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Everyone In This LEGO Dispute Should Have Spoken To A Lawyer Earlier Than They Did
On Techdirt, we often complain about lawyers and bad lawyering and bad cases. But there are times when lawyers are helpful, and my one-sentence summary after spending many days trying to understand a viral dispute about [checks notes] some old Star Wars LEGO sets is that a lot of people should have spoken to competent lawyers before doing… whatever the fuck they decided to do here.
If you haven’t been following the Bricks & Minifigs saga, congratulations on your peaceful existence. It’s a genuinely difficult story to track, partly because you have to watch a bunch of long YouTube videos to piece it together, and partly because almost everyone covering it is pushing a specific angle. Just as a point of reference, Bricks & Minifigs is a company that franchises its concept of stores for buying and selling lego blocks and sets — and, yes, minifigs. They have about 300 stores, most of which are franchised.
The basic summary (and some of this is disputed) is that a local Bricks & Minifigs franchise in Keizer, Oregon made an agreement with a guy named Bryan Mansell to sell a very large collection that his father had put together over many years of collectable unopened Star Wars LEGO sets. The intention of the collection had (we are told) always been to pay for college for Bryan’s children. His father, an 83-year-old man, had agreed to have Bryan sell the sets via the Keizer store on consignment. The collection was advertised, including on [the store’s Instagram page][1] where they made it clear that it was “one of the largest, most valuable privately held collections of Star Wars LEGO in the world” and that it was about to go on sale.
Later photos in that post detailed that they believed the collection was “worth well over $200,000” and that the entire collection would be sold through the store. The actual value of the legos in question is disputed, but the lowest number I’ve seen is closer to $60k. The entirety of the Instagram post text reads:
> *Saturday and Sunday, the 11th and 12th of November, the Bricks and Minifigs store in Salem-Kaiser will display one of the largest, most valuable privately held collections of Star WarsTM LEGO in the world. The event will be open to journalists and the public for photos before the collection goes on sale.*
> *In the early 90s, Ed Mansell predicted Star WarsTM LEGO would be a good investment. Over the next 15 years, he purchased approximately $20,000 of Star WarsTM LEGO and preserved them, sealed, in their original boxes. The investment really paid off. The collection is now estimated to be worth well over $200,000. Multiple sets, including the highly prized, incredibly rare Cloud City set, are now worth more than $10,000 each. Some of the individual minifigs are worth more than $1,300 each. The ten-fold increase in the value of Mansell’s collection is a greater return than if Mansell had put the same amount of money into the stock market in a Dow Jones Index Fund.*
> *When Ed Mansell decided it was time to divest, he turned to his son, Bryan Mansell. Bryan knows more about his father’s comic book and baseball card collection but didn’t feel confident in his knowledge of the LEGO secondary market. He saw the sign for the Bricks and Minifigs store while passing by on North River Road, came in, and asked the store owner, Chrystal Law, if she could help. “I told him, even if we couldn’t sell the collection, I would help him figure out how much it was worth because I didn’t want him to get ripped off. And I think that’s why he trusted me,” Law said. The entire collection will be sold through Law’s store, but first they wanted to put it all on display so the public can see it in its entirety.*
> *The collection will be on display in the store’s party room from 10am till 6pm on Saturday, November 11th, and 11am till 6pm on Sunday. The collection will be available for sale immediately, so the best time for pictures will be Saturday morning. The collection will not be stored on-site after hours for security reasons, and after Sunday the sets will be available for purchase but stored elsewhere. Bricks and Minifigs is located at 3670 River Road in Kaiser.*
Apparently, over the course of 2024, various parts of the collection were sold off and Mansell would stop by each month to collect his cut of the sales. There is a dispute over how much of the collection was actually sold before everything went off the rails in late 2024.
In November 2024, as you may have heard, Donald Trump was elected. Chrystal’s partner, Ben Gorman, runs a small publishing company called Not A Pipe Publishing, which (among other things) publishes something called the “Antifa Lit Journal.” Gorman felt like publishing such things in the US under a Trump regime might be problematic and looked into moving out of the country. As part of that, Law contacted corporate Bricks & Minifigs about selling or closing their franchise (exactly what she told them is disputed).
This next part is also disputed. Law & Gorman say corporate told them they had a franchisee who was interested in taking over the franchise. Bricks & Minifigs corporate claims that Law had told them she was shuttering the store and that she wasn’t allowed to do that, so they had to rush to reclaim the store. Almost immediately someone associated with Bricks & Minifigs, Brandon Best, showed up at the store, saying he was taking over the store and demanding the keys and that Law leave immediately. There’s also a dispute over whether or not Law & Gorman were in violation of their franchise agreement (Law & Gorman claim that the breach was due to failures by BAM corporate, which had been worked out months prior, and any claim of ongoing breach is misleading).
There’s a bit that is caught on video where Law tells Brandon and someone from the company on the phone that they have a large collection on consignment and that they owe Mansell money, and Bricks and Minifigs corporate tells Law they’ll “take on the consignment liability.”
Law and Gorman push back on Bricks & Minifigs just taking over the store, but are told by a B&M “official” name Ki McAllister (recorded by Gorman) that if they try to fight this, B&M will make their lives difficult: “If we go the legal route, it’s gonna be a very expensive battle for you and it’s not going to be a good position for you guys to get into. There’s not a whole lot of options for you. If you want to go the legal route, it’s just going to be a mess and it’s gonna be expensive for you.” When Gorman pushes back and asks if McAllister spoke “with” or “at” Crystal, McAllister admits he spoke “at” her and then says: “If you fight this, then you’re putting yourself into a whole lot of shit. I**t sounds like a threat and I can acknowledge that, because in a way it is.**“
From there, it appears corporate Bricks & Minifigs transferred the franchise to two of its partners, Joshua Johnson and Brandon Best (the guy who showed up at the store) and they just… basically denied owing Mansell anything at all or even having his legos. Or sometimes they’d admit it and sometimes they wouldn’t. It became messy. Mansell claims that the people he spoke to store gave an almost identical message to him that Ki McAllister gave to Gorman & Law that it would be too expensive for him to go to court to get back what he owes.
Mansell then reached out to YouTubers, some of whom detailed how Bricks & Minifigs appeared to have effectively stolen all these lego sets. But then (according to one of the YouTubers) Bricks & Minifigs threatened to sue them (sense a pattern?) and they took down the videos.
Mansell then contacted another YouTuber named Ben Schneider, who goes by the handle Reckless Ben — best described as a Temu Nathan Fielder. He puts himself in ridiculous situations, goes to equally ridiculous lengths to justify them, and stares blankly into the camera with that specific combination of cluelessness and overconfidence that comes from someone who has talked himself into believing every move he makes is correct.
