The 32-page document of official procedures, known as the Oshkosh 2024 Notice, is now available online and required reading for pilots intending to fly themselves to the Wisconsin event. 

According to the EAA, there are a few changes this year that are the result of “pilot feedback and FAA review of arrival procedure recommendations.”

The EAA said the notice is in effect from noon CDT on July 18 until noon CDT on July 29. The document outlines procedures for the many types of aircraft that fly to Oshkosh for the event, as well as aircraft that land at nearby airports.

New Procedures for 2024

This year there are TFRs in the Milwaukee area that have nothing to do with AirVenture.

• On July 15-18, the Republican National Convention will be held in the region, prompting a closure of airspace. On July 25-28, the Milwaukee Air & Water Show will be conducted with a TFR of its own.
• There is a new Fisk holding procedure. There are several pages on it in the notice that include drawings of landmarks and approved routes in addition to textual descriptions called out in boldface and boxes.
• No Fisk arrivals will be permitted before 8 a.m. CDT on Thursday, July 25.

In addition, the ATC assignable transition points located west of Oshkosh will be in effect again. They are designed to reduce holding time and air traffic congestion. The points are at Endeavor Bridge, Puckaway Lake, and Green Lake. According to the notice, they will be announced on the arrival ATIS when ATC activates during times of highest traffic flow.

This year’s AirVenture marks its 71st anniversary, and safety, as always, is paramount.

“The most essential information for any pilot flying to Oshkosh involves reading and thoroughly understanding the 2024 AirVenture Notice to ensure safe operations on arrival and departure,” said Sean Elliott, EAA’s vice president of advocacy and safety. “This FAA notice document states the official requirements and expectations for pilots. We also urge all pilots to log appropriate cross-country time prior to their trip to Oshkosh so they have the proficiency and confidence to fly safely.”

Pilots are advised to study the notice in advance and plan their flights carefully. 

Pro Tips:

• Add an additional 30 minutes to your estimated time en route, and be prepared to divert to another airport if weather, traffic, or an accident creates a delay.
• In addition to having the notice in digital form on your iPad or tablet, print it out and have a hard copy with you in the cockpit as a backup.

Good luck, and we’ll see you at the show.

The complete Oshkosh 2024 Notice is below. For a free, printed copy, call EAA at 1-800-564-6322.

The post Oshkosh 2024 Notice Outlines Changes for Pilots Flying to AirVenture appeared first on FLYING Magazine.

Answer: There are several ways to check Notices to Air Missions (NOTAMs) as required by CFR 91.103.

The first one is when you get a weather briefing from Leidos Flight Service system. To use this service you will need to create a free account , click on “Plan & Brief,” and fill out the required information. This generates your weather briefing, at the end of which you will find a list of the NOTAMs. Be sure to check for the TFRs along the planned route of flight.

The Leidos Flight Service interactive map may be found here.

You can also go directly to the FAA page for NOTAMs, which allows you to check by location, flight path, around the vicinity, geography, and by latitude and longitude. You will find information about runway and taxiway closures, changes in instrument approaches, navigational aids out of service, etc.

ForeFlight makes finding NOTAMs—especially TFRs—ridiculously easy. ForeFlight allows the pilot to overlay TFR information on the mobile app by selecting TFRs as one of the layers in the digital briefing.

In regard to the question about forgetting to do this, that could be construed as a violation of FAR 91.103, which states that, “Each pilot in command shall before beginning a flight, become familiar with all available information concerning that flight. This information must include—

(a) For a flight under IFR or a flight not in the vicinity of an airport, weather reports and forecasts, fuel requirements, alternatives available if the planned flight cannot be completed, and any known traffic delays of which the pilot in command has been advised by ATC;

(b) For any flight, runway lengths at airport of intended use, and the following takeoff and landing distance information:

(1) For civil aircraft for which an approved airplane or rotorcraft flight manual containing takeoff and landing distance data is required, the takeoff and landing distance data contained therein; and

(2) For civil aircraft other than those specified in paragraph (b)(1) of this section, other reliable information appropriate to the aircraft relating to aircraft performance under expected values of airport elevation and runway slope,aircraft gross weight, and wind and temperature.”

Get in the habit of getting a thorough weather briefing before every flight, even if it is just a lap in the pattern.

The post How Do You Check NOTAMs? appeared first on FLYING Magazine.

The FAA, which predicts nearly 2,000 pilots are headed to Sun ‘n Fun (SNF), has published a NOTAM for the event, effective Monday, April 8, to Sunday, April 14, for the duration of the event. 

