In contrast, all light sport aircraft (LSA), experimental amateur-built airplanes, and warbirds are issued special certificates. In my view, the rule can be divided into two main parts: airplane descriptions and capabilities, and pilot certificates, technician privileges, and operating limitations. In short, airplanes or people.

For airplanes, the NPRM (Notice of Proposed Rulemaking) felt like Christmas in July, granting many capabilities industry and pilot member organizations had sought over some years of negotiation. The people part describes who gets to fly and maintain these MOSAIC LSAs and under what rules. This latter section inspired greater concern.

Airplanes: What We Gained

Here’s the list of what FAA offered and how each changed:

Gross weight: LSAs have been limited to 1,320 pounds (land) or 1,430 pounds (water). Under MOSAIC, the weight limit is removed and clean stall constrains size so the aircraft remains what FAA sought: those “easy to fly, operate, and maintain.” It is expected that weight can rise to 3,000 pounds depending on the design.

Stall speed: Presently, LSAs cannot stall faster than 45 knots. This will be raised 20 percent to 54 knots, but this is clean stall, the purpose of which is to limit aircraft size and difficulty. It has no relation to landing speed or slow-flight qualities. This more than doubled the potential size, hence a new term, “MOSAIC LSA.”

Four seats: LSAs are presently limited by definition to two seats. This rises to four in a MOSAIC LSA, but if operated by someone using sport pilot certificate privileges, then only one passenger can be carried. A private certificate with medical may fill all four seats, assuming weight and balance allows.

Retractable gear: Light sport aircraft have been fixed gear only, except for amphibious models. Now any MOSAIC LSA can be retractable. Several imported LSAs already offer retractable options in other countries.

Adjustable prop: LSAs were allowed only ground-adjustable props. Now a MOSAIC LSA can have an in-flight adjustable prop. Such equipment on similar aircraft is common in other countries.

250 knot max speed: An LSA was limited by definition to 120 knots at full power. Now the speed limit matches all other aircraft below 10,000 feet: 250 knots. No one expected such a large expansion, but now retractable and adjustable props make more sense.

Rotary expansion: After 20 years of waiting, fully built gyroplanes will be allowed. That followed years of advocacy effort, but when the opposition finally yielded, the FAA also granted helicopters.

Electric or hybrid: Because the FAA did not want turbine LSAs in 2004, it specified reciprocating engines, unintentionally knocking out electric motors that few were considering at the time. In fixing the definition to allow electric, the agency will also permit hybrids. Examples are already flying in Europe.

Turbine: Perhaps turbine engines were harder to operate 20 years ago when LSA were defined, but today they are seen as simpler, and the FAA will allow them. Turbine-powered MOSAIC LSA candidates are already flying in Europe.

Multiple engines/motors: The LSA has been limited to a single engine by definition. That constraint is removed, although no language was given to address how the pilot qualifies.

Aerial work: The Light Aircraft Manufacturers Association (LAMA) lobbied for MOSAIC LSAs to be permitted to do forms of aerial work, although not passenger or cargo hauling. The FAA has granted this opportunity to the manufacturers, which can specify what operations they will permit. A commercial pilot certificate will be required.

One downside to all these goodies? Each will increase the price. The good news? Present-day LSAs offer lower prices and have proven enjoyable and dependable. Many LSAs are fine as they are and have no need to change.

A lot of LSA producers already meet higher weights in other countries where permitted. They are merely reduced on paper to meet U.S. standards. It should be straightforward for them to redeclare meeting all MOSAIC-level ASTM standards to qualify for higher weights.

The only question is how far backward compatible they can go for aircraft in the field over which they have had no control for some time. It’s an industry question to resolve, and it will swiftly be handled to aid sales.

People and Areas of Concern

Medicals: Lots of questions surround one of the principal benefits of LSA operation: the lack of requirement for an aviation medical if operating as a sport pilot. More specifically, pilots want to fly larger aircraft using these privileges, meaning no medical certificate, or BasicMed, instead using the driver’s license as evidence of their medical fitness.

