GoGetAir's Measured Bet on MOSAIC and the 2026 Refresh

Slovenian manufacturer GoGetAir is refreshing its sleek two-seat composite airplane for 2026 with new avionics, a redesigned interior, and a turbine engine option - but the more telling headline is what the company is not doing. Founder and CEO Iztok Salamon has declined to promise that the airplane will meet the FAA’s new MOSAIC standard out of the gate, and that restraint may be the smartest move in light aviation right now.

What GoGetAir Is Changing for 2026

The 2026 refresh centers on three upgrades: updated avionics, a redesigned interior, and - most unusually - a turbine engine option. A turbine on a small two-seater is a rare sight, and it’s the detail that turns heads.

But according to AOPA, which reported on the company’s plans and Salamon’s comments, the real story is the company’s measured approach to certification rather than the powerplant itself.

What Is MOSAIC and Why Does It Matter?

MOSAIC stands for the Modernization of Special Airworthiness Certification. It is the FAA’s overhaul of the rules governing light sport aircraft and the sport pilot certificate.

The old light sport category was capped by a hard weight limit of roughly 1,320 pounds. That single number shaped an entire generation of airplanes - designers built to the scale rather than to what made the best aircraft.

MOSAIC scraps that weight cap and replaces it with a performance-based approach centered on stall speed. If an airplane’s clean stall speed comes in under the FAA’s threshold, a much wider range of aircraft can qualify as light sport.

The implications are significant. Heavier, faster, more capable airplanes can potentially be flown by sport pilots. Four seats are now on the table where pilots were previously locked to two, and the door opens to retractable gear and controllable-pitch props under the right conditions. For manufacturers, MOSAIC represents the biggest opportunity light aviation has seen in 20 years.

Why GoGetAir Isn’t Rushing to Claim MOSAIC Compliance

The headline sounds counterintuitive - why wouldn’t a builder sprint to stamp MOSAIC on the brochure? The answer lies in how certification actually works.

The final MOSAIC rule has been published, but the consensus standards that manufacturers build and certify against take time to finish. The industry writes those standards, they get accepted, and only then can a company test its airplane against them and demonstrate compliance.

That is not an overnight process. A company promising MOSAIC compliance before the paperwork foundation is fully set risks writing a check it may not be able to cash on schedule.

Salamon’s position, as AOPA reports it, is to build the better airplane first - get the avionics, interior, and turbine option right - and let MOSAIC compliance follow when the standards and timing genuinely line up, rather than rushing to be first and cutting corners.

Why This Matters for Pilots and Buyers

History is instructive here. When a new certification pathway opens, there’s a land rush - everyone wants to be first to market with the new label. Some of those first-to-market airplanes ship with compromises that get quietly fixed two model years later. The manufacturer that waits to do it right is often the one whose airplane ages well.

If you’re shopping in the light sport or experimental space over the next couple of years, the guidance is simple: don’t buy the label, buy the airplane.

Ask what standard the aircraft is certified to today, not what the marketing says it will be certified to eventually.
Ask about parts availability and factory support, especially for a manufacturer based overseas.
If the aircraft has a novel powerplant, ask hard questions about maintenance, training, and who can service it near your home field.

The Turbine Option and the Fuel Question

A turbine engine on a small airplane brings real advantages: smoother operation, fewer moving parts in some respects, and excellent reliability when properly maintained. Critically, it burns jet fuel - and that matters more every year.

Leaded aviation gasoline, 100 low lead (100LL), is on its way out. The industry has committed to removing lead from the fuel supply by 2030. Airplanes that can burn jet fuel or unleaded alternatives are hedging against that transition.

Viewed this way, a turbine two-seater isn’t just a performance flex - it’s a bet on where the fuel supply is heading.

The Bottom Line

MOSAIC will reshape the airplanes on the ramp over the coming decade, and that’s genuinely exciting. But the transition period is exactly where buyers need to be sharpest. GoGetAir is betting that patience beats being first - that when the standards are still drying, the smart money waits for solid ground.

Key Takeaways

GoGetAir’s 2026 refresh adds new avionics, a redesigned interior, and a turbine engine option to its Slovenian two-seat composite airplane.
MOSAIC replaces the old 1,320-pound light sport weight cap with a stall-speed, performance-based standard, potentially allowing four seats, retractable gear, and controllable-pitch props for sport pilots.
CEO Iztok Salamon is deliberately not promising immediate MOSAIC compliance, waiting for consensus standards to be finalized rather than rushing to market.
The turbine option aligns with the industry’s commitment to remove leaded 100LL fuel by 2030.
Buyers should focus on current certification, parts support, and maintenance access - not marketing promises about future compliance.