The MOSAIC rule, explained
MOSAIC raised the stall-speed limit for airplanes a sport pilot may fly from 45 to 59 knots, allowed up to four seats, and removed the weight limit altogether. A large part of the used single-engine fleet is now within reach of a certificate you can exercise on a driver's license. Plenty did not change, though, and several widely repeated summaries of the rule get important points wrong.
MOSAIC answers two different questions: one about the pilot, one about the airplane.
The pilot question
Am I allowed to fly this airplane?
This is about your certificate, not about the airplane's paperwork. MOSAIC widened it: a sport pilot can now fly a much larger set of ordinary airplanes, including many four-seat singles that have been flying since the 1960s.
The airplane question
Is this airplane a light-sport aircraft?
This is about how the airplane was certificated, and it has nothing to do with who is flying. Almost no existing airplane changes its answer, because an airplane that already holds a standard airworthiness certificate can never become a light-sport aircraft.
So a Cessna 172 is not a light-sport aircraft and never will be, and a sport pilot may still fly one. Both statements are true at once, and most confusion about MOSAIC comes from treating them as if only one can be.
Summary
- A sport pilot may fly an airplane that stalls at 59 knots CAS or less with the flaps up, with four seats or fewer, at any weight.
- A sport pilot may still carry only one passenger, whatever the airplane seats.
- A sport pilot may now fly at night, with a medical certificate or BasicMed in addition to an endorsement, but still may not fly on instruments.
- A Cessna 172 does not become a light-sport aircraft. The airplane is unchanged; what changed is who may fly it.
- Multi-engine airplanes remain outside sport pilot privileges.
Terms used on this page
- Vs1 — stall speed, clean
- The slowest the airplane can fly with the flaps up before the wing stops flying. This is the speed the sport pilot rule uses.
- Vs0 — stall speed, landing configuration
- The same measurement with the flaps extended. Flaps let a wing fly more slowly, so this number is always lower than Vs1 on the same airplane. This is the speed the aircraft certification rule uses.
- CAS — calibrated airspeed
- Indicated airspeed corrected for the errors built into the airplane's own pitot and static system. The regulation is written in calibrated airspeed.
- IAS — indicated airspeed
- What the airspeed indicator in the cockpit actually reads. Near the stall it can differ from calibrated airspeed by several knots, which is why the two cannot be used interchangeably here.
- Vh — maximum level-flight speed
- The fastest the airplane will go in level flight at full power.
The change at a glance
Two different tests
This is the point to get straight before anything else. One rule sets what a sport pilot may fly. A separate rule sets what may be certificated as a light-sport aircraft. They use different stall speeds, measured in different configurations, and they appear in different parts of the regulations.
Until MOSAIC, a single definition in 14 CFR 1.1 did both jobs. The FAA removed that definition specifically so the two could differ.
About the pilot
May a sport pilot act as pilot in command of this aircraft?
14 CFR 61.316
59 knots CAS
Clean — flaps up, or as the rule puts it, “without the use of lift-enhancing devices”
About the airplane
May this aircraft be certificated in the light-sport category?
14 CFR 22.100(a), via 21.190(b)
61 knots CAS
Landing configuration — flaps extended
Why it matters, with numbers
Say an airplane's POH lists a stall speed of 54 knots with the flaps down, and 62 knots with the flaps up.
| Which limit | What it measures | This airplane | Result |
|---|---|---|---|
| Aircraft certification limit | 61 knots, flaps down | 54 knots | Inside the limit |
| Sport pilot limit | 59 knots, flaps up | 62 knots | Over the limit |
Only the second row answers the question a pilot is actually asking, which is whether they may fly it. The answer is no.
The flaps-down number is always the lower of the two, so reaching for the wrong one tells you that you may fly airplanes you may not. That is the error to guard against, because it is the one that puts a pilot in an airplane their certificate does not cover.
The same mistake in reverse is less dangerous but still costs money: judge a new light-sport aircraft by the 59-knot pilot figure and you will rule out airplanes a manufacturer may lawfully sell you.
