SpaceX CEO Elon Musk responded on social media platform X that he plans to push back in court.

• READ MORE: SpaceX Takes Aim at FAA After Latest Starship Launch Delay

“SpaceX will be filing suit against the FAA for regulatory overreach,” Musk wrote.

Musk’s company is also under FAA scrutiny for failing to get approvals for changes to two rocket launches last year and using an unapproved rocket propellent farm prior to a July 2023 launch.

According to a Reuters report, the FAA said SpaceX did not receive approval to add a new launch control room and remove the T-2 hour readiness poll from its communications procedures related to its license to launch from the Cape Canaveral Space Force Station in Florida.

• READ MORE: SpaceX Falcon 9 Rocket Grounded Amid Upcoming Human Spaceflight Mission

“Safety drives everything we do at the FAA, including a legal responsibility for the safety oversight of companies with commercial space transportation licenses,” FAA chief counsel Marc Nichols said. “Failure of a company to comply with the safety requirements will result in consequences.”

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

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Graduates of T-38 training usually go on to fighters or bombers, but the acute shortage means that there aren’t enough pilots available for the other duty tracks.

According to a memo, the Air Force reported that the service is short by 1,848 pilots, with “1,142 of those being fighter pilots.”

Still, the memo identified a “significant but necessary policy change” opening up other career paths for T-38 graduates.

“While we would prefer to send every qualified T-38 graduate to a fighter [formal training unit], circumstances dictate that we utilize available capacity to maximize pilot production,” the memo said. “In the near term, in addition to traditional fighter/bomber assignments, T-38 graduates will be matched to additional T-6 First Assignment Instructor Pilot assignments and opted for non-fighter/bomber aircraft.”

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

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Deliveries of piston aircraft totaled 761 units, an increase of 7.3 percent over Q2 of 2023, according to GAMA. Bizjet deliveries were up 8.8 percent to 322 units, and the value of all airplane deliveries through the second quarter was up 24.2 percent to $11.3 billion. Among the fixed-wing segment, only turboprops lagged with a decrease in shippings of 3.4 percent to 280 units.

Piston helicopters increased 2.7 percent to 115 units, while turbine rotorcraft sagged to 313 units, a decrease of 7.7 percent from 2023. Overall value of helicopter deliveries was $1.7 billion.

“Through the first half of 2024, we continue to see robust demand for new aircraft, as indicated by the impressive backlogs and plans for facility expansion by many of our OEMs,” said GAMA president and CEO Pete Bunce.

Bunce cited as constraints ongoing supply chain and workforce recapitalization issues that are “routinely compounded by unacceptable turn times in terms of responsiveness and lack of decision making by the FAA specialists on such things as issue papers, certification plans and regular correspondence.”

“Our industry is the incubator of safety enhancing and aviation sustainability technology, which in turn serves as a catalyst for economic growth and exemplary employment for millions around the globe,” added Bunce. “It is vital that our regulators continue to improve effectiveness and efficiency of certification and validation processes, appropriately apply the safety continuum across the spectrum of general aviation products and respond to applicants in a timely manner. For the continued vitality of our industry and to facilitate all the great innovations that are taking place, it is imperative that we tackle these ongoing challenges.”

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

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Northeast was founded by the late Jeffrey Mallia, a former naval aviator and builder of an EAA AirVenture award-winning Cozy Mark III canard homebuilt. His father founded the insurance firm Sykes-Mallia in 1956.

Following in the family business, Jack Mallia joined Northeast 15 years ago and will join the SHAIG management team. He brings his expertise in aviation insurance, ranging from renter’s policies to owner-flown jets, warbirds, charter operations, flight schools, FBOs, aircraft management, quota shares, and even weather balloons.

• READ MORE: Aircraft Insurance Market Has Stabilized—Somewhat

“We are deeply honored to carry forward the legacy of Jeffrey Mallia through the acquisition of Northeast Aviation & Marine,” said David Hampson, SHAIG president. “The legacy of personalized client-focused service aligns perfectly with our own values. We are also thrilled to welcome Jack Mallia to our team.”

