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.

Yet as demonstrated by broad participation in art, music, or sport, individuals seek more than practical solutions. Sometimes the activities that inspire us most are those which free our minds and lift our spirits.

The aircraft in this portion of FLYING’s Buyers Guide this year might be called “joy machines,” for their mission is to elevate you—physically and emotionally.

Welcome to recreational—and, yes, affordable—aviation. To offer a taste of the 158 aircraft the FAA has accepted as special (fully built) light sport aircraft (LSA)—plus more than 100 kit-built models—I’ve divided the subject aircraft into several categories, with three outlined here. These aircraft are good representatives but between them account for just a small percentage of the models available.

Buyers enjoy many diverse choices, one of which might be perfect for them. I encourage you to explore the segment more fully at ByDanJohnson.com (to become AffordableAviation.com), now a member of the FLYING family.

Our Favorite LSA

Light sport aircraft have been part of the aviation firmament for almost 20 years, and over that time, some models established themselves even as newcomers regularly arrive. The way the FAA accepts (not “certifies”) these airplanes allows rapid improvement, which has stimulated surprisingly fast progress. What will happen as the Modernization of Special Airworthiness Certification’s (MOSAIC) recent rulemaking comes to conclusion looks like it will only serve to expand upon the grand variety and capability we witness on the market—such as expanding the envelope of the Bristell SLSA featured in our opening spread, and in the April 2023/Issue 936 edition of FLYING.

• READ MORE: We Fly: BRM Aero Bristell SLSA

The Evektor Harmony is a next-generation model following its SportStar, which will forever hold the title of the first special LSA accepted by the FAA in April 2005 only weeks after the new sport pilot/light sport aircraft regulation was released. Flight Design’s CT was accepted the same day.

Being first often conveys some advantage, but in an industry where new ideas often emerge, a successful producer cannot long rest on past achievements. Based in an aviation-rich area of the Czech Republic, Evektor steadily upgraded its SportStar through a series of alterations. Later, the company introduced the Harmony with added sophistication.

The Harmony uses a more advanced compound wing—the leading edge does not form a straight line—to bring performance up to the top of the category (restricted by present regulation, which may change with MOSAIC). Pilots who fly the Harmony say it feels like a legacy GA airplane.

The Jabiru J-230D, hailing from Australia, is the result of years of development, beginning long before light sport aircraft came along. When FAA’s rule hit in 2004, the Down Under designer and manufacturer was quick to adapt its kit products to the new market.

The J-230D resembles the company’s J-400, a four-seater. That many seats aren’t permitted on LSA, so out they came, leaving an aft interior bigger than a Cessna 150. A third door sized for people brings the easiest luggage area loading among LSA—you can easily take your pet along. Jabiru is a rare airframe manufacturer that also makes its own engine. When you hear the word “Jabiru” (a large bird), you need to think airplane and powerplant, though the engines are also used on other airframes. A J-230D with the 6-cylinder Jabiru 3300 can readily hit the top speed among LSA.

The 2020 FLYING Editors’ Choice Award-winning Texas Aircraft Colt relies on the great success of a predecessor Brazilian design, but the Colt is all American. One of the newer aircraft to the LSA fleet in the U.S., developers had the advantage of seeing what pilots were buying…and what they were requesting.

With its conventional yoke control, the Colt breaks a familiar mold in LSA, an overwhelming majority of which use joysticks in various forms. A refined aircraft, the Colt is beautifully appointed inside and out, attracting pilots seeking a legacy GA airplane look in a ground-up-new design that can be operated by a sport or higher-certificated pilot exercising the no-medical privileges of LSA.

Built in Hondo, Texas, with local support, the Colt joins the best of an experienced Brazilian aircraft designer with American airplane-building capability in the U.S.

Seaplane LSAs

Seaplanes quickly earn a special place in some aviators’ hearts because of their unique ability to land on water and for the versatility that amphibious gear affords. The FAA recognized this interest and allowed 110 pounds more gross weight for qualifying seaplanes and also permitted amphibious gear. With a water-going craft, you have vastly more places to make a landing, whether for a pleasant visit or an emergency.

From its first announcement, pilots could see ICON’s A5 LSA seaplane was something distinctive. Its hull and fuselage blended form and function to retract gear invisibly while providing stability on the water. When its wings were electrically folded, jaws dropped; many envisioned how to launch A5 at their local marina.

The California developer went on to a long development period where every detail was sussed out to an intricate degree. The resultant aircraft that emerged addressed FAA’s current counsel to industry: “Make these aircraft easy to fly, operate, and maintain.” Three checks for ICON engineers and company leadership. They forged ahead while maintaining the smooth lines of early prototypes.

By 2022, ICON rose to be one of the leading suppliers in the LSA industry, and those of us lucky enough to have operated its well-located controls quickly acquired large smiles. A5 is simple and responsive, stall resistant, and stable. The modern sports car cabin is comfortable and spacious. Amphibious gear makes the A5 versatile and puts America’s many waterways on the list of available landing areas.

Vickers Aircraft closely observed ICON after it made a big splash with the A5. Vickers, based in New Zealand, saw an opportunity to achieve even more with its Wave. And engineers took a different approach to creating it. Using modern CAD methods and software similar to Boeing or Lockheed Martin, Vickers worked for years before unveiling a product but, when it did, it flew “right out of the box.” The company remains in testing as it works toward FAA acceptance but believes it can swiftly move to manufacturing because of the detailed preparation work. Indeed, elements are already being produced. The Wave first tempted buyers with prices substantially below ICON’s eye-watering $394,000, although continued improvements and the latest engine from Rotax have pushed up its costs. All told, the Wave is an intriguing amphibian loaded with features and boasting a large interior complete with sliding doors.

Scoda Aeronautica’s Super Petrel started its life in France. It was much different before the team at Edra, now Scoda Aeronautica, took over in Brazil. Here’s another seaplane entry from the South American nation that is very big in aviation. The Super Petrel sets itself apart from all others with its biwing construction. You may not think that’s logical in the modern world, but the Super Petrel is a highly efficient aircraft. Plenty of wing area helps it leave the water faster. The shorter the water run, the less strain on an airframe. LSA seaplanes are masterful at this task, jumping off the water in a few seconds. The higher power-to-weight ratio helps, but Scoda wanted to go even further.

