Where to find the FAA's accepted MOSAIC consensus standards, and what the list means

You are reading a manufacturer's statement of compliance for a new light-sport category aircraft, and it names a string of ASTM standards. Are those the standards the FAA actually accepts, and where do you check? The FAA's Light-Sport Category Aircraft page carries the list, organized by aircraft category. Being on that list means the FAA has accepted a standard as a way to meet the rules. It does not certify any particular aircraft.

What a consensus standard is, and who writes these

Part 22 sets the design, production and airworthiness requirements for light-sport category aircraft. Section 22.100(a)(7) says an aircraft must meet them "using a means of compliance consisting of consensus standards accepted or approved by the Federal Aviation Administration." A means of compliance is simply an accepted way of showing that you meet a rule. The FAA's notice calls the accepted standards one means, not the only one, and says any consensus standards body may submit others for review. The FAA's manufacturing FAQ says only ASTM's Committee on Light-Sport Aircraft, known as F37, is currently developing them.

F37 works in two layers. An integration standard exists for each aircraft category and identifies a package of functional standards that are meant to work together. Each functional standard covers a specific topic, such as structures, landing gear, propellers or engines.

Why it matters to a buyer or builder

Section 21.190(d)(5) requires the manufacturer's statement of compliance to specify the consensus standards used, and those standards "must be accepted or approved by the FAA." The FAQ adds that stating compliance with other standards would not meet section 21.190. So the standards named in the statement are the thing to check against the FAA's list.

Where the list is and how it is organized

The FAA's page has two lists. The first is for airworthiness certificates issued on or after July 24, 2026, and it names one integration standard per category as the Part 22 means of compliance: F3815-26a for airplanes, F3836-26 for gliders, F3840-26 for powered-lift and F3841-26 for gyroplanes. Each entry says it includes its underlying functional standards. The ASTM title of F3840-26 also mentions multicopters, but the FAA's Federal Register notice says that, at this time, the FAA is accepting it as a means of compliance for powered-lift only.

The second list covers standards accepted earlier, which still apply to alterations and repairs of aircraft certificated before July 24, 2026, and to kit-built experimental certificates where the statement of compliance was signed before that date. For a kit, the FAQ says the standards in place on the date of the manufacturer's statement apply, even if you finish assembly later. The page's wording for a statement signed exactly on July 24 is not consistent: one line says "on or after" and another says "after." If yours falls on that date, ask the FAA or the manufacturer which list applies.

The manufacturing FAQ is not the place to look: it describes the new standards as awaiting FAA acceptance and sends readers to this page.

Acceptance dates are not page dates

The FAA accepted the four integration standards in a Federal Register notice published July 16, 2026 (91 FR 43524), with acceptance effective that day. The page footer reads "Last updated: Tuesday, October 6, 2026." That date is not proof that every listed standard was accepted on October 6, so use the notice for acceptance dates.

Acceptance is also version-specific. The notice covers only the functional-standard versions its tables reference, and a revised standard is not accepted until the FAA accepts it. Reapprovals and editorial changes by ASTM are different: unless the FAA announces otherwise, they are treated as accepted. If a statement cites a different revision, ask the manufacturer.

Acceptance of a standard also is not certification of an aircraft. A manufacturer states that its aircraft meets Part 22 in accordance with the standards, and the aircraft must still be inspected by the FAA and found to be in a condition for safe operation (section 22.100(a)(8)).

Getting the text

ASTM copyrights these standards and charges a fee, so if you need the text of a specific one, you obtain it from ASTM. As advice rather than a stated requirement, buy or license your copy from ASTM instead of relying on unofficial copies.

A hypothetical example

Imagine you are reviewing a statement of compliance for a new light-sport category aircraft that names an ASTM integration standard. You would find its category on the FAA page, see whether the standard is listed and under which list, and compare the full designation, including the revision suffix, with what the statement cites. Which list applies depends on the certification route and its date provisions, including the statement date for a kit, and the revision suffix has to match what the FAA lists. A check like this cannot tell you whether any real aircraft complies.

The takeaway

Use the FAA page to identify the applicable list and the Federal Register notice to check acceptance dates. For current light-sport category certification, check the certificate-issuance framework; for a kit, check the statement-of-compliance date and the kit-specific provisions. Compare the exact standard versions, and ask the FAA about any boundary-date ambiguity.