The long wait for MOSAIC will continue — at least through this summer.
At an opening day presentation at the 2025 SUN ’n FUN Aerospace Expo, those in the know shared the latest update on the proposed rulemaking from the FAA, known as the Modernization of Special Airworthiness Certificates (MOSAIC).
Designed to update the 2004 rules that created Light Sport Aircraft and the Sport Pilot certificate, the final MOSAIC rule — which has been in the works for years — is expected to be released this summer.
Although the panel noted they would like to see the rule released in time for EAA AirVenture Oshkosh 2025, which runs from July 21-27, they note that it will probably be August before the agency releases the final rule.
Once the FAA releases the final rule, it will have an “effective date” at least 30 days and possibly up to 60 days after the release date, the SUN ’n FUN panelists noted.
But there is an “interesting complication” to MOSAIC, said Adam Morrison, who is Vice Chair of ASTM F37, the committee on light sport aircraft.
ASTM, which stands for the American Society for Testing and Materials, is an international organization that develops voluntary consensus standards for a wide range of industries, including aviation.
“The standards of the MOSAIC rule are based on ASTM standards. If you don’t know what the rule is, it’s difficult to write the standards for them,” he said. “We all have a pretty good idea of most of what the regulation is going to be, but there can be some devil in the details, so there could be a period of time once the rule is released that the ASTM group needs to put together the final standards that meets the regulation.”
“Hopefully that can be done within that 30 day or 60 day window after the rule is announced and becomes effective,” he continued. “That’s going to be an obstacle that’ll need to be crossed, though ASTM is working diligently to do that.”
However, Jack Pelton, chairman of the Experimental Aircraft Association (EAA), noted that once MOSAIC is approved by the FAA, the definition of Light Sport Aircraft will change immediately. That means the rule will encompass airplanes like the Cessna 172 and Cessna 182, he said.
“There will be no waiting for an ASTM standard,” he said. “It’ll be based on when the regulation policy gets put in place.”
Pelton then threw another complication into the mix. During President Trump’s first term, he decreed that for every new rule that was created, two rules had to be eliminated.
“He’s upped that to for every new rule there has to be 10 rules eliminated,” Pelton said. “We’re watching this very closely.”
He added that since MOSAIC will have a “positive impact on our economy and aviation in general, we don’t think it’s going to get hung up in that trap of the trading one for 10. We do know the FAA is working on a Plan B, coming up with a list of things that could be eliminated.”
But he emphasized that there is “good news” coming out of the FAA.
“Nothing has slowed down, nothing has stopped. It’s still a priority within the FAA,” he said. “It’s still being worked on. There’s no, ‘let’s reevaluate it,’ it’s moving forward.”
Aircraft Owners and Pilots Association (AOPA) President Darren Pleasance agreed, noting that in the conversations AOPA officials have had with the FAA, MOSAIC is considered “a win.”
“And they need a win right now,” he said. “So there’s a lot of energy to get this across the line.”
Win-Win
Once MOSAIC is finally put into place it will also be a win for the general aviation industry, according to the panel.
What MOSAIC does is transition LSA to a “performance-based regulation” as opposed to “the traditional prescriptive regulations” that require LSA weigh no more than 1,320 pounds and places additional restrictions on pilots who fly them.
The new rules are expected to:
- Increase the maximum speed to 250 knots CAS
- Allow controllable-pitch propellers
- Allow retractable landing gear
- Increase stall speed to 54 knots
The increase in stall speed will enable increased aircraft weights for more robust airframes, installation of safety-enhancing equipment, higher fuel capacity, and more seating capacity. The change also will allow airplanes up to about 3,000 pounds to be included in this rulemaking, general aviation advocates note.
EAA’s Pelton said the association is advocating the FAA increase the stall speed even more — to 58 knots. If that happens, he said that “probably close to 70% of every current certified single-engine piston aircraft in the fleet today would qualify to be flown as a light sport aircraft.”
And if that happens, “a whole host of aircraft become available to be used for light sport training and the sport pilot license,” AOPA’s Pleasance said. “And that can only reduce the cost of flight training.”
Being able to train for a sport pilot certificate in a 152, 172, or even a 182 creates a “stepping stone” for people to work their way up to a private pilot certificate and the other certificates “up the chain,” he said.
“This will lower the barriers to entry and should result in a lot of new folks coming into aviation,” he said.
Pelton agreed, noting that these new pilots can fly using BasicMed, known as the “driver’s license medical,” while opening up a “whole host of existing airplanes that are in the fleet and in the market today.”
Pelton added that while the focus of MOSAIC has been on the airplane, the real changes will be “wildly expanded opportunities for sport pilot airmen.”
