With the consensus standards in place, manufacturers can declare compliance and the FAA can certificate a new generation of more capable light-sport aircraft.

By Randall Brink - July 24, 2026

The Light Aircraft Manufacturers Association arrived at Oshkosh this week with the news homebuilders and light-aircraft makers have waited a decade to hear. The FAA has published in the Federal Register its Notice of Availability accepting the key American Society for Testing and Materials (ASTM) consensus standards that support the new Part 22 light-sport category under the Modernization of Special Airworthiness Certification rule, MOSAIC.

The practical effect is direct. Manufacturers can now declare compliance against accepted standards, and the FAA can issue airworthiness certificates for aircraft designed under the expanded rules. Part 22 takes effect July 24, and the acceptance of these standards is the piece that makes that date operational rather than symbolic.

The FAA acceptance covers four integration standards developed by the ASTM F37 Committee on Light-Sport Aircraft: F3815-26a for airplanes, F3836-26 for gliders, F3840-26 for powered lift, and F3841-26 for gyroplanes. These integration standards function as packages, each referencing a wide set of underlying functional standards that govern specific components such as structures, engines, and propellers. F3840-26 was written to address both powered lift and multicopters, but the FAA acceptance is at present limited to powered lift.

The agency also clarified several technical points in its filing. The F2839 compliance-audit standard remains optional, and the F3833 guide for computer-based control systems is offered for reference only. The FAA will maintain a repository of accepted Means of Compliance on its Light-Sport Category Aircraft page, and the public may comment through the Regulations.gov portal under Docket No. FAA-2026-6965 until August 17.

LAMA President and Board Chairman Scott Severen framed the moment plainly. “New more capable airplanes are on the way,” he said, crediting the ASTM F37 committee and the FAA for the effort. The association traces the origin of the work to its own advocacy beginning in 2014, on the tenth anniversary of the Sport Pilot and Light-Sport Aircraft rule.

More is coming. Power-parachute, weight-shift control, and helicopter integration were not part of this notice and are expected in the next Notice of Availability. Severen said FAA Order 8130.2M, the last document needed to implement the second MOSAIC effective date, is on track to publish soon. One point bears repeating for owners: every light-sport aircraft sold over the past 22 years remains fully valid to fly. MOSAIC enlarges the category; it does not touch the aircraft already in it.

As part of implementing the Modernization of Special Airworthiness Certification (MOSAIC) final rule, the FAA has issued updated advisory circulars (AC) affecting pilots, flight instructors, and light-sport repairmen. Three key ACs to be aware of are AC 61-65K, AC 65-32B, and AC 61-146, all of which align FAA guidance with the new MOSAIC framework.

AC 61-65K - Certification: Pilots and Flight and Ground Instructors

AC 61-65K replaces 61-65J and is now the primary endorsement and certification guidance under Part 61. In addition to new language reflecting updated sport pilot privileges, it adds several new sample endorsements tied to MOSAIC changes including those for night operations, controllable pitch propeller, and retractable landing gear. 

AC 65-32B - Certification of Repairmen (Light-Sport)
AC 65-32B replaces 65-32A and brings light-sport repairman guidance in line with MOSAIC. It updates terminology and guidance in line with the new rule’s changes to the light-sport repairman certificates, included the certificates’ expanded privileges involving experimental amateur-built aircraft.

AC 61-146 - Pilot Certification and Operations for Sport Pilots and Simplified Flight Controls
AC 61-146 is new and provides detailed guidance on sport pilot and sport pilot instructor certification, training, and operating privileges under MOSAIC, including which aircraft are sport pilot-eligible and what additional training or endorsements may be required (reiterating the regulatory language). It also explains the new simplified flight controls designation, outlining how pilots and instructors qualify and train in aircraft certificated with simplified controls. From a pilot certification perspective, simplified flight controls will primarily apply to sport pilots flying helicopters; simplified flight controls are a specific limitation of this category for sport pilots.