What changed, and what did not
The rows marked unchanged are included deliberately. A table showing only what moved invites the assumption that everything moved.
| Limit | Before | Now |
|---|---|---|
| Maximum takeoff weight | 1,320 lb — 1,430 lb for a seaplane | No limit |
| Stall speed, airplanes | Vs1 45 knots CAS or less | Vs1 59 knots CAS or less |
| Stall speed, everything else | Vs1 45 knots CAS or less | Vs1 45 knots CAS or less(unchanged) |
| Seats, airplanes | 2 | 4 |
| Seats, everything else | 2 | 2(unchanged) |
| Maximum level-flight speed (Vh) | 120 knots CAS or less | No limit |
| Powerplant | A single reciprocating engine | Any powerplant type |
| Propeller | Fixed or ground-adjustable | Fixed, ground-adjustable or automated controllable-pitch. A manual controllable-pitch propeller needs an endorsement. |
| Landing gear | Fixed, seaplanes excepted | Fixed, or retractable with an endorsement |
| Cabin | Unpressurized | Unpressurized(unchanged) |
14 CFR 61.316(a). One qualifier rarely travels with the stall speed in summaries of the rule: it is measured at maximum certificated takeoff weight and the most critical center of gravity. A stall speed quoted at a lighter weight is not the figure the regulation asks for.
Two new privileges, each with conditions
Night
- 3 hours of night flight training in that same category and class, including one night cross-country with a landing at an airport at least 25 nautical miles away, and 10 takeoffs and 10 full-stop landings at night.
- A third-class medical certificate or better, or BasicMed. A driver's license is not enough.
- A logbook endorsement certifying both the training and night proficiency in that category and class.
The medical requirement is the one most often overlooked. The driver's-license provision that defines sport flying for many pilots does not extend to night operations.
14 CFR 61.315(c)(5), 61.329
Retractable gear, and manual controllable-pitch propellers
- Either complete the complex-airplane training and endorsement under 61.31(e),
- or log ground and flight training from an instructor in an aircraft with that feature, and get a proficiency endorsement.
An automated controllable-pitch propeller requires no endorsement; only a manual one does. Separately, seaplanes with retractable gear now require the endorsement where they previously did not, unless the pilot logged pilot-in-command time in such an aircraft before 22 October 2025 — a tightening rather than a relaxation.
14 CFR 61.331
What a sport pilot still cannot do
Most coverage of MOSAIC has concentrated on what the rule opened up. If you are weighing whether a sport pilot certificate suits the flying you want to do, this list is the more useful one.
Every limit below belongs to the certificate, not to the airplane. A private pilot flying the same airplane has none of them. That is the pilot question and the airplane question again: an airplane a sport pilot may fly under these restrictions is the identical airplane, with the identical paperwork, when somebody else flies it.
Flight under IFR, or in instrument meteorological conditions
A sport pilot must maintain visual reference to the surface at all times, and cannot hold an instrument rating: adding one requires at least a private pilot certificate. The FAA received roughly 70 comments requesting instrument privileges for sport pilots and declined them.
14 CFR 61.315(c)(13), 61.65(a)(1)
Carrying more than one passenger
The seat limit went to four. The passenger limit did not move. A four-seat airplane flown by a sport pilot carries the pilot and one other person, with two seats necessarily empty.
14 CFR 61.315(c)(4)
Multi-engine airplanes
There is no multi-engine airplane class for a sport pilot to be endorsed in. MOSAIC lets a multi-engine aircraft be certificated light-sport — that is the aircraft test, not the pilot test.
14 CFR 61.313(a)(1); 90 FR 35129
Any aircraft requiring a type rating
This is what keeps turbojets away from sport pilots, since a type rating is required for turbojet-powered airplanes.
14 CFR 61.315(c)(21), 61.31(a)
Flight above 10,000 ft MSL or 2,000 ft AGL, whichever is higher
Unchanged. The FAA considered raising it and declined, reasoning partly that a daytime sport pilot may be flying on a driver's license and state vision standards for driving are not the FAA's.
