Mosaic…What's In It For You? 0923 

IMO Dan’s MOSAIC Update presentations have been excellent from the very beginning. I have watched each of them, multiple times. There is no way to improve on how he does it.

I just want to fly uninhibited from Indiana to Florida. Non stop if possible. In my own plane. I believe pipistrel sinus can do that. But I haven't started training yet. I'm very new at this !! Flying is my dream. So if I come in a little late under dusk I want to be ok.

Thanks for helping this whole industry!

Dan, you are the best. You have always been the go-to expert on all things MOSAIC the past couple years. Thank you so much for all the exhausting work and FAA interaction you have done on all our behalf.

Thanks Dan 👍💪

Well done Sir!

Thanks for the video. This clears up a lot of the confusion I had.

When , when will it take effect!

Part 103 needs to be updated with increased weight .

I am a ppg pilot interested in getting a sport pilot certificate. Thank you for everything you do for aviation! I just shared a link to the video in my ppg pilot chat group. Hopefully they will watch and comment to the FAA. I am so happy that gyros are going to be included! I think gyro's will gain significant popularity in this country thanks to you and MOSAIC. Any idea on what types of "arial work" could be done? I think your suggestion of search and rescue (or al least search) is a great point for PPCs. You said you'll continue writing for several months, what after that? The aviation community needs you, no one else does what you do. Thank you for clarifying this complicated proposal. Im going to the FAA to comment now.

Hello Dan, thanks for investing so much time of your time into the new MOSAIC. There's a lot to take in and your deep dive really helps. On another note, the thumbnail for this video shows a small 2-seat flying with the canopy open. Which plane is this? Thanks

The spirit of LSA has to be a light plane so you can't mess up too much. And IFR is too restrictive for any actual travel so rather than push limits, I propose a new PPL-GPS that with clear synthetic vision and ADS-B enables IFR flying for everyone, provided the plane has the instruments. You can still fly an old cessna, just not IFR. With the use of sims and lower cost planes such a certificate can be made cost effective like a light sport license. So you could sweep the table and say here's a brand new license that covers everything and makes the burden less for student pilots. A driver's license allows you to drive a Bugatti at high speed even if you are mentally infirm but that doesn't mean you should. You could technically fly an SR71 but maybe don't. Commercial flying requires a few more checks but same basic license. You could argue for driver's license 'medical' for non commercial. And maybe some faculty assessment by the instructor. Runway to runway autopilot could really provide a lot of 'medical' safety as a separate issue and is technologically 'easy' today. If LSA is to be retained I would advise against 3000lbs. A modest 4 seat allowance but retaining a weight limit has been quite beneficial to aviation. You could argue it's the only source of improvements in piston prop GA. Europe's setup with RG and no speed limit I think works well. A Risen 915 to me does not seem like a dangerous aircraft despite being able to fly 400km/h. And if we are to retain LSA I think we could enable IFR with same the large glass GPS approach. VFR is simply much too restrictive and ends up being a jeopardy. Cut out the old navigation and simplify with modern tech. I think we could lift the ceiling beyond 9500feet as well. Knowing that you need oxygen above 9500 is no more complex than knowing you aren't allowed to go above 9500 because of oxygen. The limit could be 15k just so airliners are reasonably confident that a medical clown won't be joining them at FL400. Regarding health check of the plane, I wonder if it would not be quite possible to have the plane check itself. Starting with the engine. A 1$ CPU can be made to listen to the engine and spot even the tiniest deviation from normal operation. Same could be done for brakes and structural vibration. Then maybe an annual checklist can be performed by the owner for non commercial flying. Under legal responsibility. For certain planes. If a plane is too complex, say under a unified PPL-GPS regime, then it may require certified checks. whereas a composite Rotax plane might be simple enough. That could also have a weight limit separate from the license. The two need not necessarily be identical. What planes you can fly and what planes you can check. Overall I would say sweep the table and unify to "PPL-GPS" enabling IFR and ensuring cost reductions to get the license. Sims and LSA trainers. The same cost effective environment that train LSA could still train PPL-GPS. Part 103 for the lawless can still be retained :) Flying is not that difficult. The main lesson should be that a plane is first of all a glider and stall is not your friend. Meteorology can be similarly boiled down. A cold front can be bad, try to stay clear of icing and lightning. With icing go down or even up. Weather data about icing is probably many times more useful than any meteorology theory. Microbursts is a thing, maybe steer clear of tornados. Within an LSA regime you could require some climb and glide minimums. Because those two decide if the impossible turn isn't. A Bonanza for instance is a very dangerous plane unable to return in an engine out situation. Whereas a Risen 915 is a rocket that feathers down. The danger difference cannot be overstated. And a Risen is faster than a Bonanza. Overall you could also make the observation that life is short. So how about getting a few good men with the intelligence and judgment to hammer out the rules in an afternoon instead of a distracted non committal committee that is eternal. Things are left for 40 years that could be fixed in a day. The difference in outcomes is stark. Doing the right thing matters. And I think a good law can be succinct. A lot can be said on a single page.

