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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“This valuable exemption allows operators of piston-powered airplanes, small airplanes and rotorcraft to realize the cost-sharing benefits outlined in Part 91 Subpart F, making more effective use of their aircraft,” said Doug Carr, NBAA’s senior vice president of safety, security, sustainability, and international affairs.

Subpart F of Part 91 was written into the regulations to accommodate the fractional-ownership business model pioneered by NetJets. NBAA said its members who operate small aircraft for business can “take advantage of the flexibility usually offered to operators of larger, turbine-powered aircraft.”

NBAA members must submit a letter of intent (LOI) to the public docket to use Exemption 7897M. The letter must include detailed information on the business entity and an attestation that the operator will adhere to the terms of the exemption.

Previously only available for aircraft of more than 12,500 pounds gross weight, the benefits of Subpart F include “alternative maintenance programs” and limited cost-reimbursement from passengers for certain flights.

“The cost-reimbursement options of Part 91 Subpart F are useful regarding transportation of a guest on a company aircraft, the use of the aircraft by employees of a subsidiary company and other common scenarios,” NBAA wrote. “Time-sharing, interchange, and joint-ownership agreements are also permitted under Part 91 Subpart F.”

Editor’s Note: This article first appeared on AVweb.

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President Joe Biden’s 2025 budget proposal would boost the current tax of 22 cents per gallon to $1.06 by 2030, raising an estimated $1.1 billion over the five years. The administration states business aircraft account for 7 percent of FAA airspace workload, but at the present time the current fuel tax only covers 1 percent of the revenue for the federal trust fund for aviation and airports. 

The proposal also includes a major funding increase for the FAA, including money to hire 2,000 air traffic controllers.

• READ MORE: Biden Administration Proposes Fivefold Jet Fuel Tax Hike For Bizjets

According to a background source on Biden’s recent State of the Union address, the administration wants to make private jet operators “pay their fair share.” In the speech itself Biden said he wanted “end tax breaks for big pharma, big oil, private jets, massive executive pay.” 

A coalition of aviation industry groups, however, is pushing back, contending the proposal is draconian and lacks supporting data to justify an increase that would prove detrimental to the small and midsize businesses that rely on business jets.

In a letter sent to Congress on Thursday,  leaders of the Aircraft Owners and Pilots Association (AOPA), Experimental Aircraft Association (EAA), General Aviation Manufacturers Association (GAMA), International Association of Machinists and Aerospace Workers (IAM), National Air Transportation Association (NATA), National Business Aviation Association (NBAA), NetJets Association of Shared Aircraft Pilots (NJASAP), and Vertical Aviation International (VAI) outlined their concerns with the plan.

“According to a 2018 Harris Poll, 85 percent of companies relying on an airplane to meet their transportation challenges are small and midsize enterprises,” the aviation coalition said. “The passengers aboard a business airplane are typically technicians, midlevel managers and customers, not C-suite executives.”

The Biden administration’s budget plan also seeks to modify the depreciation schedule on purchased aircraft from five to seven years to match it to the depreciation schedule of commercial airline aircraft.

“It is incongruous to compare the extensive aircraft fleet owned by a commercial airline and offered to the full marketplace for commercial service to the one or two planes owned by a company of a different industry with a different business model,” the coalition said, noting the five-year cost recovery rule applies to many other business assets.

“Reclassifying noncommercial aircraft without a broader look at all depreciation rules lacks valid policy rationale, would upset decades of sound legal precedent, and would negatively impact American businesses’ access to capital, job creation, and growth opportunity.”

The policy and regulatory proposals from the administration would harm business aviation, which also encompasses nonprofit agencies, agriculture, emergency response and air ambulance services, and law enforcement and government agencies, according to the aviation groups. 
“These vehicles facilitate efficient mobility for businesses to create jobs throughout our nation, particularly in communities underserved by commercial service,” the groups said.

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The White House’s 2025 budget proposal would boost the current tax of 22 cents per gallon to $1.06 by 2030. It’s estimated it would raise $1.1 billion over the five years. The proposal also includes a major funding increase for the FAA, including money to hire 2,000 air traffic controllers.

