A bill that would allow the use of electronic versions of pilot and medical certificates as proof of certification is headed to the House of Representatives after it cleared committee deliberations last week. The bill, introduced by Tennessee Republican Tim Burchett a year ago, is short and sweet and will definitely help those who sometimes forget their wallets but never go anywhere without their phones. If passed by the House and then the Senate and signed by the president, the Pilot Accessibility Act will satisfy a ramp check or any other occasion that requires the presentation of those documents. In introducing the bill, Burchett said it will make enforcing the rules more efficient. “Everything we do is online nowadays,” he said. “I don’t see a reason why our pilots should have to carry physical documents with them instead of keeping them on their phone like everything else.” 

“Under current FAA regulations, a pilot must present for inspection a physical copy of an airman certificate and other paperwork upon a request from the FAA; a federal, state, or local law enforcement officer; or an authorized representative of the Transportation Security Administration or the National Transportation Safety Board,” the bill says. “This bill allows a pilot to present a certificate such as an airman certificate or a medical certificate as (1) a physical, original copy; or (2) a digital copy stored on an electronic device or cloud storage platform.”

If you're traveling by commercial airlines during the holidays you may find this interesting.  Read About It Here:  https://www.islands.com/2028601/america-most-efficient-reliable-airports-twenty-twenty-five/?utm_source=recommendedreads.com/

Sport Pilot 2.0 and EAA Chapters

By Christopher Gauger, EAA 746128, EAA Chapter Field Representative

October 2025 – One of the most important initiatives promoted by EAA has come to fruition.  Effective October 22, 2025, pilots who hold a sport pilot certificate or fly under sport pilot privileges

in the United States will have access to a much wider range of aircraft they can fly. This reform to the U.S. Federal Aviation Regulations, known as the Modernization of Special Airworthiness Certification (MOSAIC), was in the works for more than a decade. 

The final rule was announced during EAA AirVenture Oshkosh 2025, (see the next article below) and after years of advocacy by EAA and others, what we are calling Sport Pilot 2.0 is now in effect. 

Top 5 Things to Know About Sport Pilot 2.0

1.  70 percent of the single-engine piston aircraft fleet in the UnitedStates are now eligible to be flown by sport pilots.

2.  A maximum clean stall speed of 59 knots (67 mph) will be permitted for sport pilot-eligible aircraft.

3. Aircraft with up to 4 seats can be flown by sport pilots (increased from 2 seats).

4.   Sport pilots can fly with up to 2 occupants in the aircraft (pilot plus one passenger).

5.  There is no longer a maximum weight limitation for sport pilot-eligible aircraft.

MOSAIC also revises the light-sport aircraft category, allowing newer and more capable models of light-sport aircraft to be developed and sold on the market starting on July 24, 2026. It also expands

the scope of aircraft available for the Light Sport Repairman Maintenance (LSRM) rating, allowing more non-builder owners of amateur-built aircraft to perform their own annual condition inspections and other maintenance on their aircraft.

What Sport Pilot 2.0 Means for EAA Chapters

You may be wondering what effects Sport Pilot 2.0 will have on your EAA chapter and its members.

The biggest impact is that it will directly support EAA’s mission to grow participation in aviation.  With a sport pilot certificate, we hope to see new aviators learn to fly in half the time and at half the cost, compared to those pursuing a private pilot certificate. Members of your chapter who just want to fly for fun now have more opportunities to do so, saving time and money to obtain their pilot certificate and relying on their driver’s license in place of an FAA-issued medical certificate or

BasicMed. More people will be able to enjoy The Spirit of Aviation.

Other positive impacts include:

 More Aircraft to Fly: Sport pilots will have a much broader selection of aircraft to use for training and to own or rent. For example, common single-engine piston airplanes such asCessna 172s and most Piper PA-28s are now sport pilot eligible, whereas they were off-limits prior to MOSAIC due to the previous aircraft limitations. This means more people will be able to participate in general aviation activities.

 More Sport Pilot CFIs: There are now more incentives for pilots to become a sport pilot certified flight instructor (in accordance with 14 CFR 61 Subpart K). The sport pilot CFI certificate is easier to obtain than the traditional CFI certificate. It allows instructors to train

sport pilot students in sport pilot-eligible aircraft and be compensated for it. With more sport pilot CFIs entering the field, this would make more CFIs available to train sport pilot students, which will also free up traditional CFIs to focus on training private pilots and those

pursuing advanced certificates and ratings such as instrument and commercial.

 Homebuilt Aircraft: Sport pilots and those exercising sport pilot privileges will have more makes and models of homebuilt aircraft they can fly. This will directly support the homebuilding side of EAA, with many more kit planes and plans built airplanes being sport

pilot eligible.

