The U.S. House of Representatives on Wednesday passed the legislation with a 387-26 vote after the Senate approved it last week, meaning the only thing standing in the way of the bill becoming law is a signature from President Joe Biden. The bill would reauthorize the FAA for the next five years.

Drone and AAM industry stakeholders have plenty of reasons to be excited. Within the legislation are several critical provisions intended to move the industries forward and assert the U.S. as a global leader in emerging aviation technology.

For example, the bill would require the FAA, within four months of passage, to issue a Notice of Proposed Rulemaking (NPRM) for drone flights beyond the visual line of sight (BVLOS) of a human operator. A BVLOS regulation has long been sought by the drone industry, as it would allow drones to fly farther than they do with humans directly watching them, opening new use cases.

The bill also contains a mandate for the FAA to publish a final special rule for operations of powered-lift aircraft—a new category that includes eVTOL air taxis—within seven months of passage. It would expand FAA research into preparing the U.S. for the safe integration of electric, hydrogen-electric, and other new aircraft types, including type and pilot certification, the electrification of existing aviation infrastructure, and the installation of vertiports.

Immediate reactions to the legislation’s House passage have been overwhelmingly positive.

The Commercial Drone Alliance (CDA), which comprises U.S. uncrewed aircraft systems (UAS) companies and organizations, offered general praise for the long-awaited bill.

“The FAA Reauthorization Act of 2024 brings much-needed stability to both the FAA and aviation industry and enables the U.S. drone industry to keep pace with other countries,” said Lisa Ellman, executive director of the CDA. “This legislation reflects years of dedicated collaboration between lawmakers and industry stakeholders, including the CDA.”

The Association for Uncrewed Vehicle Systems International (AUVSI), a global nonprofit, highlighted a few provisions in particular, such as the progress toward a final BVLOS rule and powered-lift aircraft operations.

“We look forward to working with the FAA and Administrator [Michael] Whitaker on the implementation of congressional mandates on key issues for our industries, including a Part 108 BVLOS rule and a special final rule for powered lift aircraft operations, which will safely unlock scalability and new, high-value commercial drone and AAM operations,” said Michael Robbins, president and CEO of AUVSI.

Pete Bunce, president and CEO of the General Aircraft Manufacturers Association (GAMA), applauded the bill for “furthering air traffic and airport operations through…electric aircraft infrastructure, fostering future improvements in certification and production oversight, expanding sustainability research programs, and following through on initiatives focused on a safe transition to unleaded avgas.”

U.S. lawmakers—on both sides of the aisle—similarly applauded the bill’s passage in the House.

Representative Steve Cohen (D-Tenn.), who authored provisions in the legislation that would invest $1 billion into airport improvement projects, praised the bipartisanship of the House vote and several forward-thinking provisions within the bill.

“Our reauthorization legislation addresses several critical priorities, including…addressing environmental resiliency, strengthening the general aviation sector, [and] ensuring the safe operation and integration of Unmanned Aircraft Systems (UAS) and Advanced Air Mobility (AAM) aircraft,” said Cohen.

Senator Todd Young (R-Ind.) highlighted the bill’s benefits to the domestic drone industry. The legislation would ban federal procurement and use of drones produced by Chinese manufacturers—a longtime target of U.S. lawmakers, who perceive the foreign drones as a threat to U.S. industry and national security. Attempts to restrict Chinese-made drones have been the subject of controversy among industry stakeholders.

“This bill contains many provisions important to the Hoosier [State] aviation industry and the flying public,” said Young. “I am pleased that it passed the Senate in a strong bipartisan vote and urge the House to pass this critical bill.”

Manufacturers of electric vertical takeoff and landing (eVTOL) air taxis have heaped praise on the bill’s AAM provisions.

Joby Aviation singled out language around the type certification of novel aircraft and propulsion sources, training of eVTOL pilots, development of AAM operational rules, and production of sustainable aviation fuel (SAF).

Joby board members Michael Huerta, who was FAA administrator from 2013 to 2018, and Dan Elwell, who served as deputy and acting FAA administrator from 2017 to 2020, went into more detail in a blog post.

