The shutdown began over the weekend after Congress failed to pass a funding measure before appropriations expired. The funding lapse comes after a similar, prolonged shutdown in late 2025 that strained the national airspace system, leading to widespread flight cancellations and staffing challenges.  

Under the Department of Transportation’s lapse plan, roughly 13,800 air traffic controllers are classified as “excepted” employees and remain on duty without pay during the funding interruption. As in previous shutdowns, those employees are expected to receive back pay once funding is restored. 

According to the FAA, essential services including air traffic control, navigational aid maintenance, safety inspections and accident investigations will continue because they are deemed necessary functions. However, most administrative functions, rulemaking activities, public affairs operations, and non-essential support services have been suspended until Congress approves new funding. 

The agency said it does not expect immediate operational impacts, but warned that some transactions and responses to public inquiries could be delayed if the shutdown persists. 
 
The National Air Traffic Controllers Association has repeatedly warned that forcing controllers to work without pay exacerbates fatigue and retention issues in an already stressed workforce. 

“Repeated funding lapses place unnecessary strain on essential personnel and the aviation system as a whole,” the union said in a statement, urging Congress to act quickly to restore funding. 

On Capitol Hill, House Speaker Mike Johnson said lawmakers are actively working toward a resolution and expressed confidence that a deal can be reached. Johnson told reporters he believes the House can pass a funding measure and reopen the government quickly, though negotiations remain ongoing as party leaders work to secure enough votes. 

The Senate has already advanced a short-term funding package, increasing pressure on the House to act. Congressional leaders from both parties have indicated they want to avoid a prolonged shutdown, particularly given the disruption to air travel caused by the last funding lapse. 

Until appropriations are restored, the FAA will continue operating under its shutdown plan, with frontline safety personnel reporting to work while thousands of other employees remain furloughed. Industry groups and labor organizations alike have warned that even short shutdowns can have ripple effects across aviation if uncertainty drags on. 

Federal agencies are expected to resume normal operations once Congress enacts a funding bill and the partial shutdown ends. 

Bain Capital said it acquired the five-location FBO platform from Ridgewood Infrastructure. Financial terms were not disclosed. Former Signature Aviation CEO Mark Johnstone will lead the business. 

APP Jet Center operates at five airports across the United States, serving business and general aviation customers at Opa-locka Executive Airport in South Florida, Washington Dulles International Airport, Centennial Airport near Denver, and two locations in California’s San Francisco Bay Area, including San Jose Mineta International Airport. The company provides aircraft fueling, hangar facilities, and aviation office space, with an emphasis on long-term airport partnerships and operations at capacity-constrained airports where new development is limited. 

The private equity firm said it plans to use APP Jet Center as a foundation for a broader FBO platform, with an emphasis on selective expansion and investment in facilities, operations, and leadership. 

“APP Jet Center is a strong starting point for our FBO strategy, as the business operates at attractive, capacity-constrained airports and has built long-standing relationships with airport authorities and customers,” said Chris Leddy, a managing director at Bain Capital Real Estate. He said the firm sees opportunities to grow the platform through “disciplined, active ownership.” 

The move comes as private equity interest in the FBO sector continues to rise, driven by sustained business aviation activity, aging aircraft fleets that require modern hangar infrastructure, and airports that increasingly restrict new FBO development. Those dynamics have made established FBO assets more valuable and harder to replicate. 

Johnstone said the new ownership group intends to focus first on strengthening the existing network before expanding into additional markets. 

“We will focus on our employees, customers, and safety as we build on the great work of the APP Jet Center team,” he said. “Looking ahead, we plan to thoughtfully expand our presence in core markets and support the long-term growth of private and business aviation.” 

Bain Capital, founded in 1984, is one of the world’s largest private investment firms, with approximately $215 billion in assets under management. The firm invests across private equity, credit, real assets, venture capital, and special situations, and has a long history in aviation-related sectors including aircraft leasing, aviation services, and transportation-adjacent businesses. 

The APP Jet Center acquisition adds FBO operations to that portfolio and reflects Bain Capital’s view that aviation services infrastructure can generate durable returns across market cycles. The firm said demand for private and business aviation remains supported by long-term flight activity trends and operational constraints at major airports. 

Ridgewood Infrastructure, the seller, focuses on lower middle-market infrastructure investments across transportation, utilities, water, and energy transition assets. 

Overall sales for the quarter rose to approximately $10.1 billion, up about 10% year over year and above analyst estimates, according to company filings. Adjusted earnings per share came in at $2.59, beating an expected $2.54. 

Honeywell’s industrial conglomerate has faced cost and global trade pressures, but its aerospace segment continued to perform strongly, with sales increasing about 13.4% to $4.52 billion in the fourth quarter. Airlines and operators have kept aircraft in service longer amid delivery delays, boosting demand for parts, maintenance, and repair services and reinforcing the aerospace unit’s high-margin aftermarket business. 

The results capped a constructive year for Honeywell as the company continued advancing a major restructuring plan to separate into three independent businesses focused on automation, aerospace, and advanced materials. The separation of the automation and aerospace units is now expected to be completed by the third quarter of 2026, earlier than previously indicated. 

Once separated, Honeywell Aerospace will emerge as a standalone company centered on avionics, propulsion, aircraft systems, and services. The business includes flight decks and avionics systems, navigation and communication equipment, weather radar, auxiliary power units, small turbofan and turboprop engines, environmental control systems, wheels and brakes, and a large global aftermarket operation that provides parts, maintenance, and software upgrades. Much of the aerospace unit’s leadership and operations are already based in Phoenix, Arizona, which is expected to serve as the company’s headquarters following the spin-off. 

Honeywell’s broader 2025 results also reflected solid demand across building technologies and services, helping offset softer performance in some industrial areas. Orders grew sharply, with the company reporting backlog above $37 billion and organic order growth of roughly 23% year over year. 

Looking ahead, Honeywell forecast 2026 revenue of $38.8 billion to $39.8 billion and adjusted earnings per share between $10.35 and $10.65, roughly in line with or slightly above consensus expectations. The outlook assumes continued momentum in aerospace and automation demand, along with free cash flow growth of $5.3 billion to $5.6 billion. 

The company also reiterated plans to pursue the sale of certain transportation and logistics businesses in the first half of 2026 as part of its continued shift toward higher-growth, higher-margin operations.

According to General Dynamics, its aerospace segment, which includes Gulfstream and Jet Aviation, generated $13.11 billion in revenue in 2025, up 16.5% year over year, and delivered $1.746 billion in operating earnings. Gulfstream delivered 158 business jets for the full year, up from 136 in 2024, led by higher large-cabin output as the company ramps new models into service. 

The manufacturer delivered 136 large-cabin aircraft and 22 G280 super-midsize jets in 2025. Fourth-quarter deliveries slipped slightly to 45 aircraft, down from 47 a year earlier, but the company still posted what General Dynamics Chairwoman and CEO Phebe Novakovic described as Gulfstream’s second-strongest sales period since 2008. 

The aerospace segment booked $15.5 billion in orders for the year, including $5.1 billion in the fourth quarter. That strong demand lifted the aerospace backlog to $21.83 billion, up about $2.2 billion from the prior year, and reinforced Gulfstream’s position in the top end of the business jet market. 

Novakovic indicated that demand was strong across the product line, with new and refreshed models driving growth. She singled out the G800, G700, and G600 as the highest in-demand jets, and pointed to steady global conditions that kept the sales pipeline “active and growing”. The company also highlighted Jet Aviation’s continued strength, which contributed to segment growth through maintenance, completions, and other services. 

Profitability was stronger for the full year as well, with the aerospace operating margin rising to 13.3% from 13.0% in 2024. Aerospace revenue edged up to $3.79 billion in the fourth quarter, but operating earnings fell to $481 million from $585 million a year earlier, which pushed quarterly margin down to 12.7% from 15.6%. General Dynamics President Danny Deep attributed much of the swing to the G600 line, including fewer deliveries and other one-time factors that favored the prior-year quarter. The company also noted $41 million in tariff-related headwinds for aerospace in 2025, with a higher impact expected in 2026. 

Looking ahead, General Dynamics forecast about 160 Gulfstream deliveries in 2026, with aerospace revenue expected to rise to $13.6 billion and operating earnings to reach about $1.9 billion. Novakovic noted that Gulfstream’s primary constraint sits in completions capacity, and the company continues to tackle this issue as it supports new-model deliveries. 

US Transportation Secretary Sean Duffy and FAA Administrator Bryan Bedford announced the changes on January 27, 2026, saying the reshaped agency will be better positioned to address current safety challenges and future operational needs.   

At the heart of the overhaul is a newly formed Aviation Safety Management System (SMS) organization. Backed by Congress in the 2024 FAA Reauthorization Act, the SMS organization will implement “a single safety management framework and risk management strategy” across the entire agency. Previously, safety metrics and risk oversight were spread across multiple offices, making it harder for the FAA to share safety data and respond quickly to emerging risks.   

“This agency-wide system will enable safety data and insights to be shared more freely and acted on sooner,” Bedford said. “It puts permanent leaders in place who embrace innovation and are focused on deploying a brand-new air traffic control system while integrating key technologies into the National Airspace System.”   

The reorganization also establishes an Airspace Modernization Office tasked with overseeing the rollout of the revamped air traffic control system, part of the FAA’s broader Flight Plan 2026 strategy. Flight Plan 2026 centers on three pillars: people, safety, and modernization of the National Airspace System.   

In addition, the FAA created an Office of Advanced Aviation Technologies, charged with managing the integration of drones, electric vertical take-off and landing aircraft (eVTOLs), and other advanced air mobility vehicles into US airspace. The move reflects a shift in how the agency treats emerging aviation technologies—no longer as niche programs, but as a core part of its strategic future.   

“Advanced aviation technologies—from unmanned aircraft to eVTOLs and beyond—now have a clearly defined home at the top of the FAA’s organizational chart,” said a departmental briefing. The office is expected to provide a single point of coordination for advanced tech integration across the agency.   

Leaders emphasized that the reorganization will not include layoffs or personnel reductions as part of the transition. Instead, the changes aim to streamline decision-making and reduce internal duplication.   

Under the new structure, several key divisions were also realigned. The FAA consolidated finance, information technology, and human resources under a single Administration and Finance Office. A Policy and Legal Office now oversees rulemaking, regulatory work, and stakeholder engagement. Traditional oversight functions such as commercial space transportation, security and intelligence, and certification remain under dedicated offices, albeit within a new reporting framework.   

Officials framed the overhaul as a response to demands for faster modernization and better risk management. The FAA has faced scrutiny over safety performance in recent years, including criticisms of fragmented oversight following high-profile accidents, incidents, and near misses. While agency leaders did not specify all the internal goals of the overhaul, the unified safety management system is expected to help the FAA more consistently identify hazards and mitigate risks before they lead to accidents.   

Transportation Secretary Duffy linked the internal changes to broader legislative support, including a significant funding increase for modernization efforts.  
 
“Thanks to bipartisan support and robust funding, we can streamline the bureaucracy, encourage innovation, and deliver a new air traffic control system, all while enhancing safety,” Duffy said.

The aircraft arrived at RAAF Base Edinburgh, South Australia, on January 22, 2026, according to a joint statement by Australian Defence Minister Richard Marles and Defence Industry Minister Pat Conroy. 

No. 10 Squadron to operate four aircraft from Edinburgh

The Peregrine, based on the Gulfstream G550 business jet and “extensively enhanced” by L3Harris Technologies as a prime contractor, is intended to deliver “multiple sources of intelligence” in support of Australian Defence Force operations. 

Australia plans to field four MC-55A aircraft, operated by No. 10 Squadron from RAAF Base Edinburgh, about 25 kilometers (16 miles) north of Adelaide, South Australia 

Canberra says the MC-55A will sit within a wider ISR enterprise, complementing platforms such as the Boeing P-8A Poseidon and the Northrop Grumman MQ-4C Triton. 

Delivered via US Foreign Military Sales

L3Harris said it delivered the first of type MC-55A to the US Air Force after integration and mission system testing as part of Australia’s Peregrine fleet, with the RAAF acquiring the missionized business jets through a US Foreign Military Sales program. 

In the government release, Marles said the aircraft’s introduction strengthens Australia’s ability to monitor and protect strategic interests, including maritime approaches, and highlighted interoperability with partners such as the UK and US. 

Australia’s Chief of Air Force Air Marshal Stephen Chappell described the MC-55A as a “critical enabler” and pointed to the 2024 Integrated Investment Program as part of the rationale for the capability.  

On January 23, 2026, Avolon released its ‘Up Next’ report, looking at the key trends in the aviation sector for 2026 and beyond.

Its forecast included an expectation that global airline industry profits could top $41 billion in 2026, thanks to low fuel prices and continuing economic growth.

Confirming that “a large number of commercial programs are in the works,” Avolon predicted that next year could see an aircraft manufacturer moving forward with their next aircraft program.

“2026 feels too soon for a new program launch, but 2027 may just be the year,” said the Up Next report.

Among the frontrunners, Avolon cites new stretches from both Airbus and Boeing, including the A220-500, 777-10X and A350-2000.

The report also forecasts that COMAC will “eventually progress its widebody concept,” while Embraer is studying “various program concepts, including in the smaller turboprop and larger single-aisle segments”.

Commenting on aircraft currently under development, Avolon’s report said: “Boeing’s 737-10 is facing a market share gap to Airbus’ A321neo that will demand a response, eventually.”

In reference to engine innovation, Avolon added: “CFM is developing its RISE open rotor engine, Rolls-Royce its UltraFan geared-turbofan, and Pratt & Whitney has further opportunity to develop its GTF.”

Other report insights

Avolon suggested that India, the UAE, and Saudi Arabia will lead the next growth cycle, with the three countries’ combined order backlog standing at over 3,000 aircraft.

“This represents more than double the current in-service fleet, with 900 aircraft to be delivered over the next 3 years,” the report said.

Airlines also risk missing out on growth opportunities due to the persistent structural undersupply of aircraft. Research by Avolon suggests that order backlogs at Airbus and Boeing now extend to over 11 years.

“The ongoing supply shortage will support higher lease rates and strong residual values, while increasing the strategic value of lessor-held slots for under-ordered airlines,” the report said.

2026 could also be a big year for Airbus’ A330neo, as it benefits from being the only new passenger widebody available before 2032.

Recently, the A330neo has attracted more than 30 operators, spanning low-cost carriers to premium network airlines.

Avolon added that Pratt & Whitney has largely resolved the powdered metal production quality escape, at the same time as increasing engine shop visit capacity and spare availability.

While the groundings are likely to persist through to 2028, over 150 GTF-powered aircraft should return to service in 2026.

“Airline financial performance continues to strengthen, with the industry expected to record its fourth consecutive year of profitability,” said Jim Morrison, Chief Risk Officer of Avolon. “Airlines’ ability to capture sector tailwinds will be impacted by a shortage of new aircraft deliveries and the long order backlogs at Airbus and Boeing.”

He added: “Well-capitalized lessors with orderbooks of new-technology aircraft are strongly positioned to outperform in the current market.”

To read Avolon’s report in full visit the company website.

The proposal, known as the Consolidated Appropriations Act of 2026, combines full-year funding for several federal agencies into a single bill. If Congress passes it before the current stopgap measure expires, the legislation would replace temporary funding with permanent appropriations for the remainder of the fiscal year. 

For the FAA, the bill represents a $1.2 billion increase over fiscal year 2025 levels. The funding would support air traffic control operations, infrastructure upgrades, and the hiring of 2,500 additional air traffic controllers, as the agency continues to grapple with staffing shortages across the US airspace system. 

Under the proposal, the FAA’s total budget would reach $22.2 billion. That includes a $235 million increase for the Air Traffic Organization, which oversees air traffic control operations, and $824 million for facilities and equipment. The bill would also repurpose more than $368 million from the 2021 infrastructure law for use in the Airport Improvement Program. 

