Tecnam Aircraft, based in Capua, Italy, has made big moves into the flight training and personal aviation markets in North America in recent years, aided by the relevance of its single- and multi-engine aircraft to the needs of those pilot segments.
With the MOSAIC final rule published in mid-2025, sport pilots are allowed to fly aircraft with higher maximum gross weights—enabled by the use of stall speed rather than weight as a category limitation. Tecnam grasped quickly that nearly its entire product line now has the ability to be flown by sport pilots as a result, and those models that didn’t quite meet the 59-knot stall speed limitation could be modified minimally in order to fit into the new space.
I spoke with Giovanni Pascale Langer, managing director and owner of Tecnam, to run through what the company calls its “MOSAIK59” program and the changes coming to its popular models as a result.
Tecnam already has the P92 Echo MkII firmly in the LSA category, and it is focusing in on a revision of the Astore and P2008 LSAs into the Astore GT and P2008 NG, equipping both with the Rotax 916 iS for increased max takeoff weight. The Rotax 912 iS remains an option on the P2008 for those wishing to maximize useful load.
Aerodynamic refinements on the P2010 and P2006T reduce the stall speed on each model. On the P2010, Tecnam reached back to auto racing legend Dan Gurney. “The single knot that separated the P2010 from K59 compliance was addressed through a carefully engineered trailing-edge refinement inspired by that concept,” said Langer.
While the P92 is available today, the remainder of the new or revised models are in various stages of the process of ASTM validation under MOSAIC, with the 14 CFR Part 22 rules for new aircraft being released on July 24, 2026.
I don’t recall the FAA providing any path for sport pilots to get a multi engine rating or endorsement. Where’s Tecnam getting that reading of the rule?
The new Part 22 that goes into effect in July 2026 will not restrict the number of engines for new aircraft sport pilots can fly under the rule, just the number of seats (4 for airplanes) and limits to one passenger. The recertification of the P2006T under Part 22 will allow for the sport pilot to fly this with the proper endorsement. See: https://www.faa.gov/newsroom/modernization-special-airworthiness-certification-mosaic-fact-sheet
While they may be certified as light sport aircraft, I’m not seeing any mention of multiengine privileges under part 61 sections of that fact sheet.
The only space I’m seeing for that as a hypothetical under what’s there is if it’s an aircraft with simplified flight controls that would automate recovering from an engine failure.
MOSAIC does allow for multi engine. Not sure what specific definition of ‘providing a path’ you’re looking for?
It allows for light sport aircraft to be multiengine, but I don’t recall seeing anything about sport pilot privileges being able to include a multi rating to fly them.
Constant speed, high performance, retract, complex, and night flight endorsements: Yes. Though only with a medical for night.
Multi: Not a single thing.
This is where we may be seeing the difference between what sport pilots may fly and what can be a light sport aircraft.
You are correct. The LSA category is now separated from the sport pilot certificate.
61.316 contains no language referring to engine quantity.
If some other rules does, someone needs to let AOPA know.
https://www.aopa.org/news-and-media/all-news/2025/august/14/mosaic-explained-faq
fwiw: I have no real skin in this one topic, zero interest in flying multi as an SPL. But I am concerned about being able to ascertain what the law actually is, and whether organizations I pay money to are incompetent and misinforming me.
Smooth reading. Interesting topic with lots of potential digression points avoided. Well done.
I am really impressed by Tecnam working to release modern aircraft to the GA market, while Cessna and Piper only rehash their 60 years old designs.
Julie, good interview. It was educational and you highlighted what matters, the MOSAIC alignment, the 55-knot stall target, the OEM handling the mods directly, and the retrofit path.
There are a couple areas that could use a little more clarity, mainly around IFR/IMC and pilot privileges, but that’s understandable with a rule change this big still settling out.
With further research (and there is a range of interpretation on the topic), it appears that *at the moment* the Part 22 regs that go into effect in July will allow for certification of a multi-engine aircraft as an LSA, but there is no accompanying language yet that applies to a multi-engine endorsement for sport pilots. Imho, this is a misalignment and should be addressed. At the moment, it appears that only a pilot holding a private (or higher) certificated pilot with ME rating could fly the ME LSA under Part 22. But what’s the point?
My take is that without existing ME LSAs yet, the FAA cannot produce the endorsement language. Perhaps it’s worth comment to the agency to rectify this disconnect. Thoughts?
I would certainly agree that an explicit statement regarding whether sport privileges can be used for a multiengine aircraft would be desirable.
Iirc, the FAA doesn’t currently allow an initial multi rating in an Aircam due to it being too easy to manage in an engine failure. To me, that suggests that there should be room in the Risk Continuum for sport pilots without medicals to be able to fly at least some twin engine planes.