• READ MORE: FAA Releases Final Rule on Aircraft Fuel Efficiency for Emissions

The fuel tax hike is being championed as a fairness issue by the administration. The background documents say business aircraft account for 7 percent of FAA airspace workload but the current tax only covers 1 percent of the revenue into the federal trust fund for aviation and airports. Airline passengers pay a flat $4.50 on each flight and 7.5 percent excise tax on the fare to pay for the other 99 percent.

The backgrounder on the State of the Union address said the administration wanted to make private jet operators “pay their fair share.” In the speech itself Biden send he wanted “end tax breaks for big pharma, big oil, private jets, massive executive pay.” 

Aviation groups responded quickly to the SOTU address and were ready with comments on the budget proposal. NBAA President Ed Bolen reiterated his stance that private aviation is an important business tool and that most of those flying on the jets are mid-level managers doing company business and not their ultra-rich employers. “The Biden administration’s sweeping plan would hurt business aviation and the jobs and communities that depend on it, and make it harder for U.S. companies to compete in a global economy,” Bolen said.

The National Air Transportation Association hit all of NBAA’s points and also alleged that much of the revenue raised by the aviation fund is diverted to a similar fund for highway projects. “We are concerned that the Biden Administration is failing to account for the billions of business aviation tax dollars that are diverted from the Airport and Airways Trust Fund (AATF) into the Highway Trust Fund (HTF),” said NATA President Curt Castagna. “Such diversion weakens the National Airspace System and could place the safety of the industry at risk.”

Editor’s Note: This article first appeared on AVweb.

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The NBAA said it began giving the annual award in 2018 to recognize young people “driving meaningful change and big results across all segments of business aviation.” 

• READ MORE: NBAA Presents Jared Isaacman with 2023 Meritorious Service to Aviation Award

The NBAA’s Young Professionals in Business Aviation (YoPro) program hosted this year’s honorees during the NBAA convention in Las Vegas in October. 

“We are pleased to announce the newest class of Top 40 Under 40 business aviation professionals,” the NBAA said in its announcement of the award winners. “This class represents a wide range of expertise in business aviation. It truly demonstrates that the next generation of leaders is here, and the industry is in good hands for a successful future.” 

John Dowd, King Schools’ vice president of marketing, nominated Golden. 

“Pilots for 50 years have used King Schools to pass their FAA exams and for pilot training,” Dowd said. “Samuel is a member of a new generation of technically proficient, digitally savvy young pilots who are ensuring the future of King Schools is in good hands. Samuel is part of the team that is using video and social media to share courses and researching AI’s virtual and augmented reality possibilities.”

• READ MORE: King Schools Launches Envision Flight Edu-Con

Golden is an experienced pilot with a commercial airplane single-engine land certificate and an instrument rating. He also holds advanced and instrument ground instructor, and remote pilot certificates. He manages the King Schools’ digital advertising and social media programs, which have helped drive increases in the company’s market share and social media engagement.

“Samuel has had a significant role in keeping King Schools relevant in a fast-changing, competitive market,” said John and Martha King, founders of King Schools, in a statement. “Our advertising and overall communication with our customers have greatly benefited from Samuel’s work. We are very pleased and proud to see Samuel receive this well-deserved award.”

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As the comment period closed on January 22 for the MOSAIC revamp of the light sport aircraft approval process, several signatories backed EAA’s take—and the FAA must address the proposal in light of ongoing quality and oversight issues at Boeing.

EAA submitted its response Monday, cosigned by the Aircraft Owners and Pilots Association, National Business Aviation Association, and the National Air Transportation Association, with broad support of the measure, including several key areas to refine or expand.

“We support and strongly encourage the agency to commit the resources needed to continue to move this proposal forward and implement these changes,” said the consortium in the EAA statement. “Doing so will further enhance the safety, utility, and commercial viability of general aviation by fostering new aircraft designs and further stimulating the development of new technology.” 

Those elements include: 

• Removal of exclusions on aircraft class, expanding from the currently limited list of airplanes, gliders, powered parachutes, weight-shift control, and lighter-than-air, to add rotorcraft and powered lift and allow for new classes as technology advances
• Removal of the maximum takeoff weight of 1,320 pounds for land-based aircraft (1,430 for water-based aircraft)
• Raising the maximum level flight V_H speed from 120 to 250 kcas
• Allowing for alternative powerplants, controllable pitch props, and retractable landing gear
• Raising the maximum stall speed V_S1 from 45 to 54 kcas—in fact, the consortium would like to see a speed raised to 58 kcas or as high as 61 kcas
• Raising the maximum seating capacity from two to four seats, with the allowance for sport pilots to have up to three passengers

The final two items are apparently where the EAA/AOPA/NATA/NBAA consortium and GAMA diverge in some specifics, with GAMA opposing the allowance of a higher stall speed than 58 kcas, as well as the expansion of sport pilot privileges to allow for carrying up to 3 passengers.

