Comment on MOSAIC

[Abid]

Dan Johnson put a decent article out about MOSAIC.
In it is the link to comment to FAA

I would advise anyone who has an idea to comment. It does not have to be one comment from PRA. Anyone can comment.

With Time Half-Gone Already, Your Mosaic Comment Window Is Closing — Here's Some Help - ByDanJohnson.com

Mosaic was a subject of intense conversations at AirVenture Oshkosh 2023. In a surprise to many of us, FAA released the Notice of Proposed Rule Making (NPRM) for Mosaic ahead of schedule. Lots of people who needed to study it were already en route to the EAA show for a week, 10 days, or more. If...

bydanjohnson.com

 

[okikuma]

Thank you Abid for sharing this article.

The more comments from GA pilots submit, the more the rules will be in our favor.

Wayne

 

[Txgyropilot]

From what I read so far, I have not come up with anything new to add or comment on in regard to increasing safety.

 

[okikuma]

From what I read so far, I have not come up with anything new to add or comment on in regard to increasing safety.

Then reaffirm what you like.

Wayne

 

[JEFF TIPTON]

"MOSAIC- Expanding Light Sport"
Topic: Learn about the notice of proposed rulemaking (NPRM) dealing with expanding Light-Sport and Sport Pilots privileges.
On Thursday, September 14, 2023 at 19:00 Central Daylight Time (17:00 PDT; 18:00 MDT; 20:00 EDT; 14:00 HST; 16:00 AKDT; 17:00 Arizona; Friday, September 15, 2023 00:00 GMT)

To view further details and registration information for this webinar, click here:

http://www.faasafety.gov/SPANS/event_details.aspx?eid=123908

 

[Abid]

I think allowing multiple engined aircraft is kind of twisty specially when only done for airplanes. Why not for helicopters? Certainly enhances safety.
If weight has no limit for airplanes just stall speed of 54 knots then why not allow heavier gyroplanes. No stall speed. This would allow SpirtCopter 2 and SparrowHawk to be able to come under Light Sport.
Why 4 seats just for airplanes. Why not for gyroplanes and helicopters.

 

[Aaron R]

I would advise anyone who has an idea to comment. It does not have to be one comment from PRA. Anyone can comment.

I agree, anyone with a good idea should comment. But I think a comment from PRA would also be valuable.

Why 4 seats just for airplanes. Why not for gyroplanes and helicopters.

Probably because there is less advocacy for gyros and light helicopters. I doubt there is any technical reason.

 

[Abid]

Hi All:
I would like anyone interested in gyroplanes and helicopters to watch this carefully. Please note that if you are an airplane pilot and going to sport pilot gyroplane or sport pilot helicopter, FAA is now proposing that you will need
1) A written test
2) A practical checkride with an examiner
This is related to their desire to force more training on airplane pilots switching to gyroplanes and helicopters (now that those will be allowed). However, in practice this is an extra burden as the number of examiners and instructors available for gyroplanes etc. is low.

 

[nishanh]

I wonder why they want to impose the requirement for the written. It's not a requirement when seeking an additional category under 61.63(b)(4), so not sure why they'd want it for sport pilot.

 

[Abid]

I wonder why they want to impose the requirement for the written. It's not a requirement when seeking an additional category under 61.63(b)(4), so not sure why they'd want it for sport pilot.

Comment on the NPRM

 

[Mayfield]

I wonder why they want to impose the requirement for the written. It's not a requirement when seeking an additional category under 61.63(b)(4), so not sure why they'd want it for sport pilot.

During 25 years as a DPE I gave several thousand PASEL practical tests, a few hundred Private, Commercial, and CFI Gyroplane practical tests and just a few dozen Sport Pilot tests for airplanes and gyroplanes.

And even though the PASEL certificate requirements and the Sport Pilot certificate requirements really differ only in instrument flight and night flight tasks, there is a feeling among a very few examiners and ASI's, that the Sport Pilot ratings are a shortcut and holders thereof are not "real" pilots.

It's a pity, but the perception is out there. I think there is also a lot of "don't break my rice bowl" thinking among examiners and ASI's.