To keep within their budget, many pilots wish to buy (or keep flying) legacy GA aircraft such as the Cessna 150, 172, 177, and some 182s, plus certain Pipers, Diamonds, Champions, or other brands. Many of the latter aircraft are too heavy to allow such privilege today. MOSAIC appears to change that, but without presenting compelling evidence that possession of a medical assures a flight proceeds safely, the FAA nonetheless clings to this premise. Many assert the occurrence of medical problems sufficient to upset a flight or cause an accident are incredibly small in number.

Stall speed: Most NPRM readers agree that it was a worthy solution to use 54 knots clean stall as a means to limit the size of the airplane and to keep it within the FAA’s mantra of LSAs being “easy to fly, operate, and maintain.”

However, many respondents note that adding just a couple knots to that limit will allow several more airplanes that some wish to buy and fly under MOSAIC rules. Note that the 54-knot reference is not related to landing speeds or slow flight, where lift-enhancing devices like flaps would normally be used.

Some pilots asked if adding vortex generators could reduce stall speed enough to qualify. The problem lies in proving a slower stall speed was achieved. Stall (V_S1) printed in the POH will be the standard about compliance.

Several pilots have complained about use of calibrated versus indicated airspeed for the stall limit, but this is another matter that might be clarified after the comment period.

Endorsements: One of the significant lessons learned in 20 years of pilots operating LSAs is the so-called magic of endorsements. Instead of asking pilots to receive training, take a knowledge test and possibly an oral exam, followed by a practical flight test, they can just go get trained for added skills from an instructor who then endorses their logbook accordingly, and they’re good to go. This puts a significant burden on flight instructors to do their jobs well, but that’s already the situation.

The NPRM already refers to the use of endorsements for retractable gear training or adjustable prop training, and many believe that expanding endorsements to all privileges described in the MOSAIC proposal has merit.

Noise: For the first time, the NPRM introduced noise requirements that encompass several pages. Coincidentally, the LSA sector is already one of the quietest in the airborne fleet.

This is partly because of European noise regulations that have been in place for a long time, motivating quieter engine and exhaust system development. However, LSAs are also quieter because the powerplants are modern, thanks to the faster approval process implied by industry consensus standards.

The industry was not pleased about the noise proposal, as these requirements add burden without identifiable benefit. Nonetheless, the situation might be handled through the ASTM process more quickly and still satisfy political demands.

Night: MOSAIC’s language invigorated many readers when the NPRM expressed support for a sport pilot to fly at night—with proper training and a logbook endorsement. Then the proposal refers to other FAA regulations that require BasicMed or a medical. If you must have a medical, you are not exercising the central privilege of a sport pilot. Why suggest that a sport pilot can do things that are blocked by other regulations? This conflict should be resolved.

This is one of several aspects of the NPRM that many describe as “inconsistencies,” where one part of MOSAIC appears to restrict another part, often for unclear reasons. Such observations lead many to declare the NPRM looks “rushed to market.” Hopefully, most problems can be addressed in the post-comment period.

When surveyed about why night privileges are valued, most pilots wanted to be able to complete a cross-country flight with a landing after dark.

IFR/IMC: Contrary to what many think, the FAA has never prohibited LSAs from IFR/IMC operation. It is the lack of an ASTM standard to which manufacturers can declare compliance that prevents such sales. (Some special LSA owners elect a change to experimental LSA status and can then file IFR, assuming they have a rating, are current, and the airplane is properly equipped.)

However, as with night operations, many LSA owners report higher-level pilot certificates often including instrument ratings, and they would like to be able to use their LSAs to get through a thin cloud layer.

Maintenance and TBOs: The maintenance community has found several objections within the NPRM. It appears that changes could cause a loss of privilege for LSA owners who have taken training to perform basic maintenance on their own LSAs.