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

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According to the NTSB report, the accident was caused, in part, by inadequate inspection procedures by the operator, Marpat Aviation, and a lack of FAA oversight. All six occupants died when the UH-1B “Huey” hit power lines during an attempted forced landing following a loss of engine power.

The accident flight was the last scheduled passenger trip of the second day of the annual Huey Reunion at Logan County Airport (6L4). The helicopter was licensed in 2014 under the experimental exhibition category, and members of the public could pay to go for rides during the event.

The report said the FAA provided “basically no oversight” of Marpat’s maintenance operations. The NTSB found that Marpat likely would have discovered the fatigue cracks in the engine component that caused the power loss if it had conducted more comprehensive inspections.

The NTSB also wrote that the FAA “lacked guidance” for inspectors to provide routine surveillance of aircraft operators with experimental airworthiness certificates, such as the one held for the UH-1B involved in the accident.

The investigative agency noted that the FAA had revised its maintenance standards for ex-military aircraft with experimental airworthiness certificates in 2015, but the aircraft in question was not required to meet the newer standards based on the date of its certification.

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

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The development program that led to the helicopter’s entry into service has been plagued by two decades of delays in replacing the previous Vietnam-era helicopters assigned to the presidential mission.

Plans to update the Sikorsky VH-3D and VH-60N rotorcraft previously assigned to Marine Helicopter Squadron One (HMX-1) for presidential transport started after the September 11 terrorist attacks in 2001 during the George W. Bush administration but were interrupted by President Barack Obama due to cost overruns and delays.

A new program, dubbed “Patriot,” launched during the Obama administration and met challenges from issues with secure communications systems and problems with the VH-92’s exhaust system scorching the grass of the White House South Lawn landing area.

A modified version of Sikorsky’s combination civil/military S-92, the VH-92A is built and modified at Sikorsky’s Coatesville, Pennsylvania, factory. It is powered by a pair of GE CT7-8A turboshaft engines. It received initial FAA certification in 2004.

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

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The grants are part of the Bipartisan Infrastructure Grant program—which includes $25 billion in terminal expansions, baggage system upgrades, runway safety enhancements, and air traffic infrastructure upgrades.

Airports on the receiving end of the grants include El Paso International Airport (KELP) in Texas, where $10.6 million will fund the construction of a new general aviation apron and rehabilitate the existing GA apron pavement.

At the San Jose Mineta International Airport (KSJC) in California, $18.1 million will fund a new taxiway and terminal to accommodate additional airline passengers. 

Dallas Love Field Airport (KDAL) in Texas will receive $4.2 million for improvements to the airfield drainage system and the Runway 13/31 safety area to guard against runway excursions.  

“[This] investment is the second largest in AIG [Airport Infrastructure Grants] history,” said Shannetta Griffin, FAA associate administrator for airports. “We’re supporting safety with lighting and runway signage upgrades and improving the traveler experience with new terminals.” 

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

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The accident occurred shortly after the pilot, a family friend of the group members, reported an issue with the autopilot and a loss of control.

ADS-B data shows that the trip—which ultimately covered three time zones—originated at 9:24 a.m. EDT from Georgia Regional Airport (KCTJ), stopped at Nebraska City Municipal Airport (KAFK), where a local news outlet reported it took on 200 to 300 gallons of fuel, and departed for Billings Logan International Airport in Montana at noon CDT.

About two hours into the flight, while cruising at 26,000 feet, tracking data shows a series of altitude, speed, and heading fluctuations. The pilot reportedly told controllers he had an autopilot issue and was losing control.

At one point, the ADS-B data recorded on FlightAware showed a descent rate of 5,545 feet per minute. The airplane crashed near the town of Gillette, Wyoming, about 1 p.m. MDT, sparking a small fire that was reportedly quickly contained. No one on the ground was injured.