In this case, that included (not a complete list) trying to get back Mansell’s money and/or remaining legos by going to the store, confronting the employees, confronting the owners (who were difficult to track down), showing up at Bricks & Minifigs corporate, speaking to the CEO, setting up a registered religion in order to run a raffle for the lego sets to try to make this a criminal case to get law enforcement involved (not how any of this works), filing a bunch of small claims cases against the store and the company and the owners of the store, creating a company called We Steal from Old People, setting up a “franchise” structure for We Steal from Old People to use a mirror argument of Bricks & Minifigs that he can’t be held liable for franchisee actions, putting up signs for that store, and much more.
Some of these moves are interesting. Some are genuinely clever. Many are very stupid — particularly agreeing to talk to cops without a lawyer present after being arrested (more on that shortly), and believing that tricking a store employee into signing what she thought was a delivery receipt, but which was actually an unenforceable “contract” against trespassing him, accomplished anything at all. Mostly what all of this does is generate attention, rather than anything *legally* compelling.
The one potentially legally interesting move in all of this was filing the ten separate small claims cases against the store (I won’t even get into how they were able to structure things to file the ten separate claims even though that’s interesting, because this is freaking long enough, and the details are in some of the videos below). The store refused to show up in the cases, meaning that default judgments were entered in each case. When Schneider went to the store to try to collect, he found that the store had been permanently shuttered the day after the default judgments came down (which looks very, very bad for Bricks & Minifigs and the franchise owners).
The cops get called on Schneider repeatedly through all of this. When he’s in Utah trying to confront both Bricks and Minifigs CEO Ammon McNeff and the supposed franchise owners, Joshua Johnson and Brandon Best. He tries to take Johnson to small claims court and the court tells him he needs to first try to resolve the issue with Johnson, but Johnson (who at one point offers to give Mansell the lego back if Mansell apologizes, but then doesn’t) has blocked Schneider’s phone number and calls the police when he sees Schneider and associates near his house.
At multiple points the police stop cars that Schneider is in (one time after falsely claiming they didn’t stop at a stop sign, even though the dash cam shows they clearly did) and generally appear to be harassing Schneider and his colleagues. In what appears to be a tremendously egregious move, they pull them over and hold them for hours claiming that they believe there are drugs in the car which they search for and are unable to find. Later the cops get a warrant and raid the Airbnb where Schneider and others are staying, arresting them all.
Schneider and some of the others working with him are arrested at various points for stalking and harassment, while Schneider insists he’s just trying to serve Johnson with the papers from the small claims case. There’s also an attempt to claim that the Go Fund Me campaign that Schneider set up at some point violates some law. The whole thing goes off the rails in so many ways.
Schneider also gets access to various bodycam footage, some of which is redacted in places that look sketchy but happens all the time with police body cams. Some of the bodycam footage looks damning against the police (including a couple of admissions that they don’t really think Schneider and his friends have violated the law, even if the police chief later disputes that).
Very stupidly, Schneider and his friends/colleagues repeatedly talk to cops without a lawyer present. This is a very bad thing to do. Multiple people who were arrested later put up their own videos about it, including one (the guy who was arrested for trying to lock his phone when a cop tried to take it), [who claims][2] that he’s got a high IQ so was never going to get bested by a cop (this is also a stupid thing to say).
Bricks & Minifigs’ position on all of this appears to be that (1) anything bad that happened was because of the franchise owners and not corporate, both the previous ones and the ones they arranged to take over who appear to be closely associated with corporate Bricks & Minifigs anyway, (2) Law & Gorman violated their franchise agreement in many ways and the takeover of the store was necessary because of that, (3) that Gorman & Law “stole” Mansell’s legos and the new store really didn’t have any, (4) that Gorman & Law weren’t allowed to do consignment deals in the first place (despite evidence to the contrary, including the franchise agreement that lays out that consignment is acceptable), (5) that Ki McAllister is a low level employee and his statements don’t matter (not how it works), (6) that they didn’t know about any consignment deal (clearly untrue given video evidence as well as notifications from both Law and Mansell), (7) that Schneider is only giving a one-sided account
(true, but doesn’t deal with many of the factual claims), and (8) that this is all an illegal harassment campaign against them designed to get them to pay out way more money than they owe (if they owe anything at all).
On top of all that we have competing additional civil lawsuits filed in Utah state courts and the various misdemeanor (not felony) charges against Schneider (though he claims he’s also being threatened with felony charges, though as far as I can tell none have been filed yet). Oh and the potential of criminal charges against… someone… in Oregon for the possible theft of Mansell’s collection.
Phew.
Let’s now insert some of the many videos on this. I will say that Bricks & Minifigs corporate (and the replacement franchise owners) come out of this all looking very, very, very sketchy. Ben Schneider comes out of it looking like both a hero for getting a tremendous amount of viral attention to all of this, but also kind of a dumbass for doing a bunch of very stupid things that he thinks helps his cause but don’t, which he could have avoided by… actually talking to a lawyer. Yes, Schneider got a ton of attention on the issue, but also did a ton of things that likely made everything worse for Mansell and himself.
If literally *anyone* involved had spoken to a lawyer at any point, an awful lot of this mess could have been avoided.
That’s why I’ll start with the most even-handed summary I’ve seen of the whole thing, from the always excellent Lawful Masses with Leonard French, who walks through [the legal reality in exhaustive detail][3]. It’s more complicated than any of the other coverage suggests, though yes, Bricks & Minifigs still comes out of it looking like people who took control of collectible legos they had no rights to.
Some of the key points highlighted by French that haven’t made it into most of the other videos I’ve seen:
1. Mansell should have filed a [UCC-1 financing statement][4] with the consignment to protect his property (this is genuinely useful information for anyone ever looking to sell things on consignment) but even if he didn’t do that, he’s probably protected by the “[merchant exception][5]” related to the Statute of Frauds. This is far beyond my own legal understanding, but is fascinating.
2. Mansell sent a termination letter to the new owners of the franchise, putting them on actual notice that the sets were his.
3. Mansell had a friend go in and purchase one of his sets *after* he had clearly informed the store not to sell one. As French points out, this is now a pretty clear theft case.
4. Bricks & Minifigs has some ways that they could (potentially successfully) challenge the small claims default judgments against them in Oregon, but the clock is ticking on that, and if they fail to, those judgments could follow them around.
Then as I was finishing up this already incredibly long article, I saw French has released part II, [looking at some of the filed lawsuits][6] that I discuss below and coming to similar conclusions that I do (i.e., no one comes out of any of this looking good).
Then there are some of Schneider’s amusing/cringey videos, [starting with][7] him talking about the effort to get back the legos. This is the main video that made this go viral and currently has around 3 million views.