In addition to altering the privileges of light sport repairman mechanic (LSRM) certificate holders, MOSAIC adds capabilities such as electric propulsion, hybrid, turbine, and powered-lift devices, which leaves the mechanic-training industry guessing where to start. Some organizations wonder if it’s worth the investment to create appropriate courses with uncertain privilege at the end.

Indeed, eight training organizations suggested they would petition for an extension to the comment period. It was successful, so the extension will delay the expected arrival of the finished MOSAIC regulation. Absent any extension, the FAA has repeatedly said 16 months were needed, equating to the end of 2024 or early 2025.

One group creatively suggested using add-on training modules to solve the problem in much the same way that endorsements can be used to solve pilot training enhancements.

Lack of sector expertise: The FAA knows a great deal about conventional, three-axis airplanes but far less about so-called “alternative LSAs.” For machines that use different control systems or operate substantially differently than airplanes—weight shift and powered parachutes come to mind—some industry experts believe a better system is to authorize an industry organization to manage these sectors. This has been common throughout Europe for many years and could work well in the U.S.

In a document of its size, some errors will arise and some clarifications will be needed. It is only a proposal after all. Pilots can comment on certain aspects but will have little idea how the FAA can or will solve various points, even if they offer solutions.

This frustrates some readers and can cause uncertainty about a pending or planned airplane purchase. In turn, purchase-decision delays frustrate airplane manufacturers. That’s the precarious terrain surrounding new regulations. Such comments on regulation are part of the American way, where the citizens can be part of the process. Here’s your chance to speak and be heard.

This column first appeared in the November 2023/Issue 943 of FLYING’s print edition.

The post Pilots Have Questions When It Comes to MOSAIC appeared first on FLYING Magazine.

So you go to Plan B: Looking for a nice, previously flown, used LSA.

If you think that all new light sport makes and models are out of your budget range, you’ll be relieved to know that the pre-owned LSA market has something for everyone, from those looking for the most affordable path to the sky to buyers who want a pre-owned, low-time late-model airplane at a price below showroom value.

Recently, FLYING connected with the folks at Trade-A-Plane (TAP). TAP has been the go-to set for several generations of buyers. However, other sites such as Controller.com and Hangar67.com offer similar used airplane listings. And note that not all listings described below might still be on these sites for sale, so they are for reference only, with data subject to change.

Overall Market Demand

“The COVID-19 pandemic disrupted the demand for light sport aircraft in 2020 with lockdowns impeding travel,” said Michael Turner, TAP’s senior aviation marketing consultant. 

“Throughout the last few years, demand for LSA remained strong as more and more people recognized the value of private aviation,” Turner said. “The market for LSA in the U.S. appears to be mirroring the general market as a whole, which is solid. We anticipate the interest for LSA activities and aircraft to grow and can see that reflected in the demand—despite inventory levels being low, many quality aircraft are not staying on the market for very long.”

Turner added that just like all general aviation aircraft on the pre-owned market, LSAs with low engine times and better avionics tend to sell more quickly regardless of the age of the airframe.

Data provided by Hangar67 seems to back that up. 

“Since Hangar67’s inception in July of 2019, we have had 592 light sport aircraft posted for sale,” said Will Jackson, the site’s co-founder. “While asking prices have steadily climbed in the last year with the rest of the market, days-on-market for these aircraft has substantially decreased. 

“Prior to June 2020, the average days-on-market was 170 days for all LSAs. Post-June of 2020, days-on-market averaged 108 days for the LSA group. That is a 57 percent decrease in listing duration and continues to decline in the first quarter of 2022. Days-on-market decrease before asking prices increase making this metric a bellwether for demand changes.”

Most Affordable

For shoppers looking for the least expensive LSA path to the sky, some of the best bargains we found on TAP were vintage certified makes/models that can be legally flown with a sport pilot certificate. 