“Controllers are, in general, allowed to clear you to land when another aircraft might still be on the runway by the time you touch down. This situation is described in section 3−10−3. Same Runway Separation of Air Traffic Control, the official ATC handbook. 

The basic rule is that if you’re flying a light prop aircraft and will be at least 3000 feet behind the aircraft ahead when you cross the threshold, the controller can clear you to land. The lead aircraft must be moving toward an exit with nothing blocking its path off the runway. 

This option applies only during daylight and when two light single-engine or twin-engine airplanes (or helicopters) are involved. If a light twin is landing behind a single, the minimum separation increases to 4500 feet. When using this guidance to issue a landing clearance, controllers may advise you that adequate spacing exists, but they aren’t required to do so. 

These runway separation standards are part of a general ATC technique called “anticipated separation.” As the AIM explains, “An aircraft is considered clear of the runway when all parts of the aircraft are past the runway edge and there are no restrictions to its continued movement beyond the runway holding position markings.” That definition also appears in the Pilot/Controller Glossary under the heading “Clear of the Runway.” 

But remember you’re the PIC. You always have the option to go-around, even when the runway is clear. Controllers must ensure that a go-around won’t cause a conflict. And you can always say “Unable” if you’re uncomfortable complying with any ATC instruction, such as landing behind another aircraft, flying a short approach, or exiting the runway at a specific turnoff.”

From: Pilot Workshops 

Have you ever experienced a tool or machine that did something so well that you would never do it again without the machine? Every subsequent time you reached that problem, you would avoid doing it a less optimal way. This topic is similar but deals with sourcing specialty parts; installing them is less of a challenge.

You might not be able to go back to your old ways ever again.

Here's a simple memory aid that keeps it simple: 

Use “121.5” to remember when the ELT needs attention:

(1)  (2) 12 calendar months (your required inspection interval)

(1) 1 cumulative hour of operation (If switched on for a total of 1 hour, the battery has to be replaced or recharged)

  .

(5) 50% of battery useful life has passed. Even if it hasn’t been used, once half the battery’s useful life is gone, it’s time.

To summarize: Annual inspection, and replace the battery at 1 hour of cumulative ELT operation or at 50% of its useful life—whichever comes first.

A standard preflight checklist covers the basics, but several commonly overlooked steps can reveal mechanical issues before you ever leave the ground. Start by adding these five quick steps:

• Moving the airplane
• Inspecting the ground for leaks
• Exercising the struts
• Cleaning antennas
• Testing avionics before startup

Pilots are diligent about the standard preflight checklist including checking fuel quality, oil levels, control surfaces, hinges, fuel vents, tires, and the usual walk‑around tour. Those items are essential for determining basic airworthiness and making sure the engine has what it needs: fuel, air, and spark.

But some may overlook a few additional things that can help prevent unexpected issues in flight. These steps aren’t always obvious, but they can reveal mechanical symptoms, performance problems, or safety concerns before you ever leave the ground.

Here are five valuable preflight steps worth adding to your routine.

One of the biggest preflight mistakes pilots make is not moving the aircraft before departure.
When you grab the tow bar and pull the aircraft out of the hangar, you’re doing more than repositioning, you’re using this movement as a diagnostic tool.

As you move the aircraft, take note of:

• Brake behavior
  Are the brakes dragging or grabbing? That can reveal a sticking caliper or uneven wear.
• Nose gear movement
  Does it feel too loose or stiff?
• Roll resistance
  Anything unusual can indicate tire, bearing, or brake issues.

Ground handling feedback gives you a quick baseline of systems you rely on during taxi, takeoff, and landing.

Once you’ve moved the airplane, pause and look at the ground where it was parked. The hangar floor often tells a story.

For example:

• A few drops of oil under the breather might be normal for your aircraft.
• Red fluid? Likely brake fluid (a leaking caliper deserves immediate attention).
• Fuel stains, hydraulic fluid, or coolant (in certain aircraft) are all red flags.