Scoda’s XP designation for the Super Petrel means extra performance, but you also get more airplane. The airframe was extended by 10 inches, bringing with it a bounty of benefits, including more luggage area. With Rotax’s 141 hp 915iS engine atop the center of gravity, Super Petrel leaps out of the water with great energy.

Niche Buys

The Airplane Factory’s Sling HW, or High Wing, is an all-new design clearly aimed at FAA’s coming MOSAIC regulation. A quick glance at the specifications below illustrates that Sling HW is well outside the current regulation for light sport aircraft. That’s OK for now. It can start with a kit or import a few aircraft in the experimental/exhibition category.

• READ MORE: We Break Down the State of MOSAIC By the Numbers

Numbers are bigger than for a present-day LSA, and that’s great if you seek extra capability. Be prepared to pay for it. Most MOSAIC-targeted LSA unveiled to date are often well into the $200,000s. Several exceed $300,000. Still, that’s much less than a comparable legacy GA aircraft, and Sling HW is big, comfortable, and well equipped. A sleek composite exterior helps it outperform comparable models.

These MOSAIC light sport aircraft (MLSA) are going to greatly expand the LSA range, and Sling producer TAF has long been an innovator.

It is also supremely confident in its designs and loves to demonstrate that by literally flying a new design all the way around the world. In fact, it has done so several times.

Kit-Built

Building your own aircraft involves much more than just saving money—just ask the experts at Van’s Aircraft, who offer both SLSA and kit versions of the RV-12. For most, it is a learning experience, a use of craftsmanship, or simply an absorbing hobby. When you’re done, you will know it in a way few pilots know their aircraft. You can also put in it precisely what you want.

Lockwood Aircraft’s AirCam is no light sport aircraft, but it might qualify as a MLSA. The AirCam has been such a hit that 200 have been built as kits. It looks somewhat unorthodox with its twin aft-mounted Rotax engines on a half-open-cockpit design, but you need to know why it looks this way.

The AirCam was custom designed and built for one job—taking National Geographic-grade cover story photos of Namibian jungles and African wildlife. The country’s terrain is utterly unforgiving. Clearings are few and small. The photographer, seated up front for photo missions, needs huge visibility and no obstructions. Plus, they wish to fly at the speed of nature, that is, slowly. The AirCam accomplishes all this like it was designed for it—because it was.

This story first appeared in the September 2023/Issue 941 of FLYING’s print edition.

The post Here’s a Look at Some Affordable Aviation Favorites appeared first on FLYING Magazine.

I don’t know about you, but I can guess that Modernization of Special Airworthiness Certification (MOSAIC) fatigue is setting into a lot of quarters. Some pilots have done an extraordinary job of digging into the FAA’s 318-page Notice of Proposed Rulemaking (NPRM) document to distill essential parts that need to be addressed. Many pilots get exhausted just looking at the NPRM.

Me too.

• READ MORE: How to Comment on a Proposed FAA Policy

MOSAIC has given us an inside look at how the FAA works. Many improvements resulted when the industry worked in harmony with government officials. Nonetheless, careful study found areas of concern in the NPRM. Recent articles in other publications hit essentially the same points as I did in my talk. Those points were partly my thinking, but I also relied on other experts to whom I had posed a variety of questions.

Still, some of the best commentary has come from non-experts—regular pilots who were concerned about a certain part of the NPRM and explored it thoroughly. With this in mind, I was keen to hear from my audiences at the Midwest LSA Expo 2023.

What follows represents my distillation of a number of questions that were asked in lengthy Q&A sessions following the two presentations. Several conversations developed between people in the audience, and therefore asking you to listen to all of that would not be engaging. I attempted to faithfully reproduce those questions and comments, and my responses, below.

• READ MORE: A MOSAIC Study Guide

Aircraft Descriptions

If my LSA has been restricted to 1,320 pounds to meet current regulation, will a pathway exist to use a higher weight if the aircraft has been appropriately tested?

The answer depends. If your aircraft is Experimental Amateur Built, you are the manufacturer and can change what you want. So if you want to fly on drivers license medical at a higher weight — so long as you clean stall at 54 knots or less — you can do so. On a Special LSA, the manufacturer will have to redeclare that they meet all applicable ASTM standards at the higher weight and could then start supplying aircraft with higher gross weights. However, that does not mean they will go backwards compatible and make all earlier aircraft so capable. A manufacturer would have no idea how the aircraft had been maintained or operated and they may not want to take on the added risk.

Some producers may not make aircraft specific to the U.S. market…

I agree, but many CAAs, especially in smaller countries, mirror FAA regulations closely. Since the U.S. aviation market remains the largest in the world, many producers cannot ignore American rules.

Will the FAA allow a sport pilot, perhaps by endorsement, to carry more than one passenger?

This represents a good place to urge your comment. If you believe a sport pilot, with added training and an endorsement, should be allowed to fly on a drivers license, say so.

What weight limit is applied to MOSAIC LSA?

No weight limit is specified. Instead, aircraft size is well governed by specifying clean stall at 54 knots. That is VS1 not VS0, clean—not flaps out. The purpose is to limit aircraft size and does not relate to slow flight or landing speeds.

Why the 54 knot clean stall? Why not with flaps?

Understand that the FAA’s point about a 54-knot clean stall is to provide a means of limiting the aircraft size. It works well for that, but this can also be easily defended by the pilot (show the FAA the POH) and verified by the FAA (by examining the POH). It’s a simple solution.

I fly a Beech Sundowner, a [Cessna] 172-like aircraft. The POH states a 62-knot clean stall. If I add vortex generators to it and lower the stall speed to 54 knots, will it qualify even though the POH will still say 62?

Since Sundowner is a Part 23 certified aircraft, it would require an STC to add anything to the airframe. At that time, a modification could be added to the POH but FAA officials in various places will not initially know how to handle this. The problem is, how do you know it stalls at 54 or less, and how do you defend it? The cost to demonstrate convincing evidence that stall is now lower than the POH states may be excessive.

• READ MORE: FAA’s MOSAIC Preview Has Major Implications for Helicopters, eVTOL

You referred in one slide to “high performance.” That term and “complex” are already defined in Part 61. If it has an adjustable prop, a 200 horsepower engine, and flaps, it is “high performance.” If it is retractable, it is “complex”, although it may not also be “high performance” (ex: a C-172 RG is complex but not high performance).