Lawmakers introduced the package as a “minibus” bill, meaning it bundles appropriations for multiple departments rather than addressing each agency separately. In addition to the Department of Transportation, the bill includes funding for the Departments of Defense, Homeland Security, Labor, Housing and Urban Development, and Health and Human Services. 

Because the current continuing resolution expires on January 30, 2026, Congress must act quickly to avoid a funding lapse. The House is expected to vote on the bill this week. If approved, it would then move to the Senate, which is scheduled to return next week, leaving a narrow window to complete the process before the deadline. 

A lapse in funding would trigger a partial government shutdown, forcing federal agencies to halt non-essential work. For the FAA, that could disrupt certification activity, training programs, and administrative functions, even as air traffic control operations continue at reduced capacity. 

The National Air Transportation Association welcomed the funding increase but noted that the bill does not include separate safety legislation aimed at congested airports. In a statement, NATA said the proposal represents an important step toward stable FAA funding, but the organization said it would continue to review the details. 

Specifically absent from the bill is the Rotorcraft Operations Transparency and Oversight Reform Act, or ROTOR Act. The Senate passed the measure in late 2025 following a fatal midair collision involving a military helicopter and a regional jet near Washington, D.C. The bill would require most aircraft operating near congested airports to use ADS-B, including certain military flights, but the House has not yet taken it up. 

While the ROTOR Act remains separate from the funding package, aviation groups have emphasized the importance of both stable funding and safety reforms as air traffic volumes continue to grow. 

If lawmakers pass the appropriations bill before the January 30 deadline, the FAA would gain full-year funding certainty for fiscal year 2026 and avoid another disruption tied to a short-term budget extension.

The NOTAMs, published on January 16, 2026, and set to expire in mid-March, cover multiple flight information regions off the coasts of Mexico, Panama, Colombia, and Ecuador, as well as large sections of the eastern Pacific Ocean. While the notices do not restrict or close airspace, they warn of elevated risks that could affect aircraft at all altitudes, including during arrivals and departures. 

According to the FAA, the advisories highlight the possibility of military operations and interference with satellite navigation signals. The agency warned that these conditions could pose hazards to civil aviation. 

The FAA uses this type of NOTAM to alert operators to emerging risks without mandating route changes. Airlines and flight crews typically factor the information into flight planning, fuel calculations, and crew briefings, especially on long-haul routes that transit affected regions. 

The warnings come amid a period of increased US military activity in the Caribbean Sea and eastern Pacific, where US forces have stepped up operations targeting drug trafficking networks. Public reports indicate that those operations have included maritime strikes and surveillance missions over several months, drawing greater attention to airspace safety in the region. 

Concerns over navigation reliability also appear to be a key driver behind the notices. The FAA cited reports of GPS interference, an issue that has become increasingly common in areas with heightened military activity. Even brief disruptions can complicate flight operations, particularly in oceanic or remote airspace. 

The latest advisories follow earlier FAA warnings related to Venezuela. Since 2019, US carriers have largely avoided Venezuelan airspace due to security concerns under a federal suspension order. In November 2025, the FAA issued an additional notice urging caution for flights operating in or above the Maiquetía Flight Information Region, citing deteriorating security conditions, increased military activity, and reports of navigation interference. 

Mexican officials said the FAA’s warning would not affect civil aviation operations in Mexico, emphasizing that the country’s airspace remains open and secure. Airlines serving Central and South America have not announced widespread route changes tied specifically to the new NOTAMs. 

The NOTAMs are scheduled to remain in effect for 60 days, though the FAA can revise or extend them if conditions warrant.

The reports surfaced this week through posts on Facebook, Reddit, and other online communities, including messages attributed to current and former ForeFlight employees. Several posts describe abrupt job losses communicated by email and claim that engineering and support teams were affected. Neither ForeFlight nor its new owner has publicly confirmed the scope of the layoffs. 

ForeFlight and Jeppesen became part of a new standalone company after Boeing completed the sale of its Digital Aviation Solutions business to private equity firm Thoma Bravo in late 2025. The all-cash transaction, valued at approximately $10.55 billion, included ForeFlight, Jeppesen, AerData, and OzRunways. 

ForeFlight has not responded to questions about the reported layoffs, with company statements so far limited to general references about restructuring and future investment. Some online posts speculated that as much as 30% of ForeFlight’s workforce is being let go.

Online reaction from pilots has been swift, though the layoffs do not appear to be impacting decisions about whether customers will continue to use the ForeFlight app. Many users expressed disappointment over the reported job losses and concern about potential impacts on product quality, customer support, and long-term development. Several posts criticized private equity ownership more broadly, arguing that cost-cutting could undermine a product widely regarded as a safety-critical tool. 

At the same time, many pilots have taken a measured view. While acknowledging concerns for affected employees, many users said they plan to continue using ForeFlight unless performance or support noticeably declines. Several noted that the platform remains deeply integrated into their flying routines and that switching flight planning tools carries its own risks and learning curve. 

Discussion threads on Reddit and other forums also included debate over alternatives, including Garmin Pilot and other electronic flight bag platforms. However, many users said ForeFlight’s ecosystem, reliability, and familiarity continue to outweigh uncertainty about internal company changes. 

ForeFlight has built a strong following in general aviation, business aviation, and military communities over more than a decade. Pilots frequently cite its intuitive interface, integrated weather and navigation data, and continuous feature updates as reasons for its widespread adoption. 

According to the companies, ASTM International has published a new standard specification that clears a remaining hurdle for UL100E, an unleaded avgas candidate currently progressing through the FAA’s Piston Aviation Fuels Initiative (PAFI) approval path. With testing still underway, the companies claim that fleetwide FAA approval could follow later in 2026. 

UL100E is the only unleaded 100-octane fuel participating in the FAA’s fleet approval process, which aims to identify a single avgas replacement that can safely serve the broad piston aircraft fleet. The initiative was launched in 2014 to address mounting environmental and regulatory pressure to eliminate lead emissions from aviation gasoline. 

Published under ASTM designation D8631-25, the new specification establishes the testing and evaluation criteria that the FAA will use as it completes its review. LyondellBasell and VP Racing Fuels noted that recent milestones include material compatibility testing conducted by aircraft and engine manufacturers and testing at the FAA William J. Hughes Technical Center in New Jersey. 

Flight testing is ongoing on a Lancair Super Legacy equipped with a turbocharged Continental TSIO-550 engine and a Harvard Mk IV warbird powered by a Pratt & Whitney R-1340 radial engine. The FAA is also conducting endurance and detonation tests on large-block Lycoming and Continental engines, with PAFI testing expected to conclude in September 2026. 

The FAA will review the results to determine which aircraft and engine combinations are eligible for UL100E, as well as whether any operational limitations or modifications are required for a subset of the fleet, the companies said. 

If approved, UL100E would enter a market with few true alternatives. G100UL, from General Aviation Modifications Inc. (GAMI), received a broad supplemental type certificate in 2022 but has seen limited distribution and has not been submitted for ASTM evaluation. Meanwhile, Swift Fuels’ 100R has been approved via STCs for specific aircraft and engines and is being used at a small number of flight schools. 

The push for an unleaded replacement has taken on added urgency in California, where several local governments have moved to restrict or eliminate the sale of leaded avgas at publicly owned airports. Santa Monica Airport ended 100LL sales, and Santa Clara County stopped selling leaded avgas at Reid-Hillview Airport in 2022, citing public health concerns. Those actions have raised concern within the industry about a patchwork of local restrictions emerging ahead of a nationwide rollout of lead-free avgas. 

Aircraft Owners and Pilots Association President Darren Pleasance described the ASTM milestone as a sign of continued progress toward the industry’s goal of introducing a safe, fleetwide unleaded fuel in the US by 2030. 
 
“This is a meaningful milestone as the aviation industry continues to make progress toward an unleaded future,” Pleasance said. “We congratulate VP Racing and LyondellBasell for the work they’ve done and for contributing to the momentum needed to deliver safe and reliable solutions for general aviation.” 

The views and opinions expressed in this column are solely those of the author and do not necessarily reflect the official policy or position of AeroTime. 

While everyone talks about AI as the future of travel, a crucial segment remains firmly stuck in the past and feels like an episode of ’That 70s Show’. That element is group bookings, adeep, dark corner of the travel industry which desperately needs modernization. I often wonder about those families where more than nine travel. They must have a wealth of information to share about the hurdles and challenges they have experienced. But groups aren’t just large families traveling together; they also include bachelor/bachelorette parties, company offsites, sports teams, and affinity clubs. All these customers are currently funneled into a broken, often manual process.  

If you test most traditional airline websites, a request for 10 or more people triggers an immediate roadblock. Most airlines stop at nine passengers (strangely American Airlines stop at seven). This cutoff is rooted in outdated Passenger Service System (PSS) and Global Distribution Systems (GDS) limitations, forcing the traveler into a separate “group entry”. This is where the customer experience becomes dire. You are typically forced to submit a tedious form that asks irrelevant questions like “group name” (does any casual customer understand the ‘why’ behind that?). Worst of all, some airlines respond with the staggering estimate: “We will get back to you within two days!”  

At least four North American airlines have managed to automate the process, but they are the exception. Across the industry, one consistent complaint from travel agents is that airline group desks are chronically understaffed. 

Two days just for a quote! In today’s instant commerce environment, that time lag guarantees that the sale will be lost. While some low-cost carriers, such as easyJet (up to 40 bookings) and Ryanair (up to 25) have worked around these limits, for most airlines, the process remains slow, manual, and utterly unoptimized.  

With today’s technology you have all the data you need to make a decision whether to say yes or no. Isn’t that a minimum ask from an airline, to say yes or no to a group request in real time? The opportunity is clear: modernizing group bookings isn’t just about automation; it’s about unlocking massive, easy revenue currently lost to antiquated systems. 

I recently asked several travel communities what people do when booking for a party larger than nine. The answers revealed a frustrating, fragmented landscape. Many rely on calling an agent, some risk missing discounts by booking individually, and most agree they need individual payment options – a crucial need, especially for insurance purposes, which is where a solution like Hands In comes in, well, handy (I couldn’t resist the pun).  

It is abundantly clear that group bookings represent both an area ripe for massive improvement and an untapped revenue opportunity for retailers.  

The myth of group risk 

Airline Revenue Management often dismisses groups as being “too big a risk.” But what are these perceived risks, and are they truly unavoidable?  

When I ask, I consistently hear the following: 

Financial leakage: Risks linked to inventory loss from late cancellations or reductions in group size, making seats difficult to resell. 

Suboptimal pricing: Group quotes are provided far in advance, leading to inaccurate forecasting. This results in the airline frequently underpricing or overpricing the commitment. 

Administrative drag: Group sales involve a high administrative burden due to manual processes for handling deposits, tracking name changes, and managing contracts. This stems directly from traditional airline reservation systems not being designed for this complexity. 

Slow response times: The reliance on manual processes means getting a simple group quote can take days or even weeks, a staggering delay in today’s instant commerce world. 

The path to profit: Automation is the answer 

Hearing these issues confirms that the underlying technology is outdated, making groups an overlooked opportunity. To me, this is low-hanging fruit because every single challenge above can be solved with automation.  

Here are mykey recommendations for transforming this segment: 

1. Implement technology and automation 

2. Optimize with orchestration: Introduce an Order Management System (OMS) to orchestrate and optimize the Group Management Systems (GMS) and other revenue systems. 

3. Deploy Group Management Systems (GMS): Implement GMS to instantly automate quoting, enable real-time inventory management, and facilitate digital contract management. 

4. Bypass legacy: It is essential to bypass the GDS entirely and ensure that groups are booked directly via the airline’s own channels. 

Structure policy for protection 

Financial safety nets: Implement a robust penalty structure featuring non-refundable deposits, tiered payment schedules, and clear penalty clauses for attrition. 

Dynamic pricing: Allocate inventory based on demand by offering time-sensitive quotes and steering groups toward low-demand flights, offering customers attractive alternatives. 

By combining efficient automation with strong, financially sound contractual policies, airlines can finally transform group travel from a perceived high-risk liability into a stable, predictable, and highly profitable revenue stream. 

The unlocked opportunity: Beyond legacy group bookings 

Airlines are currently leaving an enormous amount of money on the table by not effectively tapping into this side of the business. Modernizing group travel is not just about efficiency; it’s a dual opportunity to significantly drive revenue growth and deeply enhance customer loyalty by fixing a process neglected for decades. 

Achieving this requires the strategic use of orchestration via an Order Management System (OMS). The OMS is critical because it removes the outdated Passenger Name Record (PNR) constraints. It allows the airline to put all “split PNRs” (individual bookings that belong to a group) into a single, cohesive order. This structure allows the airline to treat customers as individuals while still managing them as a group. 

With an OMS, the airline can leverage a marketplace model to integrate a seamless group portal directly into the booking path. This enables powerful personalization. 

Individual upselling: Easily offer targeted upsells like seating requests, comfort packs, travel insurance, or eSIMs to each person. 

De-homogenization: Stop treating the group as a single, homogenous entity and recognize the unique needs and value of every traveler. 

Redefining the “group” 

This transformation also forces us to address an important question: What truly constitutes a “group”? Why are we bound by narrow, 50-year-old definitions? 

A group is any constellation that generates shared revenue or loyalty. Imagine the promotional opportunities for travelers going to the same destination from various origins! This setup is ignored by legacy systems but represents immense potential. 

Airlines could facilitate new revenue models, such as offering a gift from the host (like a bottle of champagne or an amenity pack on arrival) purchased within the group’s overall order. Even offering a small discount or a promotion to recognize the loyalty of a simple 10-person booking could fundamentally differentiate the airline and create a powerful marketing hook. 

It is time for airlines to put significant focus and investment into this area.  

The path is clear: by prioritizing automation and driving efficiency in group bookings, airlines can immediately tap into this, forging a robust and highly profitable revenue stream. 

The newly acquired site will support Joby’s near-term goal of doubling production to four aircraft per month by 2027, while also providing room for longer-term growth. Operations at the facility are expected to begin later this year. The site complements Joby’s existing manufacturing operations in California and another plant in Ohio. 

According to Joby, the Ohio expansion is intended to help transition the company from low-rate initial production toward higher-volume manufacturing as it moves closer to commercial service. The company has been investing in tooling, capital equipment and its workforce to support increased output, including preparations for round-the-clock manufacturing at its Marina, California facility. 

The Dayton area has played an increasingly central role in Joby’s manufacturing plans. In recent years, the company has expanded its Ohio operations to include propeller blade production and other key components, tapping into the region’s deep aerospace and advanced manufacturing talent base. The new facility significantly increases Joby’s available floor space for assembly, integration and future production lines. 

Joby founder and CEO JoeBen Bevirt said that the acquisition supports both near-term production goals and longer-range growth ambitions as the company moves from development into scaled manufacturing. He also highlighted Ohio’s historical role in aviation and the policy environment supporting advanced air mobility programs. 

The expansion comes as Joby continues to work through certification milestones for its electric vertical takeoff and landing aircraft and prepares for initial commercial operations. The company has positioned manufacturing scale as a key differentiator as it competes with other eVTOL developers seeking to bring aircraft to market. 

Joby’s announcement follows recent policy moves aimed at accelerating advanced air mobility deployment in the United States. The US Department of Transportation has outlined a national strategy for integrating eVTOL aircraft, while the Federal Aviation Administration is preparing to launch its eVTOL Integration Pilot Program later in 2026. The initiative is designed to validate early operational use cases ahead of full type certification. 

Joby has not disclosed the purchase price of the Ohio facility. The company claims that the site is ready for immediate use and will allow it to scale production capacity in line with anticipated demand from both commercial and government customers. 

