WASHINGTON, D.C.—Within the next month, the FAA will release a final rule outlining pilot certification and initial operations for electric vertical takeoff and landing (eVTOL) air taxis and other powered-lift aircraft, a U.S. Department of Transportation (DOT) official said Thursday.

At Honeywell’s third annual Advanced Ait Mobility (AAM) Summit in Washington, D.C., Christopher Coes, acting undersecretary of transportation for policy within the DOT, said a highly anticipated special federal aviation regulation (SFAR) defining the rules will be published in the next few weeks.

“The department has a final rule for our powered-lift operations, and we expect that that will be published in the next month,” Coes said. “And I think you will see it is quite responsive to the industry’s comments.”

Industry Raises Concerns

The FAA published a notice of proposed rulemaking (NPRM) for the powered-lift SFAR in June 2023. The rule would set alternative training and eligibility requirements for certifying powered-lift pilots as well as create operational rules for passenger and cargo transport.

But the document was decried by a collective of stakeholders, spearheaded by the General Aviation Manufacturers Association (GAMA), who took issue with many of the agency’s proposals.

Namely, industry groups believe powered-lift training courses should credit existing rotorcraft and airplane category certificates, and pilots should be able to add a powered-lift rating directly to those permissions. They urged the FAA to lower the threshold for powered-lift flight hours, remove a requirement that limits training to dual control aircraft, and allow more training in simulators.

The groups also argue that performance-based—rather than prescriptive—rules should be used for powered-lift flight, such as by applying airplane and rotorcraft rules as appropriate rather than creating a new category of operations.

Kristie Greco Johnson, senior vice president of government affairs for the National Business Aviation Association (NBAA), said Thursday that members are seeking a “practical pathway” to AAM integration. And the SFAR could be that pathway.

“AAM isn’t a future Jetsons concept,” Johnson said. “It is actually happening right now in our airspace.”

Amanda Joyner, managing director of government affairs for GAMA, agreed with Johnson and said members are hopeful that the SFAR will help them to get their products on the market quickly. Eventually, investment into AAM manufacturers will dry up if the firms are unable to demonstrate a product, so a final rule could help them begin to turn a profit.

What It Means

The deadline for a powered-lift SFAR is December 16, as mandated by the FAA Reauthorization Act of 2024 signed into law on May 16—a provision that was lauded by industry organizations, private companies, and lawmakers alike.

The FAA earlier this week missed the bill’s September 16 deadline to issue a NPRM for beyond visual line of sight (BVLOS) drone flight. But Andrew Miller, a staffer on the Senate Commerce Minority Committee, and Alexander Simpson, a staffer on that chamber’s majority counterpart, said they are confident the FAA will meet the SFAR timeframe. Hunter Presti, a staffer on the House Majority Transportation Committee, is optimistic but believes it will be tight.

According to Simpson, should the agency miss its deadline, existing standards and regulations for rotorcraft and fixed-wing aircraft would apply to powered-lift models.

Coes said his office is simultaneously developing a U.S. national strategy to safely integrate AAM operations alongside conventional aircraft. That plan has been in the works for over a year and is under department review.

The initiative will require an interagency review and final briefing to Congress, “but I am confident that this will be a set of documents that can be championed by the industry, by academia, by labor, our state and local partners, as well as Congress,” Coes said.

Coes added that his team is working with the International Civil Aviation Organization’s AAM study group to harmonize international consensus on AAM standards, practices, and procedures. The goal, he said, is to ensure the U.S. takes the reins on those provisions.

Conference attendees including Coes hope the FAA and other federal agencies will be able to use the Los Angeles Olympic Games in 2028 as a showcase for AAM technology. The event could also serve as a proving ground for the integration of AAM aircraft with other transportation systems.

In support of that effort, the FAA last year released its Innovate28 blueprint for air taxi integration. Earlier this year, the agency proposed comprehensive certification criteria for AAM aircraft, laying the groundwork to get them approved to fly.

But there is still a long way to go, and the powered-lift SFAR—whenever it is released—will be a key part of the process.

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The post DOT: Final Rule on Air Taxi Pilot Training, Operations Coming Soon appeared first on FLYING Magazine.

The company on Thursday announced the opening of a new Washington, D.C., office and added two new members to its policy, government, and regulatory affairs leadership team. The office, near the FAA and Department of Transportation (DOT) headquarters, will include a display area where Archer will showcase Midnight, its flagship, four-passenger aircraft.