He then published a follow up detailing how the police in American Fork [treated him and his friends][8] including stopping them multiple times and eventually raiding their AirBNB and arresting them.
And also a short video reading through and reacting to a leaked letter that Bricks & Minifigs corporate [sent to their franchisees][9] about how to deal with the controversy.
There is also a short video from Law and Gorman [regarding their side of the story][10].
Then there are the American Fork police who released [this bizarre video][11] showing their side of the story, which appears to be set in… I dunno… heaven? John Oliver’s void? The entirely white background is a freaking choice is all I’m saying. So too is the “I’m reading you a bedtime story” tone of voice from police chief in the video.
The police chief also fails to address the weird redactions in the bodycam footage, and the multiple times his cops are caught effectively admitting that Schneider and his crew weren’t actually breaking the law.
Schneider has released [a response video][12] using a similar backdrop and highlighting problems and inconsistencies with the claims in the police video.
Then there’s Bricks & Minifigs CEO Ammon McNeff going on a livestream and [doing a poor job of defending the company][13], including saying a few things that won’t do him any favors in court.
Believe it or not, there’s even more in all these videos that I don’t have time to go into, but we’re at almost 3,000 words already and we haven’t gotten to some of the competing lawsuits.
We have discussed the small claims cases (which have mostly ended in default because BAM folks ignored them) but the bigger deal are the competing lawsuits that have been filed in Utah’s state court and have received less direct attention. While it’s one thing to say things on a one-sided YouTube video, what you say in court can be a bit more serious. And we have two competing cases to look at. The first was filed by Law and Gorman and the LLC they had set up to run the Oregon store, and [filed in Utah’s Chancery Court][14] back in March.
It adds some useful details to the whole mess, including saying that the only breach they had regarding their franchise agreement with BAM corporate was… because BAM themselves refused to live up to the requirements of the agreement. Apparently Law had simply managed the store before this, but had approached corporate about taking on the franchise, which they agreed to do. But after working out a deal, the company failed to transfer the lease *and the bank account* over to Law & Gorman, which caused a bunch of problems regarding payments:
> *Shortly after the sale closed, BAM failed to fulfill its obligations to properly transfer the store’s bank account and assign the store lease to Plaintiffs’ LLC. These were not minor administrative oversights—they were fundamental obligations without which the franchisee could not operate the business. Without control of the bank account, Plaintiffs could not make the automated payments required under the Franchise Agreement. Without the lease in their name, Plaintiffs had no direct relationship with the landlord and no ability to ensure rent was paid. BAM’s failure to complete these transfers was the first material breach of the Franchise Agreement and the proximate cause of every subsequent “default” BAM later cited as grounds for termination.*
>
> *BAM did not return the bank’s documentation needed to change account ownership, causing the account to be frozen without Plaintiffs’ knowledge. As a result, automated payments for franchise royalties and for the remaining purchase price were not withdrawn as scheduled.*
>
> *Similarly, because BAM never assigned the store’s lease to BAMF Salem 1, LLC, the landlord’s notices of bounced ACH rent payments went to BAM as the tenant of record—not to Plaintiffs. BAM did not promptly inform Plaintiffs of these issues, effectively concealing the problem until it had compounded. Plaintiffs thus could not pay rent through no fault of their own: the lease was not in their name, the bank account was frozen, and the party responsible for both failures—BAM—kept Plaintiffs in the dark. BAM’s own Director of Operations later confirmed this failure on a recorded call, admitting that “the lease is technically in our name still.”*
That is a pretty bad look. Especially given that, in BAM’s own lawsuit, they claim the reason they repossessed the store and handed its franchise to someone else was… the very things that Law & Gorman say they caused. BAM corporate’s[ massive lawsuit][15] filed against Ben Schneider, Bryan Mansell, and a bunch of folks working with them (and, of course, claiming civil RICO because why not?) claims that they took back Law & Gorman’s franchise because of breaches to the agreement, such as those that Law & Gorman say were BAM’s fault n the first place (oddly, the BAM lawsuit refers to everyone by their first names, rather than last, which would be more typical).
> *Despite the foregoing plain requirements, Chrystal and Benjamin materially breached their obligations, as required APA payments were not completed, FA royalty payments became delinquent, the lease and various accounts were never properly transferred and lease amounts were unpaid. Chrystal’s outstanding contractual obligations mounted, eventually exceeding an estimated $175,000….*
>
> *… Based on the foregoing uncured breaches and anticipatory repudiation, BAM, inter alia, issued a written 11/14/24 Notice of Immediate Termination to Salem LLC pursuant to the FA, exercised its priority rights to the collateral in the Security Agreement, pre-scheduled a repossession with Chrystal and repossessed the Salem LLC store on or after 11/14/24 and assumed the lease, as expressly permitted under the FA and APA, including any and all fixtures, inventory and other assets, and credited an estimated $38,000 paltry value thereof as an offset to the unpaid $175,000 debt.*
That’s a pretty big factual dispute that the two courts are going to need to dig into.
The BAM lawsuit also claims that they had no notice of Mansell’s consignment, which is plainly bullshit given the video clip that shows up in basically all of the videos above:
> *Excepting only respecting the foregoing unpaid lease, BAM did so as a bona fide purchaser, without notice of any third party claims or liens of any kind, including Chrystal and Benjamin’s undisclosed and alleged 11/22/23 Consignment Agreement with Brian, referenced infra.*
>
> *Prior to and at the time of repossession, BAM’s representative, Brandon, conducted an informal and video inventory of the Salem LLC fixtures and inventory. While he did not locate or identify any product that was identified as consigned or not owned by Salem LLC, he concluded that the maximum value of any residual inventory was less than $38,000. Less than $5,000 worth of Star Wars LEGO product could be located and identified in the entire residual Salem LLC onsite inventory.*
This is quite a claim to make given the video evidence to the contrary, which had already gone viral by the time this lawsuit was filed last week.
There are other claims in the BAM lawsuit that seem problematic including this:
> *Bryan showed up later that day and began yelling at personnel and holding up purported consignment paperwork demanding the immediate return thereof or payment of $80,000. Josh interceded and asked to review it and briefly did so and pointed out that neither BAM (nor Josh and Brandon) were a party to this purported arrangement.*
Again, taking over the store also meant taking over the consignment liability, which they had already been made aware of and which they admitted they were taking over (as recorded in the security camera video). That they hadn’t personally been a party to the arrangement doesn’t matter, because when they took over the franchise they also took over that agreement.
The complaint then says that Johnson and Best tried to find the alleged sets owned by Mansell but were unable to do so, concluding that they were all gone. This is, obviously, contested by Mansell and others who have pointed to evidence that the sets were still in the store, including Mansell having someone go in and purchase one of the sets after he had demanded them back in a written notification.
