blending crewed and uncrewed into one regulation met the then-Trump rules aimed at reducing regulation.)
The Good News — I learned that all the statements made so far (see these articles) remain largely on track. What I have been writing about Mosaic and what FAA has said by explicit statement all still applies. We still expect multiple benefits: higher aircraft weight, faster speeds, single lever control props, hybrid and electric, Special LSA gyroplanes, aerial work privileges, retractable gear, and more seats. (We still lack information about pilot privileges under Mosaic, so we still don’t know what size aircraft someone holding a Sport Pilot certificate will be permitted to fly.)
Last year’s FAA industry briefing. This will be repeated but “not too much has changed.”
The Bad News — Some LSA-friendly FAA personnel in high places have left the agency. New people in their positions are much less aware of this sector. Even if very capable, it will take time for them to comprehend Mosaic. Rule writers have had to submit briefing papers to bring these people up to speed.
Another matter I will be tracking is the BVLOS (Beyond Visual Line Of Sight) recommendations by an industry group (see this article). I will attempt to find out more about this and the concerns it introduces about in-flight conflicts with such as delivery drones …but Mosaic is my primary focus.
Look for more after Thursday’s “Meet the Administrator” talk and following Wednesday’s FAA Industry Briefing. Isn’t this fun?
Seriously — I’ll get back to cool airplanes tomorrow!
This video recorded late fall 2021 is still largely what we expect for LSA in the Mosaic regulation..
Does anyone know if there is still anything on the table to allow ALL legacy aircraft to switch to a Special Airworthiness Certificate? I’m not talking LSA, and I’m not talking Experimental Exhibition category. I’m talking about more of a full Experimental type category for the planes that are outside even the proposed expanded LSA limitations. As I recall, this was originally part of the MOSAIC plan. Is it dead? No one ever mentions it, and to me, this would be just as important to GA as the proposed LSA and Sport Pilot parts of MOSAIC. Tons of the old planes collecting dust out there are outside the LSA umbrella and have, to many, become unreasonably expensive and difficult to maintain because of the Standard Category lockdown.
I’m unsure of your inquiry but many legacy aircraft may allow operation by a Sport Pilot (or higher rated pilot using SP privileges). That was already in the article and video, which I presume you consumed.
Large, very fast, or aircraft heavier than 3,000 pounds or so will not be included, so no, not ALL Legacy aircraft will be included.
Such aircraft will not become Experimental; they will keep their same airworthiness, says FAA.
I’m suspecting the OP was asking about something similar to Canada’s “Owner Maintenance” category, which as I understand it is basically a controlled hole allowing aircraft to flow from fully type certificated to experimental-like and, with limits, back again.
https://copanational.org/flying-in-canada/aircraft-in-canada/owner-maintenance/
Since Joe Biden gotten back in office the bureaucracy gone back to their old snail pace of working which means they take a lifetime to do anything to justify their budget and give themselves all raises again. Trump had ways of getting rid of these people he moved the BLM headquarters from Washington DC to Colorado; forced all those bureaucrats to retire.
There won’t be any new changes to LSA for several years. I guess just have to jump though their medical hoops.
It was Trumps idea to have fewer regs. For every new rule they had to try to get rid of one.. Therefore the FAA tried to squeeze both crewed and unscrewed into one regulation. Now we are paying for it in order to separate them. Get your facts straight.
The FAA has done more to deter general aviation than any organization that I know of. I have been a private pilot for over 48 years and everything the FAA touches turns to crap.
I second that
Any further updates? Particularly NPRM timing?
Look for a report with more details, but not to keep any suspense, an FAA official directed by the FAA Administrator said August 2023. It’s not all bad news, and I’ll explain further
Once last administrator left, you could see the DC SLOW WALK coming. New fuel agreement going nowhere with Biden green gang at the reigns, now Mosaic will die a slow death as the FAA seat polishers use it to get their ticket punched and retirement parachute.
I too spoke with the regional FSDO who was on a committee and stated it could be August 2023 before the proposed rule is published. Also, he acted like the 12/31/23 deadline was not a major problem if it wasn’t met. I’m sorry but this will keep being postponed and postponed. Maybe the FAA’s motto really is, “We’re not happy until you’re unhappy”.