• READ MORE: 5 Things to Look Forward to at 2024 Sun ‘n Fun Aerospace Expo

Pilots should read the NOTAM in its entirety, but these are some areas the FAA has called out this year:

VFR Procedures

There are multiple VFR procedures for Sun ‘n Fun arrivals, and they vary depending on the type of aircraft, such as warbirds, ultralights, or aircraft without radios (NORDO), so read the NOTAM carefully.

Contacting Flight Service by Radio

• On initial call-up, advise flight service of your full aircraft identification and which frequency you are using.
• When transmitting on 122.1 and listening to the VOR, check that volume is up.
• Due to frequency congestion, air files and in-flight full route weather briefings are discouraged.

Tips for Enroute

Pilots should acquire the ATIS no later than 60 miles from Lakeland Linder International Airport (KLAL), noting the arrival runway in use. Follow the published NOTAM procedures for your type of aircraft.

• READ MORE: Sun ‘n Fun 2024: Soar into the Skies with Unforgettable Airshow Spectacles

Pilots are requested to have their landing lights on for extra visibility when they are within 40 nm of KLAL and make sure their transponder remains on during the approach. ATC will contact pilots in the vicinity of Lake Parker’s north shore, using the aircraft “color” and “type” to provide sequencing and other arrival information. When you file your flight plan, make sure to include these.

Pilots will likely be asked to rock their wings in acknowledgment of instructions. Do not transmit unless requested by ATC or if you have an emergency. ATC at Lake Parker controls traffic flow and assigns the KLAL landing runway.

Pilots are cautioned to pick out an aircraft of similar type and speed to follow and remain at least a half mile in trail behind it. Aircraft should not be overtaken nor should the pilots perform S-turns to follow another aircraft. Instead break off the procedure and proceed to the starting point and follow another aircraft of similar speed.

Pilots are encouraged to add at least 30 minutes to their expected time en route with a corresponding fuel load in the event they are required to hold, go around, or divert to an alternate.

All aircraft maintain 100 knots, at 1,200 feet msl.

Aircraft unable to safely slow to this speed should maintain 150 knots at 1,700 msl, with the exception of twin-engine aircraft that should be at an altitude of 2,200 msl.

Pilots should land on either the green or orange dot, per ATC instructions.

Be alert for special event traffic and flyby aircraft using the main runway with opposite-direction base leg entries.

Do not deviate south of Runway 10R/28L in the event of a go-around.

Do not land on the main (wide) Runway 10R/28L unless specifically instructed by ATC.

Do not stop on the runway. High-speed taxi to the end of the runway or follow ATC instructions.

Pilots are asked to close flight plans while airborne.

Due to the large number of aircraft, you may encounter up to a 30-minute delay in parking. Clouds can result in an overdue if the flight plan has not been closed.

If you are one of the nearly 2,000 pilots flying to @SunnFunFlyIn, make sure to review these new arrival procedures for @FlyLakeland Airport. Watch our full video at https://t.co/9MwlAjckl7. #SunNFun #GeneralAviation pic.twitter.com/Ql4dl2bR4q

— The FAA (@FAANews) April 8, 2024

NORDO Procedures

Aircraft not equipped with an air-to-ground radio (NORDO) must land at an airport within approximately 30 minutes of KLAL. Call Lakeland Tower at 863-647-4864 and receive ATC approval for arrival. Specific routes and runway assignment will be issued based on traffic and weather conditions.

To ensure clear and concise communications with ATC, pilots are asked to carry a copy of the Sun ’n Fun Aerospace Expo Domestic Notice aboard their aircraft. Don’t expect the controller to read it to you.

All VFR departures requesting airborne activation of IFR flight plans or VFR flight following in the central Florida area should use published procedures.

• READ MORE: FAA Seeking Pilots for Cognitive Study at Sun ‘n Fun

If the weather at Lakeland or along the route of flight is marginal VFR, it is strongly suggested that the pilot file IFR from their departure airport and receive your IFR clearance and departure release on the ground. As the event creates a significant uptick in air traffic, Tampa, Orlando, and Jacksonville approaches may not be able to issue IFR pickup clearances.

Pilots landing or departing KLAL should display a sign on the left side of their windshield to designate their intended parking/camping area or type of departure. The sign should have dark letters large enough to make it readable from at least 50 feet. Consider using a thick black marker to apply the appropriate designation (such as VA for Vintage Aircraft) on a piece of printer paper. Computer or tablet signs are not acceptable.

Note that there is usually a significant number of departures after the daily airshow ends, therefore arrival traffic is not normally accepted until 30-45 minutes after the conclusion of the event. Pilots are advised to check the ATIS to determine if the airport has reopened.