“The capabilities of the aircraft you can fly are going to expand tremendously. A sport pilot will be able to fly a four seat, maybe a six seat aircraft, with only one other passenger in it, but you can have that capability. The sport pilot airmen will be able to fly constant speed or some derivation like that as a single lever control retractable gear. Many of these items may be with additional sign-offs, as would be appropriate, but that sport pilot airman is going to have that access. So it’s lowering the barrier to getting into aviation.”
He noted it will take “half the time and cost half as much money” to earn a certificate that will allow you to fly most of the general aviation aircraft on the airport ramp.
And he points to a practical point: Up until now, those with a sport pilot certificate have found it difficult to find an LSA to fly.
“Because nobody has any on their ramps, none of the FBOs have one. They’ve got a whole fleet of 172s out there that you just get to look at, but you can’t legally go fly — this now takes that away. So when you do get your sport pilot license, you now have access to the fleet that are at all of the flight schools around the country today and all of the FBOs.”
Scott Severen, president of the Light Aircraft Manufacturers Association (LAMA), noted that “this is significant because the charge of MOSAIC is to revitalize general aviation.”
“That’s one of the issues,” he said. “The other — since way back — has been to make flying more simple, which leads to more safety.”
With MOSAIC, the standards can be adjusted and amended, which allows “aircraft to evolve and grow with technology and as new ideas come through,” he said.
Morrison agreed.
“There’s opportunities to keep aircraft up to date,” he said, noting this is a “big issue with type certificated aircraft since once the type certificates are issued, that aircraft has to stay in compliance with its type certificate. And as safety rules change and regulations change, the aircraft don’t change to stay up to date.”
The panelists concluded by saying MOSAIC is a “breakthrough” for aviation.
“Our last big one was the creation of sport pilot, but we didn’t get in that everything we wanted to,” Pelton said. “And this is going to be a huge life extender for aviation and for all of us flying and keeping planes that are out there today.”
“What an exciting time to be involved in aviation,” Severen concluded. “We often hear that there’s nothing new in aviation. I’m telling you there’s a whole lot new in aviation coming up.”
I have been flying for over 50 years and started flying as a teen. I was a military aviator. I am a CFI and through the years have had a Second Class Medical. During those years I have owned several aircraft including a twin, Now retired, one day I had a chest pain and a very high heart rate out of the blue, while driving home from the airport. I had to have a heart procedure known as an Ablation for A-FIB, now over a year ago. My AME told me to go to Basic Med through my primary care physician. I did. I found out later this is not necessarily a grounding situation, if it had been resolved. (A nurse told me that this condition may have been related to COVID or the shots we received.) She knows of several Pilots who have come in with A-Fib. Some worked for the airlines and were grounded, thus now having no lively hood. One ER Doctor, who is a pilot said I was grounded for a while. So, a year later, I was feeling better with no episodes, since the procedure.
I now have a humble Piper Cherokee, that went out of annual. My wife and I call it our slow retirement plane and fly it as a two place, so we can carry our folding bicycles strapped in back. During this period as I felt better, I under my AP/IA put in a updated Garmin 175 GPS in it. Then the question came up by my non-pilot wife what would happen if this ever happens again. She mentions a simple autopilot. She knows enough to handle the plane in the air and is a great NAV. So, my question is why doesn’t the FAA allow single axis AP’s anymore in a certified aircraft and the two axis system would rarely be used. The EXPERIMENT crowd has them. We are retired on a modest income and one system I was impressed with that a friend has is a digital AP of just single axis and he stated it is great, especially on those long X-C’s. Also, our Cherokee, has the two foot wing span extension and VG’s STC’s, with the RAM 160 engine conversion STC since we live in the mountain west. The question is, will the MOSAIC make allowances for a single axis digital autopilot as mentioned above. Holding altitude is pretty easy, by simply adjusting trim. Keep it simple was my thought. And it certainly adds to safety of flight.
A friend of mine had a stroke and has been flying LSA in a piper Cub ever since. He never had his medical revoked, so I wonder if he’ll be able to continue flying even his Cessna180 with just his drivers license? He has his ATP and numerous Type ratings. He’s never had basic med, so can he just continue flying when this passes?
Did he never have his medical “revoked” because he didn’t report it to the FAA/an AME? Or did he report it and was subsequently returned to fly (i.e., with a “special issuance”)? Makes a big difference. You can NEVER continue to fly with a medical condition that would, in fact, “ground” you…regardless of what actual medical “option” you’re flying under. Hiding this from the FAA is fraught with peril, and illegal.