These include a “cream puff” 1941 Ercoupe 415C for  $28,500, with just 1,567 hours total time on the airframe (TTAF) and 469 since major overhaul (SMOH) on the engine. Another vintage bargain was a 1946 Taylorcraft BD-12D for $29,500 with a fresh annual and 290 hours since partial overhaul (SPOH) of the 85 hp Continental engine. For slightly more money, a 1939 Piper Cub J-3 on floats was offered for $49,850, which included the original landing gear setup.

With any of these vintage models, you need to be prepared to face the fact that these are old airframes that will require additional maintenance unless they have been recently restored.

For a more modern bargain, a 2007 Remos G3 with only 900 hours TTAF was listed for $55,900, with a 100 hp Rotax engine, Dynon glass panel, and Garmin GPS and radios. A second Remos, a 2009 GX with similar avionics plus an autopilot was listed for $60,000. However, the 2,000-hour TBO Rotax 912ULS engine had 1,594 SMOH. These prices approach the middle market but show that a well-equipped LSA can be still found for a reasonable cost.

Middle Market Values

For slightly more money, it is easy to get a well-equipped LSA with very good engine and airframe times. You’ll get a later model airplane as well, in a price range that can fit into many budgets. And if two sport pilots were to partner on one of these LSAs, the value they could bring would be exceptional.

For $76,700, you can buy a 2006 Flight Design CTSW in “excellent” condition with only 232 engine hours, no damage history, and a fresh BRS aircraft parachute repack and rocket. A very low-time 2011 Cessna 162 Skycatcher with Garmin G300 PFD, an optional second G300 display and fresh annual will cost you $89,000 with only 335 hours total time since new (TTSN) on the Continental 0-200 engine and 418 hours on the airframe. While no damage history is listed, a smart buyer would need to find out about the discrepancy between engine and airframe times.

Once you get into the very low six-figures, a later-model “almost new looking” 2012 Flight Design CTLS is offered for $113,500 with total airframe and engine (TTAE) time of just 220 hours. The Dynon D-100/D-120 glass panel combo panel is loaded with features, including a TruTrak FD Pilot autopilot coupled to GPS. 

For some fairly affordable backcountry fun, a 2012 American Legend Cub AL3C-100 with 754 TTAE and numerous upgrades/mods was on the market for $115,500.

Late-Model LSAs

If you want to fly some of the finest models of LSAs on the market, you’ll need to spend deeper into the six-figure range, but the aircraft being offered are the best of the best.

Any sport pilot with an LSA mission involving some fun water operations could scoop up a 2019 Super Petrel LS with 125 TTAE offered for $175,000, or a 2018 Seamax Aircraft LTDA M-22 with just 112 TTAE offered for $169,800. Both will give you close to that “new airplane smell” for far less than showroom prices.

There are numerous very late-model BRM Aero Bristells available on the high-end “pre-owned” market, including a 2020 with 10 total TTAE and Rotax 912ULS engine offered for $192,519 with a Garmin G3X panel, a sizable drop from similar new model prices from the factory. A 2018 Bristell with 400 hours is also offered for a “negotiable” $219,269, which gets you the same great G3X panel plus an upgrade to the Rotax 912iS engine. A plus on this listing is the addition of a certified Val 2000 VOR/ILS which will allow for IFR flight if converted to an ELSA.

Do Your Due Diligence

As with any pre-owned airplane purchase, a thorough pre-buy inspection by someone familiar with that make/model is important, along with a close look at the logbooks. However, if the inspection is clear, and the logbooks look immaculate, buying on the pre-owned market can save thousands over the price of new models. Sure, you will give up some of the latest and greatest features coming out these days from the OEMs, but as our recent article featuring a 2,100 nm long XC in a 2010 PiperSport demonstrates, many LSAs even over a decade old can still deliver plenty of dependable and economical fun.

The post Pre-Owned LSAs Offer Recreational Flying Fun on Any Budget appeared first on FLYING Magazine.