The FAA said it has awarded contracts to RTX and Spain-based Indra to replace 612 radar systems currently in service across the US. Many of those systems date to the 1980s and have exceeded their intended service life. The agency expects the replacements to be installed by the summer of 2028, part of a broader effort to complete a sweeping air traffic control overhaul by the end of 2028. 

Transportation Secretary Sean Duffy and FAA officials said the radar replacement program is essential as the agency struggles to maintain increasingly fragile equipment. FAA Administrator Bryan Bedford said the existing radar network has become expensive to support and difficult to repair, with some components no longer manufactured. 

In some cases, the FAA has relied on surplus markets to source spare parts for legacy systems. Agency officials have acknowledged that portions of the network still depend on outdated technology, including removable media, which adds to maintenance challenges and operational risk. 

Recent failures have underscored the urgency. Last spring, technical problems twice knocked out radar service for controllers managing traffic into and out of Newark Liberty International Airport (EWR), triggering thousands of flight delays and cancellations. In one case, both primary and backup systems failed at a Philadelphia-area facility responsible for EWR airspace, highlighting vulnerabilities even in a system designed with redundancy. 

The FAA said the new radar installations will replace 14 different radar types currently in use, a move intended to simplify maintenance and improve reliability. The agency has not yet provided a cost estimate for the radar contracts, but the effort is part of a much larger modernization program already facing funding pressure. 

Congress approved $12.5 billion for air traffic control modernization, and the FAA has committed more than $6 billion of that funding so far. Duffy has said the agency will need an additional $20 billion to complete the overhaul as planned. 
 
Beyond the radar systems, the FAA has already replaced more than one-third of the copper wiring used in the air traffic control system with modern alternatives such as fiberoptic lines. The agency also hired Peraton to oversee the modernization effort, reflecting the scale and complexity of the program. 

While FAA officials emphasize that existing redundancies help preserve safety, recent outages have intensified scrutiny of the agency’s aging infrastructure. The radar replacement decision signals a shift from short-term maintenance to long-term system renewal, as the FAA works to stabilize an air traffic control network under growing operational and political pressure. 

Under the new rules, private and recreational flights conducted under visual flight rules (VFR) will no longer be required to file a flight plan, a bureaucratic hurdle that long applied even to short local flights. Pilots who meet established requirements will also be allowed to conduct night VFR operations nationwide, ending a longstanding prohibition that limited GA operations after sunset.  

ANAC is also modernizing requirements for operations in the Argentine Air Defense Identification Zone (ADIZ). Once the changes are reflected in the Aeronautical Information Publication, aircraft equipped with Automatic Dependent Surveillance-Broadcast Out (ADS-B Out) will no longer need to file separate flight plans in ADIZ airspace, reflecting increased confidence in modern surveillance technology. 

The changes extend beyond GA operation rules. Under the revised regulations, Part 135 charter operators may request approval for single-pilot operations in aircraft equipped with a three-axis autopilot and carrying fewer than 10 passengers, aligning Argentina with international standards. 

In the licensing arena, ANAC has eliminated the 900-flight-hour requirement previously tied to the first-class commercial pilot license for both scheduled and non-scheduled airline operations. The reform aligns pilot qualification standards with modern training trends and competency-based assessment, potentially enlarging the pool of eligible pilots in a market where demand for qualified crews has been growing.  

Other aspects of the overhaul include updates to minimum equipment standards and better alignment of medical flight requirements, as well as expanded eligibility for instrument flight rules (IFR) operations. ANAC said the changes result from a comprehensive technical review that accounted for technological advancements, practical operational experience, and recommendations from international organizations, all while safeguarding safety margins.  

Industry reactions have been positive, with many pilots and operators welcoming the increase in operational flexibility. General aviation pilots, in particular, see the removal of flight plan and night-VFR restrictions as significant steps toward reducing red tape and improving efficiency. Charter operators, meanwhile, gain opportunities to innovate business models under the single-pilot provisions.  

The agreement runs through December 2035 and covers Initial Pilot Training, the first flying phase for student pilots before they enter military-run undergraduate and advanced training pipelines. According to the Air Force, the award followed a competitive process that drew eight bids. 

The training does not involve fighter jets or front-line military aircraft. Instead, US Aviation Academy will provide foundational flight instruction to US and international military pilot candidates at the very start of the Air Force pilot pipeline. Students will learn core airmanship, basic instrument flying, and standardized procedures in civilian aircraft before transitioning to military trainers such as the T-6 Texan II. 

Training will be conducted at multiple locations, including Denton and San Marcos, Texas, and Peachtree City, Georgia, using contractor-provided aircraft, simulators, instructors, and course materials. The Air Force will issue training orders over time as student demand fluctuates, allowing it to manage capacity without expanding its own flight training fleet. 

Founded in 2006 and headquartered in Denton, Texas, US Aviation Academy has grown into one of the largest flight training organizations in North America. The company supports both civilian and military programs and says it now operates a fleet of more than 200 aircraft across its training network. In addition to single-engine piston aircraft used for ab initio instruction, the academy operates multi-engine trainers and advanced simulators to support airline and military training. 

The Air Force contract builds on a period of rapid expansion for the company. In March 2025, US Aviation Academy signed a major fleet agreement with Italian lightplane maker Tecnam, placing a firm order for 38 aircraft with options for an additional 52, for a total potential deal covering 90 airplanes. The order included Tecnam’s single-engine P2010 and twin-engine P2006T MKII trainers and reflected a broader move toward standardized, high-utilization training fleets. 

The contract reflects a broader shift in how the Air Force feeds its pilot pipeline. Faced with instructor shortages, limited military trainer availability, and sustained demand for new aviators, the service has pushed more early-stage flight training to civilian providers in recent years. The approach allows the Air Force to expand capacity quickly while preserving military aircraft and instructors for later, mission-specific training. 

For US Aviation Academy, the award places the company at the center of that strategy. The long-term agreement gives the Texas-based flight school a prominent role in shaping the earliest phase of Air Force pilot training for the next decade. 

The FAA closed regional airspace to US commercial flights on January 3, 2026, forcing carriers to cancel hundreds of flights, stranding tens of thousands of travelers at the end of the busy holiday period. 

The restrictions expired at midnight US Eastern Time, allowing flights to resume.

Flight tracking site FlightAware showed approximately 20 cancellations in San Juan on January 4, down from 400 the previous day. However, disruptions are expected to continue for days as airlines work through backlogs with limited seat availability.

Carriers add capacity

American Airlines added 17 extra flights and more than 3,700 extra seats to the region, deploying two Boeing 777-300s for San Juan Luis Munoz Marin International Airport (SJU) in Puerto Rico to Miami International Airport (MIA) round trips. Southwest Airlines added six extra round trips to San Juan on January 4, and eight on January 5, plus two additional flights to Aruba.

We’re continuing to support customers affected by the FAA-mandated airspace closure in the Eastern Caribbean with more flights, more seats and limited-time interisland flying. In total, we've added nearly 7,000 seats and 43 extra flights, including interisland flights.

Visit…

— americanair (@AmericanAir) January 5, 2026

United Airlines and Delta Air Lines also added flights on January 4, 2026, with Delta expecting to operate its normal Caribbean schedule. Spirit Airlines and JetBlue Airways resumed normal operations after JetBlue canceled 215 flights during the closure.

Despite the resumption of regular operations, many stranded travelers struggled to find available seats as newly added flights sold out quickly. Some passengers reported no availability until the end of the week, with several lacking accommodation or unable to afford additional hotel nights.

Airlines waived change fees and fare differences for affected customers rebooking later in the month. 

Military operation background

On January 3, 2026, the FAA closed airspace over the Caribbean, citing “safety-of-flight risks associated with ongoing military activity.” The restrictions followed a US military operation on the same day that resulted in the capture of Venezuelan President Nicolas Maduro and his wife, who were flown to New York.

Venezuelan and Caribbean airspace from late last night (local time) through this afternoon. pic.twitter.com/oxu5ha3dXs

— Flightradar24 (@flightradar24) January 3, 2026

US Attorney General Pam Bondi released an indictment charging Maduro with narco-terrorism conspiracy and other charges in the Southern District of New York. Major US carriers have not served Venezuela directly for years, with American Airlines halting flights to the country in 2019.

In a Federal Register notice published December 29, 2025, the FAA said it is seeking approval from the Office of Management and Budget to introduce a voluntary “post-activity survey” for pilots who complete practical tests conducted by DPEs. The survey would include roughly a dozen yes-or-no questions covering examiner professionalism, the testing environment, exam content, and the duration of both the ground and flight portions. 

The agency said the information will be used to track the performance and merit of individual examiners, as required under Section 833 of the FAA Reauthorization Act of 2024. The FAA estimates that approximately 49,000 pilots would complete the survey each year, with an average response time of seven minutes. 

While the FAA has long overseen DPEs through audits, renewals, and complaint-driven reviews, the proposal marks the first time the agency has sought to collect routine, standardized feedback directly from check ride applicants on a national scale. The FAA framed the effort as “a data-driven oversight tool” rather than a customer satisfaction exercise. 

The timing reflects mounting pressure within the training community. In many parts of the United States, pilots and flight schools are reporting difficulty securing check ride dates due to limited examiner availability. Long wait times have become common in some regions, particularly for initial and advanced ratings. At the same time, examiner fees have climbed sharply as demand has outpaced supply. 

Pilots and instructors have also raised concerns about uneven check ride experiences, pointing to wide differences in how exams are structured, how long they take, and how they are conducted. Many check rides are professional and fair, but others have drawn criticism for feeling overly subjective or inconsistently applied. The FAA has not explicitly tied the proposed survey to those complaints, though Congress directed the agency to strengthen oversight as part of broader concerns about the health of the pilot certification system. 

Discussion among pilots following the notice’s publication suggests awareness that informal feedback mechanisms already exist, including occasional phone calls or emails from FAA inspectors after check rides. However, those contacts have been sporadic and inconsistent. The proposed survey would formalize feedback collection and apply it more broadly, allowing the FAA to identify patterns rather than rely on isolated reports. 

The FAA’s move also comes as the agency is looking to reduce reliance on external DPEs by encouraging more Part 141 flight schools to pursue examining authority. Schools granted this authority can conduct practical tests internally and issue certificates directly, easing pressure on the DPE system. Although the pathway has existed for years, only a small number of schools have taken advantage of it, often citing administrative burden. 

Taken together, the survey proposal and the push for expanded examining authority signal a shift in how the FAA is managing delegated testing. Rather than expanding the DPE pool alone, the agency appears focused on improving visibility, accountability, and alternative testing options within an increasingly strained system. 

Public comments on the proposed DPE survey will be accepted through February 27, 2026. If approved, the program would represent a meaningful change in how examiner performance is monitored, as well as one of the most direct ways that pilots have been formally invited to provide input on a process that plays a critical role in aviation training. 

The accident occurred at approximately 11:25 local time near a roadway about one mile from the airport. Both helicopters went down in a field, and one of the aircraft caught fire after impact.

The pilots were identified as Michael Greenberg, 71, of Sewell, New Jersey, and Kenneth L. Kirsch, 65, of Carneys Point, New Jersey. Greenberg was pronounced dead at the scene. Kirsch was transported to a trauma center, where he later died from his injuries.

According to local officials, preliminary information indicates the two helicopters had departed Hammonton Municipal Airport moments before the collision and were flying in close proximity to one another. Early reports suggest the aircraft may have been traveling together shortly after takeoff, though investigators cautioned that the circumstances remain under review.

Local news reports suggest the pilots departed after having breakfast together at an airport cafe, where they were described as regulars.

The helicopters involved were identified as an Enstrom F-28A and an Enstrom 280C. One aircraft was registered to a charter company based in Lancaster, Pennsylvania, while the other was privately owned and registered in Carneys Point, New Jersey, according to federal records.

Witnesses across the area reported seeing the helicopters flying unusually close together and at a relatively low altitude shortly before the collision. Several people described seeing one helicopter go down immediately, while the other appeared to remain airborne briefly before crashing.

One of the helicopters came down in a residential area, landing in the backyard of a Hammonton home. Neighbors and an off-duty police officer responded within minutes and provided assistance until emergency crews arrived. Authorities later confirmed that the injured pilot was conscious immediately after the crash, but he succumbed to injuries later at the hospital.

The accident is under investigation by the National Transportation Safety Board (NTSB), with support from the Federal Aviation Administration (FAA). Investigators will examine the pilots’ backgrounds, the aircraft, flight paths, and the operating environment.

Turkish Interior Minister Ali Yerlikaya declared the Falcon 50 departed Ankara’s Esenboğa Airport for Tripoli at about 20:10 local time. About 42 minutes later, at 20:52 local time, controllers lost contact with the aircraft after the crew requested an emergency landing.  

Libya’s prime minister, Abdul Hamid Dbeibah, said he received confirmation of al-Haddad’s death, adding that four other people were aboard the aircraft. Turkish and Libyan officials did not immediately release the names or roles of the other passengers.  

Turkish authorities later located the wreckage south of the capital near the Haymana district, according to early official statements. The incident triggered a rapid response from Turkish emergency services, as investigators began working to determine why the aircraft declared an emergency and then disappeared from radar.  

The crash occurred after al-Haddad held talks in Ankara with Turkish Defense Minister Yaşar Güler and other military officials. The visit underscored the close security relationship between Turkey and Libya’s UN-recognized Government of National Unity, based in Tripoli.  

Al-Haddad’s death removes a key figure from Libya’s military and political landscape, at a time when the country continues to navigate competing power centers and efforts to unify national institutions. International mediators have long treated the unification of Libya’s military structures as a central step toward broader stability.  

Aviation investigators will focus on the Falcon 50’s flight profile, communications, and systems history, as well as the weather and any operational factors on the route out of Ankara. Officials have not announced a cause, though authorities have not indicated any evidence of foul play.  

Turkey diverted flights away from Ankara during the initial response, according to reports from the scene. Additional updates are expected as officials confirm the passenger list, release recovery details, and outline the formal investigative process. 

The twin-engine turboprop was flying from Mérida, Mexico, to Galveston when it went down near the Galveston Causeway during its approach to land. The aircraft was carrying eight people, including a pediatric burns patient, medical personnel, and crew members, according to Mexican and US officials. 

Mexico’s navy confirmed that the aircraft was conducting a medical support flight in coordination with a nonprofit organization that helps arrange specialized treatment for children with severe burns. The patient was being transported from the Mexican state of Yucatán to a pediatric hospital in Texas known for burns care, officials said. 

Authorities reported that two people survived the crash and were taken to area hospitals. Search efforts continued for at least one person initially reported missing, while recovery operations were underway at the crash site. Officials later confirmed that at least five people on board had died. 

US Coast Guard officials said they received a report of an aircraft down in the bay shortly after mid-afternoon. Rescue boats and helicopters were dispatched, with support from local police, fire departments, and marine rescue teams. The crash occurred in an area experiencing reduced visibility due to fog. 

The King Air was approaching Galveston at the time of the accident, though officials have not released details on the aircraft’s altitude, speed, or communications with air traffic control in the moments before the crash. 

Both US and Mexican authorities have launched investigations into the accident. The Texas Department of Public Safety has announced that it is assisting at the scene, while federal aviation authorities are expected to take the lead on the US side. Mexican officials said they are working closely with US investigators as part of the inquiry. 

Investigators will examine flight data, weather conditions, and aircraft systems as part of the investigation. According to officials, it is too early to determine what caused the crash and they emphasized that a full analysis would be required before drawing conclusions. 

The accident marks the second fatal crash in the US this year involving a medical transport flight carrying a Mexican patient. In a separate incident earlier in the year, a medical aircraft transporting a child home after treatment crashed shortly after takeoff, killing everyone on board and one person on the ground. 

The aircraft, registered N479BR, was flying from Aspen-Pitkin County Airport to Rocky Mountain Metropolitan Airport in Broomfield when the system activated roughly 20 minutes into the flight. According to Garmin, Emergency Autoland assumed full control of the aircraft and executed a safe landing on Runway 30. Everyone on board was reported safe. 

