![[Credit: FAA]](https://www.kitplanes.com/wp-content/uploads/2026/06/FAA-Mosaic-1.jpg?resize=1024,683)
By now you know the headline numbers. Stall speed up to 59 knots clean. Four seats. Night flying. A Sport Pilot license—or just a driver’s license—now unlocks most of the RV fleet and a long list of legacy airplanes that were off-limits a year ago. That half of the MOSAIC roll-out has been live since last October, and we’ve covered it.
The part worth thinking about now arrives July 24, when the certification side takes effect and factory builders can finally bring far more capable airplanes to market under consensus standards. That’s the date that should have every kit company’s attention—and it’s the date that reframes the whole homebuilding proposition.
Here’s the uncomfortable question MOSAIC puts on the table: if a Sport Pilot can buy a clean, modern, four-seat, 250-knot-capable LSA off a factory floor, why go through the years and the meticulous work that goes into plans build or kit?
For some builders, the answer was often utilitarian. You built because building was the accessible path to the airplane you wanted at a price you could afford. MOSAIC diminishes that motive. As more capable factory LSAs appear, the “I had to build it to get it” rationale gets weaker.
But I’d argue that’s not bad news for our community—it’s clarifying. It strips homebuilding back down to the reasons that actually keep people in the shop: you build because you want this airplane, configured your way, at a cost no factory will match. You build because the experience and the education is the point. And now you build knowing that maintaining it for the rest of its life just got dramatically easier.
So, does MOSAIC change the community? Yes—but not by shrinking it. It changes the conversation from whether you can fly something capable to why you’d build rather than buy. The builders who were only ever in it for the cheap airplane may drift toward the showroom. The ones who were in it for the airplane and the building won’t, and they’ll have more company at the airport than ever.
The industry will sort the rest out at AirVenture, where the first wave of post-MOSAIC factory designs are introduced to a customer base that suddenly has more options than it’s had in twenty years. We’ll be watching which kit makers lean into customization and cost—and which ones blink.
![[Credit: FAA]](https://www.kitplanes.com/wp-content/uploads/2026/06/FAA-Mosaic-1.jpg?w=218&h=150&crop=1 "MOSAIC Malaise")
MOSAIC has been called a simplification. But, based on my readings, it is anything but simple now with the latest changes. I am hoping it is just a matter of keeping up with the changes. If the manufacturers like the changes, I will certainly not argue with them. I have no more interest in fixed wing aircraft. Only electrical vertical take off and landing (eVTOL) aircraft will do. With: 3 separate softwares that continually talk to each other to maintain aircraft stability, LIDAR or equivalent sensors to avoid all obstacles, and a ballistic parachute for the worst case. The 4 most common eVTOLs that I know: Pivotal Helix (Blackly), Jetson 1, Yivtol S Zero, Skytech X1. eVTOLs are safer than any auto, fixed wing aircraft, or even a jet fighter; with the ultralight max velocity being 63 mph. An owner and operator does not need an airport; elimination of a travel node is beyond wonderful. ultralight and light sport aircraft (LSA) eVTOLs can be used like an auto on VFR days anywhere except airspace classes B; C; & D; a very small proportion of US airspace. 5%? Less? eVTOLs are only long distance aircraft as light sport aircraft (LSAs). Except, flying long distance should be done with an airline to avoid changes in the weather. Which leaves short distances for eVTOLs and no need for airports. Just wonderful. And with metro traffic jams morning and evenings; some places 24-7; eVTOLs are a necessity to have a life and not be stuck in traffic.
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