BRM’s Bristel with a 915iS boasts of doing 178 mph at 18,000 feet. Yet it’s approved as an LSA because of a plaque that says do not exceed 120 knots. I just don’t understand the FAA’s inconsistencies. LSA are up to $300,000=plus depending on the model. This is pricing out so many pilots. Look at an LSA on a gusty day, tell me how docile and easy to fly they are when compared to a heavier GA aircraft.
Good luck, Dan, your efforts are appreciated by all of trying to fly and be safe.
You are right about that date. See my August 4th, 2022 article with more info (being finished as I took a short break to approve comments).
You are absolutely right! Much easier to fly a 172 than an 850 lb. Light sport plane on ANY day, much less a gusty one!
Dan,
Thanks for doing what you do. You give it your best shot every day and it is much appreciated.
That is very kind of you, Michael. My coverage makes for some long days but what would I rather be doing?
I had a heart issue in 2018. Sold my Cirrus and went LSA with a new Vashon Ranger. Wife wasn’t thrilled with the Ranger (She called it a tin can with wings) and she missed the safety of a parachute, so we sold the Ranger and I put a deposit down on a brand new FlightDesign F2. Tom Peghiny Is a friend and client. My hangar is right next door to FDUSA’s hangar here in Woodstock, CT. It would’ve been a great marriage until Putin invaded Ukraine. I reluctantly had to ask for my deposit back. I still have my Piper J-3 Cub and was excited by the talk of MOSAIC allowing four seats and 200HP. Started looking at older Cirrus SR20s but now the regs are delayed another year?
Not getting any younger as well as other guys and gals my age who are in their 60s and who want something more than just an underpowered two seat airplane. Most of us have thousands of hours in crappy IFR using a VOR and a stop watch. I think we’re quite capable of re-familiarizing ourselves with a constant speed prop again too.
The FAA can eat a bag of used gaskets. Anything this administration seems to touch turns to crap.
Fortunately, we learned at Oshkosh 2022 that Flight Design has broadened use of their Czech Republic facility and will be building F2s by October 2022. So Putin’s madness or not, the folks at Flight Design are moving forward.
That’s good news but there wasn’t a lot of info flow to deposit holders for some time. I was next in line for production too. #6 sits here at the FD building at 64CT awaiting its airworthiness certificate – mocking me! 😉
There is absolutely no reason that it should take that long to separate “crewed” from “uncrewed” (UAS). This is 2022. I have a phone in my pocket that has more computing power than was used to get a spacecraft to the moon, decades ago. Cut and paste is really, really easy……
I agree with you completely that, technologically, there is no real obstacle.
As best I understand it, the problem is that any solution has to have the force of law, and be resistant to lawyers. The force of law means that a mandate is a mandate; you must do it or stay on the ground. Resistant to lawyers means that when (not “if” — something always goes wrong) something goes wrong, the people who wrote the law are protected from the inevitable public backlash that happens whenever we try anything new.
As an example, a lot of GA industry groups are opposing more widespread mandates of ADS/B OUT. I understand the sentiment, but honestly, UAS tech is going to serve Joe and Jane Sixpack with instant deliveries of beer and lipstick, while GA is seen as a hobby of the idle rich. We should, I think, be ready to give a little here. And universal ADS/B OUT is indeed a key component of helping UAS “see and avoid”. Perhaps the occasional Aeronca without a transponder is statistically an okay risk, but if something happens, political heads will roll — so the most conservative thing has to be done.
Once again, the FAA has failed to deliver. If I recoll correctly, Congress agreed to increase their funding if they updated FARs which were to include LSA/Sport Pilot regulations (later to become known as MOSAIC). They agreed and stated the NPRM would be released in late 2022. Now they say it will be at least 1 more year?? I say cut their funding back to previous levels until MOSAIC regs are in effect!
Since MOSAIC is a Trump started project has Biden put brakes on it just for political points?
Vashon Ranger R7 was most impressive LSA at EAA 2022. A Continental 0200 instead of a Rotax. Big cockpit, strut less wing. 2 screen glass panel, 2-axis autopilot. All for $125K. You won’t get a Bristel or RV-12 or SeaRay for that price
I bought serial number five – Vashon Ranger N135VR. When I sold it, I had a deposit on a new FlightDesign F2. Sadly the Russian invasion of Ukraine put an end to that. Wish I had never sold the Ranger.