Leaks can indicate problems long before they become airborne emergencies.

If your aircraft uses oleo struts, this step is simple and valuable.

Gently:

• Grab the inside of the propeller (safely!)
• Bounce the nose strut a few times
• Do the same for wings if the main gear also has struts

You’re checking for:

• Smooth, even compression
• Correct resting height
• Signs of low nitrogen charge or internal friction

Struts tend to “stick” at the height they rested overnight. A few bounces reveal what the strut will really do on landing, when you’ll actually depend on it.

Antennas accumulate oil, dust, and grime and few pilots think about them until they stop working.

Dirty antennas can lead to:

• Reduced VHF range
• Poorer GPS reception
• Garbled transmissions (and annoyed controllers)

A quick wipe with a soft cloth during preflight can prevent airborne communication issues, improve reliability, and help keep frequencies clean for everyone.

Some pilots keep avionics powered off until the engine is running, but a preflight avionics check can prevent serious in‑air surprises, especially in IFR operations. 

Before startup, power up your avionics and test:

• Autopilot engagement
• GPS lock
• Audio panel and intercom clarity
• Nav/Comm performance
• Stabilization systems
• Backup attitude indicators
• Electric turn & bank instruments (noisy bearings? inconsistent movement?)

Catching a failing instrument or questionable GPS lock on the ground is always safer than discovering it in the clouds.

Adding these quick steps to your preflight routine will:

• Help you spot developing problems early
• Increase your confidence in your aircraft
• Reduce in‑flight troubleshooting
• Enhance overall safety and awareness

Over time, you’ll start to understand your aircraft a little better. Plus, more often than not, problems are far easier to fix on the ground than in the air.

Until next time…
Happy Flying!

Below are some interesting comments to the above article

• Danny Cherry:  If you power up avionics before engine start, you better turn them back off before starting. The voltage drop followed by a surge can kill electronics quickly. The same is true of turning on the battery switch either the master. That’s tough on the voltage regulator. Better to make that switch a step in the check list. I’m a retired avionics technician with well over 50 years on aircraft, military and GA.
  • Jeff Simon:  Great idea!!
• David Abrahamson:  Well done Jeff. Clearly these are valuable tips for all pilots to take on board. However, in relation to IFR pilots, there is an implication that it may not be common practice to check the avionics and autopilot are working correctly prior to departure. Hopefully this is not the case…
• Mike Heberling:  Just when you think you have completed your pre-flight: take a quick walk around the airplane to double check for chocks, tie downs, tow bar, dipstick, fuel caps, pitot covers, bag door. I have witnessed pilots who have been distracted during the initial walk-around by passengers, phone calls, people stopping to talk, etc. and had overlooked one or more of the aforementioned pre-flight items.
• William Levy:  Dirty antennas do not cause garbled transmissions. Whereas real crud on a GPS antenna may cause poor signal gathering that’s about it. I have been playing with antennas for more than 50 years and the only thing that impacts their ability to send a proper signal is ICE and if your antennas are full of ICE so are your wings so stay home!
  • Larry:  I agree with William. Besides being an A&P, I’ve been a “ham” radio enthusiast for 60 years. RF cannot ‘see’ dirt … especially at VHF frequencies. The GPS and transponder antennas … maybe … but there’d have to be a LOT of dirt on ’em. The actual antenna ISN’T the outside white part you see … it’s embedded inside of that covering. So if the signal goes thru that plastic … so too will it go thru some dirt. There are a few antennas that are bare metal … those could be impacted but most antennas are not that design. This is an old wives tale.
    • Christopher Roberts:  The effect of contamination on antenna performance depends on the contamination chemistry, moisture content, thickness and RF frequency. In some scenarios it will degrade RF performance enough to render a system inoperative. Underbelly antenna and wet clay based runways are a particularly bad combination in this regard – exactly the combination at our grass airfield. Transponder and ADF are occasionally unreliable during wet winter operations unless rinsed off.
• Steve Wilson:   agree with Jeff. Especially the cleaning of the antennas. The XPDR antenna is most effected by dirt and most of the time is somewhere in the slipstream behind the engine crankcase vent system. Wipe it often.
• David Nelson CFII, AP/IA:  The aircraft also alows you to see flat spots or cord in the tire, works best on aircraft without wheel pants. Another item is standing back from the aircraft and looking at it. You can spot problems that you will miss when standing on top of them.
• David Beebe:  Rather than conducting a pre-flight inspection on the date of flight, I prefer to do a thorough post-flight inspection within a day or two following my last flight. That way, I can catch and timely correct any unexpected surprise(s) that might otherwise prevent me from launching the next time that I want to fly. That leaves just one pre-flight inspection (#1 above) on the date of the next flight, at which time I also visually inspect the tires for irregular wear (or worse).
  Then I can strap on a plane and go fly!
• Rob Johnson: Great blog,
  Especially the part about moving the plane. I think that quite a few things can be diagnosed not only on the plane itself, but also by taking a look at where it’s been sitting.
  Always great to remember that unlike a car, there is no pulling over to check a weird noise, or smell.
  Nice work!