Hi Tom, this is not entirely true. FAR 61.23(2) outlines the requirements in addition to a drivers license which are that you must comply with the limitations of the drivers license, must be found eligible for a third class as the last time of APPLICATION if you ever applied, not had the medical denied, revoked, or suspended (this does not include just stopping flying and letting it lapse – kind of a don’t ask don’t tell thing), and most importantly to your point, 61.23(2)(iv) specifies that you can “not know or have reason to know of any medical condition that would make that person unable to operate a light-sport aircraft in a safe manner”. This does not mean that you know of a condition that would fail a medical certificate. Essentially, if you can self attest that you can operate an LSA safely, ideally with agreement from your personal physician, you are fine as long as you meet the other requirements regarding past medical certificates.
Pardon my incorrect citation. I meant to say FAR 61.23(c)(2) and FAR 61.23(c)(2)(iv).
Good point(s).
Here’s how I interpret 61.23 (c)(2)(iii) & (iv):
“(iii) Not have had his or her most recently issued medical certificate (if the person has held a medical certificate) suspended or revoked or most recent Authorization for a Special Issuance of a Medical Certificate withdrawn; and
(iv) Not know or have reason to know of any medical condition that would make that person unable to operate a light-sport aircraft in a safe manner.”
We know, as an ATP certificate holder, he’s had many FAA medicals issued in the past.
We know that he let his ‘most recently issued’ FAA medical expire…with a plan to shift to using his Drivers License in order to fly LSA…only.
I’m assuming his last/“most recently issued” FAA medical was before he had his stroke: Wouldn’t it likely have been “suspended or revoked” as a result of his stroke if it been reported?
But, regardless of his current ATP certificate, and his previously held medicals, would he have passed even an FAA 3rd Class medical after his stroke…without a special issuance?
I have no idea what “restrictions and limitations” any State’s DMV puts on drivers that have had a stroke?
I just hope he is/was aware of all the possible implications involved by flying with an unreported stroke…especially if something bad happens and
lingering residual effects (sorry, obvious, I’m not a doctor) from his stroke end up being a factor.
“Pelton agreed, noting that these new pilots can fly using BasicMed, known as the “driver’s license medical,” while opening up a “whole host of existing airplanes that are in the fleet and in the market today.”
NO; BasicMed and the “Driver’s License Medical”….are NOT the same thing.
I’d assume Mr.Pelton knows that.
You have never needed ANY FAA 1st, 2nd or 3rd Class Medical, or BasicMed, to train for, or hold a Sport Pilot certificate and ONLY fly Light Sport Aircraft. You only need a valid state-issued Driver’s License.
If you hold a Private Pilot certificate, or higher, by regulation, you still need at least ONE FAA Medical certificate (1st, 2nd, or 3rd class), issued after 14 July 2006, and then you can switch to BasicMed.
As a Private Pilot, or higher certificate holder, you can also restrict yourself to flying Light Sport Aircraft only, and now use your state-issued Driver’s License. You don’t have to continue to hold ANY FAA medical certificate or BasicMed.
Otherwise, as a Private Pilot, or higher certificate holder, if you don’t want to be restricted to Light Sport aircraft only…you will still need, at least, BasicMed.
MOSAIC expands the ‘envelope’ for what is considered a Light Sport Aircraft, but it doesn’t change the Pilot certificate-specific medical requirements to fly them.
Day late and a dollar short. I got out of aviation and started boating for one reason; no regulations. Not going back. The FAA needs to dissolve and 500% need to lose their job. FAA has been a disservice for the last 30 years I’ve been flying. I’ve owned 8 aircraft over the last 30 years. I can hardly believe the BS I put up with. FAA operates on a zero risk tolerance factor. Look where that has taken the aviation community.
If you’re a private pilot and don’t want to fly with an FAA medical cert, then you have to adhere to to the sport pilot rules for airplane, operation, and medical requirements under Part 61 Subpart J.
Private, Commercial, ATP pilots do not need a Sport certificate. Just follow the Subpart J rules and fly LSAs, and you’re good to go.
I thought it was 2004 for basic med. I have held it before and I think that was my last exam. Did something change?
I can’t wait for this.
“The FAA Reauthorization Act of 2024 required the FAA to expand BasicMed to:
Increase the number of allowable passengers to six from five, and the number of occupants to seven from six.
Increase the maximum aircraft takeoff weight to 12,500 lbs. from 6,000 lbs., excluding transport category helicopters.
Allow pilot examiners to conduct flight checks using BasicMed in aircraft that are covered by the BasicMed rule. Information for examiners is available here.
