MOSAIC, translates into “Modernization of Special Airworthiness Certificates” and proposes changes to greatly expand the flight privileges of sport pilots (in addition to permitting new non-TSO equipment in current aircraft). The NPRM for this new rule closed this summer and a final rule is expected in 2025. The increase in sport pilot privileges is amazing (and almost scary). Let’s dig into the details.
The new rule proposes the elimination of the current 1320# LSA weight limit. Instead, a maximum clean stall speed (VS1) of 54 KCAS and a maximum level flight speed (VH) of 250 KCAS would be a much larger envelope. As such, this proposed rule would permit sport pilots to operate retractable gear airplanes with constant-speed propellers, and even multi-engine aircraft. The single-passenger limitation is retained and a limit of four total seats. But MOSAIC, as written, permits light sport pilots to operate most GA aircraft. Other limitations may be imposed by industry consensus standards and the final rule will incorporate industry proposals.
Despite all these increased privileges, this new rule does not propose increased training or experience requirements in order to operate these faster, higher-power aircraft – a red flag for sure! This might be like giving a new driver the keys to your Camaro?
The original CFR 61.303 standard maintains some pretty thin experience requirements for new pilots flying some complex aircraft: 20 hours of flight time (15 dual/5 solo). Current regs only require one 75-mile cross-country (25nm leg length) and no night or instrument training. Current sport pilot certification does not permit night operation but this privilege has been proposed with medical certification. The current sport pilot certificate does not require an FAA medical of any kind.
The fact that these new pilot privileges would be conveyed with no instrument training or demonstrated proficiency is another red flag. Any sport pilot stepping up to faster, more complex aircraft should certainly get more X-C and instrument training to be safe. Remember the FAA regs. only specify the bare minimum, not necessarily a safe margin! The purpose of these more capable aircraft is travel, and in most parts of the country, ATC capability and emergency instrument training are essential for safety.
Stepping up, any sport pilot may qualify as a Sport Pilot Instructor with only a total 150 hours – no commercial or instrument required – and 50 hours of cross-country time. The instructional hours this instructor provides (or acquires) can count toward all higher FAA certificates. For safety, all pilots pursuing the Light Sport training pathway should immediately acquire the privileges of CFR 61.94 – radio communication – since the original rule only allows E/G operation.
This route for pilot certification and hour-building is much more affordable than the current pathway and will inevitably result in an increase in “sport pilot flight academies.” Pilots seeking to build their time toward the 1500 total required for an ATP will potentially save thousands of dollars starting with a sport pilot certificate (and maybe build some real experience in this arena?) Aircraft like the RV-12 are perfect to train all the way to instrument/commercial in a light sport. We will have to see if future pilots transition into the right seat of an Airbus from a Rotax-powered airplane.
We presented our first webinar in a while last Sunday, thanks to the many members who signed up on short notice🙏 This educational series is designed to elaborate on the topics covered in this SAFE blog, focusing specifically on CFI techniques (but valuable to every pilot). The first show outlined the proven SAFE CFI-PRO™ curriculum for building the professionalism of new CFIs. CFI professionalism is a desperate need in our current flight training ecosystem, with 2/3rds of CFIs having taught for less than a year. Many new CFIs are often secretly terrified and have a lot to learn to become savvy, effective educators. SAFE CFI-PRO™ provides the “Missing Manual“ and a proven curriculum to achieve these objectives.
The first show is available HERE on YouTube. Join the next webinar on March 24th at 9PM EDT. Register HERE. This presentation will cover common flight training fallacies and some bad habits created by CFI training – micromanaging the controls! This presentation is called “The Learning Zone” and will share some highly effective techniques senior flight instructors use to achieve superior pilot education and take-aways from the Talent Code by Daniel Coyle. Fly safely out there (and often)!
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The sole test of FUNDAMENTALS OF INSTRUCTIONS is a very scarce source to prepare any one to TEACH any thing.
The Teaching Tecnic is normally adquire by the future CFI from his best Instructors, making MENTORING an essential development in the formation of that new MAESTRO.
I agree, the FAA FOI is just the “starter kit” for a serious educator. It takes lots of on-the-job training and mentoring to become an “effective educator!” The online book “How People Learn” provides advance guidance for the serious educator seeking to improve: https://bit.ly/SAFE-Learning
While a minimum number of hours is required to gain proficiency in any endeavor, setting a specific number for any pilot to exercise the privileges of his or her certificate is dubious at best. Although there are several things within them that I’d change, the FAA’s standards of performance required for a pilot to pass a practical test for any level of certification are reasonable. After all, accidents are almost always caused by poor decisions on the pilot’s part, regardless of how many hours are in a logbook. The real problem as I see it lies with poor quality of training and testing of instructor applicants. I’ve interviewed and flown with dozens of flight instructors who wanted to work at our flight school and most of them (not exaggerating) have insufficient knowledge and flying skills. Many couldn’t answer questions on our student pilot presolo test. The DPE we use most often said 1 in 5 commercial applicants he’s tested couldn’t tell him which direction the ailerons are deflected when checking “flight controls free and correct”! Maybe we need to start thinking less about the numbers and more about the gaping holes in practical test administration.
I had a similar experience when running a flight school. Too many CFI applicants seem to get through the “filter” of practical testing without sufficient skill/knowledge! These were new CFIs from all parts of the industry; university programs and part 61. The most alarming were the pilots from “accelerated” training. The lower the hours of solo (real experience) always correlated with insufficient skill/knowledge. The other alarming deficiency was in “command authority.” Many newly certificated CFIs were just not ready to be in command of a dual flight; organizing and executing this safely…they were still too timid and confused (and often scared of the whole process). The SAFE CFI-PRO™ targets this exact problem: https://bit.ly/SAFE-ProLive
The new MOSAIC initiative greatly expands pilot privileges without any increase in training/experience. This is bound to create problems. How proficient were any of us at 20 hours (sport minimum for certification)? How can people be ready to pilot a complex/retractable airplane in this amount of time? Hopefully the finished proposal addresses this issue.