Do not plan to arrive or depart after the night airshow as the airport will be closed.

When You Land

Do not make unnecessary radio transmissions where procedures state, “Monitor the frequency only.”

Do not stop on the runway after landing. High-speed taxi to the end of the runway.

• READ MORE: Sun ‘n Fun Kicks Off Spring Break for Aviation

Show visitors are warned not to stand on/near or walk/drive across the runways. Be aware of aircraft coming and going in the aircraft parking areas. Don’t assume the pilot of a taxing aircraft can see you.

Pilots should use caution when operating in nonmovement areas and recognize that all movement on anything other than paved runways comes at a pilot’s own risk. Also, remember that many of the visitors to SNF may not be familiar with the visual limitations from the cockpit, so pilots be extra careful around pedestrians.

All aircraft must be tied down and, when on a paved surface, chocked.

Aircraft parking and camping is allowed in designated areas only. Camping north of Runway 10L/28R is prohibited.

No campfires or stoves are permitted near aircraft, and visitors are asked to observe all fire prevention rules.

The post What You Need to Know Before Flying Into Sun ‘n Fun appeared first on FLYING Magazine.

The NOTAM was issued to protect aircraft performing painstaking salvage and rescue missions in the area, which could be hindered by other aircraft. The U.S. Coast Guard said it deployed boats and a helicopter to the site. Several emergency helicopters are visible on Flightradar24. These aircraft are typically equipped with forward-looking infrared (FLIR) sensors and other cameras to search for victims.

No injuries or deaths have yet been reported by authorities, though first responders have described the situation as a “mass casualty multiagency incident.” Crews are reportedly searching for six people. The water where the bridge was struck is about 50 feet deep and 47 degrees Fahrenheit, complicating rescue efforts.

The FAA issued a specific warning to drone pilots in a post on X, formerly Twitter.

“The FAA has flight restrictions in place around the Francis Scott Key Bridge collapse,” the agency said. “Do not interfere with rescue operations. If you fly, emergency response operations cannot.”

Aircraft flying in the airspace around the bridge—even small drones—could compromise the safety of emergency aircraft. Entering the TFR would be akin to driving around a barricade intended to shield firefighters extinguishing a blaze.

The restriction limits pilots from flying within 5 nm and below 2,000 feet above the surface over the site of the incident. The TFR is under the Class B shelf, which has a floor of 1,500 feet—pilots avoid this airspace by flying below it. Essentially, the TFR prevents pilots from transitioning straight to Baltimore/Washington International Airport (KBWI) and flying up the Patapsco River.

Around 1:30 a.m. EDT Tuesday morning, a Singapore-flagged ship called the Dali collided with Francis Scott Key Bridge. The vessel was chartered by shipping giant Maersk but managed by the Synergy Group, which said no casualties occurred on board. The ship was carrying around 4,900 containers and traveling at about 9 mph (8 knots).

The Dali’s crew notified authorities of a power issue and sent a mayday before the collision, according to Maryland Governor Wes Moore.

The bridge crosses the Patapsco River and was part of Interstate 695, a major commuting route used by an estimated 35,000 people daily, said Paul Wiedefeld, Maryland Transportation Secretary. It and the Port of Baltimore comprise a key U.S. shipping hub.

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The post FAA Creates No-Fly Zone Following Francis Scott Key Bridge Collapse appeared first on FLYING Magazine.

On a route I’ve flown a zillion times, epiphany! Because of a painful, expensive, nine-week-long annual on our Beechcraft P-Baron in Florida, my family found itself in New Hampshire without a way home to Tampa, Florida (KTPA). I know that sounds ridiculous, but hear me out.

Our rescue lab mix is an aggressive dog not welcome on the airlines, so Rocco has become accustomed to (spoiled by?) the wonders of general aviation. He’s traveled in a variety of excellent airplanes, including the Baron, a turboprop, and two jets. He’s made the trip in fine style in this manner. Yet our airplane was more than 1,000 miles away. We needed help on a route I’ve come to know intimately.

I called Tom deBrocke and asked if he’d pick us up in his twin Aerostar. “Sure,” he said. DeBrocke’s an airline captain, an airplane nut, and an instructor, but most importantly a good friend. He’s gone coast to coast to help me out before.