14 CFR 61.315(c)(11)
Class A airspace
Barred outright. Class B, C and D and towered airports remain available with the 61.325 endorsement.
14 CFR 61.315(c)(6), 61.325
Flight for compensation or hire
The FAA refused every request to open this. Compensation means anything of value contingent on the pilot operating the aircraft. The one exception added is a sport pilot flight instructor being paid to instruct.
14 CFR 61.315(c), 61.413(d)
Towing gliders, banners or any other object
Unchanged by MOSAIC. The FAA expressly declined to extend towing privileges to sport pilots.
14 CFR 61.315(c)(18)
Preventive maintenance on a type-certificated airplane
A sport pilot's preventive-maintenance privilege extends only to aircraft holding a light-sport category airworthiness certificate. MOSAIC did not amend 43.3, which the FAA considered outside the scope of the rulemaking. A sport pilot who buys a type-certificated airplane such as a Skyhawk therefore may not perform preventive maintenance on it, although a private pilot with no maintenance experience may.
14 CFR 43.3(g)
What MOSAIC means if you are not a sport pilot
Almost everything written about MOSAIC concerns sport pilots, which leaves the impression that it has nothing to offer anyone else. It has a great deal, and it sits on the other side of the split: the rule made the light-sport CATEGORY far more capable, and a pilot holding a private certificate or higher carries none of the sport pilot restrictions when flying one.
A new class of airplane that can actually be built
The FAA's own summary: the rule allows light-sport aircraft with increased seating, no weight limit, higher speeds, new propulsion types, new propeller types, retractable landing gear and simplified flight controls. The certification box went from 1,320 lb and 120 knots to no weight limit and 250 knots. That is why manufacturers are announcing new models.
90 FR 35034; 14 CFR 22.100
You can fly one on instruments, and a sport pilot cannot
On 16 July 2026 the FAA accepted ASTM F3768-26a, the standard for IFR operations in IMC for a light-sport aircraft, and F3792-26 for night. These let a manufacturer build and certificate an LSA that is legal in cloud. They give a pilot no privilege at all — but an instrument-rated private pilot flying such an airplane may use it. This is the single clearest case of the two tests pulling apart.
91 FR 43524
You can fill the seats
A light-sport airplane may carry four occupants including the pilot. The one-passenger limit that gets quoted everywhere is a restriction on the sport pilot CERTIFICATE, not on the airplane. Fly the same airplane as a private pilot and you may use all four seats.
14 CFR 91.327(f) vs 61.315(c)(4)
It is cheaper to own than a standard-category airplane
A light-sport aircraft takes a condition inspection every 12 calendar months, which can be done by a repairman with a light-sport maintenance rating as well as by a mechanic or repair station. Minor repairs and alterations no longer need manufacturer authorization — that is MOSAIC relief — and manufacturer safety directives became voluntary, though airworthiness directives remain mandatory.
14 CFR 91.327(b), 65.107
Flight schools can train in them
Flight training, checking and testing in a light-sport aircraft is permitted. From 24 July 2026 aerial work opened too, but only where the manufacturer has designated it in both the operating limitations and its statement of compliance — an owner cannot decide this alone. Commercial air tours are excluded whatever the paperwork says.
14 CFR 91.327(a)
The same airplane, flown on two different certificates
This is the clearest way to see the split. Every row below is a limit on the pilot. The airplane does not change between the columns.
| Sport pilot | Private pilot or higher | |
|---|---|---|
| Passengers61.315(c)(4) vs 91.327(f) | One, whatever the airplane seats | Up to three — the airplane is capped at four occupants including the pilot |
| IFR, in cloud61.315(c)(13), 61.65(a)(1); 91 FR 43524 | Never, and a sport pilot cannot hold an instrument rating | Yes, if instrument rated and the airplane is certificated for it |
| At night61.329; 91 FR 43524 | Endorsement plus a medical or BasicMed — a driver's license is not enough | Yes, where the airplane is certificated for night |
| Above 10,000 ft MSL61.315(c)(11) | No | Yes |
| Medical required61.23(c)(2), 61.113(i) | A driver's license covers day VFR, with conditions | Third-class medical or BasicMed |
| Flying for compensation61.315(c); 91.327(a) | No, and the FAA refused every request to open it | Only what the airplane itself allows — training, towing, aerial work |
Not one of these limits belongs to the airplane. They belong to the certificate held by whoever is flying it, which is the pilot question and the airplane question stated as a table. The airplane in both columns is the same airplane, with the same paperwork, on the same ramp.