There are distinct differences between a BasicMed “qualification” and an FAA-issued medical “certification.” 

FAR 61.53 governs all piloting operations and requires that we medically “self-assess” that we are fit and safe to fly during the time that either a medical certificate or BasicMed qualification is in effect. However, there are several “off-ramps” for self-certification that require a detour in the way of a special issuance medical before exercising BasicMed privileges.

There are eleven specific medical conditions, taken directly from the Part 67 medical standards, that require a one-time special issuance before you can start or continue with BasicMed. One of those is a “transient loss of control of nervous system function(s) without satisfactory medical explanation of the cause.” This is one of the “closet catch-all” regulations that needs a bit of a deep dive to fully understand.

Cerebrovascular disease, a common accomplice of “heart disease,” or atherosclerosis, is the result of a buildup of arterial “plaque” that forms over time in the arterial blood supply. These nasty fatty deposits are made up of a whole collection of by- products that congregate in our circulatory system, including connective tissue, collagen, cholesterol esters - lipid molecules formed by an interaction between free cholesterol and fatty acids—and phospholipids, a class of lipids that are essential components of cell membranes that help regulate the movement of nutrients and other substances in and out of cells. 

The cast of characters in the makeup of plaque is complex, but when they all get together like a crowded subway car, the result is a “dam” of sorts that obstructs the free flow of blood to the brain via the internal and external carotid arteries in the neck that are the main thoroughfares of blood from the heart to the brain.

If not diagnosed and treated early, the result often is a full-blown “stroke” or a lesser but still serious “Transient Ischemic Attack,” or TIA. This diagnosis is disqualifying for medical certification purposes, and requires a substantial “observation and recovery period” of up to 24 months. However, for the purposes of BasicMed, the recovery time may be less, depending on a key factor we talked about earlier; is the transient loss of control of nervous system function established to have a “satisfactory medical explanation” of the cause?

In most cases, a “stroke” or “TIA” that is documented as the underlying cause of the CVA (cerebrovascular accident) establishes the diagnosis and therefore is the “satisfactory explanation of the cause.” With the diagnosis, based on “signs and symptoms,” diagnostic imaging, appropriate treatment, and evolving improvement after the event, hopefully a full recovery will result. Regardless, the waiting time penalty is still in place before the FAA can evaluate for special issuance consideration, especially with a TIA that could recur down the road and present as a full-blown stroke. The two-year downtime gives the FAA a pressure relief valve to see how the patient does in recovery during that time. Also, if there was any apparent cognitive deficit resulting from the event, the recovery time gives the brain plenty of leeway to regain cognitive function, and post-event cognitive function testing could be part of the required evaluation for recertification for special issuance.