It is close to 1,100 nm from Tampa to Lebanon, New Hampshire, but I doubt anybody has flown this route more than I have. At first, it was a Cessna P210 with stops in Raleigh-Durham, North Carolina, or Lynchburg, Virginia, northeast bound, or sometimes Norfolk, Virginia, and Charleston, South Carolina, heading the other way. The northeast trip averaged 6.3 hours, the southwest slog 7.4. Most recently, our Cessna Citation CJ1 could make the northeast-bound trip in less than three hours.

Since it had been more than 25 years since I had negotiated the northeast corridor in a piston airplane, I was full of questions about this trip in the normally aspirated Aerostar.

• READ MORE: Master of Airplanes: Rocco Is One Lucky Lab, Indeed

Lesson No. 1: Aerostars are amazing. Tom had told me he planned to land in Salisbury, Maryland (KSBY), on the way up, but when I turned on FlightAware, I saw he had already overflown KSBY at 13,500 feet. So muchhttps://www.flysbyairport.com/for normally aspirated. I scurried to the airport to meet him. He made the trip in 5 hours and 24 minutes. This pleased me as I was paying for the fuel.

“Almost like a transcon at the airline, but I still have an hour’s worth of gas left,” deBrocke said upon stretching his legs. He collected his bags and checked the airplane, showing no interest in using the bathroom. Waving a portable john alarmingly close to my nose, I was relieved to hear that Tom hadn’t needed it. We arranged for hangar space as rain was predicted.

Lesson No. 2: There is no hurry. Usually, I’m running around wanting everybody to hurry up so as to get to Florida while it is still light and avoid any thunderstorms. Tom showed no such urgency. By the time we drove to breakfast, borrowed the crew car so we could leave our car at home, and returned to the airport, it was almost 11 a.m. After careful loading, explaining to my wife, Cathy, how the emergency exit worked and getting Rocco settled, we taxied out, did a fastidious run-up and took off. There was no rush. Tom was completely at ease. Our destination was Elizabethtown, North Carolina (KEYF), where it was said we could get 110LL for $5 per gallon.

Lesson No. 3: Just ask. I already knew that you almost never get the routing recommended by ForeFlight in this part of the world. But I watched with interest as Tom worked to get us headed in the right direction while level at 8,000 feet. First, he secured direct to Hartford (KHFD), saving about two minutes. When told we had to fly out over Long Island to fixes 40 miles over the Atlantic Ocean, Tom keyed the mic and said, “Hey, Approach. Any chance we could cancel here and climb to 8,500 and go direct to Richmond (KRIC)?”

“IFR cancellation received. Climb VFR to 8,500, keep the squawk.” Just like that, we were flying directly over JFK with Manhattan out the window. I had never had the nerve.

Lesson No. 4: VFR has special responsibilities not evident while flying IFR in jets. Having flown IFR almost exclusively since 1975, I was only distantly familiar with sectionals, military operations areas (MOAs), and restricted areas. Sure enough, Philadelphia Approach was kind enough to suggest heading to KSBY then JAMIE to avoid a restricted area around Washington, D.C. Patuxent Approach confirmed this wisdom. From then on, I watched as Tom sought to confirm the ceiling of various warning areas, MOAs, and Class B airspace.

• READ MORE: Learning (and Leaning) a New Airplane Is Always a Rich Experience

Lesson No. 5: Even the pros can miss something. As we started our VFR descent to KEYF, the AWOS announced winds favoring Runway 32. As we discussed how to enter the pattern, Fayetteville Approach asked if we were aware that all runways were closed at KEYF. What? No mention on the AWOS.

Not embarrassed, Tom said, “I must have missed that NOTAM, and it isn’t announced on the AWOS.”

“The closure is definitely in the NOTAMs. State your intentions,” came the rejoinder. “Standby,” said Tom. We quickly found Lumberton, North Carolina (KLBT), nearby with $5.50 gas. Though we could have entered the right base for Runway 31, Tom did the right thing. He overflew the airport and joined the left downwind. In no rush and at ease, he chirped her on.

“Oh, there’s the reason for the $5.50 gas,” said Tom, spotting a self-fueling spot. While Cathy and I walked the dog, Tom filled 114 gallons into three tanks via a choreography required to keep from tipping the airplane on its wing.

Only later did I look up KLBT on AirNav to see the full-serve and self-serve gas were both $5.50. When apprised of this, Tom didn’t miss a beat: “But I’m quicker.”

Lesson No. 6: It is so important to have really good friends. This is true, in general, but if you can find one who loves airplanes, that’s the best. I’ve been very lucky in this regard.

Gassed up and heading for home, we got the rest done IFR with an astoundingly favorable route. Tom had arranged for his Nissan Pathfinder to be on the Sheltair ramp, so unloading was easy.