The FAA perceived a gap between LSA and Part 23 certified aircraft; they evidently see pilot certification similarly in discussing endorsements. While MOSAIC LSA gain many capabilities, sport pilots remain bound by other rules. It was not clarified how a sport pilot qualifies for “high performance” operations. We hope endorsements will suffice; they’ve worked well for 19 years of SP/LSA.

Will aircraft from other countries that have met other certification systems be accepted under MOSAIC?

The commenter refers to a government arrangement called “reciprocity” where one country accepts the methods of other countries. It comes as part of the Bilateral Safety Agreement. While the FAA will accept such approvals, they are still likely to assure an aircraft still meets every line item in ASTM standards for MOSAIC LSA.

Sport Pilot Privileges

If I already have retractable experience or night experience, can I use that as a sport pilot under MOSAIC?

You will have to get an endorsement, it appears, but any instructor who sees a lot of related recent experience in a logbook and flies with you for verification may be willing to endorse your logbook accordingly in short order. If you are not current with those skills, that person may recommend added training.

• READ MORE: Training Aircraft in Reach with FAA’s Proposed MOSAIC Rule

Is the reason for the medical requirement to fly at night related to color blindness?

The FAA did bring that up at EAA AirVenture 2023, saying that when the states give you a drivers license, they don’t adequately test for this. Personally, I find the argument weak to require pilots to pursue a medical over the relatively remote possibility that they might one day need a light signal from the control tower.

Couldn’t I just go to a doctor and only have my vision checked for color blindness?

That would make a worthy comment and would appear to address the FAA’s stated concern.

Will the opportunity to fly IFR be available to sport pilots without a medical?

Given the FAA’s attachment to medicals, that seems unlikely. However, the same response about the weak relationship between medical possession and aviation safety remains.

As pilots age, insurance companies want more frequent medical visits (even if the FAA may not). Will the insurance companies accept drivers license medical on MOSAIC LSA?

That’s a worthy question but not one about MOSAIC. Insurance companies are private and can require any evidence of medical fitness their contracts specify. They have accepted LSA use on drivers license medical and as I keep saying, no one has presented compelling evidence that possession of an aviation medical assures the flight is safer. What insurance companies do in the future is more a matter of the reinsurance market than an FAA regulation. At present, any pilot over 75  will find challenges getting insurance, regardless of that person’s health.

Have any parts of sport pilot flight instructor been changed?

That is not an area on which I am as well informed but, yes, I saw several references to SPIs. I urge you to use the USUA/LAMA study guide and use its search capability to look up that part more fully yourself. Then, please comment. 

Are you still saying that, assuming no change in the 90-day comment window, this will not go live until the end of 2024 or early 2025?

Yes, although an extension may be granted to a group of maintenance companies in which case the rule will be pushed back at least an additional 90 days.

• READ MORE: FAA’s MOSAIC Comment Window Is Soon Closing

If multi-engine is being allowed, how do you qualify for that?

This is another of those clues that this NPRM seems a bit rushed to market. FAA Aircraft Certification will permit multiple engines/motors, but the Flight Standards Group did not address pilot qualifications. A conventionally-acquired multi-engine rating is far less applicable today because designs include multiple electric motors, advanced computer controls, and many other technical capabilities the FAA never confronted.

What do you mean by “equal work” for powered parachutes or weight shift?

This refers to NPRM language that effectively discriminates against those aircraft types. A pilot cannot take advantage of the opportunity to use LSA for aerial work because a commercial pilot certificate is required and none is available for those aircraft types. They should have equal opportunity to perform aerial work; they may be perfectly suited to some tasks.

How fixed is the FAA on one passenger only? Could the agency be convinced otherwise?

First, the restriction is on the pilot not the aircraft. A private pilot with a medical could use a four-seat mLSA with four people on board, assuming weight and balance allows. Regarding the FAA’s flexibility on this, given its tight cling to medicals even though the evidence for them is weak, I suspect convincing the agency to let sport pilots fly three passengers is a long shot, but you can certainly comment if you have reasons to believe this is wrong.

What was the YouTube address for the MOSAIC Masterclass videos?

A series of videos may be found here.

Maintenance

Could you take two seats out of a six-seat legacy GA airplane, so it only has four, assuming it has a clean stall of 54 knots or less?

This is a “What if”-type question that can go on too long, but essentially if the aircraft has four seats and a clean stall of 54 knots, it can qualify to be flown by a pilot using sport pilot privileges, although only with two persons on board. In order to modify a Part 23-certified aircraft, however, you’d have to get a STC and your local FSDO or MIDO will not be up to speed on MOSAIC initially, so they may not understand the request.

Can a second owner of a LSA take a course to do maintenance on that aircraft?

This can happen today but some questions have been raised under MOSAIC. Rainbow Aviation expressed reason for concern on this. It is more expert on maintenance and I deferred to the company’s knowledge. 

It appears it will be more restrictive, will take more effort to get LSRM credentials. Any such action will reduce mechanics, already in short supply. Existing A&Ps don’t have enough experience or training on Rotax or Jabiru.

You appear to understand correctly. This is an area where I defer to those with greater knowledge so I have been recommending the Rainbow Aviation YouTube channel as it has been outspoken on this.

Are We About Done with MOSAIC?

Yes! Of course, I will continue to report on MOSAIC developments and news but now it is time for me to formulate my own comments to the FAA. I hope you found all the MOSAIC information useful. I hope you will comment.

The post MOSAIC Questions Linger in Light Sport Aircraft Community appeared first on FLYING Magazine.

Recreational flying fans: I don’t know about you, but I’m getting pretty tired of studying MOSAIC [FAA’s Modernization of Special Airworthiness Certification proposed regulation]. It’s been on my mind every day since the FAA issued it on July 24 just before EAA AirVenture Oshkosh started.

I’ve studied this pretty closely—thanks so much to Roy Beisswenger, founder and proprietor of Easy Flight, for his effort to make a study guide. This is not an easy read, but it has much we want plus a few things we question or want changed.

If you want some part changed, you have to comment. I can comment and many others have. That’s good, but the FAA needs a loud response. With 39 days left at posting time, 389 pilots have commented. Your comment is still needed.

The FAA’s comment period for the MOSAIC Notice of Proposed Rule Making (NPRM) will close on October  23.

A series of master class videos on MOSAIC may be found here.

To ensure my facts were as accurate as possible, I consulted several other experts, each focused on specific areas of interest.