Flight tracking data shows the King Air departed Aspen at 1:43 p.m. local time and landed at Rocky Mountain Metropolitan at 2:19 p.m. Shortly before landing, the aircraft began squawking the general emergency transponder code 7700. Recordings from the airport’s tower frequency captured automated voice transmissions declaring a pilot incapacitation and announcing the aircraft’s intention to conduct an emergency autoland. 

Air traffic controllers cleared traffic from the area and temporarily shut down the runway to accommodate the landing. The aircraft touched down normally, rolled to a stop on the runway, and shut down automatically. Emergency services responded after the aircraft came to rest. 

Garmin confirmed the event in a statement on December 21, noting that the activation was the first emergency use of the Autoland system in an operational flight. The company said it plans to release additional details at a later date. No information has been released about the pilot’s condition or the number of people on board. 

Emergency Autoland is designed to take over an aircraft if it detects pilot incapacitation or if a passenger activates the system manually. Once engaged, the system selects a suitable airport based on factors including runway length, terrain, weather, and remaining fuel. It then navigates to the airport, communicates with air traffic control using automated voice messages, and performs a fully automated landing. After touchdown, the system applies braking and shuts down the engines. 

Garmin first introduced Autoland on smaller piston aircraft, including certain Cirrus and Piper models. In August 2025, the FAA certified Garmin’s Autothrottle and Autoland system for select Beechcraft King Air 350 aircraft equipped with the G1000 NXi avionics suite. The first installation of Autoland on a King Air 200 took place in early 2024. 

The successful landing comes amid ongoing discussion in the aviation community about the role of automation in general aviation and turboprop operations. While Autoland is intended for rare emergency scenarios, the Colorado event offered the first real-world example of the system operating exactly as designed. 

Investigators have not released any findings related to the incident, and Garmin has not addressed online speculation about the circumstances that led to the system’s activation. For now, the confirmed facts remain straightforward: the system engaged, the aircraft landed safely, and no injuries were reported.

This maiden flight took place on December 19, 2025, at Leonardo’s facility in Cascina Costa di Samarate, near Milan Malpensa International Airport (MXP), Italy. 

Launched in 2015, the Next Generation Civil Tiltrotor (NGCTR) program aims to develop a tiltrotor aircraft which combines the vertical takeoff and landing capabilities of a helicopter with the horizontal flight performance of a fixed-wing aircraft.  

The technology demonstrator targets a cruise speed of 280 knots (520 km/h) and a range of approximately 1,000 nautical miles (1,850 km), opening up a number of potential uses in both the civilian and military spheres. 

The program also focuses on delivering an environmentally efficient performance, which is a major reason it has been funded by Clean Sky 2, a core initiative of the European Horizon 2020 program. The NGCTR-TD also aims to develop critical aerospace capabilities in Europe, bringing together 85 industrial partners across the supply chain from 15 different countries. 

Interestingly, Leonardo has long had its own tiltrotor program, the AW609. Development of this clean-sheet tiltrotor, which has been designed primarily with the civilian market in mind, started in the late 1990s, and a first prototype first flew in 2003. The development process, however, has been rather lengthy and not without challenges. As of December 2025, the AW609 has not yet completed its certification process. 

The Next Generation Civil Tiltrotor (NGCTR) draws heavily from the learnings of the AW609 program, and it uses the same fuselage. However, the new tiltrotor model incorporates five new key technologies which contribute to a more efficient flight profile and reduce the aircraft’s environmental footprint. 

A remarkable difference with the AW609 is the presence on the NGCTR of fixed engines. This compares to the AW609 in which engines and rotors tilted together. Instead, the NGCTR-TD uses a split-gearbox system which allows it to keep its engines fixed and move its propellers independently. 

Around 20 patents have derived from work on the NGCTR. 

The bill now moves to the US House of Representatives and is widely expected to pass into law. 

The Senate vote comes against the backdrop of the January 29, 2025, midair collision near Ronald Reagan Washington National Airport (DCA), in which an American Airlines regional jet operating as PSA Airlines Flight 5342 collided with a US Army Black Hawk helicopter, killing all 67 people on board both aircraft. That accident intensified scrutiny of how military and civilian aircraft share some of the most congested airspace in the country. 

Under existing rules and provisions proposed in the FY2026 National Defense Authorization Act (NDAA), certain government aircraft could operate in the D.C. area without ADS-B Out, relying instead on transponder-based systems. Aviation groups and lawmakers warned that those exemptions reduced situational awareness for both pilots and air traffic controllers. 

The ROTOR Act seeks to eliminate that possibility by requiring aircraft already subject to ADS-B Out mandates to also operate ADS-B In, allowing pilots to see nearby traffic in the cockpit in addition to being visible to air traffic control. The FAA would have up to two years after enactment to issue implementing regulations. 

The bill still allows limited exemptions for sensitive government missions, but it explicitly excludes routine military flights, training flights, proficiency checks, and most flights carrying federal officials. The measure also calls for improved reporting and oversight of any approved exemptions. 

During a recent House aviation hearing, FAA Administrator Bryan Bedford said the agency does not intend to return to a less visible operating environment in the Washington area following the January collision. He emphasized that increasing awareness for both pilots and controllers remains a priority, while also acknowledging concerns about cost for general aviation aircraft owners, who faced a broad ADS-B mandate in 2020 only to now likely face a new ADS-B equipment mandate. 

To address those concerns, the ROTOR Act includes flexibility for aircraft weighing less than 12,500 pounds and operating under Part 91. In those cases, pilots could comply using portable or electronic flight bag-based ADS-B In solutions, rather than requiring expensive panel-mounted upgrades, provided the equipment does not interfere with existing avionics or airworthiness. 

Portable ADS-B In receivers are already widely available and typically cost several hundred dollars, while many newer avionics installations in light aircraft, turboprops, and business jets include the ADS-B In capability. 

René began his career as a Senior Analyst at Simat, Helliesen & Eichner in New York City, where he advised global airlines, airports, regional aviation operators, and business aviation clients. Today, he collaborates with airlines, business aviation operators, and airports worldwide, serving as an instructor for IATA and ACI in airline and airport management. He also holds an MBA from the John Molson School of Business in Montreal, Canada. 

The views and opinions expressed in this column are solely those of the author and do not necessarily reflect the official policy or position of AeroTime. 

Over the last five decades, the airline industry has shifted from government-backed national carriers purchasing their own aircraft, to a competitive, privately financed global market where flexibility, liquidity, and fleet agility are essential.  

Aircraft leasing has grown from less than 10% of the fleet in the 1970s to nearly 60% today, driven by airlines’ need for capital-light models, access to fuel-efficient aircraft (airlines largest or second-largest cost driver), simpler cross-border financing, and reduced residual-value risk. 

Today, lessors supported by sophisticated financing structures and global reach provide much of the industry’s fleet backbone. This structural shift, however, has introduced new challenges and heightened technical risk as aircraft transfer between operators more frequently. 

Why lessors need engineering-led oversight 

Today, aircraft cycle more rapidly between operators and across continents, subject to varying maintenance practices and regulatory regimes. Each transfer raises the risk of discrepancies including missing records, undocumented repairs, misaligned AMP tasks, incomplete SB/AD status, inconsistent engine documentation, and cabin or structural issues that often surface late in the transition process. In this environment, engineering-led oversight is no longer optional; it is now central to asset protection, operational continuity, and financial performance for lessors. 

The old assumption that airlines and ACMI operators manage technical integrity while lessors focus solely on finance no longer applies. As portfolios grow and transition velocity increases, lessors must take a more active technical role. Engineering-led oversight provides the structured and proactive framework needed to identify risks early rather than inherit them at redelivery, as illustrated in Chart A. 

For lessors, the redelivery timeline highlights the critical importance of protecting asset value and ensuring remarketing readiness. Transition risk increases sharply as redelivery nears, with the highest exposure occurring in the final nine to 12 months of the lease. 

An early‑intervention model reduces risk for lessors 

To reduce risk, financial exposure and improve transition predictability, a combined technical consultancy and CAMO support model is essential. Continuous monitoring of asset condition throughout the lease ensures that deviations, record gaps, and maintenance inconsistencies are addressed early, long before they escalate into costly redelivery disputes or delayed transitions. 

For example, an integrated CAM and lease-transition management solution can streamline the most complex phase of the lease cycle: the transition window. Redeliveries can fail for numerous reasons, including missing records, undocumented repairs, MRO overruns, or late findings. Delays of 10 to 30 days are common and can cost lessors US$10,000 to US$20,000 per day in lost narrowbody lease revenue. Early-readiness audits, AD/SB validation, records-integrity work, and coordinated project management aligned with lessor manuals are therefore critical. Combining CAMO compliance with strong engineering capability ensures predictable transitions, accurate documentation, and contract-compliant redelivery. 

Now, let’s consider maintenance-event oversight and contractor auditing. Using CAMO support model, it can mitigate one of the least predictable exposure points for lessors. Without strict control, MROs may add tasks outside lease conditions or overlook critical inspections. Through on-site or remote monitoring, daily progress reviews, work-scope validation, and contractor audits, lessors gain assurance of both work quality and cost alignment. 

In addition, operational complexity further strengthens the need for engineering-driven support. Aircraft now move frequently between the European Union Aviation Safety Agency (EASA), Federal Aviation Administration (FAA), 2-REG, and other regulatory environments each with differing expectations. Repairs acceptable in one jurisdiction may require substantiation or rework in another. In the case of engines, which account for 50% to 75% of total aircraft value, they can add another layer of complexity with varying shop-visit standards and parts-traceability requirements. Without expert oversight, lessors face meaningful value degradation and remarketing delays impacting their cash flows. 

Furthermore, an engineering-led oversight model also preserves technical continuity across multiple operators. As aircraft transition between lessees, critical knowledge is often lost, including root-cause analyses, structural-repair rationales, engine shop-visit history, reliability actions, and more. Centralized engineering oversight can maintain this continuity, enabling faster due diligence, more accurate forecasting, and smoother aircraft transitions. 

A high-level business case illustrates the magnitude of value created. Consider a mid‑life narrowbody aircraft preparing for redelivery with a follow‑on lease already secured. Prior to technical consultancy and CAMO support model involvement, near 200 documents were incomplete, two repairs were undocumented, and the planned heavy check was inadequately scoped. Through a detailed gap analysis, re‑validated AD/SB compliance, and corrected planning data, results included US$160,000 in avoided records reconstruction, US$130,000 in late‑finding avoidance, US$100,000n MRO overrun reduction, and US$72,000 in added value by recovering six days of aircraft transition time. Therefore, the total benefit achieved reached US$462,000. With an engagement cost of ~ US$85,000, the net benefit reached is US$377,000 yielding a 4.4x ROI, or US$4.40 returned for every US$1 invested. 

Financially, the value proposition is clear: engineering oversight reduces maintenance overruns, limits findings, prevents unnecessary work-scope expansion, accelerates aircraft transitions, protects aircraft residual value, and strengthens remarketing readiness for lessors. 

Conclusion 

Today, aircraft move between operators faster than ever due to ACMI growth, short-term operating contracts, and high fleet churn in the low-cost carrier and wet lease markets. Yet key risks persist including documentation quality varying widely by operator, engineering maturity differing across regions, MRO auditing is inconsistent, back-to-birth traceability is often incomplete, and structural repairs accumulate with weak historical traceability. However, unfortunately technical-control mechanisms have not evolved at the same pace, creating an expanding engineering-oversight gap for lessors that directly affects transition timelines and lease economics. 

A structured consultancy and CAMO support model closes this gap by providing continuous oversight across the entire lease cycle, not just at redelivery. And this approach strengthens the three pillars essential to lessor performance: greater cost efficiency, improved operational reliability, and optimized asset-value protection for long-term commercial success. 

This is a co-authored article in collaboration with Andreas Velmachos, Senior Engineer and Managing Partner at an engineering firm supporting lessors, ACMI operators, and airlines.

The Federal Aviation Administration (FAA) confirmed that a Cessna 550 crashed at approximately 10:20 a.m. local time while returning to Statesville shortly after takeoff. Authorities said six people were on board, and all were killed. The National Transportation Safety Board (NTSB) is leading the investigation and has not yet formally released the identities of the victims. 

The aircraft, registered N257BW, was owned by GB Aviation Leasing, a company linked to Biffle through public FAA records. Flight-tracking data indicates the jet departed Statesville at around 10:07 a.m. bound for Sarasota Bradenton International Airport (SRQ) before returning to land roughly 10 minutes later. 

Local television station WCNC, citing Iredell County officials, reported that Biffle was among those killed. Further identification details were shared publicly by Garrett Mitchell, a YouTuber known as ‘Cleetus McFarland’, who said in a Facebook post that Biffle, his wife Cristina, and their two children were traveling to Florida to visit him at the time of the crash. Authorities have not confirmed those details. 

Emergency responders found the aircraft fully engulfed in flames near the end of the runway, according to local fire officials. A witness near the airport told WSOC-TV that the aircraft appeared “very low” before impact, followed by a large explosion. Officials have not commented on whether weather or mechanical issues contributed to the accident. 

Fog and reduced visibility were present in the area at the time, though investigators have not cited weather as a factor. Airport officials closed Statesville Regional Airport following the crash to allow emergency crews and investigators to work the scene. 

The FAA said the NTSB will provide updates as the investigation progresses. An on-site briefing was expected following the arrival of federal investigators. 

Biffle, 55, competed in NASCAR’s top series for more than a decade and later became involved in aviation-related charitable and logistics efforts. Authorities said victim identification and notification procedures are ongoing, and additional information will be released when confirmed. 

The latest incident occurred on December 13, 2025, and involved a Falcon 900EX business jet flying from Oranjestad, Aruba, to Miami-Opa Locka Executive Airport, according to radio transmissions and incident reporting. The flight crew reported the encounter to air traffic controllers in Curaçao shortly after takeoff. 

Controllers initially warned the Falcon crew of unidentified traffic roughly 10 miles ahead on a reciprocal course and issued a heading change. According to the pilot, the maneuver instead placed the aircraft on a collision course with what appeared to be a large military tanker, later believed to be a KC-46 or KC-135. 

“They were really close,” one of the pilots told air traffic control during the exchange. “We were climbing right into him,” the pilot added, estimating the encounter occurred at approximately 26,000 feet while climbing to 38,000 feet. The crew described the opposing aircraft as “something big,” initially mistaking it for a widebody airliner. 

Air traffic controllers later indicated the unidentified aircraft was maneuvering irregularly. The Falcon ultimately cleared the conflict and continued to Miami, where it landed without further incident. 

The encounter followed a similar near miss one day earlier, when the pilots of a JetBlue A320 flying from Curaçao to New York’s John F. Kennedy International Airport reported that a US military tanker crossed directly in front of their flight path during their climb. The JetBlue crew said the tanker was operating without an active transponder, forcing them to abruptly stop their climb to avoid a collision. 

Audio from that earlier incident, reviewed by multiple outlets, captured the JetBlue pilot describing the situation as “outrageous.” 

The Federal Aviation Administration issued an advisory last month warning US airlines of heightened military activity near Venezuela, cautioning that threats could pose risks to aircraft at all altitudes, including during overflight and departure and arrival phases. The FAA reiterated the warning this week following the second reported incident. 

Several international carriers have since reduced or suspended service to Venezuela. Copa Airlines said it would extend its suspension of flights to and from Caracas through at least January 15, 2026, due to operational conditions. 

The US Southern Command confirmed it is reviewing both incidents, while the National Transportation Safety Board said it is gathering information. Dutch aviation authorities also acknowledged awareness of the incidents, which occurred in airspace near Curaçao, part of the Netherlands. 