“This congress has implemented foundational legislation that sets the stage for U.S. leadership in the next hundred years of aviation,” Huerta and Elwell wrote. “By mandating the FAA to lean into AAM, Congress aims to ensure that the FAA will serve as a driving force for innovation and continued U.S. leadership while keeping safety at the heart of its mission.”

Across the Atlantic, German eVTOL manufacturer Lilium, which is seeking type certification with both the European Union Aviation Safety Agency (EASA) and FAA, spoke highly of the bill’s commitment to modernizing AAM and eVTOL infrastructure in particular.

“We commend the United States Congress for their dedication to electrifying aviation and for recognizing the vital role that our industry will play in the future of transportation,” said Matt Broffman, head of partnerships and public affairs for the Americas at Lilium.

Added Klaus Roewe, CEO of Lilium: “The U.S. is a globally important market for aircraft like the Lilium Jet and we welcome this additional guidance from the U.S. Congress as we seek dual certification in both the U.S. and at home in Europe.”

Similarly, U.S. manufacturer Beta Technologies, which is building a network of proprietary electric aircraft chargers nationwide, praised the legislation’s emphasis on eVTOL infrastructure. The company shared with FLYING last year’s congressional testimony from CEO Kyle Clark, in which Clark lauded several measures. Among them are provisions around building new infrastructure, such as vertiports, as well as the electrification of existing airports.

“This is the first comprehensive piece of federal legislation that specifically advances the priorities of the AAM industry, which feels like a big win,” Beta told FLYING. “It’s the result of a multiyear effort by the whole industry, and we look forward to working with the FAA and DOT to implement these provisions.”

While FAA reauthorization still awaits the president’s signature, the industry, evidently, expects it to happen soon. At first glance, it appears to be a crowd pleaser: the rare piece of legislation that satisfies the demands of all, or nearly all, parties. The next challenge will be to ensure that the implementation of these provisions goes smoothly.

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The post Stakeholders Commend Drone, AAM Measures in FAA Reauthorization Bill appeared first on FLYING Magazine.

The House vote was 387-26, following last week’s Senate vote of 88-4. Passing the long-term funding bill ended a frustrating chain of four short-term extensions.

The bill faced much less contention in the House than it had in the Senate, where a string of unrelated controversial amendments threatened to scuttle passage. House leadership declined to schedule votes on amendments, specifically to avoid the same sort of logjam negotiations.

• READ MORE: FAA Reauthorization Bill Exempts Boeing 767 From 2028 Production Cutoff

That said, a controversial measure adding airline slots to Washington Reagan National Airport (KDCA) was among the more prominent provisions of the bill. Members of Congress were divided for and against the measure, dependent on their homes. Those from states close to Washington, D.C., were opposed based on congestion and the fear of midair collisions. Those from states farther away were in favor of adding slots. Their opponents accused them of advocating for their own convenience.

Other important measures included agreeing to hire and train up to 3,000 new air traffic controllers; increasing the length of cockpit voice recordings to 25 hours (from two hours); and extending the time frame for airline passengers to redeem travel credits to at least five years.

From the general aviation side, the General Aviation Manufacturers Association (GAMA) praised passage of the long-term legislation to fund and support the FAA.\

“The final bill contains many of the important provisions that GAMA strongly advocated for throughout the process, including during our Capitol Hill Day last week, when our board members met with over 120 lawmakers while the Senate was finalizing the bill,” GAMA president and CEO Pete Bunce said. “Overall, the bill supports safety, innovation, infrastructure investment, sustainability, and the aviation workforce.”

Bunce listed some key provisions, including adding a new assistant administrator for rulemaking and regulatory improvement, which mandates a review of the rulemaking process to reduce bureaucratic delays. He said the bill also strengthens workforce development grants for pilots and maintenance technicians by adding manufacturing workers to the eligibility list.