FLYING reached out to GAMA for its comments, and they responded with the following statement, along with its general support for those submitted by EAA/AOPA/NATA/NBAA.

“GAMA supports the key aspects of the MOSAIC proposal to increase the size, performance and scope of aircraft that can be flown by sport pilots and issuance of a special airworthiness certificate in the light-sport aircraft category with the objective of improving safety, functionality, innovation, and availability of small general aviation aircraft. However, there are areas of the proposal regarding new and complex design and expanded operations of light-sport aircraft which are not fully supported by operational safety data alone and require additional consideration and understanding on how FAA intends to implement with the appropriate mitigations for risk.”

“In addition, GAMA believes FAA could more fully realize the intended objectives and benefits of this proposal by applying a consistent safety continuum approach across all small aircraft airworthiness and certification processes.” In translation, the association seeks further investigation of that risk before broadening the remit of the light sport model. The association notes that it was unable to gain consensus across its membership in the risk mitigation inherent in the proposal—given its inclusion of OEMs that build everything from LSA to Part 25 and 29 category aircraft.

Now, the FAA must sift through the recommendations and comments from a broad range of industry users and transform into action those elements that a consensus of the general aviation community has supported, as FLYING has observed.

Allowing for internal oversight is a key element that has propelled the development in LSA under ASTM. The transition to the certification program under the NPRM needs to acknowledge that in the face of increased public outcry on FAA oversight of similar types of self-assessment, such as Boeing and certain other OEMs of Part 23, 25, and 29 aircraft enjoy.

Who Do They Represent?

EAA in its letter acknowledged its 290,000 members and 900 local chapters of pilots, aircraft builders, and kitplane/vintage/warbird enthusiasts, while AOPA mentions its 300,000 “individuals who collectively operate 85 percent of all general aviation aircraft in the United States.” NATA reflects the operational side of GA, representing “nearly 3,700 aviation business locations across a broad cross section of the industry,” including fractional and Part 135 operators, and FBOs, MROs, and flight training providers. NBAA notes 11,000 “business and professional members involved in business aviation.”

• READ MORE: MOSAIC Questions Linger in Light Sport Aircraft Community

GAMA was formed to “foster and advance the general welfare, safety, interests, and activities of the global general and business aviation industry,” with more than 150 member companies represented, according to the association. Those constituents also include FBOs, pilot and maintenance training facilities, and fleet operators.

The EAA consortium comments may be read here. GAMA’s comments may be reviewed here.

The post Comments From Aviation Associations Take on Pros and Cons of MOSAIC appeared first on FLYING Magazine.

After approving a three-month extension in September that keeps the FAA funded through December 31, the House this week passed a second elongation that will stretch the deadline out to March 8. The House signed off on an FAA reauthorization bill in July, but the legislation has stalled in the Senate as lawmakers quibble over provisions such as pilot training.

The FAA’s current authorization dates back to 2018, when the most recent reauthorization bill was passed. The agency must be reauthorized every five years or risk being cut off from federal funding, which would be the likely outcome should the government fail to approve a new bill by March 8.

“We remain committed to enacting a comprehensive, long-term FAA reauthorization bill as soon as possible,” said House Transportation and Infrastructure Committee Chairman Sam Graves (R-Mo.), Aviation Subcommittee Chairman Garret Graves (R-La.), and respective ranking members Rick Larson (D-Wash.) and Steve Cohen (D-Tenn.) in a joint statement. “Such a bill is vital to ensuring the United States continues its global leadership in aviation and remains the gold standard in aviation safety.”

The lawmakers continued: “Our long-term bipartisan bill…passed the House by a wide margin nearly five months ago, but the Senate has yet to act on our bill or a bill of their own. Because of the Senate’s inaction, [this] extension is necessary to ensure the continued safe operation of our aviation system. But make no mistake—the Senate must promptly act on a long-term bill, as a series of short-term extensions hamstrings FAA operations, maintains outdated policies, and fails to provide critical policy updates for aviation safety, efficiency, innovation, and more.”