In a notice to the American Federation of Government Employees (AFGE), which represents about 47,000 TSA officers, the agency said it will implement a new “labor framework” on January 11, 2026. The move would invalidate the seven-year collective bargaining agreement that took effect in 2024 and halt payroll deductions for union dues, returning TSA to its early-2000s model with no formal union representation for screeners.  

Homeland Security Secretary Kristi Noem justified the change in a September 2025 determination that has not been publicly released in full but is summarized in agency communications. TSA says collective bargaining is “incompatible” with its national security mission and argues that contract negotiations and union administration impose “wasteful” costs and distract officers from security duties. The department says the new framework will put the focus back on “workforce readiness, resource allocation and mission focus” while relying on internal policies to handle grievances and workplace issues.  

AFGE calls the decision illegal retaliation and vows to challenge it in court. The union notes that in June 2025 a federal judge in Washington state issued a preliminary injunction blocking DHS from terminating the same 2024 contract, finding that Noem’s earlier March 2025 determination appeared aimed at “punishing” AFGE for fighting Trump administration policies in court. That case, brought by AFGE and allied unions, is scheduled for trial in September 2026.  

“Secretary Noem’s decision to rip up the union contract for 47,000 TSA officers is an illegal act of retaliatory union-busting that should cause concern for every person who steps foot in an airport,” AFGE President Everett Kelley said, arguing that union protections helped stabilize a workforce once plagued by high attrition and low morale. Union leaders warn that removing bargaining rights could drive experienced officers out of the TSA. 

The fight over the TSA’s contract comes as Congress debates federal labor rights more broadly. On December 11, 2025, the House passed the Protect America’s Workforce Act, a bipartisan bill that would overturn a Trump executive order barring unions at more than 40 federal agencies and prevent departments from unilaterally canceling existing contracts. The bill’s fate in the Senate is uncertain, but if enacted it would directly conflict with the new DHS framework for TSA.  

TSA officers have long operated under a different personnel system than most federal workers. The agency granted limited collective bargaining in 2011 and expanded those rights in 2022, bringing them closer to the protections enjoyed by other civil servants, even though federal law still bars bargaining over pay and prohibits strikes.  
 

The decision was confirmed by Airbus on December 15, 2025, and follows a contract signed in December 2023, which covered up to 82 helicopters for the Bundeswehr. Germany had previously committed to 62 aircraft, with deliveries beginning in November 2024. 

Airbus Helicopters Germany Managing Director Stefan Thomé described the additional order as a “strong vote of confidence” in the helicopter’s performance and versatility. 

The H145M is designated as the Leichter Kampfhubschrauber (LKH), or Light Combat Helicopter, in German service. It is intended to replace several legacy light helicopter types across the armed forces. Of the total fleet, 72 helicopters are allocated to the German Army, while 10 will be operated by the Luftwaffe, primarily in support of special forces missions. 

A multi-role light combat platform 

The H145M is a twin-engine military helicopter designed for a wide range of missions, including training, reconnaissance, special operations support, and light attack. It can be rapidly reconfigured between roles and integrated with ballistic or guided weapons, as well as external cargo, hoisting, and insertion equipment. 

The aircraft is equipped with Airbus’ Helionix avionics suite, which is common across several Airbus helicopter platforms and is designed to reduce pilot workload while improving mission flexibility. The H145M is already in service with several European armed forces and has been increasingly positioned as a modern light combat and utility platform. 

A related variant of the same design is also in service in the US, where the Airbus H145 is operated by the US Army as the UH-72 Lakota. Unlike the H145M, the Lakota is used primarily as a training and domestic support helicopter, not as a combat aircraft. The US Army is now examining options to replace it in the training role, arguing that Lakota’s automation level leaves student pilots with less experience in basic helicopter handling, including responding to tail rotor failures. 

Part of Germany’s broader defense modernization 

Airbus did not disclose the value of the additional 20-aircraft order. However, earlier reporting valued the deal at nearly €1 billion ($1.1 billion) and linked the expansion of Germany’s H145M fleet to funding from the country’s special defense modernization fund launched under the Zeitenwende policy framework. 

The helicopter acquisition forms part of a broader effort to improve Bundeswehr readiness and replace aging equipment, alongside other major procurement programs in the rotary-wing, air defense, and missile domains. 

With the latest option exercised, Germany becomes one of the largest operators of the H145M globally, reinforcing the platform’s role as a core element of the Bundeswehr’s future light helicopter fleet. 

Sen. Maria Cantwell, the top Democrat on the Senate Commerce Committee, wrote to FAA Administrator Bryan Bedford saying he promised during his confirmation process to sell all his shares in Republic Airways within 90 days of taking office but has failed to do so more than 150 days later. Bedford’s financial disclosures showed his holdings in the regional carrier were worth between $6 million and $30 million at the time he was confirmed.  

In a December 8, 2025, letter from the Office of Government Ethics to Cantwell’s committee, regulators noted that Bedford sought to amend his original ethics agreement to extend the divestiture timeline, but the request was denied because it did not meet the standards for such changes. The ethics office also said it has not been informed that Bedford has divested his Republic stock and told Transportation Department ethics officials to emphasize his personal responsibility to avoid any actions that could create a conflict of interest.  

Cantwell’s letter says the ongoing failure to divest violates the commitments Bedford made when he was confirmed as FAA chief, a role in which he oversees critical aspects of US aviation safety and regulation. “It appears you continue to retain significant equity in this conflicting asset months past the deadline set to fully divest from Republic, which constitutes a clear violation of your ethics agreement,” she wrote, calling for a full accounting of his actions.  

Republic Airways, where Bedford was CEO before joining the FAA, completed a merger with Mesa Air Group on November 25, 2025. Under the merger deal, Republic shareholders now own about 88% of the combined company, which operates a fleet of more than 300 Embraer jets under contracts with legacy airlines. Cantwell’s letter noted that timing and the recent merger could have increased the value of Bedford’s holdings, raising further questions about why the divestiture has not been completed.  

Bedford has previously pledged to divest the holdings and recuse himself from matters affecting Republic Airways until that process is complete. But as of mid-December 2025, that effort has not been finished, apparently leaving him with a significant airline stake while leading the agency responsible for regulating carriers and overseeing air safety.  

The FAA has been under heightened scrutiny this year after a deadly midair collision over Washington, D.C., earlier in 2025 and other recent operational challenges, including air traffic control outages and widespread flight delays during a prolonged government shutdown. Cantwell’s letter ties into broader concerns about FAA leadership credibility and public trust in the agency’s oversight.  

Cantwell has asked Bedford to explain why he did not comply with the 90-day divestiture timeline, why he sought an amendment to his ethics agreement, and to provide a full accounting of any Republic stock he has sold. She gave him a deadline of December 16, 2025 to respond. 

Investigators said the first skydiver moving toward the door had the handle of his reserve parachute catch on a flap on the aircraft’s left wing. The accidental deployment knocked another parachutist into free fall and then pulled the first jumper backward, where he became entangled eith the aircraft’s horizontal stabilizer. The video shows the person hanging below the tail as the pilot fought to keep the aircraft level. 

Even as the aircraft pitched up sharply, 13 parachutists continued with their planned jump, exiting past the stranded skydiver. The skydiver, who has logged more than 2,000 jumps over 21 years, began cutting away the lines from the snagged reserve parachute using a hook knife attached to his chest — equipment the safety bureau said likely saved his life. 

Once freed, the parachutist deployed the main canopy, disentangled it from the remnants of the reserve chute, and landed safely with only minor injuries to his legs from hitting the side of the aircraft. 

A parachuting camera operator who had been holding onto the exterior of the fuselage was knocked free when the reserve parachute deployed. That person landed first, sustaining a minor shoulder injury. The final two parachutists also jumped once they saw the trapped diver cut themselves clear. 

The pilot said he initially did not know what had happened but felt the airplane slow abruptly and pitch up. Wearing an emergency parachute, the pilot stabilized the aircraft, considered bailing out after the group had exited, and ultimately landed the damaged airplane safely at Tully Airport. 

In its report, the safety bureau faulted the Far North Freefall Club — the operator of the flight — and the pilot for not ensuring the aircraft was properly loaded for weight and balance, though it determined that factor did not contribute to the parachute snag or the subsequent emergency. The club said it has since strengthened its procedures, including requiring all parachutists to carry a hook knife and reinforcing weight-and-balance checks before flight. 

Stephen Porter, chief executive of the Australian Parachute Federation, called the situation “unique and extreme” in comments to ABC Australia and praised both the skydiver and the pilot for their composed actions under pressure. 

“All things considered, everyone walked away,” Porter said. “That’s the best possible outcome in an event like this.” 

Congress had extended the broader clean fuel credit earlier this year but removed the bonus rate for SAF, a change that caught many in the industry by surprise. SAF developers warned that without the higher credit, financing for new plants would become more difficult.

Some projects were paused almost immediately, and others were pushed into “wait and see” mode. Supporters of the new bill say it offers the long-term clarity producers need to resume construction and move ahead with expansion plans. 

Sustainable aviation fuel is a drop-in replacement for conventional jet fuel that can be used by today’s aircraft without modification. It is produced from a range of feedstocks, from agricultural waste to used cooking oil, municipal waste streams and, in the case of e-SAF, synthetic fuels created with renewable energy and captured carbon.

SAF can reduce lifecycle emissions compared with fossil-based jet fuel, making it central to the aviation industry’s decarbonization plans. But supply remains extremely limited, and production costs are far higher than traditional fuel. 

Those limitations are front of mind for airlines. At the International Air Transport Association (IATA) Media Day on December 9, 2025, Director General Willie Walsh warned that global SAF production is nowhere near meeting demand and that even the industry’s 2030 goal of 10% SAF use now appears out of reach.

Walsh argued that the barrier is not willingness to buy the fuel but the lack of availability. He also criticized the European Union’s mandates, saying they have pushed up prices without delivering the supply needed to meet airlines’ commitments. 

Lawmakers behind the new US bill say the updated tax credit is aimed at addressing that problem. Rep. Mike Flood of Nebraska said the measure would help drive a new “biofuels revolution” and support rural economies that supply feedstocks. Rep. Sharice Davids of Kansas said producers, farmers, and airlines need long-term policy signals so they can plan investments with confidence. 

Industry groups have welcomed the bill. Airlines for America, the Sustainable Aviation Fuel Coalition, and the National Business Aviation Association all issued statements supporting the move, saying the extended credit gives producers the predictability they need to build out capacity. NBAA President and CEO Ed Bolen said restoring the full rate “provides the clarity and stability needed to unlock investment, expand supply and accelerate progress.” 

Today, most ICE Air Operations missions rely on charter flights. The agency contracts aircraft, crews, and maintenance from private operators, a model that offers flexibility but comes with high and often unpredictable costs.  
 
Bringing aircraft directly under DHS control gives the department greater scheduling authority and reduces dependence on the charter market, which has grown more expensive in recent years.  
 
DHS spokeswoman Tricia McLaughlin said the change will save an estimated $279 million by allowing ICE to run more efficient flights and better match aircraft availability with demand. 

The move comes as the Trump administration pushes toward a stated goal of deporting one million immigrants in 2025, a scale not seen in modern US immigration enforcement. DHS Secretary Kristi Noem has described the new aircraft as part of a broader effort to increase operational “tempo,” reduce bottlenecks in the removal pipeline, and cut costs over time. The administration has argued that charter arrangements hinder efficiency, especially as flight schedules grow more complex. 

Public records do not identify which 737 variants DHS is buying, but the purchase price strongly suggests they are used 737-700 or 737-800 aircraft rather than new jets. Daedalus is expected to source and refurbish the airplanes before delivery. The aircraft will likely require modifications for secure transport, including partitioned seating, surveillance equipment, and specialized restraints, though DHS has not released configuration details. 

The contract has drawn scrutiny because Daedalus’ CEO and Chief Financial Officer also hold the same positions at Salus Worldwide Solutions, a firm with a separate DHS contract worth nearly $1 billion to support voluntary “self-deportation” programs. Some US lawmakers are already signaling interest in reviewing the procurement process and the relationship between the two companies. 

The department has not said where the new aircraft will be based, but ICE Air currently operates out of hubs in Arizona, Texas, and Louisiana. It also remains unclear whether DHS will employ its own flight crews or rely on contract pilots, as it has in past operations. 

The issue surfaced during testimony from Robert Rose, CEO of Reliable Robotics, who told the House Aviation Subcommittee that wider adoption of ADS-B Out remains essential, particularly as autonomous operations expand and the FAA considers new requirements under emerging Part 108 regulating unmanned aircraft. Rose said ADS-B should remain focused on collision avoidance and traffic awareness, not airport economics. 

“I don’t think it should be used for fee collections,” Rose told lawmakers. “It should be used primarily for safety and collision avoidance and situational awareness in the cockpit. I think it’s very unfortunate the conversation has shifted more toward fee collections.” 

Concerns about tracking aircraft for billing purposes have grown in recent months as several airports have explored landing fees targeting general aviation traffic. Because ADS-B broadcasts an aircraft’s position and identity, some airports and third-party vendors have used the data to log arrivals and departures as part of fee-collection programs. Opponents argue that using a safety system to generate revenue undermines trust and may encourage pilots to reduce ADS-B usage, weakening a foundational element of the national airspace system. 

Rep. Bob Onder (R-Mo.), an instrument-rated pilot and the sponsor of PAPA, pressed the point during the hearing. He said pilots are more likely to adopt and consistently use ADS-B when the system is not repurposed for financial or enforcement activities. Rose agreed, saying predictability and transparency are essential to promoting the safety uses of ADS-B. 

Under PAPA, airports and government agencies would be barred from using ADS-B data to identify aircraft for charges or penalties. The bill would also prevent federal, state, or local officials from relying on ADS-B for investigative actions unrelated to aviation safety. Supporters say the measure would reinforce ADS-B’s original purpose while giving pilots confidence their broadcasts will not be used for unintended tracking. 

AOPA President and CEO Darren Pleasance said the bill establishes a clear national policy that prevents a patchwork of state-by-state rules and keeps ADS-B focused on safety. “When the legislation becomes law, airports will still be able to collect fees — they just couldn’t use this safety technology to do so,” Pleasance said. 

PAPA also includes transparency provisions for airports that impose landing or takeoff fees on general aviation aircraft. Public-use airports would be required to disclose how they manage non-airside expenses, what alternative funding sources they have pursued, and how any proposed fees could affect local pilots and aviation businesses. 

In the Senate, a companion bill introduced by Sen. Ted Budd (R-N.C.) mirrors PAPA’s privacy and transparency provisions, signaling growing bipartisan interest in revisiting how aircraft tracking data is used as tracking technologies enter the national airspace. 

Supporters say the legislation will help maintain pilot participation in ADS-B as the FAA evaluates new airspace integration rules. Critics, including some airport groups, argue that restricting access to ADS-B information complicates operational oversight and airport financing.  
 
ADS-B, which stands for automatic dependent surveillance-broadcast, is a ground-based and airborne technology that supplements or replaces radar for ATC and which can provide onboard graphical depictions of other air traffic to pilots. The technology has been mandatory in most airplanes in the US since 2020.

The deal comes alongside a $300 million funding round led by Darsana Capital Partners, giving Boom what it says is the remaining capital needed to complete the Symphony engine and continue certification work for its Overture supersonic airliner. 

The Superpower turbine is engineered specifically for AI data-center demand, which has outpaced what utilities can supply in many regions. The unit uses the same high-pressure core that Boom designed for sustained thermal loads in supersonic cruise, allowing it to maintain full rated output even in ambient temperatures above 110 degrees F. The turbine also operates without water, addressing one of the chief constraints for modern data-center growth. 

“Supersonic technology is an accelerant, of course for faster flight, but now for artificial intelligence as well,” said Blake Scholl, Boom’s founder and CEO. “With this financing and our first order for Superpower, Boom is funded to deliver both our engine and our airliner.” 