Linked with my own experience — serving on the ASTM committee for many years, going to visit the FAA in its government offices in Washington, D.C. (several times), and discussions with the Light Aircraft Manufacturers Association (LAMA) board, plus numerous other aviation leaders—the video below provides the best information I can offer at this time. 

Is it a perfect understanding of all things MOSAIC? No, I keep uncovering new tidbits buried in this lengthy document. Others have often pointed out things I missed.

The video below provides as much detail as possible as quickly as possible in a form not too difficult to consume. It also draws attention to areas where people have found problems or have unresolved issues with what is presented. The video tries to illustrate these simply and clearly. I hope you’ll have a look.

Where Are the Comments?

If you get through all 45 minutes of the video presentation below, you will discover that the Q&A portion does not appear. This portion of our discussions went on nearly as long as the formal presentation. It simply got too long and took too much editing.

I was fascinated when during Q&A discussions erupted on their own. Being particularly passionate about a part of MOSAIC and our privilege to fly, attendees often spoke to one another without my input. This was invigorating to witness, but it was sometimes challenging to hear what people said, and not in every case could I keep up with the conversations. In short, I think you’d find it less useful than what I will present.

I am going through all of those comments carefully and will summarize them in printed form, which I think will be much easier to consume.

While I work on that, I encourage you to do what the video suggests: Go up to the search bar at the top of this page and type in MOSAIC. That will bring up everything I’ve written about the NPRM in chronological order. A few articles on Mosaic Light Sport Aircraft will be sprinkled among rule-oriented articles, but all have some useful information.

A few of those articles generated lots of comments. In fact, at the time I gave these two talks, this website had generated more total comments than the FAA’s website—a fact I hope will change dramatically in a new direction soon. I know people tend to wait until toward the end to act, but pilots shouldn’t cut the deadline too close.

If the FAA’s new rules are important to you, I urge you to watch this video. 

Helpful Links

• USUA/LAMA MOSAIC NPRM study guide, download a PDF document with bookmarks and helpful organization
• A MOSAIC study guide
• Make a comment, direct link to FAA’s comment page
• Read what other commenters have said, FAA comment page

The post FAA’s MOSAIC Comment Window Is Soon Closing appeared first on FLYING Magazine.

At Midwest LSA Expo day two, I gave my first talk about the FAA’s Modernization of Special Airworthiness Certification (MOSAIC ) regulation rulemaking to an SRO room. The video turned out well, so following some editing on the Q&A session that followed, I pledge to get this up next week.

My presentation was a distillation of 318 original pages into a 45-minute presentation. Some described it as “drinking out of a fire hose.” The question and answer session added 30 minutes. Pilots in the audience helped me better understand this MOSAIC monster. I hoped that would happen, and I’m pleased it did.

After going through the entire document twice and multiple times for some portions, more is yet to be discovered (though I’m getting weary of studying it).

• READ MORE: A MOSAIC Study Guide

Beyond MOSAIC

After a vigorous discussion about the FAA’s new rule, I was keen to get outside among the airplanes I enjoy. In particular, I wanted to get a closer look at Direct Fly’s Alto NG. This is not an entirely new airplane to Americans—we’ve seen Alto 100—but the brand suffered from ineffective representation and was in danger of fading from the scene in the U.S.

In swooped Ken McConnaughhay from Searcy, Arkansas, on the same airfield as longtime Aeroprakt importer Dennis Long. Long has been assisting McConnaughhay as he takes over importing, sales, and service of Alto NGs.

McConnaughhay is a multitalented pilot who has done crop dusting for many years and flies a King Air 350 as a corporate pilot. He admits that the light weight of Alto NG was a learning experience, but he is very impressed with the machine.

• READ MORE: Pilots, Aircraft Manufacturers Connect as Midwest LSA Expo Opens

While I’d say Alto NG is a bargain, that’s one of those loaded phrases like “affordable.” So let’s state right up front that as equipped as seen in the pictures accompanying this article, Alto NG sells for $147,500.

Finding that price affordable is a subjective evaluation. You buy what you can afford, of course. Yet an aircraft that looks this way and costs $147,500 in 2023 could be compared to perhaps $120,000 only a few years ago. You know everything costs more today than it did in 2018. 

Airplanes are no different. Producers have been tossed around by inflation, supply chain challenges, shortages of materials and labor, war, and increasing regulation, along with many other expenses that are troubling all kinds of businesses.

That explanation may not help you afford Alto NG, but $147,500 for a handsome, well-equipped aircraft with a large Dynon SkyView, Dynon radios, ADSB in and out, and Dynon autopilot is fairly priced in today’s market. Alto NG comes standard with the Rotax 912 ULS, and a three-blade Kiev ground-adjustable composite prop.

• READ MORE: FAA’s MOSAIC Preview Has Major Implications for Helicopters, eVTOL

The interior was color-matched by Direct Fly to coordinate with the exterior paint scheme. Clearly, Direct Fly is accomplished at painting and other finish work. The closer you look at this airplane the more you notice the details.

When I asked McConnaughhay to describe some of the performance criteria of the airplane, he summarized: “It’s not the fastest airplane in the LSA fleet, but neither is it the slowest.” He related that he commonly flies at altitudes of around 7,000-8,000 feet, and at that altitude he will see 108 knot cruise from his power setting of 5,000 rpm, and he reported burning about 6 gallons per hour. Long advised McConnaughhay that operating at 4,700 or 4,800 rpm brings burn rates closer to 4 gallons per hour.

“The advantages of Alto lie in its simple and comfortable piloting, which is guaranteed by the design of the wing” Direct Fly said. “The rectangular wing plan and the profile with a blunt leading edge provide predictable stall characteristics and behavior.”

“It’s suitable for a beginner pilot because of its gentle flight qualities,” McConnaughhay added. “However, I’m proof that it’s also satisfying to an experienced corporate pilot.”

With good looks and a beautiful finish, benign and satisfying flight characteristics, and what must be described as a fair price tag in 2023, I suspect we will see more Direct Fly Alto NGs in the future.

Why wait two years for a MOSAIC aircraft of your dreams (which will probably come at a significantly higher price), when you can have this beauty today? If you’d been at Midwest LSA Expo, you could’ve bought this handsome airplane and flown it home.