Once all in the car, Tom drove us down to see our own long-lost Baron, snuggled in its hangar. As we swung back around to head for the exit gate, two line guys came roaring up in their golf cart: “Hey, you’re going the wrong way.” “Yeah,” said Tom. “This is the owner of 260 Alpha Romeo, and he just had to lay eyes on it.”

Ain’t that the truth.

This column first appeared in the December 2023/Issue 944 of FLYING’s print edition.

The post Pilot Learns Something New Even on Familiar Route appeared first on FLYING Magazine.

If you are one of those, the FAA is asking pilots to plan ahead and file a preferred IFR route as the safety agency expects there will be increased workload in the path of the eclipse.

In addition, pilots intending to operate in airspace and at airports in the eclipse’s path of totality should be aware of operational changes.

“Many regular activities, such as practice approaches and pilot operations at airports in the path of the eclipse, may be extremely limited and possibly prohibited…,” the FAA said. “Pilots should check NOTAMs and temporary flight restrictions frequently to ensure they have current information,” 

• READ MORE: NASA Gears Up for 2024 Total Solar Eclipse

Pilots should also be prepared for air traffic delays since some airports may be closed to aircraft without a reservation. Parking also could be extremely limited.

“There are pilots who chase the eclipse,” said Robyn Higdon, executive producer of Total Solar Eclipse Live. “I’ve seen entire airports close down during a solar eclipse. Sometimes the aircraft just stop on the runway and the pilots have picnics.”

Higdon has spent the past 35 years working at the Exploratorium—a scientific educational venue in San Francisco. Since 1998 the organization has been providing broadcast coverage of eclipses in partnership with NASA.

An eclipse occurs when one heavenly body, such as a moon or planet, moves into the shadow of another heavenly body. A total solar eclipse takes place when the sun, moon, and Earth are in a direct line. When the moon’s shadow hits the Earth, the sky darkens. Weather permitting, people in the path of the total solar eclipse can see the sun’s corona. 

In the U.S., the 2024 total solar eclipse will begin in Texas and move northeast toward Maine. For those not in the path, Total Solar Eclipse Live will provide a video feed.

“The first year we covered it online was 1998,” Higdon said. “The internet was still a new thing, and we put up JPEGs,” Higdon said. “So many people—about 1 million—logged on to see that it crashed the server”

As the technology improved, however, so did the Exploratorium’s ability to share the event via livestream with the world.

• READ MORE: The Solar Eclipse—an Aerial Perspective

For the upcoming eclipse, Higdon and a small army of astronomers, video production engineers, and talent are heading to cities within the states the eclipse will cover. They will arrive several days in advance to make sure equipment is working and telescopes and cameras are properly calibrated.

According to Higdon, it takes several hours for the moon to move in front of the sun, and totality —when it completely covers the sun— usually lasts approximately three minutes.

• Shop in Space

“It’s a very emotional event for most people,” she said. “Even watching it on a video feed people scream and cry. It’s very important that you stay in the moment and be part of the shared experience. People want to take pictures but miss the deep experience of the moment because they are messing around with their camera. Leave the photography to the professionals.”

Looking at the sun can cause permanent eye damage—even if you are wearing sunglasses—so use special eclipse glasses or bring a colander or something with small holes in it that will allow watching the shadows made by the event. 

NASA has provided an interactive map to show the area where the eclipse can best be viewed. That Eclipse Explorer tool may be found here.

The post FAA Tells Pilots to Prep for Delays Due to Total Solar Eclipse appeared first on FLYING Magazine.

The Icelandic Met Office reports a surge in seismic activity near the volcano, signaling a possible eruption in the coming days and prompting the evacuation of nearby Grindavik. 

The memory of the 2010 eruption of Eyjafjallajökull looms large in the collective consciousness. The event led to widespread disruptions in the aviation industry, with volcanic ash clouds drifting across Europe, causing the largest peacetime closure of the continent’s airspace. The closure affected approximately 100,000 flights, stranding millions of passengers and resulting in an estimated economic impact of billions of dollars lost. More recently, the 2014 eruption of Bárðarbunga led to temporary airspace closures and flight diversions. 

The Keflavik International Airport (BIKF) in Iceland holds particular significance for general aviation pilots navigating across the Atlantic. Serving as a vital waypoint between Europe and North America, Keflavik is a crucial refueling and stopover point for smaller aircraft making transatlantic crossings. An eruption near Keflavik could impact flight routes, necessitating alternative plans for GA pilots navigating the challenging Atlantic airspace.