Worked example: the Cessna 172
It is the airplane almost everyone has in mind, and it shows the pilot question and the airplane question pulling in opposite directions.
It is still a standard-category airplane
MOSAIC did not reclassify anything. The 172 keeps the standard airworthiness certificate it has always had, and can never be certificated light-sport, because that category excludes any aircraft previously issued a standard certificate.
14 CFR 22.100(a)(6)
A sport pilot may fly one
Our catalog records clean stall speeds between 47 and 50 knots across the 172 variants, against a 59-knot limit. That margin is wide enough that the indicated-versus-calibrated question does not change the answer, which is not true of an airplane sitting at 57.
14 CFR 61.316(a)(1)
You can still carry only one passenger
It has four seats and you may use two of them. The seat limit and the passenger limit are different rules, and only the seat limit moved.
14 CFR 61.315(c)(4)
Maintenance does not change at all
Standard category means parts 43 and 91, exactly as before. The light-sport repairman rules do not apply to it, and a sport pilot owner may not perform preventive maintenance on it -- not even an oil change.
14 CFR 43.3(g), 91.409
You will need endorsements
A 172 is faster than 87 knots in level flight, so it needs the high-Vh training and endorsement. Flying into a towered field or Class B, C or D airspace needs the airspace endorsement as well.
14 CFR 61.327(b), 61.325
This is the model, not the airplane in front of you. Check the POH for the specific airframe, confirm the stall speed is the one from its original certification, and remember that an aftermarket modification which lowers stall speed does not bring an airplane in.
Timeline
MOSAIC arrived in two stages, a year apart: the pilot rules first, the aircraft certification rules second. A third, smaller rulemaking followed to bring the practical test standards into line.
Proposed
The NPRM proposed a 54-knot stall limit — not the number that was adopted. Anything you read quoting 54 knots predates the final rule.
88 FR 47650
Final rule published
Docket FAA-2023-1377. Eleven parts of the CFR amended at once, including parts 21, 22, 43, 61, 65 and 91.
90 FR 35034
Phase 1 — everything about pilots
Sport pilot privileges and certification, the repairman certificate, LSA maintenance, and the Class G airspace and right-of-way changes. This is the date a sport pilot could first fly a four-seat, 59-knot airplane.
90 FR 35034
FAA guidance for pilots
AC 61-146 published, the advisory circular covering sport pilot privileges.
AC 61-146
Night and IFR standards accepted
The FAA accepted the ASTM integration standards as a means of compliance with part 22 — eight days before part 22 itself took effect. These let a MANUFACTURER build and certificate an aircraft for night and for IMC. They change nothing about what a sport pilot may do.
91 FR 43524
Phase 2 — everything about aircraft
Part 22 appears. The old light-sport definition leaves 14 CFR 1.1. Aerial work opens under 91.327(a)(3). Existing LSAs keep their old parameters as a continuing airworthiness condition.
90 FR 35034
Practical test standards catch up
Compliance date for a third rulemaking almost nobody noticed. For eleven months the practical test standards still said “light-sport aircraft”, so candidates could be tested in a narrower set of aircraft than they could then legally fly — what the FAA itself called “a potential training and safety disconnect”.
91 FR 58014
Common misconceptions
Each of these appears regularly in print and in discussion. The response under each one is what the regulation says, with the citation to check.
“A Cessna 172 is now an LSA.”