Air Ambulance .Light for Asia Specific Regions 🌿✅Bangladesh 🇧🇩🌿🌿

Hi Dan, I have been interested in getting my pilots license for some time and since I was 4 years old I have been interested in flying. Unfortunately, I never seem to have the time nor the funds to do so. I have seen you many times on the sun and fun videos and enjoy your information on LSA aircraft. I have always wondered what aircraft would be good for me to use for flight training and I have been looking into a sport pilot license rather than acquiring a PPL. I have figured that my mission for acquiring a pilot license is strictly for recreation only. I don't need to have any more than that because I like simple no frills aircraft. I'm not into all of the new glass cockpits and electronic technologies that aircraft are coming with now days. I'm more into simple, easy to fly aircraft with simple operating functions. The only issue is that I have is finding an aircraft that has a pretty substantial useful load with fuel. I'm 6'8" tall and 250 lbs so trying to find something I can fit in is pretty slim. I enjoy this video and many videos you have done. Keep up the good work and keep the information coming. I appreciate it and getting the knowledge is very helpful to me for doing my research on going forward with my training.

Sport pilot IFR?! That completely blew my mind… My brain won’t allow me to believe that might become a thing…IFR is a huge step *beyond* the normal PPL/VFR operations. If it was VMC IFR, I could compute that (that would likely represent a major safety increase above all else) but IMC is whole other ballgame. Don’t get me wrong…that would make me ecstatic beyond words. I just can’t allow myself to hope for such a monumental leap in the world of sport aviation

I sure wish stall speed was a little bit higher

Hi Dan, great video, thanks! I know we are currently still in the extended comment period, but do you have a guess as to when the MOSAIC final rules may become effective? Thanks!

As an aspiring ultralight pilot, im torn on part 103. I agree that a revision would end up a dumpster fire, but i would like a bit more weight and fuel. All that aside, there's a lot of interesting aircraft under part 103.

If sport pilot licences covers 152-182, that a huge consideration to get me to fly. the ONLY thing drawing me towards motor glider is >10000ft. true cross country needs that higher attitude limits. im leaning towards motorglider but will wait to see what final MOSIAC is before I decide which route.

Dan, I saw the RV10 owner talking about MOSAIC and applying to him with his low stall speed. RV10 have engines over 200hp and requiring high performance endorsements. Can a sport pilot get a high performance endorsement? I’m new to the sport pilot world, I hold higher licenses, but if I get a RV10/14 that meet requirements of mosaic rules, didn’t know if I could legally train my brother to be a sport pilot as a CFI/CFII with those having over 200hp. I know the process for normal PPL/CSEL folks, never really looked into sport

What is the reasoning behind the 54-knot stall speed applying to "clean" (no-flaps) configuration? It seems if a plane can be designed with flaps (or other feature) that give it a slower stall speed, that should be the measure.

is the final rules done? Dan will you have a new video with the new rules that are 100% a go? Another question is there a list of all aircraft that meet the new mosaic rules?