So, with respect to BasicMed, if the “satisfactory explanation of the cause” is clearly identified and mitigated, and the pilot can safely perform the duties under FAR 61.53, privileges can be resumed after the event without first having to be granted a special issuance medical under FAR part 67.

Spruce Creek Pilots,

At a recent Safety brief several websites and radio frequencies were discussed.

For your convenience the AAC is providing you with that same information for your future reference.

Here they are:

• Restricted Area status for R-2910, R-2906,  R-2907 and the Palatka MOA's can be obtained by contacting “Sealord” on 134.65, or by phone at 904-542-2250.
  
  
• Whenever possible monitor 121.5. Sealord will “broadcast in the blind” to advise aircraft if they are near or inside of restricted airspace.
  
  
• The status of all Special Use Airspace including Temporary Flight Restrictions nationwide is available online at SUA.FAA.GOV
  
  
• FAASAFETY.GOV is another web site which provides current procedures and important information.  This site allows users to receive email notifications based on personal preferences such as TFR’s, SUA, GPS outages,etc.  This is the same site used by the FAA wings program.
  
  
• SCPOA.COM (airport tab)Has the latest procedures and registration links for all flight and ground activities at 7FL6
  

Here's more general info on Private Use Airports (from AOPA Legal)

Pilots are familiar with towered and non-towered airports, but less so with private-use airports—airports that are not open to the public without prior approval. They are governed by legal frameworks that pilots and landowners alike should understand.

These airports offer unique opportunities but come with responsibilities for both the owner and the visiting pilot.  Many private-use airports are identified on sectional charts by a magenta circle with an “R.” Access is at the owner’s discretion. Generally speaking, you must get permission in advance. Additionally, the owner may require you to receive a safety briefing or sign a waiver before granting access. Owners can establish use conditions such as no stop-and-goes, daylight-only operations, or aircraft type limitations, or decline use altogether.  

With that control comes concern about liability. Fortunately, Recreational Use Statutes (RUS) in all 50 states may offer landowners some legal protection when their land is used for non-commercial, recreational purposes. Many states explicitly include aviation in their definitions of covered recreational activities. These laws generally shield the landowner from liability unless they act with gross negligence or willful misconduct.If you land with permission, or even in an emergency, the responsibility for any damage usually rests with the pilot, not the landowner.

But RUS protections vary by state, and they aren’t a substitute for aviation liability insurance, which remains a smart choice for airstrip owners. Charging landing fees or engaging in other commercial activity may void your statutory protections. Similarly, poorly maintained premises or known hazards not disclosed to visitors can still create liability. Accordingly, it is advisable to have a properly written policy to address gaps and offer added protection. If you have not reviewed your insurance lately, check your policy to ensure your operations are covered, especially if the airport is not charted.

Owners may also choose to chart their airstrip with the FAA by submitting Form 7480-1. While not granting public status, it ensures visibility in aeronautical publications and may assist in airspace coordination and local permitting. But access is a privilege, not a right. Always check in advance, follow any published procedures, and treat the property with care and respect.

Ultimately, private airfields enhance the freedom and flexibility of general aviation. When thoughtfully managed and respectfully used, they benefit not only the owner but the broader flying community. Whether you’re building one or visiting one, understanding the legal and operational framework ensures these valuable assets stay safe, sustainable, and available for years to come.

From the FAASTeam
Notice Number: NOTC3401

Using a checklist is a fundamental part of any safe flight. During preflight, a checklist ensures pilots inspect an aircraft’s components and systems for proper operation and structural integrity and allows them to verify airworthiness. On taxi and during flight, they help ensure the airplane and engine are functioning properly and are configured appropriately for each phase of flight. Checklists provide important structure to the things we check often, usually in a prescribed order of priority. Bottom line: checklist usage is a sound and proven way to reduce errors and improve flight safety.