Technical Specifications

Direct Fly Alto NG (All information supplied by the manufacturer)

• Length: 21 feet
• Height: 7.4 feet
• Wingspan: 26.9 feet
• Wing area: 114 square feet
• Cockpit width: 43.3 inches
• Fuel tank capacity: 24.3 gallons
• Powerplant: Rotax 912ULS
• Take-off distance over a 50 foot obstacle: 1,345 feet
• Landing distance over a 50 foot obstacle: 968 feet
• Empty weight: 705 pounds
• Maximum takeoff weight: 1,320 pounds
• Never Exceed Speed: 140 knots
• Cruising speed: 97 knots (Ken commonly achieves 108 knots at 5,000 RPM)
• Stalling speed, landing configuration: 41 knots
• Stalling speed, clean configuration: 47 knots
• Load factor: +4/-2
• Maximum Climb Speed: 1,000 feet per minute

The post Direct Fly’s Alto NG a Beautiful Bargain appeared first on FLYING Magazine.

One sure way to know if a show works is to observe vendor participation over a number of years. As this is my 14th year attending the Midwest LSA Expo, I can tell you that 2023 represents a strong turnout. Companies come back year after year because it works to connect them with interested customers. Both sides end up smiling.

Here is a glimpse of what you can see if you can attend on Friday and Saturday. For those who cannot come, this will provide some taste of what happens in Mount Vernon, Illinois, in early September. Hopefully, you can make it in 2024.

Every vendor highlighted here brought two, three, or even four aircraft to show. That’s very rare, even at EAA AirVenture or Sun ‘n Fun.

What this illustrates is that the Midwest LSA Expo (about an hour’s drive east of St. Louis) has become a standard-bearer in the aviation calendar. Indeed, this is Midwest LSA’s 15th event, tying it with the longest-running prior such show, the Sebring Sport Aviation Expo. After catalyzing these LSA-focused shows, Sebring concluded its 15-year run in 2019.

Who’s Here?

AeroTrek returned after a few years’ absence and it came in force. As of opening day, three aircraft had arrived and two more are expected. In addition, the company showed off its new open trailer ,which looks enormously easier to load and secure so long as you’re not trying to drive all the way across the country. For transportation in a local or regional area, this looks like a great choice with significantly lower costs.

Rob Rollison, the longtime importer of this successful brand of modestly-priced LSA, has long maintained a steady rate of business because his supplier in Europe has maintained an prudent approach to business. This has helped the manufacturer remain very stable but it also means delivery times now reach about one year. Rollison indicated most customers are willing to wait. It was good to see him back in Mt. Vernon with his handsome airplanes and new trailer.

Texas Aircraft appeared at Midwest LSA some years back when its Colt LSA was a new entry in the game. Now the company reports it just delivered the first batch of airplanes to a nearby flight school and it is excited about the future of the FAA’s Modernization of Special Airworthiness Certification regulation rulemaking (MOSAIC) with its new four-seat Stallion model already flying in Brazil.

• READ MORE: A MOSAIC Study Guide

In some ways, the Texas company, which is directly associated with the Brazilian organization, is ahead of the game because Brazil’s ANAC has already created a very MOSAIC-like regulation with minor differences. Approving that aircraft in its home country should make for a much easier entry to the U.S. market and this Hondo, Texas organization is ready to roll.

Bristell representative Piston Aviation reports running an active flight school operation. I plan to discuss this further with the company to see how its flight school operates with the LSA of today. In the MOSAIC preamble, the FAA said extra weight was needed to make LSA into viable flight school aircraft, but I think it’s missing that these aircraft are already working well in that environment, assuming good flight school management and properly-qualified instructors. (To be forthright, Piston also operates Piper Cherokees.)

Joe Ord’s company operates at Creve Coeur airport (1H0), Maryland Heights, Missouri, in the St. Louis area. It offers a wide range of flight instruction and lists its prices right on its homepage. You can tell that this company has a sense of style and it had handsome, custom-painted aircraft on display. Again, you see the commitment people make to the Midwest LSA Expo if Piston Aviation will bring aircraft that could be in flight training to display for you at the show.

Vashon brought two of its Ranger LSAs to Midwest LSA perhaps five years ago, and the company has been back every year since—and it doesn’t come with just a single airplane. I hope you’re starting to get the message that these companies like this show and they don’t come here just to bond with their fellow vendors. They know they will meet people like you. Likewise, people who come to this event tend to be serious and ready to take their aviation interest to the next level.

While Vashon’s prices have risen slightly over the last couple years–along with virtually everything else you buy—they are still affordable to a wide range of pilots, and have particular appeal to some by virtue of the use of a Continental O-200 powerplant. Lots of pilots and mechanics are familiar with that engine and, combined with a new and spacious airframe, the company is finding customers. Clearly, it finds some of them right here in Mt. Vernon, Illinois.

TL Sport Aircraft had two of its four models on display at Mt. Vernon. After a couple of U.S. distributors didn’t work as well as expected, Trey Murdaugh’s company is bringing a more business-like approach. At Midwest LSA, he appropriately had on display a TL-3000 Sirius and an S-4 Sting. The latter (in an earlier model) was the #5 aircraft accepted by the FAA as a Special LSA out of 158 now on our SLSA list.

However, Murdaugh is also nicely positioned for MOSAIC with two other aircraft that did not travel to Mt. Vernon. One is the tandem-seating Stream, which I flew with him after Sun ‘n Fun 2022. That was a fine experience in a beautiful-flying aircraft. I look forward later this year to a flight in the company’s side-by-side MOSAIC-ready entry called Sparker that is the highest-performing of their line. Of course, prices follow capability, so the Sirius or Sting may be the more affordable buy, but this company has got choices for you.

Zenith arrived with two of its popular sport pilot-eligible kit aircraft, the Cruzer and Super Duty. Probably most readers are aware that Zenith is the leading kit builder in the light aircraft space (as only one Van’s model can presently qualify as an LSA). This should surprise no one as these aircraft are highly proven, and the manufacturing of Zenith kits has become quite sophisticated under the leadership of Sebastien Heintz.

• READ MORE: FAA’s MOSAIC Preview Has Major Implications for Helicopters, eVTOL

The Mexico, Missouri-based kit producer also hosts one of the largest events of its kind in the country, in fact, drawing even more people to it than the Midwest LSA Expo. Now in its 32nd year, “Homecoming” is a must-go for any Zenith enthusiast. I’ve never been able to make it because it occurs right after the Midwest LSA event but I hope many of you can and will attend. You can learn a lot at the event plus enjoy the camaraderie of others with similar interests.