Crusoe plans to use the turbines as dedicated power sources for its next generation of AI compute facilities. Chase Lochmiller, Crusoe’s co-founder and CEO, said the company is searching for technologies that can increase real-world efficiency and accelerate deployment timelines as AI workloads surge. “We’re proud to be partnering closely with Boom as the launch customer for Superpower,” he said. 

Superpower’s design centers on Symphony’s large high-pressure core, which Boom intended to run at elevated temperatures for the majority of a supersonic flight. The turbine adds a dual-fuel combustor capable of burning natural gas or diesel, along with backup diesel capability. According to Boom, its material choices and thermal-management approach allow the turbine to avoid the power de-rating seen in many other turbine engine during hot-weather operations. 

Boom plans to scale turbine production to more than four gigawatts annually by 2030 as part of a broader US manufacturing expansion. The company says 95% of Symphony’s core parts for the first prototype are already in production, with engine testing scheduled for 2026 at Boom’s Colorado test site. 

The new funding round includes Altimeter Capital, ARK Invest, Bessemer Venture Partners, Robinhood Ventures and Y Combinator. Darsana Capital, the lead investor, said Boom’s approach fits its long-term strategy in aerospace, defense and emerging technologies. 
 
“Boom has assembled an incredible team and executed with impressive discipline,” said Steve Friedman, a partner at Darsana. “Their focus on first delivering supersonic technology to create a high-performance power turbine business reflects a smart, capital-efficient path to building the next great American industrial company.” 

Boom said revenue from Superpower will feed directly into Symphony’s development and Overture’s certification program. The company’s order book for Overture stands at 130 aircraft from United Airlines, American Airlines, and Japan Airlines. 

On the commercial side, airlines are flying more passengers and long-haul travel has continued to rebound. That has helped Airbus and Boeing secure years’ worth of production in advance, giving both manufacturers clearer visibility as they work to increase output. Backlogs remain near historic highs, and Fitch expects production rates to rise gradually as parts availability and staffing levels improve. 

Maintenance activity is also picking up. Airlines that postponed heavy checks during the pandemic recovery have returned to more normal maintenance schedules, driving demand for components, spare parts, and engine shop visits. Fitch expects the MRO sector to remain one of the most stable parts of commercial aviation in 2026. 

However, the report cautions that the industry’s biggest bottlenecks have not completely disappeared. Boeing’s ability to meet delivery targets and regulatory deadlines remains a key pressure point. And across the board, manufacturers continue to struggle with shortages of skilled labor, slowing the pace at which production can ramp up. 

On the defense side, the outlook is more straightforward: most major countries are increasing budgets. The United States, Europe, Japan, Australia, and India are all putting more money toward modernization, munitions replenishment, surveillance systems, and autonomous platforms. These long-running programs tend to provide steady, predictable work for contractors, even if the broader economy softens. 

Fitch notes that the defense supply chain is benefitting from multiyear procurement commitments, though some smaller suppliers remain fragile. While conditions are improving, the agency says the supply chain is not yet “healthy” and expects further consolidation among subcontractors. 
 
Fitch’s latest outlook carries added weight because the agency rarely issues sector-wide positive guidance unless it sees durable, data-backed improvement. In this case, Fitch says the evidence is clearer there: aircraft backlogs remain near historic highs, supply chains are healing, and defense spending is rising in most major markets. Together, those trends give the aerospace and defense industry a stronger and more stable foundation heading into 2026 than at any point since before the pandemic. 

A key structural shift highlighted in the report is Boeing’s planned acquisition of Spirit AeroSystems. Fitch says the deal should give Boeing more control over its most complex aerostructures work and reduce quality-management risk. Airbus has also agreed to take over Spirit facilities tied to its programs, underscoring a broader industry move toward tighter vertical integration. 

Fitch also addressed emerging technologies, expecting investment in advanced air mobility to continue — but more cautiously. Near-term momentum is building around autonomous cargo aircraft and defense-oriented unmanned systems, while certification challenges continue to slow progress for passenger eVTOLs. 

Smiths Detection also sells inspection systems for ports and borders, cargo and vehicle screening, and urban security applications in government buildings, public venues and other critical infrastructure. The business also includes a chemical-threat identification capability for defense customers, giving it a diversified footprint across civil security and military markets. 

Smiths Group expects to receive about $2 billion in net proceeds from the sale. The deal is expected to close in the second half of 2026, pending regulatory approval and required consultation with employees in France. 

For Smiths, the sale marks the second major portfolio move in 2025, following the agreed sale of Smiths Interconnect announced in October. Together, the two sales represent a combined enterprise value of $3.5 billion and execute a strategy laid out in January 2025 to separate non-core units and reposition Smiths as a “high-performance industrial engineering company” focused on flow management and thermal solutions through its John Crane and Flex-Tek businesses. 

Smiths said it plans to return much of the sale proceeds to shareholders, on top of an existing $1.25 billion buyback. The rest will go toward growth investments and small strategic acquisitions. 

From CVC’s perspective, the deal adds a global security-technology leader with a strong installed base and recurring aftermarket revenue.  
 
“Smiths Detection’s industry-leading threat detection and security screening technologies play a crucial role in helping protect people and critical infrastructure worldwide,” said CVC Managing Partner Dominic Murphy, who highlighted the firm’s plan to invest further in technology, high-quality engineering and aftermarket services. 

Smiths Detection reported revenue of $1 billion and headline operating profit of $150 million this year through July 31, 2025, with management pointing to strong demand for next-generation CT scanners and a multi-year orderbook anchored in aviation.  
 

The project begins with a $12.5 billion federal investment provided earlier this year under the so-called “One Big Beautiful Bill.” The FAA said the initial funding allows the agency and Peraton to start replacing key elements of the National Airspace System architecture, including telecommunications networks, radar systems, software, and the physical facilities that support controllers around the US. 

Peraton, based in Reston, Virginia, has become a major government contractor through a series of acquisitions and expansions over the past decade. The company now operates across national security, cyber, defense, and federal IT sectors, with experience coordinating large, complex technology programs. That background aligned with what the FAA sought in its use of a single integrator for modernization on this scale. 

“We are thrilled to be working with Peraton because they share President Trump’s drive to modernize our skies safely at record speed,” Secretary Duffy said in the announcement.  
 
FAA Administrator Bedford added that the agency aims to make the US ATC system “the envy of the world,” but he stressed the need for more resources. “The One Big Beautiful Bill gave us a strong $12.5 billion down payment to start this modernization effort. But to finish the job — and deliver the safer, more efficient system travelers deserve — we’re going to need another $20 billion.” 

Peraton’s work will begin immediately. The FAA says early priorities include transitioning the remaining copper-wire backbone of the air traffic system to modern fiber and establishing a new digital command center to manage operations across the network. The agency also plans to continue buying new radar systems and advancing the design of next-generation facilities that will support the new architecture. 

The FAA points to early progress as evidence that the program is gaining momentum. Technicians have already converted one-third of the country’s 5,170 copper connections to fiber, satellite, or wireless technology. The agency has deployed 148 new radios across facilities nationwide, expanded surface-awareness systems to 44 airports, and introduced electronic flight strips at 13 towers. 

By naming a single integrator, the FAA aims to coordinate modernization more tightly than in past efforts. Peraton will guide engineering, acquisition, testing, and rollout of new capabilities, while the FAA oversees progress through a committee of senior DOT and FAA officials. The contract ties Peraton’s profit directly to performance benchmarks and includes penalties for delays or underperformance. The FAA expects that structure to keep the program on schedule and aligned with the agency’s broader modernization goals. 

Industry groups quickly backed the decision. Airlines for America welcomed the move and said it “looks forward to working with the Trump Administration, Congress and Peraton to make long-overdue upgrades to our nation’s ATC technologies.” The group called the $12.5 billion allocation a “vital down payment” and urged sustained federal investment to complete the transition and prepare the system for future demands. The Aircraft Owners and Pilots Association also voiced support and said it “stands ready to support these efforts any way we can.” 

The FAA argues the overhaul is essential as the current system faces increasing equipment failures that force controllers to slow traffic to maintain safety. The new architecture will replace outdated components and create a more reliable, resilient platform for airlines, cargo operators, business aviation, and emerging entrants such as drones and advanced air mobility vehicles. 

Peraton’s selection puts a relatively young but rapidly consolidated federal contractor at the center of a multibillion-dollar national infrastructure program. The company was formed in 2017 when private equity firm Veritas Capital purchased Harris Corporation’s government services business, then expanded through major acquisitions including Northrop Grumman’s IT services unit in 2021 and Perspecta Inc. later that same year. Those deals transformed Peraton into one of the largest federal systems integrators, giving it the scale and engineering depth the FAA sought for the program.  
 
The agency expects the new air traffic control system to enter service by the end of 2028, an ambitious schedule that depends on sustained funding and steady progress on early milestones. The FAA says work begins immediately, with Peraton leading integration efforts as Washington prepares additional funding requests to keep the modernization effort on track. 

The demonstration was carried out during the bilateral Gulf25 exercise between France and the United Arab Emirates, the Air & Space Force said in a statement published on December 4, 2025.  

Conducted from Air Base 104 Al Dhafra, the flight expanded the operational envelope of the KC-130J and introduced a new mode of employment for France’s newest tanker type. 

KC-130J makes first contact with Rafale

Until now, the KC-130J fleet has primarily supported special operations units, helicopter refueling, and tactical transport missions. Integrating Rafale fighters into its refueling portfolio adds a layer of flexibility that complements the French Air and Space Force’s Airbus A330 MRTT Phénix fleet, which handles most fast-jet refueling tasks, as well as the A400M. 

French officials described the milestone as opening the way to additional operational combinations involving strike packages or forward-based detachments. The mission involved aircraft from the Brigade Aérienne d’Assaut et de Projection and personnel from the fighter unit EC 1/7 ‘Provence’. 

France ordered four Super Hercules aircraft, two KC-130J tankers, and two C-130J-30 transports between 2016 and 2019. The KC-130Js were delivered in 2020 and 2021. 

The aircraft are operated by the 62e Escadre de Transport at Orléans-Bricy and have been certified to refuel helicopters such as the H225M Caracal during long-range missions. Extending this capability to fast jets broadens the operational reach of both special forces and conventional air units. 

Trial carried out during Franco-Emirati exercise

Gulf25 is one of the largest recurring bilateral exercises between France and the UAE, featuring air-to-air training, combined strike missions and mixed formation operations. This year’s edition included Rafale fighters, UAE F-16E/F Block 60 aircraft and a range of enablers. 

The French Air and Space Force emphasized that Gulf25 reflects the “strategic and tactical intimacy” between the UAE’s Air Force and Air Defense and French forces, with combined air operations forming a central part of the exercise. 

Since 2008, Al Dhafra has hosted Base aérienne 104 (BA 104), the French Air & Space Force’s permanent operational base in the United Arab Emirates. The base has seen several fighter units rotate through over the years, including Mirage 2000-5 and Rafale squadrons, until Escadron de Chasse 1/7 ‘Provence’ was permanently stationed there in 2016. BA 104 now serves as France’s long-standing forward presence in the Gulf, supporting regional operations and combined training with the UAE Air Force. 

Isaacman, who founded Shift4 Payments as a teenager and built it into a multibillion-dollar public company, used part of that fortune to fund private Crew Dragon missions with SpaceX. His ties to Musk remain a central point of interest, but key senators signaled early support. Committee chair Ted Cruz of Texas and ranking member Maria Cantwell of Washington both said they intended to vote for Isaacman’s confirmation. 

Moon race urgency 

Isaacman kept his message tight throughout the two-hour hearing. He said NASA must move with “urgency and extreme focus” and warned that the United States faces “a great competition” to maintain leadership in space. He pointed to China’s lunar ambitions and framed a sustained presence on the Moon as an essential US national priority. 

Lawmakers pressed him on the Trump administration’s proposed NASA budget, which sought deep cuts to science programs. Sen. Jerry Moran of Kansas asked for clarity on whether Isaacman would follow the budget request or the funding levels Congress had approved. Isaacman answered directly: “We will absolutely maximize every dollar Congress affords to the agency.” 

He did not detail how he might handle acting administrator Sean Duffy’s plan to re-compete the $2.9 billion lunar lander contract currently held by SpaceX. He said only that both SpaceX and Amazon founder Jeff Bezos’ Blue Origin “understand they are competing to be first,” leaving open how he might approach the lander strategy if confirmed. 

Project Athena scrutiny 

Much of the hearing focused on “Project Athena,” a 62-page document outlining Isaacman’s early thinking about reshaping NASA. The memo, leaked last month, proposed major changes, including expanded nuclear-electric propulsion research, restructuring of several NASA centers, greater use of commercial capabilities for Earth-observation, and a long-term push toward Mars exploration. 

Isaacman called Athena a “draft document” that he updated after discussions with NASA officials and lawmakers. He told senators he still stands behind it and believes its goals remain “directionally correct,” though he emphasized it was written seven months ago. 

Several senators raised concerns about suggestions in the document that NASA could cut thousands of civil servant positions or outsource portions of science work. Isaacman tried to tamp down those fears, noting that he does not seek to diminish science at the agency and has publicly pushed back on claims that he is anti-science.  

Musk ties questioned 

Senators also pressed Isaacman about his ties to Musk after he personally flew on two SpaceX missions. He commanded Inspiration4 in 2021 — the first all-civilian orbital flight — and Polaris Dawn in 2024, a privately funded mission that reached the highest Earth orbit since Apollo. He remains under contract for additional Polaris flights, an agreement he valued at more than $50 million in recent disclosures. Isaacman also reported more than $5 million in capital gains from a SpaceX investment, drawing closer scrutiny to his relationship with the company he would oversee as NASA’s primary commercial partner. 

Isaacman said he led missions with SpaceX “because it’s the only organization that can send astronauts to and from space since the Shuttle was retired.” He said his relationship with Musk is “no different than that of NASA.” He declined to speculate on the politics behind his nomination being withdrawn and later restored. 

Path to confirmation 

Industry voices continue to support Isaacman, who is a pilot and graduate of Embry-Riddle Aeronautical University. Thirty-six NASA astronauts recently endorsed his nomination. Duffy also submitted a letter backing him for the administrator role. 

The committee is expected to vote on his confirmation as early as next week, and senators from both parties signaled that the nomination is likely to advance without major obstacles. Cruz said he hopes Isaacman will be confirmed before NASA attempts to launch four astronauts on Artemis II early next year for a trip around the moon. 

The discussions come as Canberra unveils a new A$95 million (US$64 million) military assistance package and additional sanctions targeting Russia. ABC reported that Ukraine has asked Australia to transfer some of its Tiger fleet as the Australian Army transitions to the Boeing AH-64E Apache. Any decision, according to ABC’s sources, would be handled separately from the newly announced financial assistance. 

Australia operates 22 Tiger helicopters, which entered service in the mid-2000s. The type is scheduled to retire in 2028, though ABC reported that the timeline could be accelerated as the Apache transition moves ahead. 

The shift follows years of criticism over the Tiger’s low availability and high maintenance burden. In July 2019, the Capability Acquisition and Sustainment Group launched a request for information for a replacement, requiring the new aircraft to be proven, mature, and off the shelf. In January 2021, Defense Minister Linda Reynolds confirmed the acquisition of 29 AH-64E Apaches from 2025 at a cost of about AU$5.34 billion (US$3.5 billion), replacing the 22 Tigers. 

This transition mirrors earlier steps taken by Canberra to phase out the MRH-90 Taipan in favor of the Sikorsky UH-60M Black Hawk. In early 2024, Australia formally rejected Ukraine’s request for the Taipans, arguing the aircraft were not in flying condition and would require extensive and costly work to restore. Instead, the helicopters were dismantled, with parts earmarked for resale. 

New assistance package and fresh sanctions 

Reports on the potential helicopter transfer come on the same day Australia announced its first major increase in military aid to Ukraine in more than a year. The AU$95 million (US$64 million) package lifts Australia’s total military assistance to AU$1.7 billion (US$1.14 billion) since February 2022. 