No. The certification rule excludes anything previously issued a standard airworthiness certificate, and a Skyhawk has one and always will. What changed is that a sport pilot may fly one. Its category, maintenance regime, inspection requirements and airworthiness certificate are all untouched.
14 CFR 22.100(a)(6)
“The MOSAIC stall speed is 61 knots.”
That is the certification number — Vs0, flaps out. The pilot number is 59 knots, Vs1, clean. Using the wrong one passes airplanes a sport pilot may not legally fly, because Vs0 is always lower than Vs1 on the same airframe.
14 CFR 22.100(a)(3) vs 61.316(a)(1)
“The limit is 54 knots.”
That was the proposal. The final rule adopted 59.
90 FR 35087, 35093
“Four seats means you can carry three passengers.”
A sport pilot is capped at one passenger however many seats the airplane has.
14 CFR 61.315(c)(4)
“Put a STOL kit on it and it qualifies.”
The rule says “since its original certification”, and the FAA defended that phrase against sixteen comments. Its own example: an airplane whose stall was lowered from 61 to 59 knots by an aftermarket installation does not qualify. Vortex generators, wing cuffs and STCs are all the same answer. Installing them is perfectly legal — it just does not change this.
90 FR 35102
“Take two seats out of a six-seater and it qualifies.”
No. The FAA named the Piper PA-32 and Cessna 206 specifically as the airplanes the seat cap exists to exclude.
AC 61-146 3.3.2; 90 FR 35092
“Sport pilots can fly IFR now — there's an ASTM standard for it.”
That standard lets a manufacturer certificate an AIRCRAFT for IFR in IMC. It gives a pilot nothing. A sport pilot may not fly without visual reference to the surface, and may not add an instrument rating.
14 CFR 61.315(c)(13), 61.65(a)(1)
“Night flying just needs an endorsement.”
It needs the endorsement and a third-class medical or BasicMed. The driver's-license route does not reach night.
14 CFR 61.329(b)
“A driver's license is always enough for a sport pilot.”
Not if your most recent FAA medical was denied, suspended or revoked, or your most recent special issuance was withdrawn. And not at night.
14 CFR 61.23(c)(2), 61.303(b)
“MOSAIC lets sport pilots fly for business.”
It does not, and the FAA refused every request. Compensation means anything of value contingent on the pilot operating the aircraft.
14 CFR 61.315(c)
“Weight no longer matters, so any four-seater is in play.”
Weight is gone as a criterion, not as a consequence. The FAA removed the weight limit precisely because stall speed does the limiting work — a heavy airplane that stalls above 59 knots clean is still out.
90 FR 35129
“A sport pilot can fly a twin, because MOSAIC allows any number of engines.”
“Any number of engines” is a certification statement about aircraft. There is no multi-engine airplane class a sport pilot can hold.
14 CFR 61.313(a); 90 FR 35129
How to check a specific airplane
Why this guide does not publish a simple eligibility list
The FAA has published no list of qualifying airplanes. Every list going around is somebody's reading of published stall speeds.
The rule is written in calibrated airspeed. Most published figures, including most of the ones in this catalog, are indicated airspeed. Near the stall the two can differ by about 5 knots, which is why the FAA wrote the rule in calibrated airspeed in the first place — and why lists built from indicated figures are unreliable close to the limit.
So an airplane whose published stall speed is 57 knots indicated cannot be called eligible or ineligible on that number alone. You need a calibrated figure, which in practice means the airplane's own POH.
- 1Find Vs1, not Vs0Clean stall, flaps up. It is the higher of the two numbers in the handbook, and it is the one the pilot rule asks for.
- 2Check it is calibrated, not indicatedThe POH airspeed calibration table usually gives both. If all you have is an indicated figure and it sits within about 5 knots of 59, you do not have an answer yet.
- 3Check the conditionsThe rule asks for the speed at maximum certificated takeoff weight and the most critical center of gravity. A stall speed quoted at a convenient lighter weight is not the number the rule wants.