I have observed this thought process in meetings with examiner groups and ASI groups.

Jim

 

[WaspAir]

I wonder why they want to impose the requirement for the written. It's not a requirement when seeking an additional category under 61.63(b)(4), so not sure why they'd want it for sport pilot.

Maybe there should be one under 61.63(b)(4). I've meet plenty of people transitioning from airplanes to gliders who are woefully ignorant of really critical information for the new category. There's lots to learn.

 

[Abid]

During 25 years as a DPE I gave several thousand PASEL practical tests, a few hundred Private, Commercial, and CFI Gyroplane practical tests and just a few dozen Sport Pilot tests for airplanes and gyroplanes.

And even though the PASEL certificate requirements and the Sport Pilot certificate requirements really differ only in instrument flight and night flight tasks, there is a feeling among a very few examiners and ASI's, that the Sport Pilot ratings are a shortcut and holders thereof are not "real" pilots.

It's a pity, but the perception is out there. I think there is also a lot of "don't break my rice bowl" thinking among examiners and ASI's.

I have observed this thought process in meetings with examiner groups and ASI groups.

Jim

Jim
That perception is completely incorrect. The problem in gyroplanes is simply instruction. Let me be blunt. Also older airplane pilots are coming to gyroplanes to be sport pilots because they can no longer risk the medical. So you ask for private meaning medical and they just won’t come anyway. It solves nothing.
As you said there is hardly any difference between skills required for flying day VFR between Sport or Private. We all know and insurance surely knows that people over a certain age are more prone to accidents. When they change category and class at that age they increase those chances further. It would be no different if they went from land to seaplane. It is going away from the ingrained familiar to something new. The chances just increase.

The question or comment on I am a CFI not an examiner so I should not be giving checkrides for adding category and class. First that was clearly part of the job of Sport CFI and if your examiner did not make sure in the oral you understood what a POA was and how to conduct a additional category checkride, shame on that examiner for handing out a SP CFI to you. Second, no one ever forced you to do the checkride. You as a SP CFI have full right to tell the pilot to go to an examiner. I have no problem doing and failing unprepared pilots in additional category and class check-rides. POA was one of the first things my SP CFI oral exam we had covered in 2008. So I have no misunderstanding of what areas I need to cover and what I want to cover in the checkride.

 

[Abid]

I just submitted this comment
"My comment here is in regard to gyroplanes, helicopters and trikes and their restriction by regulation to 2 seats to qualify for ASTM compliant manufacturing and to be flown by Sport Pilots. If stall speed was used as the measure for safety for airplanes to allow up to 4 seats, then the same should be used for trikes, gyroplanes and helicopters. Gyroplanes have no real stall speed. I see no technical reason why an airplane having 4 seats stalling at 54 knots is safer than a gyroplane that can get down to 20 knots or lower and maintain control. Restricting these aircraft artificially via regulation while allowing airplanes to move forward does not seem logical or in the interest of the flying public. I request FAA reconsider this and allow these machines to enhance the same way it is allowing airplanes. Thank you"

 

[GyroChuck]

Latest from Aero-News Network.

'Mr. Regulation' Explains The Current MOSAIC Process​

 

[WaspAir]

I keep finding more on which to comment, disappointed in what is not corrected by MOSAIC.

For gliders, Sport Pilots are limited to 10,000 feet msl. That may work fine for the East coast, but here in the West, it makes soaring impossible. My glider club building, necessarily 0 agl, is at 7,040 feet msl. We routinely tow students above 10,000 feet to launch, and our local DPE likes to go to 11,000 for practical tests. If you can't get above 11k here, you have no hope of going cross country. 12k to 17k is our typical playground. We don't bother to train sport pilots for gliders here because the rating is useless.

Of course, FAA in D.C. is at only 150 feet and even their other home Oklahoma City is under 1,200 so these issues never occur to them.

 

[okikuma]

I can't understand the "logic" of a Sport Pilot Glider rating. Everyone qualifies medically for a Private Pilot Glider.

Wayne