Bunce also added that the bill includes “furthering air traffic and airport operations through pilot programs for mobile delivery of air traffic clearances and electric aircraft infrastructure; fostering future improvements in certification and production oversight; expanding sustainability research programs; and following through on initiatives focused on a safe transition to unleaded avgas.”

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

The post FAA Reauthorization Passes House, Heads to Biden for Signature appeared first on FLYING Magazine.

In an online forum Tuesday, GAMA provided an industry update on the initiative to Eliminate Aviation Gasoline Lead Emissions, or EAGLE.

The forum included representatives from the FAA and GAMA.  Eric Blinderman, senior director of communications for the Aircraft Owners and Pilots Association (AOPA), acted as moderator, introducing the co-chairs of the EAGLE initiative that represent supply chain infrastructure and deployment; research, development and innovation; unleaded fuel evaluation and authorization; regulation policy; and programmatic activities.

• READ MORE: EAGLE Initiative Shows Measured Progress, Fuel Contenders Say at Oshkosh

Curt Castagna of the National Air Transportation Association (NATA) said fulfilling the EAGLE initiative will require a continued effort to educate users and other stakeholders— including the FAA—”to work as fast and as safely as we can.” Castagna said the goal is “to eliminate the use of leaded aviation fuels for piston engine aircraft in the United States by the end of 2030 without adversely impacting the general aviation fleet.”

Several speakers noted that the safety considerations and liability involved with the production of aviation fuel dictates that a considerable amount of testing be involved in the creation of unleaded (UL) products.

The UL100E unleaded fuel testing protocols include:

• Determining fuel compatibility with materials used in aviation, from the metal of the wings to fuel bladders, hoses, aircraft sealants, and elastomers.
• Determining engine performance for rated power as compared to the same engines running on 100LL and determining if detonation is a factor. The tests involve hundreds of engines. The impact of vibration of the aircraft propellers attached to those engines is also being studied.
• Determining the durability of the fuel and its effect on engine parts, especially testing for deposits that may form after hundreds of hours of operation.

The fuel tests will take place both on the ground and in the air under a variety of conditions, including cold soak and high temperatures and humidity.

The testing will involve multiple engines and multiple aircrafts. According to a graphic provided during the stakeholder meeting, this work has just begun, with the exception of the testing involving a Continental TSIO-550K.

“After testing, the engines are torn down to look for damage,” said Tim Owen, who has spent several years in product development at Continental Motors Inc. and been part of the Piston Aviation Fuels Initiative (PAFI).

Supply Chain

In addition to the development of a replacement fuel for 100LL, a seamless transition to UL fuel must also be developed. A support policy and regulatory proposal for maintaining 100LL availability is also needed, as are safety measures to prevent improper fueling during the transition.

Stakeholders noted during the meeting that many FBOs are already looking into means to accommodate both 100LL and UL fuels, such as acquiring a fuel truck for UL. In addition, there will be more training required for line crew and placards in aircraft to prevent accidental misfueling.

• READ MORE: The EAGLE Has Launched to Get Lead Out of Avgas

Discussions are underway with FBOs in remote areas, such as in Alaska, Hawaii, and Puerto Rico, to determine how fuel can be economically delivered to these locations.

It is still incumbent on the FAA to authorize the use of a new unleaded fuel in GA aircraft.

That can be done one of two ways: through the fleet authorization process established by Congress and in conjunction with the PAFI, or through the FAA’s traditional aircraft type certification/supplemental type certification (STC) process.

In March 2023, the FAA issued a Fleet Authorization Policy Statement, which describes the process to obtain a fleet authorization of a qualified unleaded fuel candidate.

“The FAA anticipates that approximately 68 percent of the [GA] fleet will be eligible to use UL 94/UL 91 fuels,” according to the EAGLE industry partnership.

Stakeholders also noted that the adoption of unleaded fuels will likely require extra placards on aircraft and extra pages in the pilot’s operating handbook (POH) to advise pilots of the changes, but that is likely years away.

The FAA is expected to issue a notice of proposed rulemaking (NPRM) and accept industry comments before EAGLE becomes law.