The complaint also claims that it was only in late 2025 and early 2026 that Best was able to dig into the old franchise’s accounting system to find details of sales of what were likely many of Mansell’s legos. The complaint argues that it appears most, if not all, were sold by Law prior to the takeover and if Mansell is owed money, it’s from Law and Gorman.
> *Many months later in the fall of 2025, and only after Baker Salem had entered its 3/27/25 Business and Asset Purchase Agreement, Brandon gained access to Salem LLC’s archived and incomplete POS accounting system, which he discovered identified Star Wars “lot sets” from Star Wars regular “lots” inventory sales. This inventory sale distinction was unclear to Brandon and Josh, and Chrystal had never explained the significance, if any, to anyone, but Brandon much later in 2026 discovered that approximately 367 purchases of lot sets (for an estimated retail value of $46,000) and 336 purchase of lots (for an estimated retail value of $12,600) had occurred after 2023. He still could not, however, confirm the specific products sold (and whether they had been consigned or not).*
Then we get the RICO claims. The supposed “conspiracy”:
> *Upon information and belief, though they had no legitimate legal recourse or evidence upon which to file a claim, Chrystal, Benjamin and Bryan conspired to, inter alia, threaten, intimidate, extort and defraud Plaintiffs anyway possible, as detailed herein, including the formation of an Enterprise to engage in wrongful activities.*
>
> *As an initial step, Salem LLC caused a 12/24/24 legal demand letter to be sent to BAM, variously alleging it had been damaged based on the termination of its FA, which was a private business matter between Chrystal and Salem LLC. On 1/10/25, BAM responded, denying the allegations and providing support for its termination. Neither Salem LLC, nor Chrystal or Benjamin, thereafter pursued any claim in the letter further with BAM until 1/2/26, when a separate legal demand letter was sent, as discussed infra.*
>
> *Instead, upon information and belief and in furtherance of such threats, Chrystal, Benjamin and/or Bryan learned of Schneider and communicated with him, whereby they provided information regarding their unsupported claims against Baker Salem and/or BAM, ignoring and excluding Salem LLC and/or Chrystal’s sole obligation regarding any private consignment agreement with Bryan. In connection therewith, they, together with others (i.e., DOES 1-15) conspired to intentionally, maliciously, fraudulently and illegally threaten, extort, harass, profiteer, interfere with and damage Plaintiffs in furtherance of the Enterprise, including based on the unlawful activities described herein.*
>
> *Upon information and belief, Schneider and the Schneider Group acquired a direct or indirect financial interest in Bryan, Chrystal, Benjamin and/or Salem LLC’s unsupported claims against Plaintiffs, whereby co-Defendants (with Bryan, Chrystal, Benjamin and/or Salem LLC’s assistance and support) organized and established the Enterprise that would launch a campaign of deception, disinformation and destruction intended to cause Plaintiffs injury and damage, to extort a demand of over $200,000, to deceive and manipulate Plaintiffs, to interfere with Plaintiffs economic and family relations, to harass Plaintiffs, to cause private and public nuisances, to trespass and to otherwise engage in a pattern of unlawful activities, as described herein.*
They then claim that this “enterprise” engaged in numerous “unlawful activities” in support of the supposed conspiracy:
> *Commencing after Baker Salem began operations as a new franchisee and continuing to date, Schneider and the Schneider Group (with the support of Bryan and Chrystal) waged a malicious and intentional campaign of extortion and destruction through independent episodes of unlawful activities against Plaintiffs. Such included periodic harassment through phone calls, numerous disruptive store or office visits, repeated instances of trespass, deceptively staged events (i.e., disingenuous coronation, rally, raffle, store front table promotion, a fictitious Lego Club rally, manufactured and frivolous complaints to police, private and public nuisances, threatening phone calls, numerous deceptive live and telephonic impersonations, in person and remote threats (and via proxies), frivolous sham lawsuits (splitting claims in multiple ineffective small claims actions), etc.), issuing the Publications of defamatory and disparaging images and content, all in furtherance of the Enterprise.*
The complaint quotes Schneider’s viral video in ways that… Schneider himself made easy for them to quote. The “we have to do something illegal” is not a great line for Schneider and the other defendants in this case. They also highlight this bit, which is also not a great fact for Schneider:
> *5/21/26 YouTube Video, Minute 12:46 through 14:46 (Schneider attempted extortion and directly threatened Ammon by stating that, “if you just want to give it back now, it’s going to be a lot easier for you guys. You know, I think you guys would prefer the easy way” or “the hard way. I don’t think you guys are really going to like it”. An implied depiction of the threatened violence associated with the “hard way” is an explosion at BAM’s corporate headquarters).*
Of course it’s a bit rich for them to complain about the “easy or hard way” complaint when they apparently made similar statements to Law & Gorman as well as Mansell.
Once again, so so so much of all of this could have been avoided if either side had competent lawyers and listened to them.
Johnson and Best also claim that they tried to settle with Mansell and he rejected their offer, which they claim is evidence that “the enterprise” was seeking more than they were legitimately entitled to:
> *In late 2025 and based on co-Defendants’ ongoing harassment, Brandon and Josh further investigated the Baker Salem store inventory, and though they still could not reliably identify any product that appeared to belong to Bryan, they located a few (approximately 20) Star Wars LEGO sets in a back office lockable cupboard, on which they noticed stickers not previously recognized. As a precaution only, but still without knowledge that Bryan in fact had any right thereto, they directed that such not be sold from Baker Salem’s inventory and remain locked up pending completion of their ongoing investigation and receipt of reliable evidence of ownership and other conditions.*
>
> *On or about 12/3/25, in a text exchange between Josh and Bryan (deceptively orchestrated by Schneider) and after sustaining incredible business disruption and harm, Josh discussed a possible settlement scenario under economic duress. Purely as an accommodation (and without any legal obligation to do so), Josh discussed a possible settlement scenario to allow Bryan to retrieve the few sets that had been provisionally identified as merely Star Wars related product in the back office (i.e., described above, though not necessarily belonging to Bryan), which as a precautionary matter, Josh had set aside pending receipt of ownership documentation from Bryan. Josh indicated a written apology and other concessions would need to be made and the harassment must stop. Bryan rejected this proposal outright and responded, “Unless you are going to make us whole on the whole Lego collection, I don’t see where we have anything to discuss.” This confirmed the Enterprise’s interest. Referring to the
> sets he had identified, Josh replied, “We can give you what was left when [presumably Chrystal] left. We can’t and aren’t responsible for what she sold the two years yall were working together. If you want what she left let me know.” Bryan refused this offer. This exchange further evidenced Bryan’s objectives were not about recovering a LEGO collection, but rather about extorting payment for the Enterprise beyond any legitimate claim.*
That argument may sound good to the BAM folks, but I’m pretty sure they’re wrong when they claim they’re not responsible for what Law sold prior to them taking over, because (again) when they took over the store they took on any liabilities with the store. And that would be one of them. Also, there appears to be some evidence in the videos that some of the times they offered to return Mansell’s legos and then… didn’t.