• READ MORE: Ferry Flight: Daher TBM 940

Volcanic ash clouds pose a significant threat to aviation, as they can damage aircraft engines and pose risks to flight safety. The U.S. Geological Survey emphasizes that volcanic ash clouds are composed of fine particles and glass that can cause engine failure and damage crucial aircraft components. 

• READ MORE: Hawaii’s Volcanic Eruption ‘An Exciting Thing’ for Pilots

Pilots are advised to stay informed about volcanic activity and exercise caution when flying near affected regions. The USGS provides guidelines on how pilots can identify volcanic risk and take necessary precautions. Some tips include:

• Monitoring volcanic ash advisories: Pilots should regularly check for volcanic ash advisories issued by relevant authorities. These advisories provide real-time information on the location and concentration of volcanic ash clouds, and may include SIGMETs, NOTAMs, and any USGS-issued volcano observatory notice for aviation (VONA).
• Weather radar and satellite imagery: Utilizing advanced weather radar and satellite imagery can help pilots identify volcanic ash clouds and plan alternative flight paths to avoid potential hazards.
• Communication with Air Traffic Control: Maintaining open communication with ATC is crucial during volcanic events. Pilots are encouraged to report any encounters with volcanic ash and follow controllers’ instructions promptly.
• Volcanic risk assessment: Pilots should recognize and assess volcanic risk factors. These include understanding the characteristics of volcanic ash clouds and their potential impact on aircraft systems, and evaluating the potential risk when making a go/no-go decision.

While the situation in Iceland is unfolding and being closely monitored, airlines and aviation authorities worldwide are preparing for potential disruptions. Passengers are advised to check with their airlines for updates on flight schedules and be aware of the evolving situation as experts work to mitigate the potential impact of the impending volcanic eruption.

The post Iceland’s Volcano May Threaten Air Missions appeared first on FLYING Magazine.

On August 9, an eVTOL made by U.K.-based manufacturer Vertical Aerospace—a prototype of the company’s VX4, registered as G-EVTL—came down during an uncrewed test flight at Cotswold Airport (EGBP) in England. As reported by the U.K.’s Pilot, an airfield source claimed the aircraft was conducting inflight shutdowns when it impacted from about 20 feet high.

No injuries on the ground were reported. But photos circulating on social media platform X, formerly Twitter, appear to show significant damage to the prototype’s starboard wing.

Vertical Aerospace has suffered what appears to be a significant setback after the electric vertical take-off and landing (eVTOL) aircraft crashed during an unmanned test flight https://t.co/4HvYnqrmCm pic.twitter.com/DZ708GsMAz

— Evans Electric (@tsport100) August 10, 2023

Fire crews were called to the scene and were reportedly “concerned” about the lithium-ion batteries aboard the aircraft, which can be prone to catch fire. According to NOTAMs, the entire airport was closed for a few hours the morning of the accident, with a runway closure extending into the afternoon.

The U.K.’s Air Accidents Investigation Branch told Pilot it has opened an investigation into the crash. 

Now, Vertical is reportedly pausing flight testing due to the investigation and the damage to its aircraft, which is the only VX4 prototype built for flight testing. It had anticipated the start of full-scale crewed flight tests in the coming days after what it dubbed a successful completion of the remote phase.

The five-seat aircraft features several components that were built in-house, such as its battery packs, electric powertrain, carbon fiber composite airframe, and eight propellers. Its avionics incorporate Honeywell’s F-35 jet technology to automate certain controls and make it easier to fly than a conventional aircraft, the company claims.

Vertical has yet to release any official communications regarding the incident. But it did confirm that the accident occurred via an SEC filing:

“On Wednesday August 9, 2023, Vertical Aerospace Ltd.’s experimental prototype aircraft was involved in an incident during flight testing at its flight test centre at Cotswold Airport, U.K.” the company said. “The aircraft was remotely piloted and there were no injuries. Our flight test programme is designed to establish the limits of the aircraft’s performance, and the incident occurred during an uncrewed test of the aircraft’s maneuverability during a motor failure test scenario, which is a key requirement to progress to crewed operations.”

It added that it was “working closely” with relevant authorities.

Given the reported delay in flight testing, last week’s loss could further prolong Vertical’s certification target, which was pushed back to 2026 in May after being revised from 2024 to 2025 a year earlier.

However, it’s not the only one in the emerging AAM industry to face a setback. One of the firm’s U.S. rivals, Joby Aviation, saw its own eVTOL crash in 2022 and has pushed back its entry into service. Another competitor, Germany’s Lilium, also extended its certification timeline last year.

Vertical did not immediately respond to FLYING’s request for more details on the accident.