- 4Check it is the ORIGINAL certificationModifications do not count, with two exceptions the FAA wrote in deliberately: landing gear and propeller changes. Everything else — STOL kits, vortex generators, cuffs, gross-weight reductions — leaves the answer where it started.
- 5Count the seats as builtFour or fewer, as certificated. Removing seats does not change the count.
MOSAIC-eligible aircraft in our catalog
115 airplanes, ordered by clean stall speed so you can see where each one sits against the 59-knot limit.
Treat this as a starting point, not a determination. The stall speeds we hold are indicated airspeed, and the rule is written in calibrated, so the 8 airplanes within 5 knots of the limit cannot be settled from the figure shown. Eligibility also turns on the individual airframe and its history, not just the model. Check the POH for the airplane you are actually looking at.
- Wainfan FMX-4 Facetmobile26 kt
- ICP Savannah S30 kt
- Aeroprakt A-22 Foxbat / A-32 Vixxen32 kt
- Avid Flyer Mark IV32 kt
- Just Aircraft SuperSTOL / Highlander32 kt
- American Legend Cub / Super Legend33 kt
- Piper PA-11 Cub Special33 kt
- Rans S-Series (S-6 / S-7 / S-19 / S-20 / S-21)33 kt
- Zenith CH 601/650 / CH 701/750 STOL33 kt
- Zlin Savage Cub33 kt
- Piper J-3 Cub34 kt
- RANS S-20 Raven34 kt
- RANS S-7S Courier34 kt
- CubCrafters Carbon Cub (SS / EX / FX / UL)35 kt
- Hatz CB-135 kt
- Taylorcraft BC-12D Twosome35 kt
- Kitfox Series 1-7 / Super Sport / STi36 kt
- PZL-104 Wilga 8036 kt
- Czech Sport Aircraft SportCruiser37 kt
- Marquart MA-5 Charger37 kt
- BushCaddy Family (R-80 / L-160 / L-162 Max / L-164)38 kt
- Wag-Aero Sport Trainer (CUBy)38 kt
- Luscombe 8 Silvaire39 kt
- Cessna 15240 kt
- CubCrafters XCub41 kt
- CubCrafters XCub / Top Cub41 kt
- Piper PA-18 Super Cub41 kt
- Progressive Aerodyne SeaRey41 kt
- Bearhawk (4-Place / Patrol / LSA / Model 5)42 kt
- ERCO Ercoupe 41542 kt
- Evektor SportStar / Harmony42 kt
- Globe/Temco Swift GC-1B42 kt
- Piper PA-12 Super Cruiser42 kt
- Sonex / Waiex / Xenos / SubSonex42 kt
- Aero Boero AB-18043 kt
- BRM Aero Bristell Classic43 kt
- Cessna 120/14043 kt
- Citabria / Decathlon / Super Decathlon43 kt
- Dakota Cub Super 1843 kt
- Pulsar XP / Pulsar III43 kt
- RANS S-19 Venterra43 kt
- RANS S-21 Outbound43 kt
- Sonex Onex43 kt
- Flight Design CT / CTLS / CTLSi44 kt
- Piper Vagabond44 kt
- Remos GX / GXiS44 kt
- Tecnam P92 Echo/Eaglet44 kt
- Van's RV-12 / RV-12iS44 kt
- Van's RV-1544 kt
- Van's RV-6 / RV-7 / RV-9 / RV-1444 kt
- American Champion Citabria45 kt
- American Champion Scout 8GCBC45 kt
- Icon A545 kt
- Jabiru J170 / J230 / J43045 kt
- Lake LA-4-200 Buccaneer45 kt
- Pipistrel Virus SW 100 / Sinus 91245 kt
- Shark.Aero Shark45 kt
- Vashon Ranger R745 kt
- Cessna 15047 kt
- Cessna 172N Skyhawk47 kt
- Dyn'Aero MCR-01 Ban-Bi47 kt
- Cessna 162 Skycatcher48 kt
- Cessna 172I Skyhawk (1968)48 kt
- Cessna 172K Skyhawk (1969-1970)48 kt
- Cessna 172L Skyhawk (1971-1972)48 kt
- Cessna 172M Skyhawk (1973-1976)48 kt
- Cessna 172P Skyhawk48 kt
- Cessna 172R Skyhawk48 kt