Believe it or not, the 5,000+ words I’ve already written here barely scratches the surface.
Strip it all back and the core of this is pretty simple: an 83-year-old man’s carefully assembled lego collection — built over 15 years, meant to fund his grandkids’ college — appears to have been taken (at least in part) by people who calculated that it would cost more to fight them than to walk away. That bet almost paid off. The only reason this became a national story is that Bryan Mansell found someone willing to be very, very extremely online about it.
But “going viral” is not a legal strategy. And Schneider’s willingness to do basically anything for content — including things that are genuinely legally stupid, like talking to cops without a lawyer present, or making statements on camera that now appear in a civil RICO complaint — may have made things considerably worse for Mansell in the long run, even as it made things considerably more uncomfortable for Bricks & Minifigs in the short run. If Schneider had talked to a lawyer before doing half of what he did, he might have accomplished more with less collateral damage.
Though it might not have made such “good content.”
Meanwhile, if Bricks & Minifigs had talked to a lawyer — a good one, not just whoever is filing these complaints — they might have been advised that explicitly threatening people on recorded calls, taking over a store while explicitly acknowledging a consignment liability on video, and then denying that consignment existed in court filings, was not a sequence of events that tends to end well. And that shuttering the store the day after default judgments came down looks, to put it diplomatically, quite bad.
The deeper structural problem here — one that Leonard French articulates better than I can — is that the US legal system has a genuine dead zone around mid-five-figure disputes. Too big for small claims (even with Schneider’s claim splitting exploit), too small to justify the cost of a full civil suit, it’s exactly the range where a well-resourced defendant can make a calculated bet that the other side will run out of money or patience before getting justice. That’s a feature of the system Bricks & Minifigs happened to exploit, but is not unique to them.
The answer to that structural problem shouldn’t be “find a YouTuber willing to go to ridiculous lengths to get attention on this issue.” Though in 2026, that does appear to be working better than most alternatives — at least in the court of public opinion, where the verdict has already come in decisively on the side of Mansell and Schneider. That’s a real problem for Bricks & Minifigs and every one of their ~300 franchisees, regardless of how the legal cases resolve. You don’t get to un-become the lego store that allegedly stole an old man’s retirement collection. That story is going to follow this brand around for a long time.
None of this had to go this way. A competent lawyer on either side, at almost any point in this saga, probably changes the outcome significantly. Instead, both sides made calculated bets — Bricks & Minifigs that the costs of fighting would deter anyone from trying, and Schneider that going maximally viral would substitute for having an actual legal strategy. The first bet nearly worked. The second is still being litigated, in multiple senses of that word.
[1]: https://www.instagram.com/p/CzXGqtBPby0/?utm_source=ig_web_copy_link&img_index=2
[2]: https://www.youtube.com/watch?v=f3XfOxYmkE0
[3]: https://www.youtube.com/watch?v=14ktgvoH4Mc
[4]: https://en.wikipedia.org/wiki/UCC-1_financing_statement
[5]: https://definitions.lsd.law/merchant-exception
[6]: https://www.youtube.com/watch?v=imD2U3kCZTA
[7]: https://www.youtube.com/watch?v=wscQpkcwgNU
[8]: https://www.youtube.com/watch?v=cxZPfj8AlmY
[9]: https://www.youtube.com/watch?v=nny2ojTqW3A
[10]: https://www.youtube.com/watch?v=zedmOopRTm0
[11]: https://www.youtube.com/watch?v=IcVmSQpIPRY
[12]: https://www.youtube.com/watch?v=2YEzhDn0jY8
[13]: https://www.youtube.com/watch?v=9dmR3Flk49k
[14]: https://s3.documentcloud.org/documents/28180727/law-gorman-v-bam.pdf
[15]: https://s3.documentcloud.org/documents/28180726/bam-v-schneider.pdf
https://www.techdirt.com/2026/06/02/everyone-in-this-lego-dispute-should-have-spoken-to-a-lawyer-earlier-than-they-did/

“We’re Too Close To The Debris”: Airplanes Dodge The Remains Of Exploding SpaceX Rockets
*This story was [originally published][1] by ProPublica.* *Republished under a [CC BY-NC-ND 3.0][2]* *license.* *There are additional (exceptional!) imagery in the original.*
When SpaceX CEO Elon Musk chose a remote Texas outpost on the Gulf Coast to develop his company’s ambitious Starship, he put the 400-foot rocket on a collision course with the commercial airline industry.
Each time SpaceX did a test run of Starship and its booster, dubbed Super Heavy, the megarocket’s flight path would take it soaring over busy Caribbean airspace before it reached the relative safety of the open Atlantic Ocean. The company planned as many as five such launches a year as it perfected the craft, a version of which is supposed to one day land on the moon.
The FAA, which also oversees commercial space launches, predicted the impact to the national airspace would be “minor or minimal,” akin to a weather event, the agency’s 2022 approval shows. No airport would need to close and no airplane would be denied access for “an extended period of time.”
But the reality has been far different. Last year, three of Starship’s five launches exploded at unexpected points on their flight paths, twice raining flaming debris over congested commercial airways and disrupting flights. And while no aircraft collided with rocket parts, pilots were forced to scramble for safety.
A ProPublica investigation, based on agency documents, interviews with pilots and passengers, air traffic control recordings and photos and videos of the events, found that by authorizing SpaceX to test its experimental rocket over busy airspace, the FAA accepted the inherent risk that the rocket might put airplane passengers in danger.
And once the rocket failed spectacularly and that risk became real, neither the FAA nor Secretary of Transportation Sean Duffy sought to revoke or suspend Starship’s license to launch, a move that is permitted when “necessary to protect the public health and safety.” Instead, the FAA allowed SpaceX to test even more prototypes over the same airspace, adding stress to the already-taxed air traffic control system each time it launched.
The first two Starship explosions last year forced the FAA to make real-time calls on where to clear airspace and for how long. Such emergency closures came** **with little or no warning, ProPublica found, forcing pilots to suddenly upend their flight plans and change course in heavily trafficked airspace to get out of the way of falling debris. In one case, a plane with 283 people aboard ran low on fuel, prompting its pilot to declare an emergency and cross a designated debris zone to reach an airport.