The Outlook for Vertical

For Vertical, a lot is riding on the successful completion of crewed test flights with its current VX4 prototype. If it can’t get back in the air soon, the result could be a domino effect that puts the company in an uncomfortable spot.

The VX4 first took flight in September 2022 at Cotswold. In a preliminary test, the aircraft hovered a few feet off the ground while attached to a tether.

Then in March, Vertical received the U.K. Civil Aviation Authority’s first design organization approval (DOA) for an eVTOL company. The DOA—a necessary step before European Union Aviation Safety Agency (EASA) type certification can be achieved—authorized it to issue design approvals and expand flight testing.

The company released photo and video of untethered VX4 tests in July, confirming in its second-quarter shareholder letter that those flights had been taking place since June. In total, the aircraft completed 18 takeoffs and landings in which it lifted, hovered, flew, and landed using its electric propulsion system and Vertical’s proprietary battery packs.

The company said the eVTOL successfully hit its target speed of 40 knots and “demonstrated exceptional overall stability and control.”

“Across a multitude of hover and low speed flights, our VX4 prototype generally exceeded the performance targets we had set by 10 to 30 percent,” Vertical said. “Significant performance was especially impressive in sustained hover, typically the most challenging regime in a VTOL aircraft, where it maintained level flight for longer than we expected.”

The shareholder letter also updated investors on a second VX4 prototype, currently in development at partner GKN’s Global Technology Facility, to add to the company’s testing regimen. However, that design is not expected to be built until after crewed flights of the current prototype—which now appear likely to face delays.

“This second, upgraded full-scale VX4 demonstrator will have greater capabilities than our first prototype, including improved range and higher performance, particularly in hover,” the company said.

The new prototype will feature a fuselage made by Leonardo and battery cells from Molicel. Vertical is also working with Honeywell, Solvay, and others on its design.

A slowdown in crewed flight testing could do more than delay the second-generation prototype. Just days before the accident, Vertical announced it would seek additional capital this year to finance its future activities. But the added cost of repairs and potential revisions to its design could exacerbate the company’s cash flow issues.

Vertical says it is funded into the second half of 2024 with about $114 million in cash and cash equivalents on hand as of June. For the 12 months following August 1, it expects to use $101 million in funding.

“During this timeframe we will be delivering an uncompromising, rigorous and extensive flight test programme, with both our full-scale prototypes,” it said.

However, beyond next August, Vertical will need more cash. It currently has significantly less on hand than rivals Joby, Archer Aviation, Lilium, and others. And more funding could be difficult to come by—per SMG Consulting, Vertical trails all major competitors in capital raised, and its previous raise of $205 million was close to two years ago.

At that time, the company predicted it would need about $250 million in net funding for certification, developing a manufacturing plant, building out its commercial platform, and scaling production. That was enough to garner the interest of Mudrick Capital, which led the investment, as well as Kouros SA, American Airlines, Honeywell, Rolls-Royce, Avolon, and Microsoft’s M12. One of them may need to step up to keep the firm on track.

Vertical currently sits in 12th place on SMG Consulting’s most recent AAM Reality Index, a ranking of AAM companies based on their ability to mass produce and deliver certified aircraft. It ranks eighth in funding, trailing most major competitors, and is expected to enter service a year after Joby, Archer, and others.

Vertical does, however, own the second-highest order backlog in the industry, trailing only Embraer subsidiary Eve Air Mobility. It has an estimated 1,500 preorders from companies including American, Bristow Group, Japan Airlines, Iberojet, and most recently South Korea’s Kakao Mobility, which is expected to be a key launch customer.

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Over the last few months, the committee has conducted several hearings on aviation topics, inviting congressional leaders and aviation stakeholders to participate in discussions before moving forward with a comprehensive bill on Friday.

Transportation and Infrastructure Chairman Sam Graves (R-Mo.) noted the proposal is aimed at keeping the U.S. the “gold standard” of aviation safety and innovation at a time when that notion is being threatened.

Graves was alluding to the numerous challenges the aviation sector has faced in recent months, including a Notice to Air Missions (NOTAM) shutdown, outdated technology, staffing shortages, and several concerning near misses at U.S. airports.

“Our bipartisan legislation will improve critical infrastructure for airports of all sizes, streamline the FAA bureaucracy, strengthen the nation’s general aviation sector, encourage the more rapid deployment of safe technological innovations, and address workforce challenges throughout the aviation system,” Graves said. “Not only does this legislation provide long-term stability and funding for the FAA, it also authorizes the important safety work of the National Transportation Safety Board [NTSB].”