- Cessna 172S Skyhawk SP48 kt
- Glasair / GlaStar / Sportsman 2+248 kt
- Piper Pacer48 kt
- Acro Sport I / II49 kt
- Cessna 172Q Cutlass49 kt
- Pipistrel Alpha Trainer49 kt
- Smith DSA-1 Miniplane49 kt
- American Champion Super Decathlon50 kt
- Bristell B23M50 kt
- Cessna 17050 kt
- Cessna 172 (1956-1959 Straight-Tail)50 kt
- Cessna 172A (1960)50 kt
- Cessna 172B Skyhawk (1961)50 kt
- Cessna 172C Skyhawk (1962)50 kt
- Cessna 172D Skyhawk (1963)50 kt
- Cessna 172E Skyhawk (1964)50 kt
- Cessna 172F Skyhawk (1965-1966)50 kt
- Cessna 172G Skyhawk (1966-1967)50 kt
- Cessna 172RG Cutlass50 kt
- Cessna 182R Skylane (1981-1986)50 kt
- Cessna R172K Hawk XP50 kt
- Cessna T182T Turbo Skylane50 kt
- Christen Eagle II50 kt
- Great Lakes 2T-1A-2 Sport Trainer50 kt
- Piper Warrior50 kt
- Van's RV-3 / RV-4 / RV-850 kt
- Pipistrel Velis Electro51 kt
- Piper Tomahawk52 kt
- Porto Aviation Risen Superveloce52 kt
- Wittman Tailwind W-1052 kt
- Bushby Mustang II53 kt
- Piper Cherokee 180 (1963-1973)53 kt
- Piper Tri-Pacer53 kt
- Van's RV-353 kt
- Beechcraft Skipper 7754 ktneeds a calibrated figure
- Europa XS54 ktneeds a calibrated figure
- Mudry CAP 10B54 ktneeds a calibrated figure
- Stinson 108 Voyager / Station Wagon54 ktneeds a calibrated figure
- Piper Archer55 ktneeds a calibrated figure
- Piper Cherokee 14056 ktneeds a calibrated figure
- Grumman AA-1 Yankee / Trainer / Lynx58 ktneeds a calibrated figure
- Elixir Aircraft Elixir59 ktneeds a calibrated figure
- Aviat Husky A-1stall speed not recorded
- BRM Aero Bristell RGstall speed not recorded
- BRM Aero Bristell TDOstall speed not recorded
- CubCrafters Top Cubstall speed not recorded
- Tecnam P2010 / P2008JC / P2002 Sierrastall speed not recorded
Sources
Every figure and date on this page comes from a US government document: the MOSAIC final rule at 90 FR 35034, the consensus standards notice at 91 FR 43524, the practical test standards rule at 91 FR 58014, 14 CFR parts 21, 22, 43, 61, 65 and 91 as published in the eCFR, and FAA Advisory Circular 61-146. Where the FAA has not answered a question, this page says so rather than filling the gap.
This is general information about a regulation. It is not legal advice, and it is not a determination about any particular airplane or pilot. Last reviewed against the regulations on 2026-10-12.
Share this graphic
You are welcome to republish this graphic on your own site, in a club newsletter or in a flight school handout, free of charge. The only thing we ask is that you keep the credit link, which the code below already includes.
Open full size · 1080 × 1350 PNG · wide version
<a href="https://www.findmywings.com/guides/mosaic">
<img src="https://www.findmywings.com/guides/mosaic/share-image/portrait" alt="MOSAIC asks two different questions: whether a sport pilot may fly an airplane, and whether the airplane is a light-sport aircraft." width="1200" style="max-width:100%;height:auto;" />
</a>
<p>Source: <a href="https://www.findmywings.com/guides/mosaic">The MOSAIC rule, explained</a> — Find My Wings</p>