The world’s largest pilots union told the FAA in October that such events call into question whether “a suitable process” is in place to respond to unexpected rocket mishaps.
“There is high potential for debris striking an aircraft resulting in devastating loss of the aircraft, flight crew, and passengers,” wrote Steve Jangelis, a pilot and aviation safety chair.
The FAA said in response to questions that it “limits the number of aircraft exposed to the hazards, making the likelihood of a catastrophic event extremely improbable.”
Yet for the public and the press, gauging that danger has been difficult. In fact, nearly a year after last January’s explosion, it remains unclear just how close Starship’s wreckage came to airplanes. SpaceX estimated where debris fell after each incident and reported that information to the federal government. But the company didn’t respond to ProPublica’s requests for that data, and the federal agencies that have seen it, including the FAA, haven’t released it. The agency told us that it was unaware of any other publicly available data on Starship debris.
In public remarks, Musk downplayed the risk posed by Starship. To caption a video of flaming debris in January, he wrote, “[Entertainment is guaranteed!][3]” and, after the March explosion, he posted, “[Rockets are hard][4].” The company has been more measured, saying it learns from mistakes, which “help us improve Starship’s reliability.”
For airplanes traveling at high speeds, there is little margin for error. Research shows as little as 300 grams of debris — or two-thirds of a pound — “could catastrophically destroy an aircraft,” said Aaron Boley, a professor at the University of British Columbia who has studied the danger space objects pose to airplanes. Photographs of Starship pieces that washed up on beaches show items much bigger than that, [including large, intact tanks][5].
“It doesn’t actually take that much material to cause a major problem to an aircraft,” Boley said.
In response to growing alarm over the rocket’s repeated failures, the FAA has expanded prelaunch airspace closures and offered pilots more warning of potential trouble spots. The agency said it also required SpaceX to conduct investigations into the incidents and to “implement numerous corrective actions to enhance public safety.” An FAA spokesperson referred ProPublica’s questions about what those corrective actions were to SpaceX, which did not respond to multiple requests for comment.
Experts say the FAA’s shifting approach telegraphs a disquieting truth about air safety as private companies increasingly push to use the skies as their laboratories: Regulators are learning as they go.
During last year’s Starship launches, the FAA was under pressure to fulfill a dual mandate: to regulate and promote the commercial space industry while keeping the flying public safe, ProPublica found. In his October letter, Jangelis called the arrangement “a direct conflict of interest.”
In an interview, Kelvin Coleman, who was head of FAA’s commercial space office during the launches, said his office determined that the risk from the mishaps “was within the acceptable limits of our regulations.”
But, he said, “as more launches are starting to take place, I think we have to take a real hard look at the tools that we have in place and how do we better integrate space launch into the airspace.”
### “We Need to Protect the Airspace”
On Jan. 16, 2025, as SpaceX prepared to launch Starship 7 from Boca Chica, Texas, the government had to address the possibility the giant rocket would break up unexpectedly.
Using debris modeling and simulations, the U.S. Space Force, the branch of the military that deals with the nation’s space interests, helped the FAA draw the contours of theoretical “debris response areas” — no-fly zones that could be activated if Starship exploded.
With those plans in place, Starship Flight 7 lifted off at 5:37 p.m. EST. About seven minutes later, it achieved a notable feat: Its reusable booster rocket separated, flipped and returned to Earth, where giant mechanical arms caught it as SpaceX employees cheered.
But about 90 seconds later, as Starship’s upper stage continued to climb, SpaceX lost contact with it. The craft caught fire and exploded, far above Earth’s surface.
*A pilot on a flight from Miami to Santo Domingo, Dominican Republic, recorded video of space debris visible from the cockpit while flying at 37,000 feet. Provided to ProPublica*
Air traffic control’s communications came alive with surprised pilots who saw the accident, some of whom took photos and shot videos of the flaming streaks in the sky:
***Pilot:** I just got a major streak going for at least 60 miles, all these different colors. Just curious but — it looked like it was coming towards us, but obviously because of the distance …. Just letting you know.
**Controller: **Can you, can you give an estimate on how far away it is?*
Another controller warned a different pilot of debris in the area:
***Controller: **Due to a space vehicle mishap — a rocket launch that basically exploded between our airspace and Miami — I’m going to give you holding instructions because there was debris in the area, so I’m going to keep you away from it.
*
Two FAA safety inspectors were in Boca Chica to watch the launch at SpaceX’s mission control, said Coleman, who, for Flight 7, was on his laptop in Washington, D.C., receiving updates.
As wreckage descended rapidly toward airplanes’ flight paths over the Caribbean, the FAA activated a no-fly zone based on the vehicle’s last known position and prelaunch calculations. Air traffic controllers warned pilots to avoid the area, which stretched hundreds of miles over a ribbon of ocean roughly from the Bahamas to just east of St. Martin, covering portions of populated islands, including all of Turks and Caicos. While the U.S. controls some airspace in the region, it relies on other countries to cooperate when it recommends a closure.
The FAA also cordoned off a triangular zone south of Key West.
When a pilot asked when planes would be able to proceed through the area, a controller replied:
***Controller:** The only information I got is that the rocket exploded so we need to protect the airspace, and Miami and Domingo stopped taking aircraft.
*
There were at least 11 planes in the closed airspace when Starship exploded, and flight tracking data shows they hurried to move out of the way, clearing the area within 15 minutes. Such maneuvers aren’t without risk. “If many aircraft need to suddenly change their routing plans,” Boley said, “then it could cause additional stress” on an already taxed air traffic control system, “which can lead to errors.”
That wasn’t the end of the disruption though. The FAA kept the debris response area, or DRA, active for another 71 minutes, leaving some flights in a holding pattern over the Caribbean. Several began running low on fuel and some informed air traffic controllers that they needed to land.
“We haven’t got enough fuel to wait,” said one pilot for Iberia airlines who was en route from Madrid with 283 people on board.
The controller warned him that if he proceeded across the closed airspace, it would be at his own risk:
***Controller:** If you’re going to pass through the DRA, you guys’re going to need to declare an emergency. That’s what my supervisor — if you’re going to land at San Juan, you need to declare an emergency for fuel reasons, that’s what my supervisor just told me.
**Pilot:** In that case, we declare emergency. Mayday mayday mayday.*
The plane landed safely in San Juan, Puerto Rico.
Iberia did not respond to requests for comment, but in statements to ProPublica, other airlines downplayed the launch fallout. Delta, for example, said the incident “had minimal impact to our operation and no aircraft damage.” The company’s “safety management system and our safety culture help us address potential issues to reinforce that air transportation remains the safest form of travel in the world,” a spokesperson said.
After the incident, some pilots registered concerns with the FAA, which was also considering a request from SpaceX to increase the number of annual Starship launches from five to 25.