The nearly 800-page package calls for $100 billion in funding for the FAA and airports until 2028. It addresses key topics, such as FAA reforms, workforce development, airport infrastructure, and aviation safety, among others.

The bill also includes an entire provision dedicated to general aviation—a first in reauthorization history. The GA portion includes measures such as expanding BasicMed, protecting GA airports from closure, and additional ADS-B rebate incentives.

Other key parts of the bill tackle improving FAA efficiency and operations to streamline the regulatory process. The agency’s lack of resources and delays when it comes to certification and aircraft registration have long been sources of contention for the business and GA community. The legislation would seek to modernize and digitalize FAA forms and processes to eliminate backlogs, along with appointing new leadership positions within the agency. The measure proposes a second deputy FAA administrator to focus on operational safety.

“The House reauthorization measure offers a clear road map toward a more focused, more responsive, and more innovative FAA for all stakeholders,” National Business Aviation Association president and CEO Ed Bolen said in a statement.

The legislation also makes provisions for growing the worker pipeline by removing barriers to pursuing aviation careers and improving training standards.

BVLOS Rules

The bill zeroes in on aerospace innovation with the integration of new technologies, such as drones and advanced air mobility (AAM), into the national airspace. The legislation calls for the FAA to outline rules for beyond-visual-line-of-sight (BVLOS) operations for drones and asks the agency to propose regulations establishing procedures for operating powered-lift aircraft.

One of the more controversial aspects of the bill is the proposal for 25-hour cockpit voice recorders (CVR) and the installation of crash-proof video recorders in the cockpit. Under the provision, airlines would have seven years to install the devices within their fleets, while the FAA would have three years to establish requirements for them. The move to video recorders and 25-hour CVRs is something the NTSB has long advocated for in order to attain greater insights following aircraft accidents.

What’s not included in the legislation is any mention of increasing the pilot retirement age to 67—an issue that frequently came up during hearings as some lawmakers suggested it would increase the number of pilots in the workforce.

The House is expected to hash out the legislation during hearings this week as the Senate Committee on Commerce, Science and Transportation works on drafting its own version of the bill, with a hearing expected Thursday. Congress has until September 30 to pass the legislation before the current reauthorization expires.

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Often called the unofficial start to summer, experts are predicting the holiday weekend to be one of the busiest on record as some 43 million travelers are expected to take to the roads and skies. 

According to AAA, there’s an anticipated 11 percent increase in the number of people planning to fly compared to last year and a 5.4 percent increase from 2019 levels.

• READ MORE: Flying GA on Memorial Day: What Pilots Can Expect

“We know for sure that there is going to be a very high level of demand, a lot of traffic and a lot of pressure on the system,” Transportation Secretary Pete Buttigieg said in an interview with ABC News.

Airlines also expect to see an increase in passengers. United Airlines says the holiday will be its busiest in more than a decade, transporting 2.9 million passengers between Thursday and Tuesday, while Delta Air Lines expects to carry 2.8 million passengers over that period—a 17 percent increase from last year. American Airlines plans to operate more than 26,000 flights.

The surge will be an early test for the industry after having been plagued with a string of recent woes, such as technical glitches, flight disruptions, safety concerns, and staffing shortages.

The Southwest Airlines debacle in December resulted in the cancellation of more than 15,000 flights after the company’s outdated scheduling software crashed. 

Unfortunately, Southwest’s meltdown was only the beginning of other industry issues, including the FAA’s NOTAM system crash in January that led to the first nationwide ground stop since 9/11.

On top of the technical problems, 2023 has only highlighted the need for safety reform after several near-misses at U.S. airports—many  still under National Transportation Safety Board investigation. The FAA also is facing a serious shortage of 3,000 air traffic controllers, reportingreports that 1-in-5 positions remain unfilled nationwide.

However, airlines and the FAA are working together to alleviate these difficulties. Airlines have complied with the agency’s request to minimize flights to the Northeast by using larger aircraft to help with capacity because of a controller shortage at a key New York-area facility. The FAA also added 169 new flight routes along the East Coast to ease congestion.

While the dearth of controllers remains an obstacle, Buttigieg maintains it  is not the cause of most delays. FAA Acting Administrator Billy Nolen also backed that sentiment in a letter to Congress, noting that “about 5 percent of delay minutes can be attributed to FAA staff shortages.”

“Cancellation and delay rates were at unacceptable proportions last year,” Buttigieg said. “It’s important that (does not) not happen again.”

While he believes improvements have been made, he also admitted it’s “no guarantee that summer is going to go well.”

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