Welcome back to the hangar, aviators. Pull up a chair and let's talk about where we're headed.
It's May 2026. For the past several months, we've been living in the golden era of MOSAIC Phase 1. By replacing the old weight-based limits with a performance-based standard and bumping the clean stall speed limit up to 59 knots CAS (VS1), the FAA officially opened the doors for Sport Pilots to fly a dramatically wider range of aircraft. We're talking four-seat legacy airplanes like typical Cessna 172 and Piper Cherokee 140 configurations, aircraft that were completely off-limits before October 2025. (A quick but important note: not every variant of every model qualifies. Always verify your specific aircraft's published VS1 in the POH before assuming you're good to go.)
We've seen a ton of returning flyers dusting off their logbooks, realizing they can get back into the skies using a valid U.S. Driver's License for daytime VFR flying. If you've been sitting on the sidelines, the barrier to re-entry has never been lower.
But if you're tracking where aviation is truly going, legacy metal is just the beginning. The real revolution arrives on July 24th with MOSAIC Phase 2, which completely overhauls how Light-Sport Category Aircraft are designed, built, and certified. And the biggest headline? The FAA is officially going "propulsion agnostic."
Under the old rules, a light-sport aircraft was strictly limited to a single reciprocating engine. If it didn't burn gas and have pistons, it wasn't an LSA. MOSAIC tears up that old playbook. When Phase 2 takes effect, light-sport category aircraft can feature any type or number of powerplants. Electric motors, hybrid systems, and yes, even multi-engine light-sport twins are now on the table.
For the tech-forward pilots and future flyers out there, Phase 2 is opening a door that has never existed before. MOSAIC creates a regulatory pathway for Electric Vertical Takeoff and Landing (eVTOL) aircraft and introduces a specific certification framework for aircraft with "Simplified Flight Controls." Think of it this way: the FAA is building the runway. The aircraft manufacturers now have permission to build the planes that will use it.
What does "Simplified Flight Controls" actually mean? Imagine an aircraft where the traditional yoke and rudder pedals are replaced by a joystick and push-button automation. The aircraft's computers manage the flight path and power, inherently working to prevent loss of control, while the pilot monitors and intervenes when necessary.
Now, will you be commuting to work in a George Jetson air taxi by Christmas? No. Certified, purchasable eVTOL aircraft operating under the MOSAIC framework are still a ways out. But the regulatory barrier, which was the biggest obstacle, is being removed. That's a massive shift. When the hardware catches up to the rules, the path is clear.
Before anyone thinks they can jump into a simplified-controls aircraft without preparation, there's a catch. To fly an aircraft with Simplified Flight Controls, you'll need model-specific training and a logbook endorsement from an authorized instructor. You can't just log hours in an automated eVTOL and use that time to qualify for a traditional Private or Commercial pilot certificate. The FAA rightly recognizes that managing a computer-assisted flight envelope is a fundamentally different skill set than wrestling the aerodynamic forces of a traditional stick-and-rudder airframe.
One of the most exciting Phase 1 changes is that Sport Pilots can now fly at night with the proper training and endorsement. But here's the part that trips people up: nighttime operations require a higher medical standard than daytime VFR. For daytime flying, your valid U.S. Driver's License is all you need. For night flying, you'll need at least a Third-Class FAA Medical or a BasicMed qualification.
Why the difference? The FAA considers night operations to carry inherently higher risk, and they want an additional layer of medical assurance beyond self-certification. It's a reasonable trade-off for a significant expansion of privileges. Get the training, get the medical, get the endorsement, and the night sky is yours.
Here's a detail that trips people up, and understanding it will make you a sharper MOSAIC pilot.
MOSAIC uses two different stall speed limits, but they measure stall speed in two completely different aircraft configurations:
59 knots VS1 (clean configuration): This is the Sport Pilot privilege gate. VS1 is the stall speed with flaps up and gear retracted. If you hold a Sport Pilot certificate, the aircraft's published VS1 must be at or below 59 knots CAS for you to fly it.
61 knots VS0 (landing configuration): This is the Light-Sport Category aircraft certification gate under Phase 2's new Part 22. VS0 is the stall speed with flaps down and gear extended, the way you'd be configured on final approach. An airplane qualifies for LSA certification if its VS0 is at or below 61 knots CAS.
These aren't competing numbers on the same scale. An aircraft always stalls at a lower speed in landing configuration (more lift from flaps) than in clean configuration. So an airplane with a VS1 right at 59 knots will typically have a VS0 well below 61 knots.
Where it gets interesting: a manufacturer could design a higher-performance LSA that certifies just fine under the 61-knot VS0 limit, but whose clean stall speed (VS1) exceeds 59 knots. That airplane would be a perfectly legal Light-Sport Category aircraft, but a Sport Pilot couldn't fly it. You'd need at least a Private Pilot certificate. Understanding the difference between what the aircraft is certified to be and what you are certified to fly will save you from a very awkward conversation with your local FSDO.
The future of sport aviation is electric, autonomous, and expanding in ways that would have been unthinkable five years ago. But the foundation is still built on the sheer fun of flight. Whether you're flying a legacy 172 today or watching the electric LSA market take shape for tomorrow, the MOSAIC framework is designed to grow with you.
Let's get out there and fly.
Even as we look forward to electric motors and simplified flight controls, don't let the promise of automation degrade your stick-and-rudder discipline. When you're shaking off the rust, lean heavily on the PAVE checklist from the FAA Risk Management Handbook: Pilot, Aircraft, enVironment, and External Pressures. A shiny new glass panel or a quiet electric motor won't save you if you haven't properly assessed the crosswinds or your own personal fatigue. Automation is a tool, not a replacement for a sharp, attentive pilot. Trust your instruments, but fly the airplane.
Challenge of the Week: Under the new MOSAIC rules, what is the maximum stalling speed in the landing configuration (VS0) allowed for a Light-Sport Category airplane?
(Hint: VS0 is measured in landing configuration, flaps down and gear extended. That's a different measurement than the VS1 clean-configuration limit that governs Sport Pilot privileges.)
Answer at the bottom!
Blue skies & tailwinds, Greg
Note: Phase 1 of MOSAIC (Sport Pilot Privileges) has been active since October 22, 2025. Phase 2 (Light-Sport Category Aircraft Manufacturing and Certification) takes effect July 24, 2026.
Challenge Answer: 61 knots CAS (Vso, landing configuration). That's the aircraft certification limit for Light-Sport Category airplanes under new Part 22. Don't confuse it with the 59-knot VS1 (clean configuration) limit that defines what a Sport Pilot is authorized to fly. They measure stall speed in different configurations, and a higher-performance LSA could certify under the 61-knot VS0 gate while having a VS1 above 59 knots, putting it off-limits for Sport Pilots.