Magni Gyro rep Greg Gremminger brought two gyroplanes, as he often has. Gremminger is one of those regulars that has made every Midwest LSA event, along with a handful of others. It helps that he’s based nearby, but this has proven to be a good event where he can give rampside talks about gyros to people who are interested. He’s done this for years, and every time I’ve seen quite a collection of people listening intently as he describes his rotary-winged aircraft and how they fly.

A couple years ago my wife and I each took a flight with Gremminger, and had a marvelous experience. I’m not qualified to fly gyroplanes solo, but I have learned from some experiences and I see the magic that so many enjoy. Gremminger was one of the original people to fight for 10 years asking the FAA to finally allow fully-built gyroplanes. He didn’t get a yes, but when Roy Beisswenger and I started our advocacy work, we took up the case again. Between Gremminger’s efforts and ours, I’m pleased that we will finally have factory-built gyros available for enthusiasts.

All this and more was available on opening day, despite weather challenges to the east, holding up the arrival of some aircraft. BushCat is expecting two aircraft, as is Jabiru. What I believe this list shows is that these companies are all willing to spend the money and take the time to bring multiple aircraft to the Midwest LSA Expo. One of the main reasons the show is popular and successful is the great ease of getting a demo flight in an airplane. Get on the schedule and when it’s your turn, it takes literally a few minutes to get airborne. Marvelous! Plus, entry to the show and parking are free.

The post Pilots, Aircraft Manufacturers Connect as Midwest LSA Expo Opens appeared first on FLYING Magazine.

Then… Russia invaded Ukraine and the global markets trembled.

The General Aviation Manufacturers Association released information recently showing positive results for 2022 in every category they report. The closest corollary to light sport aircraft and sport pilot-eligible kitbuilt aircraft is GAMA’s “piston airplanes” category, which showed an 8.2 percent gain over 2021.

When we examine only U.S. aircraft information and omit multiengine aircraft, the single-engine piston category shows 1,005 U.S. aircraft deliveries. In comparison, the overall light aircraft market totaled 738 new registrations, or 73 percent of what GA builders delivered. Note that deliveries and registrations may differ in any given year, but tend to converge over time.

Despite a year of war, plunging stock markets and sky-high energy prices, protests and riots in multiple countries, huge increases in freight cost, plus ongoing supply chain challenges and lingering COVID-19 fears, the light aircraft market nonetheless grew by a very healthy 18 percent, as compared to a rising 10 percent in 2021. The industry is now performing better than in 2019, the last year of relative stability before COVID.

Let’s Unpack the Numbers

I am using a different approach for analysis this year, partly to give added perspective, given the challenging start to the 2020s. You can get more detail on the Tableau Public market share data by visiting bydanjohnson.com.

Here I cover only aircraft called out in the adjacent table—including light sport aircraft and kitbuilt aircraft a pilot can operate using sport pilot certificate privileges, significantly meaning no medical is required. The data rely 100 percent on FAA registration records, which are then closely reviewed by industry experts. This report offers aircraft registration data current through the end of 2022—professionally analyzed by computer database expert Steve Beste. Category explanations are provided below.

I grouped all the light aircraft data into these categories:

• Combined Results, All Categories, includes fully-built, kitbuilt, ELSA (experimental light sport aircraft), and also portrays how the FAA’s 1990s-era primary category touches this segment.
• SLSA (special light sport aircraft) and ELSA arepresented as a group because all must ship conforming to the SLSA model first accepted by the FAA. After an ELSA owner takes delivery, that person can make changes without factory approval but then loses the chance to offer compensated flight instruction or rental of their aircraft.
• SLSA Only covers only ready-to-fly aircraft, separate from ELSA. SLSA can be used for compensated operations like flight instruction and rental.
• EAB (experimental-amateur built) and ELSA are shown as a group because in both cases the owner can alter and maintain the aircraft.
• EAB Only separates the ELSA out of the strictly homebuilt segment.
• ELSA are also shown separately, as they can become quite different from the SLSA model in which they began life. An owner can change avionics and interiors, add equipment, or even change the engine. 

Two remaining categories include experimental-exhibition, used mostly by Pipistrel for its motorglider models in this context; and the primary category that presently counts only AutoGyro as an OEM. Models that pursued primary category certification back in the 1990s (such as the Quicksilver GT500) have not continued with that approach.

Changes in Light Aircraft Categories: 2020-2021-2022

Which Models Sold Best?

The best-selling model overall came from Van’s Aircraft with their RV-12 series (with the original Rotax 912-powered model and the newer version with the Rotax 912iS), which supplied 61 of the best-selling single model of light aircraft in the FAA registry for 2022. Of these, 13 were fully-built SLSA models; the balance of 47 RV-12s were ELSA (plus one more registered as EAB). Most ELSA left the factory essentially complete, as I understand it.

Going the ELSA route has attracted a certain type of buyer interested in fully maintaining or modifying their aircraft. The RV-12 alone accounts for 43 percent of all such aircraft registered in 2022. 

In what I term “alternative aircraft” in this sector, powered parachute manufacturer Powrachute accounted for another 15 ELSA, and Wild Sky Goat (a weight-shift aircraft) registered six more. The remaining18 ELSAs were produced by 12 other producers.

One note reveals the presence of two fully-built Bristell USA aircraft that were registered ELSA to permit IFR operations (yes, that is possible; more on that in future articles in FLYING).

The best-selling SLSA (fully-built) comes as no surprise, so I’ll skip the suspense and tell you it was ICON’s A5, which registered 33 aircraft in 2022 to lead the ready-to-fly pack. In second, fourth, fifth, and sixth places were Tecnam (19 SLSA), Vashon (15), Sling (13), and Super Petrel (11). The third most-registered brand deserves a special mention for 2022. Despite a war in its Ukraine homeland and suffering direct damage from the conflict, Kyiv-based Aeroprakt added 17 aircraft to the FAA registry in 2022. Good U.S. partners help. 

One interesting factoid in the database is the 2022 registration of two Cessna 162 Skycatchers. Since the modelis long out of production—in fact, all remaining brand-new, partly-finished Skycatchers were chopped up and crushed in 2016, so one wonders how a pair of them were added to the database last year.