Pilots must meet specific conditions to operate under BasicMed. Among other things, they must have held a valid medical certificate at some point after July 14, 2006; the most recent medical certificate cannot have been denied, revoked, or suspended; they must complete a medical exam by a state-licensed physician; they must complete an online medical education course; and they must hold a valid U.S. driver’s license.”
Source: FAA
wishful thinking this has been in the work for 40 years so I wouldn’t be expecting anything until Trump’s out of office he insist on doing outrageously stupid things and put himself behind the eight ball to try to figure out how to quit doing stupid things I can’t imagine mosaic occurring within the next three or four years
What are you trying to say?
Why do democrats always want to be the doom and gloom about Trump and throw child water on everything
I am concerned about what this means for my Light Sport Repairman certification. I have been able to inspect and repair my plane for the last decade.
I would assume you would have to obtain an A&P certificate to maintain and repair the new light sport aircraft, like Cessna’s and Piper’s, but would need an A&P IA to perform annual inspections or approve major repairs or alterations. Hopefully the light sport repairman certificate would count towards the experience required to obtain an A&P. But, who knows? It’s all speculation at this point in time. FAA could make it “aircraft specific” allowing you to work on legacy LSA’s with a LSA repairman certificate, and require you to have an A&P to work on the “new” LSA’s.
David,
If you have a Private Pilot certificate, you have no need for a Sport Pilot certificate. You can let your medical lapse and fly Light Sport using your Private Pilot cert.
Thanks – for some reason, I thought that if you flew light sport you had to use your Sport Pilot certificate. Are you saying that with a current PPL, I could fly our Cessna 150 as light sport under the new rules and just use my drivers licence in lieu of Basic Med?
Yes
With all the changes, two major barriers remain for new pilots wishing to avoid the FAA medical and all of the attendant pitfalls:
1. You cannot use BasicMed unless you have a PPL since 7/14/2006. (As if a medical received in 2006 says anything at all about your medical state in 2025).
2. You can go the Sport Pilot route but you will still be limited to one passenger. No outings with the family.
The FAA should either eliminate the restriction for BasicMed that requires a previous (albeit could be 19 years old!) medical OR allow 3 passengers for a Sport Pilot.
I agree with Harold.
Yeahbut — With BASIC MED (does NOT apply to any CLASS medical), you get to take a medical quiz (requires passing) to claim use of Basic Med.
((What’s not to love ))
“1. You cannot use BasicMed unless you have a PPL since 7/14/2006. (As if a medical received in 2006 says anything at all about your medical state in 2025).”
NO. It has nothing to do with having a PPL, or any other pilot certificate. It’s all about the “one-time” FAA medical requirement…not passing a checkride.
If you’ve never held an FAA medical certificate, you’ll still need to obtain one from an AME, but you will just have to do that one time before you switch to BasicMed…even if you’re a die-hard Student Pilot certificate holder.
If your regular or special issuance medical certificate lapsed before July 15, 2006, you will also still need to get a medical certificate from an AME…one time only.
I don’t see that MOSAIC changed any of that.
Keeping your medical (or basic med) might still make sense. I think they have proposed a medical will be required for night or instrument operations. I have a PPL but fly an LSA and haven’t renewed my medical in several years. It’s a bit annoying to get shutdown at civil twilight sometimes.
I think it was easier to go for an exam by a FAA doctor than it is for basic med. Basic med was more of a hassle than just going to the FAA examiner . Both of my FAA examiners have passed away. Last one said I was too Big to fly. He meant Fat and that if I didn’t lose weight he would not give me my ticket the next time. Well that’s a load of crap! Went to heart doctor just to check it out. He said nothing is wrong with my ticker. Just over weight! Just waiting on Mosaic!
I’m a bit confused. Have both Sport Pilot and Private licenses. The only plane I fly is our Cessna 150 where I’m a co-owner, so the one passenger restriction doesn’t matter.
I’ve flown on Basic med since it was introduced but it sounds like one MOSAIC is introduced I could just revert to flying on my drivers license from now on and use my Sport License? Either way, it doesn’t make a huge difference – if I can’t qualify for Basic Med, I shouldn’t be flying! Just wondering
You can not hold 2 certificates if you had a sport and then got a private the sport is no longer a valid
1) BasicMed requires that you first have held a standard 1st, 2nd, or 3rd class medical certificate, issued since 7.14.2006.
2) The “one passenger only” limitation doesn’t make sense–
If I’m gonna endanger one passenger, you might as well let me endanger three.
For BasicMed, the medical certificate does not have to be issued since July 14, 2006. It just has to have been effective later than that date. So it could have been issued as far back as July 15, 2001.
The reg says at anytime after July 14,2006