I’ve got a question about the single lever system. Does the FAA think we cannot learn to operate a prop or mixture? Why approve LSA pilots for retractable gear when none of the legacy airplanes, like a Piper Arrow, are single lever?
And new aircraft are simply too expensive. I do agree with most that FAA is not on our side and I do think good changes will happen just not in time for me and many others. All this just takes too long.
Thanks Dan, I know your really trying.
Thanks for the kind words.
The lack of an NPRM announcement really is disheartening, and in my opinion, unacceptable. The FAA can’t get out of their own way. I’m with Jordan. Let’s get some Sport Pilot changes in place ASAP and allow for greater freedom to fly more aircraft, more pax, etc. Or make the PPL a driver’s license based medical cert. Good lord …
It seems very clear at this point that they will not meet the congressionally imposed deadline of the end of 2023 so what does that do in this case? Is it like most government things where they just say whatever and ignore the deadline or will this involve another act of congress to extend the deadline or reauthorize this work to continue? I could see this missing out on a deadline and then getting trashed all together.
It’s really disheartening to witness the lack of committment and determination within the FAA to bring this matter to a conclusion. A conclusion that would greatly serve the LSA industry and General Aviation as a whole. Excuses are inexcusable and at this late stage fall on deaf ears.
I wonder how many of these bureaucrats actually have a private pilot’s license. Do they understand the love of flight or are they simply empty suits. Personally, I’m tired of them and their lack of accountability.
FAA is composed of tens of thousands of employees and some of them surely do deserve the “empty suits” comment. However, most of the FAA people I’ve met who are actively working on the Mosaic rule are quite interested in aviation and a good number of them are pilots, some even working on homebuilt projects. They certainly are not all alike. However, all must follow administrative procedures they do not control.
Dan, I think the point is that the people you have met with still have to go through the empty suits to get anything done. The FAA as a whole has done very little lately to help get and reach possible new pilots has in some cases worked against LSA in general. This is why this lack of visible progress is so disappointing. The FAA in general aviation is one of the biggest reasons aviation is failing now across the board. While I do agree safety is by far the most important thing, the FAA is taken it to an absurb level. Their process is akin to calling the health dept on a 8 year olds lemonade stand. Yes, its for safety but completely unreasonable.
Thank you Dan for the balanced remarks. I really do appreciate your perspective.
Philip and others — aviation is wildly successful. We have a massive global economy built on trade, which is in turn built on billions of relationships of trust and reciprocity. And each of these relationships is rooted in some event where people met each other in person and sized each other up. This would not be possible without aviation.
But the price of success is that people take it for granted, and only notice when there is a problem, and scream bloody murder whenever anyone gets in the way of “their” utility that they take for granted.
That said, I am really frustrated at the Mosaic foot-dragging and bureaucracy too.
They are still butt hurt from 737Max so they are going to crack their whip from Jacobs, RedBuLL swap, Trent Palmer, Gami fuel to Mosaic Foot Shuffle. A big middle finger to GA, after all, we make noise, burn fossil fuel. We’re going to get the Mayor Pete treatment. Feel some pain. Get out of your plane.
Remember the FAA motto: Were not happy till you’re not happy. And getting anything done in a timely matter … forget it.
I like what someone said in a Facebook comment on the subject… FAA could wreck a steel ball with a rubber hammer.
Hi Dan
My name is Luke and I own a Beaver RX 550 (582 Blue head) with a fiberglass rear seat tank.
Just for everybody’s information, Manitoba Canada has implemented ethanol in ALL grades of gasoline available for consumers.
My rear seat tank has now started to dissolve because of the ethanol content in the fuel that I use. I was unaware that the province had implemented ethanol in all grades when I purchased premium for my aircraft to ensure there was no ethanol.
An easy method of checking to see if there is ethanol in the grade you purchased is to blend 1ml of water with 9ml of the gasoline from your tank in a graduated flask capable of holding 10 mL of gasoline. Then shake the mixture for approximately 1 minute. Leave to settle for 10 minutes to see if you have more than the 1ml of water you started with. If the amount is greater, ethanol is present!