 Young Eagles & Eagle Flights: More pilots will be able to volunteer to provide EAA Young Eagles flights for kids and EAA Eagle Flights for adults. For example, a sport pilot will be able to fly Young Eagles in a Cessna 172, so long as they only fly one passenger at a time in

accordance with the sport pilot rules, in addition to adhering to the Young Eagles pilot requirements. This means your EAA chapter will have more pilots to recruit for Young Eagles rallies, Flying Start events, and one-o Young Eagles flights and Eagle Flights.

 Ray Aviation Scholarship: The sport pilot certificate will be more attractive for potential scholars, especially those not pursuing a flying career. Although most Ray scholars seek a flying career, those who intend to work in a ground-based aviation role (e.g. aerospace

engineer, A&P mechanic, airport manager) would benefit from a sport pilot certificate. They can also upgrade to a private pilot certificate later in their aviation journeys if they decide to pursue something more advanced in the air.

These are just a handful of the effects that Sport Pilot 2.0 will have on the EAA chapters’ members and activities.

To learn more about MOSAIC and Sport Pilot 2.0, visit EAA.org/MOSAIC. If you have any questions specifically about MOSAIC and Sport Pilot 2.0, send them to mosaic@eaa.org or govt@eaa.org.

Q: Where can I read the rule?

A: The final rule, including the preamble and supporting documentation, can be found by clicking on the link at the bottom of this article. After October 22, 2025, the new rule language will be incorporated into relevant parts of the “FARs” (Chapter 14 of the Code of Federal Regulations) on all up-to-date online and print sources.

Q: When do the different parts of the rule take effect?

A: Sport pilot privileges will take effect October 22, 2025, 90 days after they are published in the Federal Register. 

Light-sport aircraft standards will take effect July 24, 2026, 365 days after they are published.

Q: What is the new max “clean” stall speed?

A: The new max “clean” (VS1) stall speed is 59 knots. Anything with four or less seats and a stall speed of 59 knots or less is now sport pilot eligible.  Sport pilots are allowed to have one passenger.

Q: What if my aircraft does not have a documented stall speed?

A: The bottom of the green arc on your airspeed indicator (or equivalent for nonstandard markings) should be your VS1 speed. Otherwise, the preamble of the rule recommends following the stall testing procedure specified in Advisory Circular 90-89C, Amateur-Built Aircraft and Ultralight Flight Test Handbook. EAA’s Flight Test Manual also includes a stall testing procedure.

Q: Can I fly as a sport pilot if I’ve been deferred or denied a medical?

A: No. Your most recent medical application must have been successful. (Read 14 CFR 61.23(c)(2)).

Q: Is my Cessna 172 a light-sport aircraft?

A: No. The term “Light-Sport Aircraft” now only refers to aircraft certification rules for aircraft designed and built to meet the requirements of the category. A Cessna 172 remains a standard

category aircraft.

Q: How does Sport Pilot 2.0 affect maintenance of legacy aircraft?

A: The MOSAIC final rule does not change how legacy certified aircraft are certified or maintained.  While early discussions of MOSAIC did include a category for legacy aircraft to be recertified for

easier maintenance and modification, this proposal ultimately was not included in the proposed 2023 rule or the 2025 final rule.

Q: Do private pilot privileges change with the rule?

A: No. Private pilot certificates and privileges experience no change with this rule.

Q: Do private pilots have any special privileges versus sport pilots when operating under a driver's license medical?

A: No. If a private pilot wishes to exercise sport pilot privileges with a driver’s license medical, the regulations treat them no differently than a sport pilot, without any additional privileges. However,

private pilots are credited for previous training and don’t require the same endorsements sport pilots do for towered airport operations or any other complex endorsements previously achieved.

Q: How can I fly at night as a sport pilot?

A: You must have a current FAA medical certificate (3rd Class or higher) or BasicMed and have proper training and endorsements to fly at night. 

Q: How can I exercise my new sport pilot privileges?

A: On October 22, 2025, you can fly any aircraft that fits into the new sport pilot specifications. Depending on the aircraft you may need additional training and endorsements. HOWEVER, all

pilots are strongly encouraged to obtain proper training and proficiency before acting as pilot in command of any aircraft.

Q: How do my privileges change as a current sport CFI?

A: Your instructor privileges expand with your PIC privileges as a sport pilot. Sport pilot CFIs who hold the proper medical certification, training, and endorsement may instruct at night under the

new rules. 

Q: If I have taken an E-LSA repairman course, do I need to take another to be able to do annual inspections on E-AB?