Calls for a swift, final FAA reauthorization bill—and not a series of short-term extensions—have rung out on Capitol Hill from lawmakers on both sides of the aisle, and even from Joe Biden administration cabinet members.

So far, those calls have gone unanswered as Washington weighs how best to address issues such as the air traffic control shortage, pilot retirement age, and the integration of new aircraft—such as electric air taxis—into the national airspace.

Earlier this month, a collective of stakeholders representing the General Aviation Manufacturers Association (GAMA), National Air Traffic Controllers Association (NATCA), American Association of Airport Executives (AAAE), and Transport Workers Union (TWU) gave their feedback at an aviation subcommittee hearing. All of them urged the Senate to act quickly.

The groups’ testimony echoed the sentiments of other industry stakeholders, 28 of which penned the FAA a letter in September. Among them were GAMA, the Aircraft Electronics Association (AEA), Aircraft Owners and Pilots Association (AOPA), Experimental Aircraft Association (EAA), and National Business Aviation Association (NBAA).

The letter was addressed to Senate Majority Leader Chuck Schumer (D-N.Y.), Senate Minority Leader Mitch McConnell (R-Ky.), Senate Commerce, Science and Transportation Committee Chair Maria Cantwell (D-Wash.), and Ranking Member Ted Cruz (R-Texas).

The Senate may be making progress on at least one provision included in the proposed FAA reauthorization bill. In November, it was reported that lawmakers were nearing an agreement on relaxing airline pilot training—the legislation calls for the number of loggable simulator hours to be raised from 100 to 150.

According to Senator John Thune (R-S.D.), who serves on the Senate Commerce, Science, and Transportation Committee, an agreement is in place that “deals with the pilot shortage, pilot supply issue and incorporates some of the best and greatest technology.”

Still, the Senate has yet to approve the bill in full, which has kept fresh funding behind bureaucratic red tape and could stymie recently appointed FAA Administrator Michael Whitaker. The good news is it will have a few more months to deliberate.

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This year’s show is the first NBAA-BACE appearance for the A30, and Wuerfl noted that one of the features receiving a lot of attention in the business jet environment is the headset’s three modes of active noise reduction (ANR). Adding to that, the headset’s tap control for talk-through communication was also of interest to the business aviation community.

• READ MORE: Bose A30 Aviation Headset Review

“In a general aviation environment, you may only ever use the high mode, but if you’re flying in a quieter jet environment, the medium mode might be ideal…,” Wuerfl said. “One of the benefits to the low mode that you wouldn’t see in general aviation… [is that] in the corporate environment you may have someone who wants to speak to the pilot so that low mode allows them to have that interpersonal communication.”

Wuerfl reports that the only real stumbling block with the A30 has been not having enough inventory when the product was launched. That issue has been addressed across almost all variations, with only a few rare SKUs—primarily military models—still lagging.

Compared to the A20, the A30 is a few ounces lighter and has about 20 percent less clamping force. It also features a new headband designed to better balance the weight, better clarity of audio, and improved ANR. The A30 is priced at $1,299.

“The nice thing about it is that the A30 crosses all barriers,” Wuerfl said. “It can be utilized in general aviation, corporate, and commercial environments and…can seamlessly work between them.”

On the A20 side, Wuerfl points out that Bose still has some inventory but will be phasing it out over the next few months. While the company won’t be producing more, he emphasized that it will continue to support the model indefinitely. For those looking to move from the A20 to the A30, there is no upgrade program available, but Wuerfl maintained the company would like to put one in place in the future.

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The P2012 STOL switches out the original Traveller’s Lycoming TEO-540-C1As for Continental GTSIO-520-S engines. At its maximum takeoff weight of 8,113 pounds, the 11-seat STOL model will have a takeoff distance of 1,394 feet compared to the standard Traveller’s 2,596 while offering a landing distance of 1,181 feet at its maximum landing weight of 8,003 pounds. The standard version is capable of landing in 2,438 feet.