In addition, Billy Nolen, who stepped down as acting FAA administrator to join Archer as its chief safety officer in June, will transition into a role as chief regulatory affairs officer, where he will lead the company’s regulatory affairs team.

“This strategic move is part of our proactive approach to progressing through the regulatory process here in the U.S. as efficiently as possible so that we can help ensure our country continues to define the future of global aviation,” said Nolen. “Showcasing our leading eVTOL aircraft technologies to leaders in the nation’s capital will help bring to life our vision to transform cities by reducing traffic with safe, quiet electric air taxis.”

Archer’s eVTOL air taxi is designed for a pilot to fly as many as four passengers on 10- to 20-minute trips spanning 20 to 50 sm (17 to 43 nm), with as little as 10 to 12 minutes of charge time between them.

In February, the company began building the first of three Midnight aircraft it will use to perform for-credit testing with the FAA as it progresses toward type certification. It expects those evaluations to happen later this year.

Archer is working with U.S. regulators such as the FAA as well as United Airlines to launch service in several major U.S. cities, including New York, Chicago, and Los Angeles, as early as next year. To support that effort, the company brought on two new hires: Melissa McCaffrey as head of state and local government affairs and Lynda Tran as an advisor.

McCaffrey, a licensed pilot of 20 years, is the former director of policy and government affairs at Overair, another California-based eVTOL air taxi manufacturer. McCaffrey spent a decade with the Aircraft Owners and Pilots Association (AOPA), where she managed government affairs policy and advocacy.

Tran was formerly the senior advisor to the U.S. Secretary of Transportation and director of public engagement at the DOT. She will support Archer’s regulatory affairs in an advisory role.

Additionally, Archer said it will continue to work with Invariant, the largest woman-owned lobbying group in Washington, D.C., and JTR Strategies, which focuses on transportation policy lobbying, as it seeks to expand its influence in the nation’s capital.

Archer, alongside competitor Joby Aviation, already had one of the tightest government relationships in the eVTOL industry by virtue of its FAA certification program and the appointment of Nolen. By bringing on McCaffrey and Tran, it appears the manufacturer is looking to shore up that connection even further.

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The post Electric Air Taxi Manufacturer Archer Aviation Opens D.C. Office appeared first on FLYING Magazine.

This question is being asked a lot at local airports, because as part of the Department of Transportation, the FAA will most certainly be affected as employees will be furloughed. 

This isn’t the first time this has happened, and lessons learned from previous federal government shutdowns have helped the FAA craft a plan to make sure aviation does not grind to a halt.

• READ MORE: Aviation, Trade Sectors Brace for Government Shutdown 

Designated pilot examiners (DPEs) will still be able to administer check rides, however, the principal operations inspector that the DPE works with to process the check ride requests and subsequent issuance of the certificates won’t be getting paid.

On Thursday, Secretary of Transportation Pete Buttigieg held a press conference to outline the impact of the government shutdown, calling attention to the fact that members of the U.S. armed forces in addition to the thousands of civil servants that oversee America’s transportation infrastructure will not be paid during the shutdown.

A shutdown could begin as early as Saturday, and it would have a detrimental impact on the national aviation infrastructure, particularly ATC, Buttigieg warned in saying that the shutdown would furlough 1,000 controllers currently in the training pipeline.

“Even a shutdown of a few days could mean we will not hit our staffing and hiring targets next year,” he said.

What Continues During a Shutdown

According to DOT, the following activities will continue during a lapse in annual appropriation and authorization:

• Air traffic control services
• Maintenance and operation of navigational aids and other facilities
• Flight standards field inspections
• Airworthiness directives
• Airmen medical certifications
• Certain certification activities
• Issuance of waivers for UAS and in support of other safety and security operations
• Approval of exemptions for unmanned aerial systems operations
• On-call accident investigations
• Air traffic control specialist (ATCS) medical clearances
• Air traffic safety oversight (limited)
• Commercial space launch oversight and licensing
• Command, control, communications, and intelligence (i.e., regions and HQ operations centers, intelligence threat watch, and emergency communication support)
• Foreign relations on aviation safety-related matters
• FAA’s aircraft and airman registry
• Congressional liaison services, to the extent that they are necessarily implied from the authorized continuation of legislative activity
• Support functions necessary to provide timely payments to contractors and grantees

What Stops During a Shutdown

There are a number of activities that will cease during the shutdown. These include:

• All Airport Improvement Program (AIP) activities during a lapse in authorization 
• Passenger facility charge approvals
• Airport planning and environmental services funded by Airport Improvement Program (AIP) contract authority
• Development of new air traffic control specialists not certified to work a position
• Aviation rulemaking
• Random drug testing of the nonsafety workforce
• Facility security inspections
• Routine personnel security background investigations
• Continuity of operations planning
• Development, operational testing, and evaluation of next gen technologies
• Development of next gen safety standards 
• Air traffic performance analysis
• Capital planning for FAA facilities and equipment
• Research, engineering, and development programs
• Investment planning and financial analysis
• Dispute resolution
• Audit and evaluation
• Financial operations, controls, and reporting 
• Most budgeting functions (except those necessary to provide necessary services to support excepted functions)
• Law enforcement assistance support
• Most administrative support functions not required for support of excepted positions
• Delivery of routine public affairs services, website updates, and social media activities

The post How Government Shutdown Will Impact GA, Flight Training appeared first on FLYING Magazine.

The audit, published last week, details years of internal strife, mismanagement, and fragmented communication it claims have unnecessarily delayed the certification and regulation of advanced air mobility (AAM) aircraft, such as air taxis. The DOT issued four recommendations to the FAA—with which it concurred—but said the agency “will likely continue to face challenges.”

The FAA, in response, reiterated its commitment to safety: “Our mission is to create a space for this industry where innovation incorporates the high level of safety that defines modern aviation,” the agency told FLYING in an email.

“We are making steady and significant progress in certifying aircraft and pilots and the planning for integrating these aircraft into the airspace. We’ll be ready for air taxi operators when they’re ready to fly safely.”

In August 2020, ranking members of the House Committee on Transportation and Infrastructure and its Subcommittee on Aviation, noticing the slow pace of AAM certification and regulation, requested the DOT investigate FAA procedures.

Then, in March 2022, the DOT launched an audit “to determine FAA’s progress in establishing the basis for certification of AAM aircraft, including ensuring the safety of novel features [such as electric engines] and providing guidance to applicants.”

Over the following 14 months, the agency reviewed federal regulations, rulemaking documents, and a host of other FAA documentation. It also conducted interviews with FAA representatives, executives, and personnel, as well as AAM certification applicants and aviation industry groups.

Concluded in May, the audit paints the picture of an agency in dysfunction, bogged down by disagreement and lethargic decision-making that continues to hamper progress on AAM. It identified three major deficiencies in the FAA’s approach:

• Undue time spent determining the proper AAM certification pathway
• Steep regulatory challenges in establishing the special-class powered-lift certification category for eVTOL
• Lack of clarity around the role of the Center for Emerging Concepts and Innovation

Below, we dive into the report’s key findings—and the DOT’s recommendations—in detail:

The Powered-Lift Predicament

As the audit notes, the conditions that created the FAA’s current regulatory Rubik’s cube can be traced back more than a quarter of a century. 

In 1997, the agency defined an aircraft category called “powered-lift,” which it described as “aircraft capable of vertical takeoff, vertical landing, and low speed flight that depends principally on engines during those phases of flight, and on wings during horizontal flight.”

Sound familiar? This definition of powered-lift closely describes the way early eVTOL aircraft are expected to fly, but not quite. And though the FAA did amend pilot certification regulations to establish a powered-lift category rating, it never developed powered-lift airworthiness standards or operating rules.

Therein lies the problem. According to the audit, some within the FAA believed air taxis fit the 1997 definition well enough to be certified as special-class powered-lift aircraft under section 21.17(b). Others, worried by the lack of regulation around powered-lift, preferred to certify them under section 21.17(a) as normal category airplanes with special conditions.

The latter group would get its way. In 2017, the FAA began revising airworthiness standards for normal category airplanes, which some personnel told auditors were designed to introduce fixed-wing AAM aircraft into that category. However, the rule specified that some AAM aircraft resembling rotorcraft—Alakai’s AH2-1 or Moog’s SureFly 250, for example—would be certified under the special category of section 21.17(b). 

The lack of a universal path to certification created a divide within the FAA, the DOT claims. According to the audit, there were sizable factions supporting either sections 21.17(a) or 21.17(b).

For example, the FAA in 2017 began the process of authorizing powered-lift aircraft for commercial operations under Parts 110 and 119. But between 2018 and 2022, management continued to push for AAM certification in the airplane category. They abandoned efforts to enable commercial powered-lift operations in 2021, instead attempting to remove the category from the books altogether.