Please share with other aircraft owners, ethanol in gas dissolves the resin in fibreglass with can cause engine seizures in flight.
Thanks
Taking all potential consequences and side-effects into account is a great skill and a respectable art of which many of today’s administrators and decision makers lack 🙁
Sorry, Dan, but I don’t trust LAMA as far as I could throw them: they have too much to lose, should the rules change and any number of older, affordable, legacy aircraft become available. I feel that you have too much of a conflict of interest to be a fair broker, in this discussion. Let us EAA members vent our frustrations and, you, just listen.
It breaks my heart to see all of those beautiful 150s and Cherokees rotting on airport aprons.
I suspect you don’t know too much about LAMA and what the organization actually does (nor should you really have to). But certainly, you are entitled to your opinion and EAA should be a great listener. Please do reach out to them. I wish you the best.
This has been something I’ve been wondering too. I want to believe that LAMA is on our side and fighting to get legacy aircraft approved for SPC use but that seems like it would not be in the best interest of the LSA manufacturers, and isn’t one of LAMA’s primary purposes being an advocate and representative for the manufacturers? I’m just trying to understand because this has always seemed like a conflict of interest to me.
You make a worthy point, however, LAMA is basically a volunteer organization. The goal of all LAMA board directors to grow the space and make more aircraft available. If a pilot returns to the air in a used Cessna 150 or what-have-you, they may become a LSA or Sport Pilot kit buyer later but even if they don’t, more active pilots is a good thing for manufacturers and everyone else in aviation.
It would seem to me, timeline aside, that there are some other changes that could be made that would be very helpful to the aviation society.
Why not allow for either more endorsements for the SPL, or possibly a change in rules for PPL to allow for similar medical requirements (ie. Driver’s License in lieu of a Medical Cert). I personally feel it would be much more accessible to all, and get more involved, if more accommodations were made to allow for a broader use of either the SPL or the Driver’s License rule.
Allowing SPL to gain instrument certifications, and the ability to fly with more passengers (like their family… I would love to take my family of 3 on a trip, but current rules would force me to choose between taking my wife or my child, or going through the process to get a 3rd class medical and PPL. Instrument training has been shown to greatly improve safety across the board for all pilots, and I do not see any reason it should not be allowed for SPL holders.
OR
Allowing PPL and Instrument endorsed pilots to use the Driver’s License rule for a medical. If the concern is them not being as safe for passengers, these passengers are almost always adults who should be aware of the danger, or direct family members of the pilot in question. As well as these pilots are not allowed to fly for hire already, hence the CPL.
Am I missing something?
You are not missing anything; in fact, you hit one of the Mosaic nails right on the head. The work of the organization with which I am affiliated, LAMA, has focused on the airplane side and we are we are getting good information due to the necessary interactions between FAA and ASTM. What we are not hearing much about is the pilot licensure side, which FAA is keeping all to themselves (as they do for another airplane categories).
What I do know is that EAA is continuing to push for more Sport Pilot privileges. That’s very appropriate as they are a member organization serving their pilot members and their advocacy staff is good. I would urge you to direct your comments to them so they can add you to the people they represent in such dilberations. I hope for good things because the endorsement process has worked very well within LSA/Sport Pilot, and FAA has frequently acknowledged that. So… fingers crossed!
Dan, I’m reading this article as my wife drives us to AirVenture. What a disappointment with the FAA not announcing the LSA changes, one of the many reasons to come this year. LSA have become so expensive. Thanks once again for all you do.
Dan, am I correct in understanding the pilots of LSA cannot perform basic maintenance on their owned certified aircraft, i.e., an Ercoupe? Yet a General aviation pilot can? Have you heard any changes to this? Thanks.
Paul Drake
Pilots of Light-Sport Aircraft have always been able to maintain their own aircraft, doing basic work after taking a two-day weekend course, or significant work if they take a three week course. That does not change under Mosaic and, in fact, FAA will likely expand that to some extent. I am not expert on what privileges are allowed in Standard Category but I know you can do basic work, however, it is quite limited because you are mostly to use an A&P.
Need to read 43.3(g). Sport pilots cannot perform preventative maintenance on Part 23 aircraft.