The best-selling kit builder is another ongoing winner. Zenith, with 91 registrations, has led the pack almost as long as I’ve followed these statistics. Zenith has several models, but their Sky Jeep CH-701 and -750 series contribute to the bulk of the company’s kit deliveries. Remember, kit sales don’t precisely relate to registrations, as owners have to assemble them first. This can take months to years.

Trailing Zenith rather closely are the usual producers: Rans (59 kits; plus 2 SLSA), Sonex (45), Kitfox (38; plus 2SLSA), and Just Aircraft (30). Right behind is Magni (16) because gyroplanes—other than AutoGyro’s primary category models (five registered in 2022)—must be built as kits until the MOSAIC implementation corrects this FAA oversight. AutoGyro also sells kit versions (15 registered). LSA seaplane builder Progressive Aerodyne built Searey kits (10) plus 6 SLSA models.

Among “alternative aircraft” in this space, Powrachute powered parachutes registered 25 aircraft, including 16 kits and 9 SLSA models. In the weight shift category, Evolution Trikes was the leader with 11 registrations, of which seven were SLSA. The company also reports good sales of its non-registered Part 103 aircraft, adding to their total.

The post-COVID period has been kind to the lighter aircraft segment. With some deliveries already quoting into 2024, industry players hope the good news can continue through 2023.

This article was originally published in the April 2023, Issue 936 of  FLYING.

The post The Light Aircraft Sector Shines appeared first on FLYING Magazine.

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.

Overall, FAA’s Modernization of Special Airworthiness Certification (MOSAIC) regulation 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.

MOSAIC’s language invigorated many readers when the Notice of Proposed Rule Making (NPRM) expressed support for a sport pilot certificate holder to fly at night, with proper training and a logbook endorsement. Yet the proposal refers to other FAA regulations requiring BasicMed or an AvMed. If you must have a medical, you are not exercising the central privilege of a sport pilot certificate. Why suggest that a sport pilot can do things that are blocked by other regulations? This conflict should be resolved.

• READ MORE: Light Sport Category Could Expand Under Proposed FAA Rule Changes

Another opportunity gap involves aerial work. We’re pleased the Light Aircraft Manufacturers Association (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.

• READ MORE: Training Aircraft in Reach with FAA’s Proposed MOSAIC Rule

You may find other aspects of MOSAIC that urge you to comment. If so, you may find the following helpful.

MOSAIC Study Guide

I can’t imagine anyone genuinely enjoys reading MOSAIC. The NPRM encompasses many pages in dense language; it’s tedious to review.

• READ MORE: FAA’s MOSAIC Preview Has Major Implications for Helicopters, eVTOL

It just got a lot easier, thanks to Roy Beisswenger. [Beisswenger is founder and proprietor of Easy Flight]

Beginning in 2014—well before MOSAIC existed—Beisswenger and I spent years advocating on behalf of the LSA industry and the pilots that fly those light aircraft to the FAA. Beisswenger was the lead author on several white papers LAMA submitted to support each of its requests. They went over so well with the FAA that they are mentioned in the footnotes.

As you will see in the attached PDF study guide, Beisswenger 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.

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

Reviewing the NPRM is far easier with this PDF study guide because of the bookmarks, links, and backlinks, plus already-highlighted text which shows what current FARs could be changed plus some lightly-colored text that illustrates where the FAA will insert new language.

MOSAIC will still take a significant effort to review carefully, but Beisswenger made the task much easier and faster.

• READ MORE: How to Comment on a Proposed FAA Policy

The Magic of Bookmarks

If you open the study guide with Adobe Acrobat on almost any device or computer—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.

Beisswenger even embedded back buttons on some pages when reviewing the FARs. This helps readers not get lost in their investigations.

Of course, within Acrobat (or Preview), you can search for specific text.

• READ MORE: GA Industry Celebrates FAA’s Proposed MOSAIC Rule

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).

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, Beisswenger made it much easier. 

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 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.

The post A MOSAIC Study Guide appeared first on FLYING Magazine.

I first ran into Stefan Coetzee and KFA at Aero Friedrichshafen, my favorite light aircraft show in Europe. I was caught by the clever name. Easy to say, “KFA” sticks in your mind like a catchy tune.

Kitplanes For Africa sounds like a company making aircraft that should have superior bush capabilities. It was a handsome aircraft and I felt readers would enjoy it but they had no American representation at the time so I filed the discovery away under: “Promising.”

The bigger and more accurate picture is that KFA is yet another light aviation success story for South Africa*.

Almost half-way around the world, South Africa fell out of many conversations once the apartheid struggle finally ended in the 1990s. Yet despite years of ugly headlines, the country’s interest in aviation has been strong and building. Companies are producing lots of aircraft. (The Aircraft Factory alone produces 20 Sling aircraft each month, and has plans to increase to 30, employing almost 500 personnel.)

KFA was begun roughly when apartheid ended, so it shares no history with that difficult period. However, this timeline also illustrates the 30 years in business this builder has been active. More than 300 of their Bushbaby designs were sold and Coetzee reports strong business today.

Welcome to America…via Canada

An early enthusiast in the Americas was Canadian Vince Scott, a six-foot-eight tower of a man… and yes, he fits. Even his entry looked straightforward. For someone of my average stature, Safari XL looks huge inside. Coetzee enjoyed referring to “Hamburgers,” hinting at Yankee pilots who enjoy a good meal or three every day. Those well-fed pilots will love this enlarged bird. In fact, I think most pilots would look admiringly upon the large interior volume of Safari XL.

The gray-over-black Explorer looks familiar to Oshkosh attendees. I overheard more than one person say it “looks like a Kitfox.” This comment is not original or accurate because even Kitfox started out as a modification of an Avid Flyer, the true original of this planform by designer Dean Wilson 40 years ago. Many other variations on the theme have been developed over the decades.

Coetzee maintains that while similarities exist, Explorer is different in almost every element, “I don’t believe any part on this airplane would work on a Kitfox,” he said. Over several iterations — Bushbaby to Explorer to Safari to Safari XL — the design evolved like many do when engineers find a way to improve.

Safari XL has a particularly interesting story, one that I think many Americans will appreciate.

The XL model, made to fit tall Vince is six inches wider, almost two inches taller inside and about 15 inches longer. People who know about these numbers realize that those few added inches make for a significantly larger interior. Climb inside and it feels spacious. Bowed-out doors help (many aircraft use this technique) but Safari would feel large even with flat doors. Then, consider the luggage area.