The post Forum Stresses More Work Needed to Meet GA Unleaded Fuel Goals appeared first on FLYING Magazine.

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.

The post Aviation Coalition Pushes Back on Biden Fuel Tax Hike Plan appeared first on FLYING Magazine.

According to Daher and GAMA, four students, two from North America and two from Europe, will be selected. The interns will spend eight weeks exploring their areas of interest at the facilities of Daher’s aircraft division outside their home countries.

The North American interns will be assigned to the division’s Tarbes, France, headquarters and production facility for TBM aircraft. The interns coming from Europe will be based at the division’s Sandpoint, Idaho, operation, where Kodiak aircraft are produced. The company noted that the internship covers travel and living expenses, and lodging costs.

• READ MORE: GAMA, Daher International Internship Aims to Build Aerospace Workforce

“These internships provide students with an invaluable educational experience that will further their knowledge of the incredible opportunities in our robust and global industry,” said Pete Bunce, GAMA president and CEO, adding that he was particularly impressed after spending time with last year’s interns in Tarbes and Sandpoint.”[It was] inspiring to see these extraordinary experiences spark their enthusiasm toward future opportunities in the industry.”

Nicolas Chabbert, senior vice president of Daher’s aircraft division, echoed Bunce’s enthusiasm.

“More than ever, the general aviation sector must motivate those who will lead the industry of tomorrow, facing challenges that range from reducing its environmental impact and finding new global supply chain solutions to strengthening the talent pipeline for all types of jobs,” Chabbert said.

All four interns will be part of Daher’s team at EAA AirVenture at the end of July. During the annual gathering in Oshkosh, Wisconsin, they will have the chance to explore the aviation world and potential careers.

Who Is Eligible?

The internship is open to ages 21 to 24  who are citizens of the United States, Canada, or Europe. They must be enrolled as full-time students pursuing associate, undergraduate, or graduate degrees. Applicants should be able to demonstrate an interest in an aeronautical career, such as engineering, flying, aircraft maintenance, manufacturing, marketing, or related areas.

Candidates need to submit a résumé and cover letter that explains why they are the optimum candidate for the experience and provide supporting examples of interests and achievements. They must also submit a 40-second video introducing themselves and describing expectations for the internship.

North American students can apply here.

European students should apply at the GAMA-Daher U.S. internship experience or via email at w.ferreira@daher.com.

The deadline for submissions is March 30. The selections for this year’s internships will be announced by Daher and GAMA at the Sun ’n Fun Aerospace Expo on April 9 in Lakeland, Florida.

The post Daher, GAMA International Internship Program Looking for Candidates appeared first on FLYING Magazine.

GAMA found that aircraft shipments rose across all segments compared to 2022, coming in at 3,050 airplanes and 962 helicopters delivered in 2023. The numbers represent year-on-year increases of 9 percent and 9.8 percent, respectively. Overall airplane billings for last year rose 2.2 percent to $23.4 billion while total helicopter billings increased 11.2 percent to $4.4 billion.

“For the first time in more than a decade, the general aviation manufacturing industry has eclipsed 4,000 aircraft delivered,” said GAMA president and CEO Pete Bunce. “In addition to this strong showing, there are robust and growing order backlogs for all segments of aircraft. This is a testament to the resilience of our industry and the integral role that general and business aviation plays in our communities.”

Breaking down the numbers, piston airplane deliveries were up 11.8 percent from 1,505 in 2022 to 1,682 in 2023. Turboprop shipments also surged, hitting 638 delivered last year and improving 9.6 percent over the previous year. While business jet deliveries saw the least change, the segment still increased 2.5 percent with 730 delivered.

On the rotorcraft side, 209 piston helicopters shipped last year, up from 194 in 2022. Turbine helicopter deliveries jumped 10.4 percent. GAMA noted that fourth-quarter data from Leonardo Helicopters was not available when the report was published, so it excluded Leonardo’s Q4 2022 data from its comparison.