I think what this reader is referring to is performing basic maintenance on a certificated aircraft that falls under the definition of Light-Sport. A Sport Pilot can perform maintenance on an LSA provided that it is certificated as an SLSA or an Experimental, of course, anyone can. But to perform maintenance on a certificated aircraft in the Standard category, the pilot must meet 14 CFR 43.3(g) which specifically excludes Sport Pilots. See below:
(g) Except for holders of a sport pilot certificate, the holder of a pilot certificate issued under part 61 may perform preventive maintenance on any aircraft owned or operated by that pilot which is not used under part 121, 129, or 135 of this chapter. The holder of a Sport Pilot certificate may perform preventive maintenance on an aircraft owned or operated by that pilot and issued a Special Airworthiness certificate in the Light-Sport category.
So even if the legacy planes like Archers, 150s, etc., do fall into the new rules whenever they eventually come out (which we are all losing hope will ever happen at this point), they would have to modify part 43 as well.
Your facts agree with my view of the situation. One thing many pilots forget: a Standard Category aircraft remains such. It does not become a LSA when flown by a Sport Pilot. Therefore, the rules regarding maintenance remain as they are as well.
Dan,
With regard to maintenance, I think you have light sport and pilot privileges with certified aircraft and SUSAN confused. Sport pilots can work on SLSAs after the courses, but not on certified , ie: Ercoupes. The regs are very specific about that. Its an oversight in the rules.
I don’t know what SUSAN is but I agree the courses that give permission to work on LSA do not apply to Standard Category aircraft like Ercoupe.
I think your statement might be wrong. Sport Pilots can work on SLSA aircraft after the courses, but according to the regulations they cannot work on certified aircraft at all. Not even routine maintenance. I am a Sport Pilot who owned an Ercoupe for 15 years and researched this topic in depth. The regulations under sport pilot specifically restrict certified aircraft. See FAR 43.3(g) note the line “special airworthiness” (SLSA)
“Except for holders of a sport pilot certificate, the holder of a pilot certificate issued under part 61 may perform preventive maintenance on any aircraft owned or operated by that pilot which is not used under part 121, 129, or 135 of this chapter. The holder of a sport pilot certificate may perform preventive maintenance on an aircraft owned or operated by that pilot and issued a special airworthiness certificate in the light-sport category.”
Thanks for the additional information. It was not my intent to suggest a Sport Pilot could work on a Standard Category aircraft.
I’m with Steve: I’ve been in contact with several sellers, recently, in anticipation of the “announcement.”
I am a Sport Pilot, and proud of it, and the owner of a wonderful J-3. As much as I love the Cub, I want a faster, open-cockpit aircraft with tandem seating. This seemed like the year that the dream would be realized… apparently not. I am @%$! furious!
The AOPA should be, as well, as the number of pilots who are losing their medicals, but hoping to continue flying via the purchase of a small, AFFORDABLE, legacy aircraft will not happen for years. No pilots, no AOPA, no political clout. Nice going, Mark.
Maybe we can all move to Canada, where there are progressive attitudes…
Dan, I am very appreciative of you keeping us informed on what is happening with this. Thank you very much!
I am very, very depressed about the lack of the FAA to live up to their commitments. I know what I need to know however: I am too old at 62 to think I will ever see these changes come to pass on a timely basis from a government agency. I should have known better. Just have to live with the Sport Pilot rules as they are now.
I don’t know that it will take FAA a full year. EAA has suggested perhaps later this year, although personally I doubt it will happen that soon given the significant change they made. However at age 62 I hardly think you will miss the action too much.
Nonetheless, a Sport Pilot loses no privileges until the rule change may expand them and LSA will work as well tomorrow as they did yesterday. I’d say buy something and have fun with it. When the rule changes you can reevaluate.
One excuse after another! On the bright side I’m thinking the price point on a 150 is about to drop in a big way. Those that may have invested in one recently in anticipation of this announcement, I hope you can recoup some of it back. I’m curious as too what the LSA manufacturer’s stance is on this, it looks to me as though it plays right into their hands I’m sure they’re smiling that they can keep their price point where it’s at or higher. So much for affordable aviation.
On the contrary, most LSA suppliers are wary of regulatory delay because it creates questions in the minds of prospective pilot consumers. Understandably, customers lacking full information tend not to make purchase decisions.