The auditors claim, according to interviews, this move created internal conflict and low morale, inhibiting AAM rulemaking. Per a 2021 survey of the Flight Standards Service’s Office of Aviation Safety Standards, respondents claimed FAA top brass injected “personal bias” into AAM decision-making. Some were afraid to bring up potential issues due to “intimidation by higher management or fear of a decision being preordained,” the report concluded.

In response to the audit, the FAA pushed back on the DOT’s assessment: “Through [internal discussions], the FAA decided on a path that would ensure a viable operational strategy for these projects. The wide-ranging discussions did not adversely affect the applicants’ programs and will better ensure a successful integration of their aircraft into the National Airspace System.”

However, despite external communication that AAM aircraft would be certified as airplanes, the FAA last year reversed course—a move several applicants claim caught them off guard.

Reversing Course and the Challenge Ahead

Just one year after the FAA decided to scrap the powered-lift category, the agency did a complete 180-degree turnaround. Following a few senior personnel changes, it announced in May 2022 that AAM aircraft would now be certified as special-class powered-lift aircraft under section 21.17(b). 

Finally, after four years, it had settled on a standard. But the decision took AAM applicants, who had been planning certification within the normal airplane category, by surprise—and it could cause the FAA headaches down the line.

The audit criticized the FAA’s external communication (or lack thereof) of its AAM certification path. Interviews with applicants revealed concerns about meeting certification timelines, and some worried a delayed U.S. launch could muck up their planned launches in other markets.

The change in certification also means the FAA must reissue certification bases to applicants. So far, it’s provided new guidance to Joby and Archer Aviation, as well as German eVTOL manufacturer Lilium. The agency said it will also make minor changes to two other aircraft certification bases awarded under section 21.17(a).

But there’s a bigger issue. As noted earlier, there are no airworthiness standards or operating rules for powered-lift aircraft. That means the FAA must develop an entirely new set of regulations, which it began doing in early 2022 through a Special Federal Aviation Regulation (SFAR).

The SFAR was initially slated to appear in the Federal Register this past spring but instead published this month. Now, stakeholders have 48 days to provide comments, which the FAA said it will use to develop a final rule by 2024. That’s just one year before several air taxi firms, such as Archer and Joby Aviation, plan to enter service.

Because the agency created a powered-lift category pilot rating in 1997, there is no way for civilian pilots to operate AAM aircraft—the rule calls for them to have experience flying powered-lift civilian aircraft, none of which have been certified. The proposed SFAR would circumvent this by approving an initial group of powered-lift pilots. It would also determine which operating rules apply to powered-lift aircraft.

But the 1997 powered-lift definition creates another problem. Per FAA regulations, powered-lift aircraft cannot operate as “air carriers,” meaning they cannot fly passengers or cargo commercially. 

To address this, the FAA had to retread previous steps. In December, it published a Notice of Proposed Rulemaking (NPRM) to revisit the previously proposed revisions to Parts 110 and 119 that would have authorized commercial powered-lift operations. Had the rule been finalized back in 2017, it would have kept the agency on schedule, FAA technical staff told the DOT.

So far, the agency has published an AAM blueprint and told FLYING it will release an initial integration plan next month. But neither is comprehensive, and the DOT warned it also has “many years” of work ahead to create airspace management and infrastructure regulations.

“The [FAA] will likely continue to face challenges as it progresses through the certification process for AAM aircraft, including reviewing novel features and establishing new operational regulations,” the auditors noted.

Communication on CECI

The Center for Emerging Concepts and Innovation (CECI) was founded in 2020 within the Policy and Innovation Division of the FAA’s Aircraft Certification Service. But few within the FAA or the AAM industry seem to know what CECI does.

The audit found CECI does not sufficiently adhere to Government Accountability Office standards and that the FAA has not established proper policies, procedures, or communications around its role in certification.

Internal communications around CECI are fragmented, the DOT said. The FAA said it assists in initial certification activities and projects that have significant innovative technologies. But several FAA staff, managers, and field offices remain uncertain of its responsibilities.

In 2021, the agency attempted to solve this problem by creating an Intake Board, which routed AAM applications either to CECI officers or local certification offices. But it has not shared details on this process with external stakeholders. Another effort involved the creation of an AAM Integration Executive Council, which convened once in April 2021 but has not conducted a formal meeting since.

The FAA did note, though, it will publish new details on CECI’s role internally and externally by December 30. It also finalized a reorganization of its Aviation Safety Office in April, co-locating CECI managers with project officers from the Certification Coordination office.

