n8862v I'm afraid you are way off beam with your perception of the current situation. EASA does indeed wield most of the rule making authority these days, and the National Airworthiness Authorities (NAAs) basically implement those rules. Regarding 'our' aircraft though, Permit to Fly and microlights (Section S), and similar classifications across Europe, EASA has yet to decide how they should be regulated. They have all been classified as Annex 11 aircraft and remain under the control of the NAAs, nothing has changed either in UK or the rest of the EU on that score - yet. Some states have traditionally had 'easier' regimes than that laid down by the CAA and hence embodied by LAA, France being one example, but that has nothing to do with EASA.
LAA does have representation on a number of EASA working groups in relation to ELA1 and when a final modus operandi is established will decide how it is best suited to being involved. The will is definitely there to be so.
As for Annex 11 nobody knows when, or even if, EASA will ever get around to defining an operational regime, or regimes, for the aircraft currently within it.
LAA standards have tightened up over recent years, mainly due to CAA requirements becoming more stringent, but also because in the litigious society we now have to operate in, we do have to be more stringent.
I'm sure there are many of us that hanker after the old days, not only in aviation but in many other sectors of our lives, but many in the modern world are unforgiving of accidents and unwilling to accept responsibility for their own actions.
As far as being a company, with 10 staff salaries to pay, 2300+ aircraft flying that need permits and on-going airworthiness, and maybe 1000+ projects in build, running a Mickey Mouse operation is no longer an option. LAA is an Association for the members first, but a commercial operation a close second, and the members will not thank us if we allow the company to go broke.
Brian Hope.