But just like airplanes change with upgrades or modifications, so too should checklists to include those new items and procedures or omit those that are obsolete. Maybe you’ve added some new avionics equipment or installed a new fire extinguisher. Or perhaps you’d like to reorder your instrument and gauge checks in a more logical manner. Or maybe you’d prefer to use a more specific term to verify a desired state than the sometimes vague “check and set” response. The question for some might be - how exactly do I modify a checklist?

While there is no approval required from the FAA to modify or customize a checklist, pilots and aircraft owners should start by consulting their aircraft’s Pilot Operating Handbook (POH) or Airplane Flight Manual (AFM), or panel placards with some older aircraft. These steps should constitute the baseline for your checklist. If there is a manufacturer-prescribed task or procedure you wish to omit -- perhaps due to concerns about mechanical wear and tear on a particular component – you should consult directly with the manufacturer to ensure safety is not compromised.

The FAA issued a Safety Alert for Operators (SAFO 17006) in 2017 that addresses safety concerns with using commercial off-the-shelf (COTS) or personally developed checklists. The notice was prompted by an accident involving a landing gear failure in which the pilot used a COTS checklist that lacked key steps regarding manual gear extension. The SAFO urges pilots to ensure any COTS or personal checklist is consistent with what the manufacturer states.

Another important reason for this consistency is apparent during practical exams for a pilot certificate or rating. Designated pilot examiners may require an aircraft manufacturer’s procedure is demonstrated when testing applicants. Those who use a checklist that differs from the manufacturer may omit or incorrectly perform an important step, impacting their ability to successfully pass the exam. If you are providing flight instruction it is essential that you show, demonstrate, and explain any omitted items to students to avoid this potential pitfall. The student should be able to demonstrate the procedure and be able to explain why it has been omitted from the modified checklist and is not performed routinely.

Having checklists that are efficient, logical, and that account for changes to an aircraft’s systems can greatly improve safety and even increase the likelihood of them being used. Just be sure the information you use for those revised checks is correct, complete, and consistent with the manufacturer’s safety standards.

Bonus Tip: Want to take your preflight checklist to the next level? Check out the FAA Safety Team’s Advanced Preflight M-Pamphlet here. This pamphlet helps pilots obtain valuable maintenance history on their aircraft like ADs, ACs, and any manufacturer service-related information, and then develop an Additional Items Checklist that can be used in conjunction with your aircraft’s preflight checklist.

The lack of transition training has been cited as a causal factor in many GA accidents. Accidents frequently result from pilots being unprepared for challenges presented by the new, or different, aircraft they are flying. Even when pilots are legally certificated to operate aircraft within a specific category and class, significant differences can exist among different types of aircraft within that category and class — thus necessitating the need for effective transition training.  Click the button below to learn more.

Please touch the Drug List Button below to go directly to the FAA Document covering the subject.  It's very informative!!

A new course developed by Flight Service and available on FAASafety.gov provides students and VFR pilots guidance on how to conduct a safe and regulatory compliant preflight self-briefing using automated weather resources. The objective of the course is to ensure that the pilot understands aviation weather basics and learns to apply meteorological and aeronautical information in a systematic manner to plan a safe flight. The course includes scenarios, real-life examples, videos, reference materials, and practice exercises for pilots to conduct on their own or with their flight instructor. Access the WINGS credit course here: http://bit.ly/ALC683.  

(FAA-H-8083-9)

Designed for ground instructors, flight instructors, and aviation maintenance instructors, the Aviation Instructor’s Handbook was developed by the Flight Standards Service, Airman Testing Standards Branch, in cooperation with aviation educators and industry to help beginning instructors understand and apply the fundamentals of instruction. This handbook provides aviation instructors with up-to-date information on learning and teaching, and how to relate this information to the task of teaching aeronautical knowledge and skills to learners. Experienced aviation instructors will also find the updated information useful for improving their effectiveness in training activities.

This handbook supersedes FAA-H-8083-9A, Aviation Instructor’s Handbook, dated 2008.