Regarding the word crewed: remember that some uncrewed aircraft may carry passengers eventually. Also, it is not just politically correct to better include our women aviator friends!
So another year to come up with NPRMs which means two years for the rules to become effective? … Disappointing to say the least but when it comes to the government this unfortunately is par for the course.
I’m confused.
“It could take another year before FAA is ready with Mosaic for only crewed aircraft.”
“I learned that all the statements made so far (see these articles) remain largely on track.”
These two statements seem to contradict each other. To my understanding of what you’ve said over the past few years, “on track” would mean that the NPRM is published sometime around now, in order to allow time for comments to be submitted, read, and implemented as needed. If it takes another year before they’re ready, it seems that the end of 2023 deadline is in jeopardy, not on track.
What am I missing?
What I attempted to say was that while the regulation will not be ready on the time schedule we originally thought, the positive aspects of it to the LSA community remain in the regulation as it is at this time. Finalizing the entire rule for NPRM release is what will take more time due to the effort needed to remove the UAS portions. I hope that clarifies it a bit.
Yes, Dan. Thanks for the update.
First off, awesome job posting these updates as they become available. Myself like many others have been hoping for positive news from the FAA on the LSA rules update. Separating the crewed from uncrewed definitely was a step in the right direction for sport pilots, even if many don’t agree. Rome wasn’t built in a day and neither are updates. I want to express appreciation for all involved and your efforts to help create changes in the aviation process. Great job, Edward
Respectfully, it’s been a bit more than a day. Rome would have built a few aqueducts in the nearly 4 years since the signing of the FAA Reauthorization Act of 2018. These are rule changes, the kind they have no problem ramming through Federal agencies via “pen and phone” when the right people are on the other end of the phone. It’s simply clear GA isn’t part of that set. The squeaky wheel gets the grease and making excuses for delay makes it easier for them to kick the can down the road. We should not only express our displeasure here, but to our elected officials who passed the Act in the first place.
Its 2022. I have a computer in my pocket that is more powerful than the one used to land a man on the moon. How hard can it be to separate the two? A couple of weeks? A couple of months? Lame excuse on their part.
I don’t know the whole job FAA must accomplish in this “Big Split” (see August 4th, 2022 article) — federal decision-making rules are very complex and inflexible — but I will bet industry will be ready far sooner with standards and new aircraft to meet the regulation.
I thought the FAA was under a Congressional mandate to finish MOSAIC by the end of 2023. All of a sudden, they can just ignore the deadline and announce that it’s going to take another year?
I have some understanding of their thinking on this year extension and I plan to write about it in the near future. However the explanation goes, it’s still a disappointment that we must now wait another year.
I’m wondering why we haven’t heard anything from EAA or AOPA.? Aren’t they supposed to advocate for their members. So far, to my knowledge, they have been silent.
Oh, I think both organizations are involved and are promoting the same benefits that LAMA is advocating. However, they tend to release such information in their print magazines more than their online; perhaps that’s why you haven’t seen much.
Dan, hope that wasn’t your only good hat! This FAA apology tour is not something people are going to be buying anytime soon! The FAA keeps spewing out this ‘dog ate my homework’ level excuses they just don’t understand people are not amused they just want to fly. Ah, heck, Dan, I am 67 years old; why was I silly enough to dream anyway. Not nearly as important as crewed or without. Bet they don’t get this crap out until the 2025 Oshkosh. Or maybe just decide it’s dead as the American Dream and forget the whole thing!
“Some LSA-friendly FAA personnel in high places have left the agency. New people in their positions are much less aware of this sector. Even if very capable, it will take time for them to comprehend Mosaic.”
Sounds like typical bureaucratic government hiring practices… hiring the well connected vs. hiring the best and most knowledgeable person for the job.
Thanks for the update. Dan.
Completely disheartening. Reason #145,837,378 that the administrative state is roundly derided. I don’t know why I ever placed my hope in a federal bureaucracy. It’s like I never learn.
We’ll land on Mars long before this is resolved.
Not “we” but a business rather than any “agency” of the government. The embedded bureaucracy of the government is their method of putting the brakes on progress, so the legislative and judicial branches can securely tie down the status quo.
Amen to that!