“Last night’s Space X rocket explosion, which caused the diversion of several flights operating over the Gulf of Mexico, was pretty eye opening and scary,” wrote Steve Kriese in comments to the FAA, saying he was a captain for a major airline and often flew over the Gulf. “I do not support the increase of rocket launches by Space X, until a thorough review can be conducted on the disaster that occurred last night, and safety measures can be put in place that keeps the flying public safe.”
Kriese could not be reached for comment.
The Air Line Pilots Association urged the FAA to suspend Starship testing until the root cause of the failure could be investigated and corrected. A letter from the group, which represents more than 80,000 pilots flying for 43 airlines, said flight crews traveling in the Caribbean didn’t know where planes might be at risk from rocket debris until after the explosion.
“By that time, it’s much too late for crews who are flying in the vicinity of the rocket operation, to be able to make a decision for the safe outcome of the flight,” wrote Jangelis, the pilot and aviation safety chair for the group. The explosion, he said, “raises additional concerns about whether the FAA is providing adequate separation of space operations from airline flights.”
In response, the FAA said it would “review existing processes and determine whether additional measures can be taken to improve situational awareness for flight crews prior to launch.”
According to FAA documents, the explosion propelled Starship fragments across an area nearly the size of New Jersey. Debris landed on beaches and roadways in Turks and Caicos. It also damaged a car. No one was injured.
Three months later, the National Oceanic and Atmospheric Administration, which was evaluating potential impacts to marine life, sent the FAA a report with a map of where debris from an explosion could fall during future Starship failures. The estimate, which incorporated SpaceX’s own data from the Starship 7 incident, depicted an area more than three times the size of the airspace closed by the FAA.
In a statement, an FAA spokesperson said NOAA’s map was “intended to cover multiple potential operations,” while the FAA’s safety analysis is for a “single actual launch.” A NOAA spokesperson said that the map reflects “the *general* area where mishaps could occur” and is not directly comparable with the FAA’s no-fly zones.
Nevertheless Moriba Jah, a professor of aerospace engineering at the University of Texas, said the illustration suggested the no-fly zones the FAA activated may not fully capture how far and wide debris spreads after a rocket breakup. The current predictive science, he said, “carries significant uncertainty.”
At an industry conference a few weeks after the January explosion, Shana Diez, a SpaceX executive, acknowledged the FAA’s challenges in overseeing commercial launches.
“The biggest thing that we really would like to work with them on in the future is improving their real time awareness of where the launch vehicles are and where the launch vehicles’ debris could end up,” she said.
### “We’re Too Close to the Debris”
On Feb. 26 of last year, with the investigation into Starship Flight 7 still open, the FAA [cleared Flight 8 to proceed][6], saying it “determined SpaceX met all safety, environmental and other licensing requirements.”
The action was allowed under [a practice that began][7] during the first Trump administration, known as “expedited return-to-flight,” that permitted commercial space companies to launch again even before the investigation into a prior problematic flight was complete, as long as safety systems were working properly.
Coleman, who took a voluntary separation offer last year, said that before granting approval, the FAA confirmed that “safety critical systems,” such as the rocket’s ability to self-destruct if it went off course, worked as designed during Flight 7.
By March 6, SpaceX was ready to launch again. This time the FAA gave pilots a heads-up an hour and 40 minutes before liftoff.
“In the event of a debris-generating space launch vehicle mishap, there is the potential for debris falling within an area,” the advisory said, again listing coordinates for two zones in the Gulf and Caribbean.
The FAA said a prelaunch safety analysis, which includes planning for potential debris, “incorporates lessons learned from previous flights.” The zone described in the agency’s advisory for the Caribbean was wider and longer than the previous one, while the area over the Gulf was significantly expanded.
Flight 8 launched at 6:30 p.m. EST and its booster returned to the launchpad as planned. But a little more than eight minutes into the flight, some of Starship’s engines cut out. The craft went into a spin and about 90 seconds later SpaceX lost touch with it and it exploded.
The FAA activated the no-fly zones less than two minutes later, using the same coordinates it had released prelaunch.
Even with the advance warning, data shows at least five planes were in the debris zones at the time of the explosion, and they all cleared the airspace in a matter of minutes.
A pilot on one of those planes, Frontier Flight 081, told passengers they could see the rocket explosion out the right-side windows. Dane Siler and Mariah Davenport, who were heading home to the Midwest after vacationing in the Dominican Republic, lifted the window shade and saw debris blazing across the sky, with one spot brighter than the rest.
“It literally looked like the sun coming out,” Siler told ProPublica. “It was super bright.”
They and other passengers shot videos, marveling at what looked like fireworks, the couple said. The Starship fragments appeared to be higher than the plane, many miles off. But before long, the pilot announced “I’m sorry to report that we have to turn around because we’re too close to the debris,” Siler said.
Frontier did not respond to requests for comment.
The FAA lifted the restriction on planes flying through the debris zone about 30 minutes after Starship exploded, much sooner than it had in January. The agency said that the Space Force had “notified the FAA that all debris was down approximately 30 minutes after the Starship Flight 8 anomaly.”
But in response to ProPublica’s questions, the Space Force acknowledged that it did not track the debris in real time. Instead, it said “computational modeling,” along with other scientific measures, allowed the agency to “predict and mitigate risks effectively.” The FAA said “the aircraft were not at risk” during the aftermath of Flight 8.
Experts told ProPublica that the science underlying such modeling is far from settled, and the government’s ability to anticipate how debris will behave after an explosion like Starship’s is limited. “You’re not going to find anybody who’s going to be able to answer that question with any precision,” said John Crassidis, an aerospace engineering professor at the University of Buffalo. “At best, you have an educated guess. At worst, it’s just a potshot.”
Where pieces fall — and how long they take to land — depends on many factors, including atmospheric winds and the size, shape and type of material involved, experts said.
During the breakup of Flight 7, the FAA kept airspace closed for roughly 86 minutes. However, Diez, the SpaceX executive, told attendees at the industry conference that, in fact, it had taken “hours” for all the debris to reach the ground. The FAA, SpaceX and Diez did not respond to follow-up questions about her remarks.
It’s unclear how accurate the FAA’s debris projections were for the March explosion. The agency acknowledged that debris fell in the Bahamas, but it did not provide ProPublica the exact location, making it impossible to determine whether the wreckage landed where the FAA expected. While some of the country’s islands were within the boundaries of the designated debris zone, most were not. Calls and emails to Bahamas officials were not returned.
The FAA said no injuries or serious property damage occurred.
### FAA Greenlights More Launches
By May, after months of Musk’s Department of Government Efficiency slashing spending and firing workers at federal agencies across Washington, [the FAA granted SpaceX][8]’s request to exponentially increase the number of Starship launches from Texas.