“Addressing the needs of a market niche that has been underdeveloped and unsupported for decades, Tecnam once again provides a solution for operators seeking a modern, spacious, comfortable, safe yet stylish aircraft with outstanding STOL capabilities for their business,” the Italy-based company said in a statement. “The P2012 STOL is the only twin-piston aircraft with short takeoff and landing capabilities that [comply] with the latest certification changes.”

• READ MORE: Tecnam Introduces P2012 STOL To Serve Challenging, Remote Airports

Equipped with the Garmin G1000 NXi avionics suite, the Tecnam P2012 STOL has a top cruise speed of 185 knots, 905 nm range, and useful load of 2,831 pounds. The IFR-capable aircraft can be configured for missions including passenger transport, cargo, and air ambulance operations. Tecnam expects to begin P2012 STOL deliveries in January.

Expanding U.S. Partnerships

Italy-based Tecnam also announced at NBAA-BACE the launch of a new dedicated maintenance training program in partnership with Florida-based Aero Affinity Holding Corp.. According to Tecnam, courses will be available for its entire fleet. Tecnam noted that those who successfully complete the courses will be eligible to become an authorized Tecnam Service Center. Courses will be offered in locations including Ontario, Canada; Florida; and California.

“The American market is strategic for Tecnam,” said Umberto Giannotta, the company’s service delivery manager. “We want customers and technicians to be competent and comfortable flying and servicing the aircraft.”

In addition, Tecnam appointed Southern Cross Aviation as a spare parts distributor for the P2012 series in the U.S. Headquartered in Fort Lauderdale, Florida, Southern Cross also has a distribution hub in Anchorage, Alaska, and is planning to open a facility in Mesa, Arizona. Tecnam said the partnership aims to provide an “enhanced experience for P2012 operators across the country” in light of “many more” scheduled aircraft deliveries in the Americas. 

The post Tecnam P2012 STOL on Track for 2023 Certification appeared first on FLYING Magazine.

Oceanic Plotting

Building on the Active Navlog product, released in May 2023, oceanic plotting is part of the integration between Active Navlog and ForeFlight Dispatch to enable paper-free utilization by crews using ForeFlight Mobile for flight planning and record keeping. The oceanic plotting feature records position reporting information along with gross navigational error (GNE) checks into the master flight log with screenshots available. Completed navlogs can be uploaded to ForeFlight Dispatch and attached to the flight plan to make for a seamless postflight effort by pilots and flight departments.

• READ MORE: ForeFlight Integrates Features into Single Source for BizAv Operators

The product has been targeted specially for EASA-based users, according to Kelsey Groves, director of marketing for ForeFlight, in a pre-NBAA briefing with FLYING. “It’s a game changer,” she said, being able to use ForeFlight rather than plotting by hand on paper charts.

Said Kevin Sutterfield, ForeFlight and Jeppesen global sales leader: “Logging position reports and GNE checks has been a manual, time-consuming task for our customers, and we’re excited to introduce our integrated digital solution to simplify and streamline this process. Throughout the development of this feature, we actively incorporated feedback from numerous ForeFlight customers. ForeFlight’s Oceanic Plotting feature simplifies the process of oceanic crossings for pilots while also automating the regulatory compliance required for those operations.” 

According to ForeFlight, Active Navlog is available “as a per-user subscription, add-on product, with or without a subscription to ForeFlight Dispatch, while Dispatch will be required in addition to Active Navlog to enable the Oceanic Plotting capability once it’s available.”

Fleet Tracking

Another key new feature available now is Fleet Tracking within ForeFlight Dispatch, which allows operators to monitor fleet status in real time, helping to ensure on-time operations and an early warning for potential schedule disruptions. The app uses ADS-B ground data from AirNav Systems and integrates ForeFlight’s map-based weather layers to aid with visualization of aircraft position and any upcoming issues.

“Providing dispatchers with real-time and accurate aircraft tracking significantly boosts safety and efficiency,” said Sutterfield. “I believe that digital solution suites are changing the business aviation industry because they allow operators to anticipate schedule disruptions and mitigate issues in real time.”

According to ForeFlight, “two distinct tiers of Fleet Tracking will be available for purchase: The first includes global tracking via ground-based ADS-B, while the second, higher tier adds support for global tracking via datalink position reports as well as the ability to track FAA-blocked tails. Both tiers of Fleet Tracking will be available as per-tail, add-on subscriptions and will require a subscription to ForeFlight Dispatch.”

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