Darkest before the dawn? I hear growing concern about the FAA’s new Mosaic regulation and what it will or won’t do.
An increasing number of comments I hear are variations of these words: “The FAA is never going to get this done, and if they do, it will be a crappy rule.”
Why so glum?
Maybe pilots are frustrated because the FAA has delayed the release of Mosaic, which stands for Modernization of Special Airworthiness Certificates. This also happened almost 20 years ago with the Sport Pilot/Light-Sport Aircraft regulation. SP/LSA was anticipated for more than three years after the first announcement.
However, Mosaic is coming and this time we know more about it than most regulations. Why? Because the FAA must involve ASTM committee members along the way.
Earlier FAA rule writers did not reveal their work as broadly. Yet FAA officials are sufficiently pleased with industry consensus standards, ASTM’s work, that they will use it on the next generation of GA aircraft (think: Cessna, Cirrus, etc.).
Here Come the High Wingers
Progress continues on Van’s Aircraft’s high-wing RV-15 as Van’s Aircraft personnel actively work on ASTM standards. This gives the company’s engineers details about what is likely under Mosaic. Everyone is guessing, but informed guesses are better than mere opinions.
Naturally, Van’s isn’t the only company aware of what the FAA is planning. Any other company or individual who participates on the ASTM committee can know most of the same information. Indeed, this is where I get most of my knowledge about Mosaic.
The Oshkosh, Wisconsin-based company has NOT done two things: It never sought approval as Special (fully-manufactured) Light-Sport Aircraft — although its kit designs can be flown by an aviator exercising Sport Pilot privileges. And Sonex never made a high-wing design.
Light aircraft builders in the USA, Europe, Australia, Brazil, and South Africa are preparing aircraft I choose to call Mosaic LSA or mLSA. Let’s have a quick look at six new entries.
BRM Aero
BRM Aero’s Bristell has become a well-recognized brand, moving up to be one of the top high-end choices in LSA. Despite a diverse line of low-wing designs, B8 is new. It will sold in America by Bristell USA.
B8 is an all-metal, cantilevered high wing with a steerable nose wheel and 49.2-inch-wide cabin. Like most of the others covered in this article, it can carry more and reflects the industry belief that four seaters — or at least higher weight aircraft — are coming.
Czech Republic-based BRM Aero is ahead of many competitors with its high-wing B8 model flying for several months already. This new entry also reflects Martin Bristela taking over the business as his dad, Milan, retires.
Jabiru
The J230-D is a popular design, but one already approved for higher weight operation and with a roomy cabin that can accommodate four occupants…in Australia and some other countries, that is.
What most Yankee pilots don’t know is that Jabiru’s popular J230-D is a variation of the J-400 sold in Australia as a four seater. As such, it already has a tested gross weight well beyond LSA’s 1,320-pound limit. That means the market-proven model is virtually ready for Mosaic and its higher weight allowance.
Montaer
This Brazilian MC-01 is available in its home country as a four-seat design. It already has a higher weight limit, so when Mosaic is released the task should be fairly simple for Montaer to gain FAA acceptance.
Recently I flew the Rotax 915iS-powered Montaer MC-01. I hope to report on that exhilarating experience soon, but my flight shows the powerful engine is worked out and ready for larger aircraft.
A look inside Montaer’s MC-01 shows how roomy it is and the design presently comes with a third door more than large enough to permit entry to an aft seat.
The Airplane Factory (TAF)
Ahead of almost everyone (other than BRM Aero) is South African producer The Airplane Factory. Many aviators know this company as its representatives often fly their new design halfway around the globe to show it at EAA AirVenture Oshkosh (before then frequently proceeding to fly the rest of the way around the planet).
Several months ago, I reported more about the Sling HW, which had four seats at EAA AirVenture Oshkosh 2022.
TAF has already entered the U.S. market as a kit plane and, like all these bigger aircraft with larger engines, Sling HW is not inexpensive. It sells for $93,306 and takes 1,400 hours to complete. Buyers can pay $31,995 more for a Quick-Build kit that saves 500 hours of work.
A fully built model will show these are not 1,320-pound present-day Light-Sport Aircraft. Nonetheless, such mLSA will expand the category.
Sonex
The Wisconsin kit company’s new SH — for Sonex Highwing — has a 42-inch interior cockpit width at the occupants’ shoulders. The fuselage certainly resembles the low-wing members of the model line.
Company officials noted SH features easy entry and exit and offers a “step-in height” that less flexible or older aviators will appreciate.
SH will be easily convertible from dual joysticks to a center-mounted control. Sonex’s SH also offers removable wings.
Sonex officials have released new fuel system information and range estimates. SH will carry 30 gallons of fuel.
Sonex even boasts that SH will offer aerobatic capability. The design allows aerobatics with two persons on board.
Van’s Aircraft
As the world’s largest kit aircraft supplier, Van’s always commands media attention. When it introduces an all-new, first-ever design, the company can generate many article and videos.
Indeed, I wrote an article about the RV-15’s introduction at EAA AirVenture Oshkosh 2022, “Van’s RV-15 debuts to Oshkosh crowds,” soon after that show.
I’ll wrap up this review of high-wing mLSA to come. However, I am positive the six aircraft just mentioned will not be the only entries.