“This move streamlines and combines all certification engagement activities, both pre-application and during formal project execution, under one branch manager with authority to oversee the division of tasks and clean handoff of early engagement projects to the certification team at the appropriate time,” the agency said in response to the audit.

Change in the Air

In response to the audit’s findings, the DOT made four recommendations to the FAA, all of which the agency concurred.

Two call for the acceleration of the SFAR for powered-lift pilot certification and operations and the NRPM for powered-lift integration into Parts 110 and 119. For each, the DOT requested the FAA create a plan for completion of rulemaking that includes milestones and a process for updating stakeholders.

Another recommendation asks the agency to identify the causes of insufficient communication and AAM decision-making, requesting it develop a process for managing disagreement on future projects. And the last calls for new policies and procedures explaining CECI’s role in certification.

In response, the FAA said it would implement the latter two requests by December 31. By then, it will provide an update to the DOT on the actions it will take to address the first two.

“The FAA is fully committed to carrying out rulemaking and organizational measures—some of which are already underway—to address the issues raised by [DOT] and improve the efficiency and clarity of the processes for advanced air mobility (AAM) aircraft certification and entry into service,” the agency said. “By doing these steps, FAA maintains its commitment to the appropriate and necessary level of safety expected by the flying public.”

If those words are any indication, there are some major changes in store at the FAA. Based on the DOT’s assessment, they’ll be needed in order to get air taxi routes—several of which are planned for airports by 2025—off the ground.

The post DOT: Internal Strife ‘Hindered FAA’s Progress’ on AAM Regs appeared first on FLYING Magazine.

Since 2020, airline industry officials have voiced concerns that interference caused by 5G signals could possibly compromise radio altimeters aboard airliners, which can constitute a safety hazard in low-visibility situations.  

Data supplied by radio altimeters gives the pilot information about the aircraft height above terrain and supplies information for several other systems aboard sophisticated aircraft used by airlines. When this data is suspect, the aircraft cannot land.

• READ MORE: Airlines Have Until 2024 To Make 5G Upgrades Under FAA AD

Last week, Transportation Secretary Pete Buttigieg warned the nation’s airlines by letter that flights could be disrupted because some transport aircraft lack updated equipment to prevent interference from transmissions by 5G, The Associated Press reported. Buttigieg said that only planes retrofitted with the right equipment will be allowed to land when visibility is poor.

Wireless carriers AT&T (NYSE:T) and Verizon (NYSE:VZ) maintain that 5G is necessary as cellular data needs increase.

Been Working on It Together

For the better part of two years, the manufacturers of radio altimeters have been working with OEMs Embraer, Boeing, Airbus, and Mitsubishi Heavy Industries to develop and test filters and installation kits for these aircraft. The kits are installed at the respective airline maintenance facilities, however, airlines have reported that supply chain challenges are making it difficult to meet the proposed deadlines for 5G activation.

In early 2022, a coalition of top aviation stakeholders, including Embraer, Boeing, Airbus, and the International Air Transport Association, asked for an extension of the July 1, 2023, deadline for large transport aircraft compliance.

As a stopgap measure, in January 2022 the wireless companies agreed to voluntarily reduce the power of the 5G towers near airports to help protect air traffic while the industry focused on developing protection for altimeters and later retrofitting the aircraft against interference.

The 5G ADs

In January 2023, the FAA proposed an airworthiness directive (AD) to require passenger and cargo aircraft in the U.S. be equipped with 5G C-Band tolerant altimeters or appropriate radio frequency filters by February 2024. The AD went into effect in May.

This was the second AD issued to address 5G issues in recent years as  AD 2021–23–12 “required revising the limitations section of the existing airplane/aircraft flight manual (AFM) to incorporate limitations prohibiting certain operations requiring radio altimeter data when in the presence of 5G C-Band interference as identified by Notices to Air Missions (NOTAMs).”

The current AD, as published in the Federal Register and effective as of May 26, supersedes the previous mandate, making the retrofits mandatory and requiring airlines to update their aircraft/airplane flight manuals “to incorporate limitations prohibiting these same operations at all airports for non-radio altimeter tolerant airplanes. For radio altimeter tolerant airplanes, the prohibited operations would be allowed at 5G C-Band mitigated airports (5G CMAs) as identified in an FAA Domestic Notice.”

The airlines contacted by FLYING reported they will meet the FAA’s Saturday deadline for 5G activation.

“All of American’s mainline in-service aircraft retrofits are complete, and we expect no operational impact,” American Airlines said in a statement.