A: No, you do not need to take another course. The repairman certificate you earned is applicable to airplanes certificated as experimental light-sport and experimental amateur-built (from plans or a kit). 

Q: Can I get an instrument rating as a sport pilot?

A: No. You also may not exercise the privileges of an instrument rating when flying under sport pilot privileges.

Q: Can I conduct “aerial work” as a sport pilot for compensation or hire?

A: No. “Aerial Work” is a feature of the aircraft certification rule for new S-LSAs, allowing these aircraft to be used for certain commercial operations with the support of the manufacturer. The pilot will need to be appropriately rated. 

Q: How will insurance companies react to Sport Pilot 2.0?

A: We cannot speak for insurance companies. They will set their rates and policies relative to the assessed risk. However, we have been through the rollout of the 2004 Sport Pilot rule and BasicMed, and insurance companies have generally been willing to insure pilots operating under these rules. 

Our community is nearing a significant date — October 22, 2025 — that kicks o a “New Era in Recreational Aviation.” On this date, the changes to the sport pilot regulations as part of the Modernization of Special Airworthiness Certification (MOSAIC) final rule, or Sport

Pilot 2.0, take effect. These changes have the potential to benefit many areas of our community positively. Here are just a few:

Existing Sport Pilots

On this date, the 7,000-plus holders of sport pilot certificates will now have the ability to fly a host of different aircraft makes and models. This means that sport pilots will no longer be limited to just light-sport aircraft as defined in the 2004 rule, but now can access most of

the existing general aviation training fleet available at almost all local airports. With this change, sport pilots are no longer restricted to aircraft with a maximum weight of 1,320 pounds and two seats. They will be able to fly any aircraft with a clean stall speed (Vs1) of

59 knots or less, with a maximum of four seats, and up to one passenger. This includes the Cessna 150, 152, 172, and many 182s, many Piper Cherokees and Archers, and many legacy vintage aircraft such as Luscombes and older Bonanzas. To take advantage of these changes, sport pilots should be scheduling training flights and aircraft checkouts with their local flight schools and instructors now so that they are proficient to fly once the rule takes effect.

Existing Pilots holding Private Pilot or Higher Certificates

October 22, 2025, has special meaning for many other recreational aviators as well. On this date, pilots who hold private pilot certificates or higher and who choose to exercise sport pilot privileges can do so in any aircraft with a clean stall speed (VS1) of 59 knots or less, a

maximum of 4 seats, carrying up to one passenger, and, during daylight hours, utilizing a driver’s license in lieu of a third class medical or BasicMed. The ability to fly these larger aircraft with a driver’s license in lieu of a medical certificate means that many pilots can

transition from smaller aircraft, such as Ercoupes, Champs, Cubs, and past light-sport aircraft (1,320 pounds), to larger aircraft that now qualify. It may also mean that pilots who have not been flying recently may be returning to flying after a hiatus. These pilots should

also contact their local flight schools and FBOs to schedule time with an instructor and prepare for the opportunity to fly. Additionally, these people should review the status of their driver’s license. Hopefully, they haven’t missed an expiration date.

Flight Schools and Flight Instructors

The changes with Sport Pilot 2.0, especially those becoming effective on October 22, 2025, mean that flight schools and flight instructors are likely to have many more opportunities to engage in and promote sport pilot instruction. With this comes the need to understand thesport pilot certificate, as well as the importance of understanding pilots who are

“exercising sport pilot privileges.” These changes mean that most flight schools and flight instructors now have access to aircraft that make training sport pilots a viable option. This offers the ability to market aviation beyond a commercial career, highlighting the

recreational aspects, while utilizing most of the same aircraft you have access to today.

What’s Next?

The opportunities brought about by the FAA’s Sport Pilot 2.0 present many great opportunities for general aviation. It’s up to our community, our pilots, flight schools, instructors, aircraft manufacturers, and associations to creatively embrace these opportunities. EAA will continue to develop content and resources related to Sport Pilot 2.0

and post them at EAA.org/MOSAIC.

More questions?

Again, head to the  eaa.org/mosiac website for answers!

If you have even more questions, or are bored this fall, here's the link to the official Federal Register publication for MOSIAC:  https://www.faa.gov/newsroom/MOSAIC_Final_Rule_Issuance.pdf

Legislation introduced in Congress, the Pilot and Aircraft Privacy Act, seeks to address growing concerns about the misuse of ADS-B, which has been increasingly used to collect fees from pilots.

The bills, S.2175 and H.4146, were introduced June 26 by Sen. Ted Budd (R-N.C.) and Rep. Bob Onder (R-Mo.), respectively.