The package includes AU$43 million (US$28.8 million) worth of Australian Defence Force equipment, including tactical air defense radars, munitions, and contributions to the Drone Capability Coalition. Australia and New Zealand will also become the first non-NATO contributors to NATO’s Prioritised Ukraine Requirements List. 

The Australian government additionally imposed sanctions on 45 Russian ships identified as part of Russia’s so-called shadow fleet used to move oil and evade international restrictions. 

What the Tiger helicopters could offer Kyiv 

ABC reported that no final decision has been taken on whether to send Tigers to Ukraine. If Canberra approves the move, questions will remain about how quickly the aircraft could be refurbished, shipped, and integrated into Ukraine’s force structure. 

A transfer would provide Kyiv with a European-designed attack helicopter at a time when its rotary-wing fleet remains stretched and heavily reliant on older Soviet-era platforms. Even in limited numbers, the aircraft could support low-level strike missions, anti-armor engagements, and night operations that Ukraine conducts along the front, while their sensors and guided-weapon integration would add capabilities that Kyiv does not currently field at scale.  

Tigers equipped with rapid-fire cannon and guided rockets could also contribute to Ukraine’s expanding counter-drone fight, particularly against the slow, low-flying systems now shaping much of the frontline. 

The reference appeared in a ministry analysis, since removed from public access, addressing the information campaign launched by China and echoed by Pakistan following the loss of an Indian Air Force (IAF) Rafale during Operation Sindoor in May 2025.  

In its assessment of those coordinated disinformation efforts, the ministry wrote: “India’s order for ninety Rafale F4s and the option for twenty-four Rafale F5s is an example of the trust that binds the two states.” 

India’s MRFA shift and the post-Sindoor context 

India’s interest in a large Rafale follow-on order emerged publicly in August 2025, when The Times of India reported that the government was preparing a direct government-to-government (G2G) proposal for 114 additional fighters under the Multi-Role Fighter Aircraft (MRFA) program. 

The IAF recommended bypassing a traditional tender, arguing that squadron strength pressures, combined with the aircraft’s proven performance during Operation Sindoor, justified a fast-track G2G acquisition.  

The operation itself, conducted against Pakistan in May 2025, became the catalyst for an information campaign by Beijing and Islamabad to promote Chinese equipment. Chinese and Pakistani state-linked accounts circulated fabricated images, AI-generated visuals, and even video-game screenshots purporting to show Rafale jets shot down by Chinese-supplied systems. 

Previously highlighted by the US Congress, this coordinated influence effort was now addressed directly by the French Ministry of the Armed Forces. 

A two-step acquisition: Rafale F4 and the next-generation F5 

In October 2025, the Indian Defence Research Wing outlined the parameters of the planned contract: 90 Rafale F4s, followed by an option for 24 Rafale F5s to be delivered from 2030. The deal was expected to be signed in 2026. 

While the French ministry’s wording made the planned acquisition sound like a confirmed order, it is not. India has not yet signed a contract for the 90 Rafale F4s or the 24 Rafale F5 options, and the figures reflect New Delhi’s declared intentions rather than a finalized procurement.  

This likely explains why the ministry’s article was no longer accessible at the time of publication. Even so, the reference is significant: it is one of the clearest official acknowledgments to date that India is actively considering the Rafale F5 as part of its long-term force structure. 

The Rafale F4 standard introduces a range of software, networking, and sensor upgrades, while the F5, currently in development, will be the most substantial evolution of the aircraft since its entry into service.  

The F5 variant is expected to feature Safran’s upgraded M88 T-REX engine and operate in a manned-unmanned teaming architecture. Dassault has already confirmed that the fighter will work alongside a stealth unmanned combat air system (UCAS) derived from the nEUROn demonstrator, positioning the F5 as France’s bridge toward future air-combat systems. 

Strategic timing for France 

If confirmed, the combined F4–F5 package would represent one of the largest fighter procurement programs in India’s history. It would restore IAF squadron numbers, deepen industrial cooperation with France, and enable early integration of next-generation combat-air technologies ahead of India’s own Advanced Medium Combat Aircraft (AMCA) timeline. 

The timing is also strategically significant for France. Moscow has revived its pitch for the Su-57, positioning the aircraft as a way for India to rebalance its long-term combat-air mix. The outreach, reported ahead of President Vladimir Putin’s visit to New Delhi on December 4, 2025, marks Russia’s most assertive attempt in years to re-enter India’s high-end fighter market after the collapse of the earlier FGFA program. 

The announcement marks a revision to the identity-verification approach TSA outlined in late November 2025, when the agency published a Federal Register notice describing an $18 fee tied to a modernized process for confirming travelers’ identities at checkpoints. The TSA now says the $45 Confirm.ID option will become its primary paid pathway for travelers who still want to fly without acceptable identification. 

Under the updated program, any traveler who arrives at an airport security checkpoint with a non-REAL ID license, an expired document, or no ID at all will be referred to Confirm.ID. The $45 fee will allow TSA to verify their identity using biographic or biometric data, matching the traveler to their Secure Flight prescreening profile. TSA emphasized that the service is optional and does not guarantee access to the secure area of an airport if the traveler’s identity cannot be verified. 

The agency said the new fee reflects the cost of providing real-time identity verification, including technology development, IT infrastructure, system integration, and program administration. Once processed, travelers may still face additional screening, and TSA warned that repeat users who habitually show up without proper ID may face limits on how often they can use the service. 

The REAL ID mandate, which came into effect on May 7, 2025, requires travelers to present a compliant driver’s license or alternate federally accepted ID at airport checkpoints. The TSA noted that more than 94% of passengers already present a REAL ID or other acceptable document, but the agency expects delays for those who rely on Confirm.ID, particularly during peak travel periods. 

Travelers may pay the $45 fee online before arriving at the airport or onsite at designated locations near the checkpoint. TSA said it is working with private industry partners to expand online payment options and streamline the process. A temporary driver’s license is not considered acceptable identification for bypassing the Confirm.ID requirement, the TSA said. 

The move replaces the TSA’s previous manual identity-verification procedure, which relied on personnel at the National Transportation Vetting Center and was slower and more resource-intensive. The agency said the Confirm.ID upgrade will improve capacity and reduce strain on officers while ensuring that identity verification costs are borne by the traveler rather than the taxpayer. 

Wong will bring more than 22 years of international aviation experience to the role, having held senior commercial positions in network planning, revenue management, and sales at Singapore Airlines and Delta Air Lines. Most recently, he served as Delta Air Lines’ President for China, based in Shanghai, where he led the carrier’s growth in the Chinese market through a close partnership with China Eastern Airlines.

His international experience includes postings in China, India, Thailand, and Vietnam. Wong also held earlier roles in ground handling and catering at SATS, as well as positions in distribution and financial services at the International Air Transport Association (IATA), adding further regional expertise to his appointment.

As Director General, Wong will represent the interests of AAPA and its member airlines on aviation policy issues, working closely with member airlines and other industry stakeholders.  Through the Executive Committee he will report to the AAPA Assembly of Presidents.

“I am honoured to be entrusted with this role and look forward to working closely with our member airlines and industry stakeholders,” Wong said. “The Asia Pacific region is central to global aviation, and I am committed to building on AAPA’s strong foundation as we work together to support the sustainable growth and competitiveness of our region’s industry.”

Subhas Menon’s tenure

Subhas Menon, who joined AAPA in March 2020, has more than 35 years’ experience in international aviation with the Singapore Airlines Group. During his tenure, he served in various roles including international and government relations, marketing, product development, logistics, and country and regional management.

Known in the industry for his engaging communication style and wit, particularly his pun-filled speeches at aviation events, Menon led AAPA through a period of significant change for the aviation sector. Under his leadership, AAPA strengthened its advocacy efforts and deepened engagement with regulators and industry partners. Notably, he grew the AAPA membership to 18 member airlines despite the challenging circumstances of the COVID-19 pandemic.

“It has been an honor and a privilege to serve as AAPA Director General, and I am grateful for the trust and collaboration of our member airlines over the past six years,” Menon said. “With Asia Pacific as the world’s largest aviation market, I am confident that AAPA will continue to thrive under Mr. Wong Hong’s leadership as the Association navigates a rapidly evolving aviation landscape.”

AAPA Chairman 2025 and President of Bangkok Airways, Puttipong Prasarttong-Osoth, acknowledged Menon’s contributions to the organization.

“On behalf of our member airlines, I would like to thank Mr. Subhas Menon for his dedication and strong leadership of the AAPA over the past six years,” Puttipong said. “Under his guidance, AAPA has strengthened its advocacy efforts and deepened engagement with regulators and industry partners during a period of significant change for the aviation sector.”

He also welcomed the incoming Director General, adding: “As a widely respected organisation within the global aviation community, AAPA is well-positioned to benefit from Mr. Wong Hong’s extensive regional experience, strategic insight and deep industry knowledge. We warmly welcome him and look forward to working closely together.”

AAPA serves as the trade association for international airlines based in the Asia Pacific region and has built a strong reputation with leading regulators and industry stakeholders as a credible voice for Asia Pacific airlines, championing policies that support safe, sustainable, and competitive air transport across the region.

The AEP20 produces about 320 shaft horsepower and is scheduled to fly for the first time at the end of 2026 on a drone test platform. AECC says the engine is aimed at both manned utility aircraft and medium to large unmanned cargo drones, two segments that have grown rapidly in China as demand for short-haul air transport and automated logistics continues to rise. 

Speaking at AERO Asia 2025 in Zhuhai, project manager Xie Li said multiple aircraft makers have contacted the institute to discuss purchase plans. He said the AEP20 is attracting attention because it offers a step up in capability while keeping operating costs competitive with piston engines. 

According to AECC, the AEP20 weighs one-third as much as a comparable gasoline piston engine and is designed to last about twice as long. Lower weight allows more payload or fuel, while longer service life reduces replacement and overhaul cycles. AECC is positioning these advantages as a way for operators to improve carrying capacity, extend aircraft life and generate better returns. 

The AEP20 is expected to sell for about $170,000, roughly twice the price of a typical high-performance piston engine but well below the cost of Western turboprops in the same power class. AECC believes the engine’s longer lifespan and lighter weight will help bring its hourly operating cost close to piston-engine levels, while giving operators the performance and reliability of a turbine. 

The program secured its first major commitment during the Zhuhai show. Yitong UAV System, a private drone manufacturer based in Yantai, placed an intent order valued at 700 million yuan (about $100 million) for several hundred AEP20 engines. The company said it plans to equip its TP1000 cargo drone with the new turboprop. 

The TP1000, which made its debut flight in March, has a maximum takeoff weight of 3.3 metric tons, carries up to one ton of payload and offers a maximum range of about 1,000 kilometers when fully loaded. It has a seven-cubic-meter cargo bay, placing it in a fast-growing class of unmanned freighters aimed at regional logistics. 

AERO Asia 2025, being held November 27-30, 2025, features 380 companies from 22 countries and regions, with 174 aircraft on display. The show highlights general aviation and China’s expanding low-altitude economy, a market AECC hopes will help drive adoption of the AEP20 as it moves toward flight testing next year. 

The company reported that overall jet and turboprop transactions finished the third quarter 3% higher than the same period in 2024, nearly 10% above the 10-year average. Year-to-date resale activity is running 8.7% ahead of the first three quarters of 2024 — a sign, AMSTAT claims, that buyers remain active even as inventories slowly rise. 

Jet sales remained the core of the market’s momentum. Preowned business jet transactions increased 5.6% year over year and ended the quarter 12.4% above the long-term average. Heavy jets posted a 2.7% gain over Q3 2024, with the Gulfstream G550, GIV-SP and G650ER among the strongest performers. Inventory in the heavy-jet segment rose 5.4%, with 7.3% of the fleet listed for sale. 

Super-midsize jets saw a slight quarterly dip compared to last year, but year-to-date activity remains 9.6% higher. The Citation X, Citation Sovereign and Gulfstream G200 were the most‐traded models. Medium jets posted one of the biggest jumps of the quarter, rising 14.2% year over year, led by the Hawker 800XP, Citation Excel and Citation XLS+. 

Light jets continued to turn over quickly as well. Transactions increased 8.2% year over year and are up 12.9% so far in 2025. The Cirrus Vision Jet and Citation Mustang led activity. 

The turboprop market cooled slightly, with transactions down 1.8% for the quarter, though year-to-date activity is still 3.5% above last year. Inventory in the turboprop category grew 11.5%. About 5.3% of the active fleet is now listed — still below the long-term average of 6.1%. Median turboprop values dropped 13% year over year, and average asking prices slipped 2.6%. 

Across the market, older aircraft continue to make up a larger portion of listings, AMSTAT noted. Aircraft more than 20 years old now represent 52% of units on the market, while airplanes less than 10 years old account for 20%, down two points from 2024. North America remains the dominant region with 70% of listings, while Western Europe increased its share to 37%. 

OEM representation remained steady overall during the period in question. Cessna and Dassault aircraft posted modest gains in inventory share, while Beechcraft and Pilatus saw slight declines. 

Preowned aircraft sales closings are expected to accelerate in Q4 2025 with the return of 100% bonus depreciation tax treatment in the US, as buyers look to lower their tax bills by scooping up qualifying business aircraft before the end of the year.

“The preowned market continues to demonstrate resilience and depth across most segments,” said AMSTAT General Manager Andrew Young. “Despite growing inventories, sustained transaction activity and firm demand suggest ongoing confidence among buyers and sellers heading into the final quarter of 2025.” 

Venezuela’s National Institute of Civil Aviation (INAC) issued the ultimatum. IATA, which represents about 350 airlines worldwide, criticized the move and urged authorities in Caracas to withdraw the deadline, warning that it would further isolate a country already among the least-connected in Latin America. 

Multiple international carriers halted flights after the FAA advised operators to “exercise caution” in the Maiquetía Flight Information Region (SVZM FIR) due to “worsening security conditions and heightened military activity.” The advisory coincided with a significant US military buildup in the southern Caribbean in recent months, including the deployment of an aircraft carrier, additional warships, and F-35 fighter jets. 

Spanish carrier Air Europa suspended its five weekly flights between Madrid and Caracas “until conditions allow,” while Plus Ultra halted the same route, according to Spanish media. Iberia said its suspension would run at least through December 1, 2025. Brazil’s Gol canceled its Tuesday and Wednesday flights to Caracas, and Colombian carrier Avianca also paused operations. TAP Air Portugal and Turkish Airlines suspended flights through the end of the week. 

Panama’s Copa Airlines and Venezuelan state-run Conviasa continue to operate, though with reduced schedules. 

The FAA’s notice cited risks to aircraft “at all altitudes” and warned of possible threats arising from increased military activity. The advisory applies to US airlines and pilots, but other operators often follow FAA guidance in high-risk areas. 

The US and Venezuela remain in a tense standoff. Washington views President Nicolás Maduro’s 2024 re-election as illegitimate, and on Monday formally designated the Cartel de los Soles — a network accused of narcotics trafficking — as a foreign terrorist rganization, identifying Maduro as its top figure. Maduro, speaking on his weekly television program, criticized the US for military operations in the region and said Venezuela “will not be defeated.” 

IATA said airlines intend to return to Venezuela “as soon as conditions allow,” but emphasized that operational decisions must be based on safety assessments, not government pressure. 

The aircraft, configured with 70 seats, will support PNG Air’s efforts to strengthen connectivity across Papua New Guinea’s remote communities. The delivery is part of the airline’s three-year strategic plan to transition to a single-type fleet.

“We are delighted to partner with PNG Air in expanding its fleet with two additional ATR72-600s,” said Mick Mooney, ACIA’s Chief Executive Officer. 

“PNG Air plays a critical role in providing regional connectivity and essential domestic services across Papua New Guinea. The ATR’s proven efficiency and economics make it the ideal aircraft for connecting the country’s remote communities,” Mooney added.