United Airlines also expects to have its mainline fleet fully retrofitted by the deadline.

• READ MORE: Helicopter Industry Group Urges FAA To Use Caution With 5G NPRM

Alaska Airlines completed upgraded radio altimeter modifications on all its Alaska and Horizon aircraft in June “ahead of the FAA’s July 1 deadline,” the airline told FLYING. “It’s an important safety milestone for us and critical to the reliability of our summer operations.”

Carriers that have not yet finished the updates on their entire fleet, such as Delta Air Lines, will be turning to operational restrictions until they do.

“What this means for Delta is that some of our aircraft will have more restrictions for operations in inclement weather,” the airline told FLYING in a statement. “Safety of flight will never be in question, and Delta will adhere to all directives and regulations from our regulators. Many Delta teams have been working to insulate any additional delays from our customers and people through strategic aircraft routing. While we expect minimal operational impact, we continue to work with our supplier to see that every Delta aircraft is equipped with updated radio altimeters.”

What the FCC Says

The Federal Communications Commission has previously stated that 5G will not interfere with airline traffic or compromise safety, but the FAA is taking a more cautious approach, publishing a web page with information about the impact of the cellular technology on air traffic. 

Wireless companies have pointed out that 5G is already in use in Europe and Japan with no issues. The FAA notes the conditions for 5G deployment in those countries are different than in the U.S. because of lower power levels, antennas differently placed and adjusted to reduce potential interference to flights, and frequencies with a different proximity to those used by aviation equipment.

The post Airlines Face 5G Compliance Deadline on July 1 appeared first on FLYING Magazine.

The first lockable flight deck doors were installed in response to the hijackings of September 11, 2001. The final rule mandating the additional barrier will protect flight decks from intrusion when the flight deck door is open.

The Biden administration made this requirement a priority in 2021. In 2022, the FAA proposed the rule after seeking recommendations from aircraft manufacturers and labor partners. The rule meets a requirement of the 2018 FAA Reauthorization Act.

“Every day, pilots and flight crews transport millions of Americans safely—and today we are taking another important step to make sure they have the physical protections they deserve,” U.S. Transportation Secretary Pete Buttigieg said in a statement.

Under the rule, aircraft manufacturers are required to have installed physical secondary barriers (IPSB) on commercial aircraft produced after the rule takes effect. 

According to the Notice of Proposed Rulemaking, the IPSB will be closed and locked whenever the flight deck door is opened while the airplane is in flight. This final regulation affects operators conducting passenger-carrying operations under Title 14 of the Code of Federal Regulations (14 CFR) part 121 with transport category airplanes operating in the United States.

The NPRM notes “when the flight deck door must be opened for lavatory breaks, meal service, or crew changes, the flight deck could be vulnerable to attack. The benefit of this rule, requiring installation and use of IPSBs on airplanes in part 121 service, is to slow such an attack long enough so that an open flight deck door can be closed and locked before an attacker could reach the flight deck.”

Aircraft operators must comply when operating transport category airplanes manufactured two years after the effective date of this final rule.

The NPRM for the IPSB was released last summer. The FAA received 51 comments of support from stakeholders in the industry, including Airlines for America,  Association of Flight Attendants-Communications Workers of America, Aerospace Industries Association , Coalition of Airline Pilots Association, International Coordinating Council of Aerospace Industries Associations-Cabin Safety Working Group, Japan Civil Aviation Bureau, Regional Airline Association (RAA), Southwest Airlines Pilots Association, Transport Canada Civil Aviation, Transportation Trades Department, United Airlines, and aircraft manufacturers Airbus, Boeing and Embraer.

The Air Line Pilots Association released a statement applauding the FAA for finally passing the rule.

“Twenty-two years ago this September, terrorists used passenger aircraft to kill nearly 3,000 of our fellow Americans and shattered our sense of safety and security,” said Capt. Jason Ambrosi, ALPA president. “We responded to these attacks decisively and put multiple measures in place to prevent another tragedy like this from happening, but until now have failed to act to install secondary flight deck door barriers. I applaud Acting FAA Administrator Polly Trottenberg for moving to implement this live-saving measure after years of needless delay.”

ALPA, the largest airline pilot union in the world with  more than 74,000 pilots at 42 U.S. and Canadian airlines, has been a strong proponent of these lightweight security devices that have proven effective in creating a physical barricade to help prevent hostile individuals from reaching the flight deck while its door is opened during flight.