I think FAA needs to simply allow single engine trikes (WSC), powered parachutes as well as single engine gyroplanes all up to 2 seats (600 kg or 65 kg with floats) to go be managed (certification, continued airworthiness, ASTM standards) completely under an organization like PRA or EAA. They have very little clue what they are doing, and they have very little resources to evaluate and check and even less resources dedicated to examiners or instructors. All they should do is audit the org records and performance once a year and ask for improvements from the evaluation. They need to stick with airplanes and helicopters because that is what they like and that is where they put resources in. It is pretty clear. Manufacturers still can use ASTM standards but these machines should not come under FAA because its like asking the blind to guard a house.

I''m an ATP rated pilot with a 1st Class Medical so I'm more curious about the airplane side of things. Does this mean many current experimental home built airplanes like a Sling High Wing or Vans RV10 that exceed the old LSA limitations can now be built and sold by the manufacturer as an LSA?

Thanks for this comprehensive overview of Mosaic! I for one am mostly happy with it but would like jets because if it fits in the standard why not, Driver's lisnce only as an LSA is just about as deadly as a car if not less so. Edit: Never mind about the jets I think you can given the parta were cirtifed.

23:22 What airplane is this?

One question is for aircraft renters, will FBO’s be willing or able to rent their aircraft to sport pilots? Will the FBO’s insurance cover those pilots?

Dan, do you really think it’s a wise idea to allow sport pilots - who are not required to have any instrument training currently or under this proposal - to fly at night, or in aircraft that are capable of IFR flight (like a Cessna 172)? Also, even though many LSA’s have fancy “glass cockpit” displays, do they necessarily have the built-in redundancy that is essential to IFR flight?

We need 100 knot stall speeds

When MOSAIC is going in effect?

Despite your objections, I'd like to see the start ball rolling on updating the archaic Part 103 rules! Let ASTM have the lead for standards and keep it nearly a subchapter length. I'm not asking for much. How about 70 KIA allowed speed? Why not 10 gallons of fuel? Hey, how about another 50 lbs. (to accommodate the extra fuel, larger engine)? I would be willing to entertain a concession or two - written test, sure, why not? Driver license as a form of medical clearance? OK by me. Mandate that a small, portable hand-held transceiver be on board? Yep, got one. I have my eye on the Merlin Lite, but when you look deeper, a few expanded rules would make the Merlin PSA fit right into Part 103. The Merlin Lite also has safety options like strobes and other lights available at extra cost - but they might put you out of Part 103 weight limits. Notice that I'm not asking for two seats, night flying privileges or 13,000' MSL limits. I just don't want to stare down and see cars and trucks passing underneath me on the highways here in Texas.

BETRAYAL once again by Dan Johnson against Part 103 pilots! There is NO reason why the Weight Restriction should not be INCREASE to 465 lbs, AND power plants up to 100 hp! Lowland Elitists like Johnson and his LSA avaricious brethren have NO problem endangering the lives of Midland and High Elevation pilots (and those who want to be Part 103 Pilots) by IGNORING High Elevation Physics: 'one size' does NOT 'fit all'! Johnson and his ilk continue to treat Midland and High Elevation folks like a bunch of Red Headed Step Children: we should tow his illicit lines in supporting what HE and his LSA ilk want, call/comment/contribute money to all the LSA advocacy groups and Mfgs, call politicians/NGO's for support, but neither Johnson nor his LSA ilk will ever support Part 103 improvements: he LIES that the 1 page would turn into 300 pages: all the FAA has to do is to increase Max Weight and Max Power so that is MINIMIZES danger to Midland and High Elevation pilots, so that we have an EVEN Physics Flying Field! Johnson and his 'friends' have once again thrown Part 103 pilots to the ravenous wolves, and he will continue to so do. He has betrayed us again and he will CONTINUE to betray us! Cheers from the Oil Patch in Central WY (elevation 4700 ft)