Starship is key to “delivering greater access to space and enabling cost-effective delivery of cargo and people to the Moon and Mars,” the FAA found. The agency said it will make sure parties involved “are taking steps to ensure the safe, efficient, and equitable use” of national airspace.
The U.S. is in a race to beat China to the lunar surface — a priority set by Trump’s first administration and continued under President Joe Biden. Supporters say the moon can be mined for resources like water and rare earth metals, and can offer a place to test new technologies. It could also serve as a stepping stone for more distant destinations, enabling Musk to achieve his longstanding goal of bringing humans to Mars.
Trump pledged last January that the U.S. will “pursue our Manifest Destiny into the stars, launching American astronauts to plant the Stars and Stripes on the planet Mars.”
But with experimental launches like Starship’s, Jangelis said, the FAA should be “as conservative as possible” when managing the airspace below them.
“We expect the FAA to make sure our aircraft and our passengers stay safe,” he said. “There has to be a balance between the for-profit space business and the for-profit airlines and commerce.”
### A More Conservative Approach
In mid-May, United Kingdom officials sent a letter to their U.S. counterparts, asking that SpaceX and the FAA change Starship’s flight path or take other precautions because they were worried about the [safety of their Caribbean][9] territories.
The following day, the FAA announced in a news release that it had approved the next Starship launch, pending either the agency’s closure of the investigation into Flight 8 or granting of a “return to flight” determination.
A week later, with the investigation into Flight 8 still open, the agency said SpaceX had “satisfactorily addressed” the causes of the mishap. The FAA did not detail what those causes were at the time but said it would verify that the company implemented all necessary “corrective actions.”
This time the FAA was more aggressive on air safety.
The agency preventively closed an extensive swath of airspace extending 1,600 nautical miles from the launch site, across the Gulf of Mexico and through part of the Caribbean. The FAA said that 175 flights or more could be affected, and it advised Turks and Caicos’ Providenciales International Airport to close during the launch.
[The agency said][10] the move was driven in part by an “updated flight safety analysis” and SpaceX’s decision to reuse a previously launched Super Heavy booster — something the company had never tried before. The agency also said it was “in close contact and collaboration with the United Kingdom, Turks & Caicos Islands, Bahamas, Mexico, and Cuba.”
Coleman told ProPublica that the concerns of the Caribbean countries, along with Starship’s prior failures, helped convince the FAA to close more airspace ahead of Flight 9.
On May 27, the craft lifted off at 7:36 p.m. EDT, an hour later than in March and two hours later than in January. The FAA said it required the launch window to be scheduled during “non-peak transit periods.”
This mission, too, ended in failure.
Starship’s Super Heavy booster blew up over the Gulf of Mexico, where it was supposed to have made what’s called a “hard splashdown.”
In response, the FAA again activated an emergency no-fly zone. Most aircraft had already been rerouted around the closed airspace, but the agency said it diverted one plane and put another in a holding pattern for 24 minutes. The FAA did not provide additional details on the flights.
According to the agency, no debris fell outside the hazard area where the FAA had closed airspace. Pieces from [the booster eventually washed up on][11] Mexico’s beaches.
Starship’s upper stage reached the highest planned point in its flight path, but it went into a spin on the way down, blowing up over the Indian Ocean.
### The Path Ahead
*A map released by the FAA shows potential no-fly zones planned for future Starship launches that would cross over a portion of Florida. Air hazard areas — the AHAs on this map — are paths that would be cleared of air traffic before launches. Federal Aviation Administration*
SpaceX launched Starship again in August and October. Unlike the prior flights, both went off without incident, and the company said it was turning its focus to the next generation of Starship to provide “service to Earth orbit, the Moon, Mars, and beyond.”
But about a week later, Transportation Secretary Sean Duffy said he would open up SpaceX’s multibillion-dollar contract for a crewed lunar lander to rival companies. SpaceX is “an amazing company,” he said on CNBC. “The problem is, they’re behind.”
Musk pushed back, [saying on X that ][12]“SpaceX is moving like lightning compared to the rest of the space industry.” He insulted Duffy, calling him “[Sean Dummy][13]” and [saying][14] “The personresponsible for America’s space program can’t have a 2 digit IQ.”
The Department of Transportation did not respond to a request for comment or make Duffy available.
In a web post on Oct. 30, SpaceX said it was proposing “a simplified mission architecture and concept of operations” that would “result in a faster return to the Moon while simultaneously improving crew safety.”
[SpaceX is now seeking FAA approval][15] to add new trajectories as Starship strives to reach orbit. Under the plan, the rocket would fly over land in Florida and Mexico, as well as the airspace of Cuba, Jamaica and the Cayman Islands, likely disrupting hundreds of flights.
In its letter, the pilots’ union told the FAA that testing Starship “over a densely populated area should not be allowed (given the dubious failure record)” until the craft becomes more reliable. The planned air closures could prove “crippling” for the Central Florida aviation network, it added.
Still, SpaceX is undeterred.
Diez, the company executive, [said on X][16] in October, “We are putting in the work to make 2026 an epic year for Starship.”
[1]: https://www.propublica.org/article/spacex-faa-launch-airlines-safety-explosions-florida-caribbean
[2]: https://creativecommons.org/licenses/by-nc-nd/3.0/
[3]: https://x.com/elonmusk/status/1880040599761596689?s=20
[4]: https://x.com/elonmusk/status/1897882353298506137?s=20
[5]: https://www.accuweather.com/en/space-news/spacex-rocket-debris-litters-mexico-beach-threatens-environment/1782495
[6]: https://www.faa.gov/newsroom/statements/general-statements
[7]: https://www.gao.gov/products/gao-24-105561
[8]: https://www.faa.gov/media/94346
[9]: https://www.propublica.org/article/spacex-starship-explosions-uk-turks-caicos-faa-launches
[10]: https://www.faa.gov/newsroom/statements/general-statements
[11]: https://www.kristv.com/news/world-news/spacex-starship-debris-washes-up-on-mexican-beach-prompting-investigation
[12]: https://x.com/elonmusk/status/1980335879945351303?s=20
[13]: https://x.com/elonmusk/status/1980654826129354924
[14]: https://x.com/elonmusk/status/1980657620160860501
[15]: https://www.faa.gov/space/stakeholder_engagement/spacex_starship/20250919_Draft-Tiered-EA-for-Additional-Trajectories-and-Starship-RTLS_508.pdf
[16]: https://x.com/ShanaDiez/status/1977966272772984909
https://www.techdirt.com/2026/01/20/were-too-close-to-the-debris-airplanes-dodge-the-remains-of-exploding-spacex-rockets/