“With this action today addressing the installation of secondary barriers on newly manufactured aircraft, we must redouble our efforts to pass the Saracini Enhanced Aviation Safety Act (H.R. 911/S. 911) to address the retrofitting of existing airliners, and work to install primary barriers on cargo aircraft,” Ambrosi said. “Because ensuring that no terrorist—domestic or international—breaches another aircraft flight deck door again should be one of this nation’s highest security priorities.”

The FAA estimates the IPSB purchase and installation will cost $35,000.

Trottenberg  signed this final rule on Wednesday. The published document could contain minor changes due to formatting and editorial requirements, and the docket will not go live until publication. 

The post Secondary Cockpit Barrier Now Required on New Commercial Aircraft appeared first on FLYING Magazine.

Trottenberg will replace Billy Nolen, who plans to join eVTOL startup Archer Aviation in the coming weeks. Having served as New York City’s transportation commissioner from 2014 through 2020, Trottenberg boasts decades of experience in the public sector. She has served as a legislative staffer in the U.S. Senate for 12 years and worked for the Port Authority of New York and New Jersey.

However, Trottenberg does not have any apparent aviation experience—something that prevented Biden’s former pick to head the FAA, Phil Washington, from securing the nomination. As it stands, the FAA has been without a Senate-confirmed permanent leader since Steve Dickson, appointed by President Donald Trump, stepped down in 2022. 

• READ MORE: FAA Administrator Billy Nolen To Join eVTOL Manufacturer Archer

In a Thursday press release, Transportation Secretary Pete Buttigieg wrote, “I am pleased to announce a team of experienced leaders to guide the FAA…and I have full confidence in Polly’s steady hand during the search for a permanent administrator.”

Without a permanent leader, many recent aviation issues have fallen on Buttigieg—including air traffic control staffing shortages, flight delays, technical outages, and several close calls at U.S. airports.

In addition to Trottenberg’s appointment, Biden will also name Katie Thomson, the FAA’s chief of staff, as the deputy administrator and Keith Washington, the agency’s deputy assistant secretary for the administration, to serve as acting chief of staff.

Following Friday’s news, National Air Transportation Association (NATA) president and CEO Curt Castagna praised the moves.

“With both the Senate and House slated to mark up their respective FAA reauthorization bills next week, proven leadership at the FAA is both timely and welcome, and we applaud the Biden administration for taking action,” Castagna said in a statement. “Trottenberg and Thomson’s years of experience at the DOT will provide stability as the spotlight continues to shine on aviation in the coming months. NATA looks forward to fulfilling its mission as an educator and safety advocate for aviation businesses in advancing these discussions.”

The White House noted it is conducting a national search for a new head administrator nominee.

The post Polly Trottenberg Named Acting Head of FAA appeared first on FLYING Magazine.

Trottenberg would be replacing current acting FAA Administrator Billy Nolen, and several sources say his departure from the agency could be as early as this week. Nolen will still have close ties to the industry as he plans to join eVTOL startup Archer Aviation. 

In an email to FLYING, the FAA noted, “Billy Nolen is departing the FAA in the coming weeks and is continuing to ensure a smooth transition at the agency. Nolen will abide by the agency’s strict ethical requirements during the transition.”

• READ MORE: FAA Administrator Billy Nolen To Join eVTOL Manufacturer Archer

Trottenberg has experience in the public sector, having served as New York City’s transportation commissioner from 2014 to 2020. She also served as a senior policy official for the DOT during the Barack Obama administration and  aide to Sen. Chuck Schumer (D-N.Y.).

But unlike Nolen, Trottenberg has no apparent aviation experience—something that could be a significant challenge as the aviation industry faces a myriad of issues, such as staffing shortages, outdated technology, and safety concerns. Of specific note, inadequate FAA staffing and bureaucratic friction has slowed a number of key processes affecting general aviation, including the certification of aircraft and other equipment, as well as implementing new technology.

While Trottenberg is expected to be named the interim FAA leader, Reuters’ report clarified that her appointment is not certain and the situation could still change.

The FAA has been without a Senate-confirmed permanent leader since Steve Dickson, appointed by President Donald Trump, stepped down in 2022. The White House’s pick to head the agency, Phil Washington, failed to garner enough support from Republican leaders and withdrew his nomination in March.  

• READ MORE: Phil Washington Withdraws Nomination for FAA Administrator

Trottenberg’s appointment would also come as summer air travel is booming and airlines are anticipating flying roughly 4.35 billion passengers this year. According to Transportation Security Administration data, the recent Memorial Day holiday saw 9.8 million passengers screened over the four-day weekend—roughly 300,000 more than the same period in 2019. 