The pilot was identified as Larry Haynie, board chairman of the Georgia Department of Corrections. The 2010 model, 11-seat PC-12/47E (N357HE) was registered to Haynie Enterprises of Henderson, Nevada, on August 31, 2020. Haynie’s wife, Melissa Haynie, was also on board.

Among the other passengers were three members of the Gospel Music Association Hall of Fame quartet, The Nelons, as reported to the Associated Press by the fourth member of the group. The victims included Kelly Nelon Clark, co-founder of the group, and her husband and band member, Jason Clark. Their daughter, Amber Nelon Kistler, also a member of the group, was killed, as was her husband, Nathan Kistler. Melodi Hodges, identified as a family friend, was the seventh victim. The fourth member of the quartet, daughter Autumn Nelon Streetman, confirmed the identities to AP.

“As many of you have heard by now, my father and mother, Jason and Kelly Nelon Clark, along with my sister, Amber and brother-in-law, Nathan, as well as our dear friends Melodi Hodges, Larry and Melissa Haynie were involved in a tragic plane crash on Friday,” Autumn Nelon Streetman said in a statement. “Thank you for the prayers that have been extended already to me, my husband, Jamie, and our soon-to-be-born baby boy, as well as Jason’s parents, Dan and Linda Clark. We appreciate your continued prayers, love, and support as we navigate the coming days.”

According to a statement from the Gaither Music Group, which features a number of gospel performers including the Nelons, the final destination was Seattle, where the group was to join the Gaither Homecoming Cruise to Alaska.

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

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Members of the evacuation team known as Arctic Dustoff received the mission request about 6:05 p.m. AKDT on July 5. They took off from Ladd Field at Fort Wainwright about 7:30 p.m.

• READ MORE: Trust Is the Cornerstone for This Alaska Air Rescue Team

Nearing the location of the accident after a flight that included some strong turbulence, the crew noticed that the patient’s friends had prepared a landing site for the helicopter. But the medical crew required transportation to the site of the accident by boat, where it assessed and treated the patient. It then took the boat back to the helicopter.

The turbulence had subsided for the return trip to Fairbanks Memorial Hospital, which had to circumvent a temporary flight restriction due to wildfires along the route of flight. The patient was turned over to hospital staff about 10:35 p.m.

“I am proud of the crew for adapting to the changes of the mission,” said Arctic Dustoff operations officer Captain Laura Penley said. “No one on the crew was expecting to land on the riverbank and take a boat upstream to a remote cabin to treat the patient. The flight paramedics and crew handing the situation with ease and professionalism.”

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

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Retired Royal Air Force (RAF) group captain John Allman “Paddy” Hemingway was born in Ireland in 1919. In summer 1940, Hemingway turned 21 while flying Hawker Hurricanes with the RAF’s No. 85 Squadron, led by then squadron commander Peter Townsend.

Townsend was later to earn arguably greater fame for his romantic involvement with Princess Margaret, the younger sister of Queen Elizabeth II.

Hemingway and the No. 85 Squadron were based at RAF Debden (later home of the U.S. Army Air Forces 4th Fighter Group) and then RAF Croyden during the storied Battle of Britain, in which the badly outnumbered RAF Fighter Command defeated the previously unbeaten German Luftwaffe. The setback caused Adolf Hitler to reverse course eastward and attack Russia, turning the tide of World War II.

• READ MORE: Top 100 Warbirds

Though Hemingway was already flying in combat well before the official start of the Battle of Britain and destroyed a Heinkel He 111 on May 10, 1940, and a Dornier Do 17 the next day, he never achieved ace status (five enemy aircraft destroyed). But because of “the luck of the Irish,” he said he survived being shot down twice during the battle and twice more during combat in North Africa and Italy.

He served as an air controller during the Normandy invasion and was temporarily made squadron leader. Following V-E Day, he was appointed commander of RAF No. 43 Squadron and became a wing commander. He was later appointed station commander at RAF Leconfield.

Hemingway served as a NATO staff officer in France, ultimately achieving the honorary rank of group captain upon retirement in 1969.

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

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