Loading luggage into many aircraft is often an awkward hassle but KFA created a luggage door large enough for a good size suitcase. A couple sets of golf clubs would fit, noted Coetzee, and you can see in the image KFA has also accommodated lengthy fishing poles (arrow).

While Explorer fits the LSA description closely at 1,320 pounds gross, Safari XL bumps that up another 100 kilos to 1,543 pounds. Until 2025 when Modernization of Special Airworthiness Certificates (MOSAIC) throws open the door, Safari XL will come to the USA as a kit. Explorer has met German standards and could likely qualify for special light sport aircraft (SLSA) status but this work remains in the future. The good news is that KFA has long been a kit supplier, so they see supporting builders as a normal duty.

When MOSAIC finally arrives, Safari XL will easily qualify, even if equipped with an in-flight adjustable propeller. An even larger model is well into development, Coetzee hinted, so his company—like many in the light aircraft space — is gearing up for the added capabilities we are getting with MOSAIC…assuming the final rule looks much like the NPRM proposal we have been studying in recent days.

Even though Safari XL must be Experimental Amateur Built, KFA is happy to support different skill sets with a variety of kit packages. Beside the basic kit that may consume 700 hours, the company offers at least two levels that are commonly called quick-build kits.

Coetzee’s humorous reference to “hamburgers” brings home the fact that even if you and your best flying buddy may not be large fellows or gals, extra space inside is almost always appreciated (except maybe by the go-as-fast-as-possible crowd). If you are built large, this airplane will fit. Six-eight Vince looked comfortable when I asked him to model his plane for me.

Safari XL — and its slightly smaller Explorer sibling model — offer another interesting choice for pilots and brings to the market a design refined over many years.

ARTICLE LINKS:

• Kitplanes For Africa, contact info and content on this website
• Website for North American distributor Drake Aviation Adventures (website remains under construction at publishing time)
  • Until their Drake website is available, contact info appears here
• Complete kit description of KFA kits in PDF form

* Just off the top of my head, I can recall these manufacturers… The Airplane Factory (Sling), SkyReach (Bushcat), Bathawk, Rainbow, and now KFA plus a business in South Africa worked closely with Jabiru to build those aircraft. I’ll bet I missed a few. Not bad for a country of 60 million located a great distance from other established aviation development centers.

The post Kitplanes For Africa Bush Planes Are Big. Really Big. appeared first on FLYING Magazine.

Whenever I write about the FAA’s Modernization of Special Airworthiness Certificates (MOSAIC) regulation, especially when I mentioned the date it predicted, a substantial percentage of all readers shrug this off, believing that the FAA will never complete it on time.

What if I told you the agency was ahead of schedule? Is that an unbelievable claim? Perhaps, but the proof is right here, right now! Can’t wait? The notice of proposed rulemaking may be found here.

• READ MORE: Will MOSAIC Allow LSAs To Do More?

Consider the following communication from the ASTM committee working on LSA standards. In case you don’t know what that is, ASTM is an industry standards group that operates privately, creating and getting agreement on standards used by the FAA to accept Light-Sport Aircraft into the aviation fleet. (This is different than conventional FAA “certification.”)

Big MOSAIC News

Honestly, from almost the beginning, the FAA has moved faster than most of us imagined. At EAA AirVenture Oshkosh 2022, the FAA announced it would remove the drone portion of MOSAIC, which was delaying the overall regulation as that community works out its issues. FAA officials said removing all that language could take some months. In fact, it was done in a few weeks. That told me something. Once the internal or procedural impediments to progress are removed, the MOSAIC team can move swiftly.

Yes, I wrote that—the FAA moved swiftly.

The FAA official I videoed last year at AirVenture claimed that the regulation would be ready by August 2023. Days later, still at AirVenture, other FAA officials said about him, “Oh, he’s usually rather optimistic.” They were implying it might not happen by that date. Maybe they were trying to allow some wiggle room?

Later, when I reported the official’s “August 2023” statement and gave talks referencing it, I would estimate a third of all those listening or reading doubted the FAA would meet their own deadline. The belief isn’t all wrong; the FAA has missed deadlines before.

One thing no one thought: the FAA would complete the thing ahead of schedule.

Now, hear this…

“[ASTM] received this communication this morning—Wednesday, July 19, 2023 — from Jim Newberger, who is the FAA lead for the MOSAIC rule development (officially his position is: Production & Airworthiness Section; AIR-632; Aircraft Certification Service).

This is exciting news and will definitely impact, positively, our discussions,” stated leaders of the ASTM committee for LSA, Rian Johnson and Adam Morrison.

• READ MORE: AI Aims to Enhance Aviation Safety, Reduce Delays

Leaders encouraged F37 committee members (more than 200 persons around the world), “Once the NPRM is posted (see below!), if you have available time, please try to review as much as you can and capture your questions/comments for group discussion next week [at AirVenture 2023 meetings]. These are generally pretty lengthy documents. We’ll all be freshly digesting the NPRM, so everyone’s perspectives and interpretations will be important to help bring clarity as quickly as possible.”

From FAA’s official lead…

“I wanted to let you know that the Office of the Federal Register is scheduled to:

• Post the related “MOSAIC” Notice of Proposed Rulemaking (NPRM) for “display” today at approximately 1115 ET.
• Publish this NPRM in the Federal Register on Monday (July 24, 2023).

“After the above milestones, you may use the following info to search/locate the NPRM on Regulations.gov:

• Document 2023-14425, Category PROPOSED RULES
• Docket Id is Docket No.: FAA-2023-1377; Notice No. 23-10
• Rulemaking Identification Number (RIN) is 2120-AL50
• The subject of this document is Modernization of Special Airworthiness Certification
• The submitting Agency is (FAA) Federal Aviation Administration

Feel free to share this information with the F37 committee* and take advantage of opportunities explained in Monday’s publication for providing comments.”

Message for Readers!

I know this material will not digest easily, but it affects your future of flying. I hope many of you will read the NPRM, discuss it among your pilot friends, and think about how you will offer responses to this rule. You should have at least 90 days to comment.

Thanks to longtime F37 committee member Anna Mracek Dietrich, checking this out got much easier. Here you go…

Happy Reading! It runs 318 pages.

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