The bills seek to do the following:

• Prohibit the use of ADS-B data to assist in the collection of fees from pilots or aircraft owners.
• Clarify that ADS-B data may only be used for its intended purposes of air traffic safety and efficiency.
• Give the secretary of transportation the discretion to authorize other uses of ADS-B data.
• Expand, to all federal, state, and local entities, a provision in the FAA Reauthorization Act of 2024 preventing investigations from being initiated based solely on ADS-B data.
• Ensure public-use airports make transparent the impact of any new fees on general aviation and businesses and require revenue collected to be used for airside safety improvements.

“On behalf of AOPA, I want to thank Senator Budd and Representative Onder for leading on this important aviation safety issue. Both are active private pilots and understand that using ADS-B data for economic reasons clearly undermines the FAA’s 2020 ADS-B safety mandate intended to provide situational awareness of an aircraft’s position for air traffic control purposes,” said AOPA President Darren Pleasance.

“ADS-B is a critical safety technology mandated by the FAA and more accurate than radar. Abusing this technology to levy unfair, sometimes duplicative fees and threatening pilots with legal action will keep some general aviation pilots grounded, which is a loss for America’s economy, emergency response, and the aviation community at large,” said Budd.

Budd was joined by Sen. Dan Sullivan (R-Alaska) and Sen. Tim Sheehy (R-Mont.) with the introduction of S.2175. S   The latest status as of 6/2025:  Read twice and referred to the Committee on Commerce, Science, and Transportation.

“As a pilot with years of experience using ADS-B technology, I understand the game-changing impact it has had on aviation safety,” said Onder. “By communicating an aircraft’s identification, airspeed, heading and altitude, ADS-B has dramatically improved situational awareness for pilots, as well as the real-time data air traffic controllers need to keep pilots and passengers safe. Unfortunately, some third parties have taken advantage of this data to impose and collect exorbitant third-party landing fees and frivolous lawsuits targeted at general aviation pilots and travelers. These uses of data for purposes other than air traffic safety act as a deterrent for pilots to equip their aircraft with this potentially life-saving technology.”

AOPA works with airport managers and leaders to help find ways to diversify revenue streams and communicate effectively with those who use public airports.

GA pilots spent more than $600 million complying with the FAA’s 2020 safety mandate and were assured that ADS-B would only be used for improving safety and efficiency in the national airspace system.

Gov. Greg Gianforte (R-Mont.) recently signed into law legislation that would prevent airports in Montana from using ADS-B data to collect landing fees. This legislation was championed by state Rep. Shane Klakken (R-Grass Range). Similar legislation has also been introduced in the Minnesota legislature.

“We appreciate the recognition this issue is receiving at the state level, but we do want to avoid a patchwork of laws across the country and that is why these bills in Congress are so important,” added Pleasance.

New rule aims to shield private aircraft owners from harassment

ADS-B was created as a means of making aviation safer, as it gave pilots an extra tool to maintain situational awareness. Unfortunately, ADS-B combined with third-party websites that track aircraft is making it possible for keyboard warriors (the pilot term for internet trolls) to track down the owners of aircraft through the Federal Aviation Administration aircraft registry.

These people send anonymous letters to the owner’s address as listed in the FAA database. Often these letters come from someone who doesn’t like aircraft and include a threat to report the pilot to the FAA for alleged violations or threatened with a lawsuit. 

The FAA, as required by Public Law 118-63 as part of the FAA Reauthorization Act of 2024 has implemented Section 803 Data Private which allows private aircraft owners to request that their name and address be kept private and not publicly available on FAA websites.

To do this, private aircraft owners and operators need to make an electronic request of the FAA through the Civil Aviation Registry Electronic Services (CARES).

How the agency will make this happen has not been determined yet, as the FAA is publishing a Request for Comment (RFC) in the Federal Register.

The FAA wants to know how often people or organizations access or use registered owner information and how is this information used, as well as what would be the impact on privacy, safety, and accessibility of information if the identified categories of registered owner information are removed from public availability.

In addition, there is the question of what the impact of the removal of this information would have on stakeholders who need the information as part of performing maintenance, safety checks and other regulatory compliance.

For more information contact the FAA at faa.aircraft.registry@faa.gov

ADS-B was created to promote safety, as it gives pilots an extra level of situational awareness. Unfortunately, it is also being misused by persons who want to curtail aviation in their community. Because the complaint letters are anonymous even when they contain threats of physical violence there is very little if anything law enforcement can do. Meanwhile, the FAA has to investigate allegations of violations, especially those that suggest safety was compromised such as an aircraft flying too low over a residential area.