• READ MORE: GAMA Reports Year-Over-Year Increase in Aircraft Shipments In a ‘Governed’ Recovery

“While the deliveries from 2023 are very encouraging, our industry faces headwinds from ongoing supply chain issues, workforce shortages, uncertainty and unpredictability from global regulators, and shortsighted efforts aimed at curbing business and general aviation, particularly in Europe,” said Bunce. “As civil aviation’s innovation incubator, our entire GA industry is focused on new aircraft and technologies that will lead the way in safety and sustainability for the entire aviation sector. This progress is dependent on having effective, predictable, and accountable regulatory processes, and a supportive business environment.

“Therefore, it is crucial that the U.S. Congress passes a long-term FAA reauthorization bill, a fiscal year 2024 appropriations bill for the FAA, and a tax measure, which is pending, that promotes research and development.”

GAMA’s full report is available on its website.

The post GAMA: 2023 Aircraft Shipments Up Across All Segments appeared first on FLYING Magazine.

At the Singapore Airshow, the German firm announced a partnership with electric charging infrastructure provider Star Charge to develop the charging systems for its ground and flight testing aircraft, the first of which are now in production. The manufacturer also launched what it said is the first eVTOL customer service business, which will provide battery management, maintenance, flight operations, training, and digital solutions to customers.

Lilium placed a “first order”—implying, perhaps, that another is on the horizon—for 120 Star Charge systems, which will support the company’s testing, maintenance, and delivery center activities later this year. It will also deliver chargers to customers investing in vertiports, which will serve as hubs for future operations.

The systems are billed as high-performance, with extra-long, liquid-cooled cables designed to significantly reduce charge time. They are suitable for a variety of different landing sites, Lilium said.

Crucially, Star Charge systems are also fully compatible with the Combined Charging System (CCS), which has been proposed as the universal standard for electric aircraft charging. CCS chargers are designed to accommodate the Lilium Jet and all other CCS-compatible air and ground vehicles.

Lilium and several other manufacturers—including Archer Aviation, Beta Technologies, Volocopter, Overair, Boeing’s Wisk Aero, and Embraer’s Eve Air Mobility—backed the General Aviation Manufacturers Association’s (GAMA) endorsement of CCS in September.

“We are grateful to have received the first order of CCS chargers by a leading eVTOL manufacturer and look forward to commencing deliveries this year,” said Ji Cheng, CEO of Star Charge Europe.

Lilium expects the new systems will substantially lower charging time compared to chargers without liquid-cooled cables, reducing turnaround time and maximizing hours in the sky.

Joby Aviation, which has proposed its own charging standard—the global electric aviation charging system (GEACS)—said its system will include a coolant mechanism that keeps aircraft batteries at the ideal temperature during charging.

The company has positioned GEACS as a substitute for the CCS, but both standards propose universal charging systems for electric aircraft.

“Our partnership with Star Charge will support the Lilium Jet´s development and certification along with our customers’ ground infrastructure development,”  said Sebastien Borel, chief commercial officer of Lilium. “Its high-performance and liquid-cooled charging cable is a unique feature, and Star Charge´s proven expertise in charging infrastructure is crucial for regional air mobility.”

Regional air mobility (RAM) is a subset of the broader advanced air mobility (AAM) industry focused on connecting cities within a region, as Lilium intends to do. RAM contrasts with the urban air mobility (UAM) model being pursued by other eVTOL manufacturers, which are planning operations within a single city or metropolitan area.

Lilium’s electric seven-seat Jet is expected to fly RAM routes between towns and inner cities, cruising at 162 knots on trips spanning 25 to 125 sm (22 to 109 nm). To support those operations, the company is launching Power-On, a new business unit that will offer a full portfolio of aircraft manufacturer services. 

Power-On will support customers with training services, maintenance operations, flight operations support, ground service equipment, digital solutions, and management and distribution of materials and batteries.

Dominique Decard, vice president of flight operations and customer service for Lilium, has been appointed to lead the new unit, which falls under the company’s aftermarket services business. Decard is an engineer and 20-year veteran of the airline industry who joined Lilium in 2018.