The strong travel demand has pressured the FAA to make changes to avoid flight disruptions, including launching new flight routes to mitigate congestion. The agency is also working to hire more air traffic controllers since it is currently understaffed by about 3,000.

The recent changes to ease flight disruptions seem to have played out well during Memorial Day Weekend. According to FlightAware, airlines canceled fewer than 1 percent of flights each day between Thursday and Sunday, while fewer than one-fifth of flights arrived late. Good weather played a key role in the lack of delays, the flight-tracking company said.

Transportation Secretary Pete Buttigieg tweeted, “Low levels of delays and cancellations over the holiday weekend are evidence that sector-wide collaboration to improve airline reliability is on the right track.”

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The new deicing pads are large enough to accommodate a dozen wide-body cargo aircraft simultaneously, the Department Of Transportation said.

Buttigieg joined federal, state and local business leaders at the airport Tuesday to mark completion of the project that is strategically geared toward keeping the supply chain intact this winter at FedEx’s largest air cargo sorting facility. 

“This holiday season and every season, it’s critical that American families and businesses get the goods they need when they need them,” Buttigieg said in a statement. “Memphis International Airport is the biggest cargo airport in the country, and this innovative aircraft deicing facility is one of the many ways we’re modernizing America’s supply chains.”

• READ MORE: New Study Reveals 10 Busiest Airports In the World

Innovative Deicing Pads

The deicing pads are designed to make operations more efficient. Message boards, for example, eliminate the need for audio communication with pilots, DOT said. Additionally, taxiway lead-in lights eliminate the need for follow-me vehicles or marshallers, and infrared cameras help position airplanes in deicing bays. 

• READ MORE: Why Did FedEx Ask the FAA About Installing Lasers on Airplanes?

“Innovative projects like this are key to improving safety, increasing efficiency, and advancing sustainability across the country,” Deputy FAA Administrator A. Bradley Mims said.

The new deicing pads will also have a segregated drainage system and containers to collect fluid, which the city will use to sanitize city wastewater.

Richard Smith, president, and CEO of FedEx Express, expressed gratitude for the investment and the impact it would have on his cargo airline.

“We want to thank the U.S. Dept. of Transportation, Federal Aviation Administration, and Memphis International Airport for their support of this new Consolidated Deicing Facility—an example of how to deploy technology to improve operational efficiency,” Smith said. “The timing could not be better as FedEx enters the busy holiday season.”

Winter is Coming

The Memphis project is one of several investments being made with winter weather in mind. Last week, the FAA and DOT awarded more than $76.2 million to airports to equip them with snow plows, deicing equipment, and new or upgraded buildings for equipment storage for the winter season.

• READ MORE: How to Winterize Your Flying

Of that, approximately $46.2 million will be used to purchase snow removal equipment, another $13.6 million will be used to develop deicing facilities, and the final $16.4 million will construct and renovate buildings that house and maintain snow removal equipment. That funding comes from the FAA’s Airport Improvement Program.

“We can’t let winter weather stop aircraft from safely landing and taking off. This funding will help keep airports operating this winter and safely transport passengers and cargo to their work, families, and vacations,” Associate Administrator for Airports Shannetta Griffin, P.E. said.

The post Memphis Airport Opens New Deicing Pads Ahead of Winter Season appeared first on FLYING Magazine.

Announced Monday, the three grants, totaling $231,000, are intended to support STEM outreach for universities to provide drone-centered immersion programs, summer camps, after school programs, and community outreach efforts aimed at elementary, middle, and high school students. 

The funds are intended to inspire the next generation of aviators, the FAA said in a released statement. 

“If kids can dream it, they can do it,” said FAA Deputy Administrator Bradley Mims in the release. 

The news comes as the aviation industry projects increasing global demand for highly trained workers, including pilots and technicians. 

• READ MORE: Boeing Forecasts Demand for 602,000 Pilots 

The three schools receiving the STEM grants include:

• North Carolina State University, $125,000
• Kansas State University, $100,000
• Sinclair Community College, $6,000

Initiatives in the grant program include the FAA Adopt-A-School Program, Airport Design Challenge, Aviation Career Education (ACE) Academies, and the Youth in Aviation Task Force. 

In January, the FAA gave $5 million to support the education of a new generation of pilots through aviation classes and flight schools. 

The post FAA Awards $231,000 in Grants To Support STEM Outreach appeared first on FLYING Magazine.