The manufacturer estimated that the services market for the Lilium Jet will hit $5 billion by 2035, with Power-On being a key catalyst.

“As we officially launch Lilium Power-On, our priority will be to test the full range of products and services to support our future operators during [the] Lilium flight testing campaign and continue to contract and onboard the best partners for our working ecosystem,” said Decard. “The services revenue and contribution margins will play a crucial role in Lilium’s profitability.”

Already, Lilium has several partnerships in place for its aftermarket services business. These include flight training agreements with Lufthansa Aviation Training and FlightSafety International to prepare the initial cohort of Jet pilots. Most recently, it agreed a global parts management and distribution partnership with U.K.-based AJW Group.

“As RAM accelerates, our partners can rely on Lilium to provide a comprehensive aircraft manufacturer service organization,” said Klaus Roewe, CEO of Lilium. “The team is focused on enabling seamless, efficient services and support through premium aftermarket products and world-class partners.”

In December, Lilium began production of seven Lilium Jets, which the manufacturer will use in flight testing with the European Union Aviation Safety Agency (EASA). The milestone followed EASA Design Organization Approval, which is essentially the regulator’s blessing that Lilium adheres to the required standards for designing novel aircraft.

The company plans for its flagship model to enter commercial service in 2026. As its global fleet expands, the aftermarket services business is expected to generate significant recurring revenue.

Earlier this month, Lilium designated Orlando International Airport (KMCO) as the hub for its U.S. operations in Florida. Its agreement with FlightSafety International will cover pilot training for those services, while helicopter operator Bristow Group will provide Part 145 maintenance support. Fractional jet ownership company NetJets has agreed to purchase 150 Lilium Jets and operate the service.

This week, the manufacturer announced another partnership with the Philippines’ PhilJets, which intends to purchase and operate 10 Jets. Its largest agreement outside the U.S. is with Azul Brazilian Airlines: a $1 billion deal for the purchase and operation of 220 aircraft.

Lilium also has 100 aircraft orders apiece from Saudi Arabia national airline Saudia and Chinese helicopter operator Heli-Eastern. It intends to establish a footprint in both countries. Meanwhile, the firm is exploring a strategic partnership with Lufthansa to scale eVTOL operations across Europe.

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The groups said their joint initiative aims to encourage aircraft operators to use a stepped approach while incrementally increasing SAF use at a higher rate than mandated under existing regulations such as the ReFuelEU aviation initiative.

The plan outlines “ambitious yet achievable targets,” GAMA and EBAA said, starting with a goal of 5 percent SAF usage by 2025. Subsequent goals include increases in SAF use to 20 percent by 2030, 60 percent by 2040, 80 percent by 2045, and 100 percent SAF adoption by 2050. 

• READ MORE: GAMA Hosts Pre-Brief on Life After EPA’s Ruling on Leaded Aviation Fuel

In recognition of SAF’s limited availability in certain parts of the world, GAMA and EBAA are promoting a system of “book and claim” that would allow operators to purchase credits when the fuel is not available. Under this system, they could claim benefits of SAF when aircraft in other regions are using it.

“This initiative is a testament to our industry’s dedication to sustainability,” said EBAA secretary general Holger Krahmer. “We are not just meeting regulatory requirements. We are setting higher standards for ourselves and leading by example. It’s crucial that we support the development and distribution of SAF, and the ‘book [and] claim’ system is a crucial tool allowing for an accelerated uptake of sustainable fuels.”

The EBAA and GAMA said their initiative arrives as pressure increases for the aviation industry to reduce its carbon footprint. Establishing goals beyond the minimum regulatory requirements reflects the industry groups’ commitment to net-zero operations.

“With SAF playing a key role in decarbonizing business aviation, it is vital that we work with authorities and legislators to incentivize and strengthen efforts to develop, deploy, and increase overall usage of SAF,” said GAMA president and CEO Pete Bunce. “This initiative further demonstrates the industry’s commitment to achieving our sustainability goals.”

The post Business Aviation Industry Groups Aim to Speed Adoption of SAF appeared first on FLYING Magazine.

The post We Break Down the State of MOSAIC By the Numbers appeared first on FLYING Magazine.

Now, yes, 20 years later, we’re just getting around to fixing those issues—and in a big, bold way. In fact, the GA industry reacted almost entirely positively to the recommendations published on the eve of EAA AirVenture last summer. The comment period—extended after the government shutdown last fall and buoyed by the appointment of the new FAA administrator, Michael Whitaker—closed Monday. As anticipated, the usual aviation associations weighed in, but with an interesting nuance. Normally, AOPA, GAMA, EAA, NBAA, and NATA either comment completely separately or as one, it seems—but in this instance, GAMA stood apart. It had to, as its membership could not be so neatly addressed by the usual consolidated effort. 

• READ MORE: Comments from Aviation Associations Take On Pros and Cons of MOSAIC 

You see, GAMA represents a broad swath of the general and business aviation manufacturing business—and its interests do not necessarily match those of the pilot and user groups behind AOPA and EAA, in particular, and to a lesser extent NBAA and NATA.

And what GAMA diverged on has definite repercussions for other certification-defining efforts in play—notably, those aircraft seeking approval under the advanced air mobility umbrella, by and large as a new breed of aircraft entirely, the eVTOL (electric vertical takeoff and landing) aircraft.

Change Is Hard

So, you’ve gotta ask yourself: What’s a bigger flex for the FAA and industry, MOSAIC or the certification basis for eVTOLs? A great number of which—if you read their various timelines and PR—are set to begin darkening the skies late this year and next? 

If we can’t flex the rules to allow for equivalent levels of safety in a four-seat, 250-knot, 3,325-pound “light sport aircraft”—defying the term, really, but so many of these are already in the field and some certificated under EASA—how can we come to grips with those that fly using completely new (read noncombustion) propulsion systems and simplified (read highly automated) flight control regimes? 

I contemplated this question as I piloted (in loose terms) a Corolla down the 405 freeway, paddling my way toward LAX for a painful x-c home last week after a trip to demo a new—yet-traditional Part 23—airplane for an upcoming pilot report. I looked around me at my fellow humans commanding four-seat SUVs of a similar weight to MOSAIC LSAs (a ton or so), inflicting varying degrees of terror upon the drivers around them. I thought, ‘Do I really want all of these [frickin’ idiots] barreling through the skies over the LA Basin alongside me in their personal eVTOLs?’ They can barely manage two dimensions, let alone three…and isn’t SoCal Center already saturated with its current level of traditional fixed-wing and rotor traffic? At least the gates at LAX are saturated, perpetually. Local communities are more in the business of closing airports—Santa Monica—as opposed to opening them, these days.

And therein lies the promise of the MOSAIC NPRM, as EAA and the other signatories have chosen to cautiously embrace it, that’s distinct from the next stage, which is the road map for eVTOL certification on a broad basis. As it stands, the recommendations outline solid, incremental yet meaningful improvements. They meet the SMART goal standard—“A” for achievable with what we know now, and flexible enough to accommodate the future. 

I understand GAMA’s reticence to push all of its member companies into the future, but then again, five of the seven most recently added GAMA members announced this week are involved directly in AAM. The embrace of this future is real, even among those OEMs who have been until recently concerned solely with developing aircraft under the existing certification paths.

One thing seems clear to me: If the FAA and industry can’t wrap its collective brain around the thoughtful progress made by the ASTM’s F37 committee on LSA and its constituents, there’s no way any of us will be in the mindset to bring on the AAM revolution. And with the pushback now coming to a head in the general public regarding self-assessment and oversight—thanks to the Boeing door plug debacle and its cascade of realizations—that internal oversight formed a compelling part of what kept LSA development in check in terms of cost.

And that would be a shame. ’Cause even though the thought gives me pause now, I have a feeling I’ll be ready to pay good money at some point in the not-too-distant future to engage with the masses soon to be zooming above the 405 rather than on it.

The post Can the FAA Flex? appeared first on FLYING Magazine.