Brian Fraser, Chief Executive Officer of PNG Air, said the investment represents a pivotal milestone for the carrier. 

“The ATR72-600 offers proven efficiency, reliability, and capacity, which are essential as we streamline our fleet, improve operational performance, and position the airline for sustainable growth,” Fraser said. “Partnering with ACIA enables us to accelerate our transition to a modern, single-type fleet that not only enhances the customer experience but also delivers long-term value for our shareholders and stakeholders across Papua New Guinea.”

PNG Air has been connecting communities across Papua New Guinea for nearly four decades. Listed on the Port Moresby Stock Exchange since 2008, the airline is majority-owned by Papua New Guinean institutions, including the MRDC Group and NasFund, with support from approximately 2,900 local shareholders.

The carrier flies to more than 22 destinations, providing essential passenger and cargo services. In 2024, PNG Air carried over 150,000 passengers. With the arrival of the new ATR 72-600 aircraft, the airline is completing its transition to an all-ATR fleet.

ACIA Aero Leasing, a subsidiary of ACIA Aero Capital and headquartered in Ireland, was established in 2004. The company manages a portfolio of nearly 70 regional passenger and freighter aircraft on lease to operators in more than 22 countries globally.

On November 23, 2025, Duffy unveiled “The Golden Age of Travel Starts With You,” a civility campaign aimed at addressing what he described as “a degradation in civility” among passengers.

“Let’s try not to wear slippers and pajamas as we come to the airport,” Duffy said, as reported by Fox News. “Whether it’s a pair of jeans and a decent shirt, I would encourage people to maybe dress a little bit better, which encourages us to maybe behave a little better.”

The Golden Age of Travel starts with YOU and ME and ALL OF US!

Civility is on its way back pic.twitter.com/p250IgLLir

— Secretary Sean Duffy (@SecDuffy) November 23, 2025

The Transportation Department said the campaign is designed to “jumpstart a nationwide conversation around how we can all restore courtesy and class to air travel.” Duffy encouraged travelers to say please and thank you to pilots and flight attendants, help others with overhead bins, and maintain control of their children in airports.

“Civility in the air space does start with you,” Duffly said in a video campaign by DOT. 

The initiative comes as unruly passenger incidents remain roughly double their pre-pandemic levels, according to Federal Aviation Administration data. Reports peaked in 2021, with nearly one in five flight attendants experiencing a physical incident that year, according to union and FAA data, cited by FOX Business.

Lily has been a flight attendant with @united for 19 proud years and has seen it all!

She has unique insight on returning to the GOLDEN AGE of TRAVEL… starting with some tips to know before you fly pic.twitter.com/vrTC7N3HNC

— Secretary Sean Duffy (@SecDuffy) November 26, 2025

Better outfits, better snacks

Beyond dress codes, Duffy also shared his thoughts on in-flight refreshments. 

“I would love some better snacks. I would love a little healthier snack on the airplane,” he said, as told to Blaze News. “It would be much better if I didn’t get the really fattening cookie full of butter, sugar and crap. Or that little snack pack of pretzels.”

360,000 flights expected over Thanksgiving

While promoting civility and travel etiquette, Duffy is also overseeing a $12.5 billion overhaul of the US air traffic control system and addressing a persistent shortage of air traffic controllers. 

He is seeking congressional approval for an additional $19 billion to complete the modernization effort.

The secretary has faced criticism after withdrawing a plan by his predecessor to require airlines to pay passengers cash compensation for US flight disruptions caused by carriers. 

Defending the decision, Duffy told Fox News he was taking a “common-sense approach,” arguing the compensation plan would lead to higher ticket prices. “We just want to have the right balance between the airlines and the passengers,” he said.

Unlike the US, the European Union, Canada, Brazil, and Britain all have airline delay compensation rules.

As the busy Thanksgiving travel period approaches, FAA Administrator Bryan Bedford said the agency is ready to handle more than 360,000 flights. 

“Thanks to the dedication of our air traffic controllers and every FAA employee, we are ready for the holiday rush,” Bedford said.

SmartSky, which ceased operations in August 2024, filed the original lawsuit in 2022, accusing Gogo of using its patented approach for delivering broadband to aircraft over unlicensed spectrum. The patents at issue cover technologies such as beamforming handoff, unlicensed band beamforming handoff, horizon-oriented architecture, and methods designed to reuse spectrum efficiently for ATG service. 

“As SmartSky has long maintained and demonstrated in practice, its patented technology has now been proven, in court, as the key to unlock unlicensed spectrum for ATG use,” SmartSky co-founder Ryan Stone said following the verdict. 

The patents central to the case do not expire until 2033 and 2035, and SmartSky said it will seek enhanced damages as well as a running royalty on what it describes as Gogo’s “continuing infringements.” The company argues that Gogo relied on SmartSky’s inventions to support its own 5G service, which is nearing launch after delays linked to microchip sourcing issues. 

Gogo strongly disputed the jury’s findings and said it plans a “vigorous” appeal. 

“We are disappointed with today’s verdict and respectfully disagree with the outcome,” Gogo said in a statement. “From the outset, we have maintained that Gogo’s independently developed 5G technology does not infringe SmartSky’s asserted patents, and their claims of patent protection are invalid.” 

The company added that it views the verdict as an attempt to limit legitimate market competition and said the ruling will not affect ongoing business operations or the rollout of its planned 5G service. “Gogo remains committed to delivering multi-orbit, multi-band in-flight connectivity technology and creating long-term value for our stakeholders,” the company said. 
 
Gogo began life in 1991 when founder Jimmy Ray sketched the idea for an affordable air-to-ground communications system for private aircraft on a napkin at a barbecue restaurant in Denison, Texas. Originally operating under the name Aircell, the company provided analog voice services to general aviation. Over time it evolved into a major provider of in-flight Wi-Fi and connectivity, partnering with airlines in the US by the late 2000s. In 2014 it re-branded its business aviation division as Gogo Business Aviation. In December 2020, Gogo sold its commercial airline connectivity business to Intelsat and pivoted to focus exclusively on business aviation services.  

The ruling resolves only one part of the broader legal fight between the two companies. SmartSky has a separate antitrust lawsuit pending in federal court in North Carolina, where it is seeking up to $1 billion in damages. That complaint alleges that Gogo engaged in monopolistic and abusive practices in the ATG connectivity market, harming SmartSky’s ability to compete. SmartSky’s original filing claimed that Gogo used its dominant position to slow the company’s entry into the market and undermine its commercial viability. 

Apcela, which acquired SmartSky’s ATG assets in 2024 and relaunched the service under its own brand, said it holds a worldwide license to the same patents upheld in the case and welcomed the verdict. 

Speaking at a press event ahead of the Thanksgiving travel rush at Newark Liberty International Airport (EWR) on November 25, 2025, Duffy said the upcoming holiday surge highlights the need to move forward with a full rebuild of the national ATC network. He noted that while Newark experienced two major ATC outages in the spring of 2025, when radar systems went offline for about 90 seconds during each incident, the DOT, FAA and contractors resolved the problem quickly. As a result, EWR is now the most on-time airport in the New York City region, he said. 

“It’s going to be the busiest Thanksgiving we’ve had, and the busiest Christmas, and as it gets busier, it underscores the point that we need a brand new air traffic control system,” Duffy said. “We’re going to have these eVTOLs and Ubers that come into the airspace, and so to sit back and think that we’re not going to have more delays or cancellations is asinine. In the Big Beautiful Bill, we got $12.5 billion to start the process. We need another $19 to $20 billion to complete the process. We can’t start the process until Congress gives us the money, so we wait.” 

Duffy said the current funding represents only a down payment on the broader effort to replace decades-old technology still in use across the ATC system, including equipment that relies on floppy disks, paper strips, and other obsolete technology. Until Congress approves the remaining funding, he said, the Department of Transportation cannot get started on the full modernization program outlined by the administration earlier this year. 

Duffy and FAA Administrator Bryan Bedford also visited Newark’s ATC tower, where they sought to reassure travelers that the system will hold up during the holiday period. They pointed to improved staffing levels and recent adjustments to tower staffing, but noted that these are temporary measures until the wider modernization plan is underway. 

“This is our Super Bowl,” Bedford said, referencing the flight volumes expected during Thanksgiving week. He said the FAA is focusing on system reliability and preparing for the next era of traffic growth, but emphasized that long-term success depends on replacing aging infrastructure. 

According to Duffy, the overhaul plan announced in May 2025 under the Trump administration calls for six new ATC centers (the biggest such build-out since the 1960s) and 15 towers with co-located TRACONs, but the top priority remains upgrading the existing network of centers, towers, radars, radios, surveillance and automation systems.  

Industry stakeholders say labor, equipment, and contract qualifications remain major unknowns, but Duffy stressed the window for action is now and bipartisan support exists. The FAA is in the final stages of selecting a prime integrator to manage the program. Until that contract is set, he said, the money will sit idle. 

The FAA says it is seeking industry input on how the agency could transition away from technologies known as En Route Automation Modernization (ERAM) and the Standard Terminal Automation Replacement System (STARS). ERAM is the primary tool used at air route traffic control centers, while STARS supports controllers at airport towers and terminal radar approach control facilities. Together, the systems form the backbone of the current ATC automation network. 

According to the FAA, CAP would unite these functions under a single platform that supports both en route and terminal operations. The agency said it is looking for ideas on technical approaches, system architecture, and integration strategies that could support a modern system capable of handling the growing mix of commercial flights, general aviation, and new entrants such as air taxi operations in US airspace. 

The RFI outlines several potential paths, including rebuilding the existing automation systems, extending elements of their architecture, or adopting a platform already in use by another air navigation service provider. The FAA said it is open to hybrid concepts as well. Responses must describe how proposed solutions would work across domestic and oceanic airspace, support the transition from current systems, and ensure the system continues to provide the information controllers need without interruption. 

The agency is also asking vendors to address topics such as system reliability, cybersecurity protections, long-term maintenance, and how a new platform could scale with future traffic growth. Submissions are due December 19, 2025. 

The FAA’s push for CAP comes as the Department of Transportation continues a broader effort to update infrastructure across the National Airspace System. In recent months, the agency has released separate requests for information related to runway safety lighting technology and upgrades to traffic flow management tools. It has also asked industry to provide concepts for a “prime integrator” that would oversee the buildout of an entirely new automation framework. 

FAA Administrator Bryan Bedford said earlier in 2025 that modern tools are needed to support safe and efficient operations. The agency has pointed to aging equipment across multiple facilities and noted that many underlying systems were designed decades ago. 

The FAA said it will evaluate industry responses before releasing further details on next steps. 

According to the officials, the next phase of operations is expected to begin in the coming days and may include covert activity, marking a notable escalation in Washington’s approach toward Caracas. The officials said the effort aims to increase pressure on Maduro’s government, which the US has long accused of involvement in narcotics trafficking and other destabilizing activity in the region.

The NOTAM, issued on November 21, 2025, covers the Maiquetía Flight Information Region (SVZM FIR) and remains valid through February 19, 2026. It cites “a potentially hazardous situation” due to a “worsening security situation and heightened military activity in or around Venezuela,” and warns of threats to aircraft at “all altitudes,” including during overflight, takeoff, landing, or while on the ground.

Several carriers canceled or rerouted flights over Venezuela on November 23, citing the advisory and the uncertain security environment. The FAA also warned operators about recent reports of global navigation satellite system (GNSS) interference — including jamming and spoofing — affecting aircraft transiting the region, with disruptions reported up to 250 nautical miles from the source.

Air traffic through the area has dropped sharply in recent days as airlines route flights around Venezuelan airspace.

The US has deployed the USS Gerald R. Ford carrier strike group and other naval assets to the Caribbean in recent months. US officials say the deployment is intended to increase pressure on Venezuela and disrupt operations the US alleges are tied to narcotics trafficking. Venezuela, for its part, accuses Washington of pursuing regime change and says it has mobilized its own forces in response.

While officials say no final decision has been made on the scope or duration of US operations, the new phase indicates Washington is keeping open the option of combining covert or overt tools with drone, air, or maritime assets.

The advisory notes that airspace over politically volatile regions can become unstable even when civil aircraft are not directly involved in hostilities, with nearby military activity or electronic interference posing risks. It also outlines new requirements for operators, including an FAA’s rule requiring 72 hours’ advance notice from US carriers planning to enter the affected area.

Airlines, charter operators, and regulators are monitoring the situation for any changes to overflight restrictions, possible extensions of NOTAM coverage beyond the current FIR, or operational impacts tied to the broader US-Venezuela standoff. Authorities have not indicated whether additional measures are under consideration as security assessments continue.

The announcement, made at the Dubai Airshow on November 17, 2025, will see Archer provide its proprietary electric powertrain for Omen, a hover-to-cruise autonomous air vehicle (AAV) that Anduril and EDGE are co-developing and building in the United Arab Emirates. The UAE has committed to an initial order of 50 Omen systems, possibly giving Archer an early indication of demand for the new line of business.

It is the first time Archer has made its in-house powertrain, originally developed for its piloted, four-passenger Midnight eVTOL, available to another manufacturer. The company says the move opens a new revenue stream alongside its planned urban air mobility operations.

From eVTOLs to system supplier

The announcement builds on Archer’s December 2024 partnership with Anduril to co-develop a hybrid-propulsion VTOL aircraft for defense customers, a program backed by roughly $430 million in equity and now housed within a dedicated “Archer Defense” unit.

Since then, Archer has delivered a Midnight aircraft to the US Air Force under its AFWERX Agility Prime contract, where it is being evaluated for missions such as medevac, cargo transport, and intelligence gathering.

The new Omen powertrain deal suggests Archer now views the technology it has developed as a product it can sell independently of its aircraft programs. Founder and CEO Adam Goldstein underscored that shift in Dubai.

“Most see our Midnight eVTOL as an aircraft; we view Midnight as a platform that plays host to a wide range of new technologies,” Goldstein said, calling the Anduril agreement the first of “many” to come.

Omen autonomous air vehicle

Omen is an eVTOL designed for a broad set of civil and military uses. Anduril and EDGE are positioning the system for defense and security missions, with the UAE seeing autonomous aircraft as an important step in building more of its own defense industry.

Shane Arnott, Anduril’s Senior Vice President of Engineering, said the company has been developing Omen for more than five years. “By combining the Archer team’s expertise in powertrain technology with a little bit of Anduril magic, we’ve been able to mature our propulsion solution,” he said, adding that Archer’s more developed system should make it easier to produce Omen in larger numbers.

Archer’s contribution centers on the vertically integrated battery pack and electric engine system designed for Midnight. The company says it manufactures the powertrain across nearly 1 million square feet of US facilities, using automation in key steps to support consistent, high-rate production for both commercial and defense customers.

International footprint grows

The Dubai Airshow announcement is the latest in a series of overseas moves for Archer. The company has signed an exclusive agreement with Korean Air to commercialize advanced air mobility across several markets, and authorities in Osaka and Tokyo have selected Archer and its local partner to lead AAM deployments in those cities.

Midnight is a piloted eVTOL that seats four passengers and a pilot. Archer says it is designed to turn 60- to 90-minute car trips into 10- to 20-minute electric flights. The company also says the aircraft can operate frequent short routes thanks to quick charging and has secured several notable commitments from airlines.

The bonus plan stems from the historic 43-day federal shutdown, which furloughed thousands of government workers and forced controllers and technical staff to keep the national air traffic system running without pay. Almost 20,000 FAA operational employees were eligible, but only those with perfect attendance during the shutdown will receive the money, according to the agency. 

Transportation Secretary Sean Duffy announced the plan on X, saying “Santa’s coming to town a little early” and noting the payments will be issued in early December. The FAA said all recipients met a zero-absence requirement. 

The idea originated with a Truth Social post from Trump during the shutdown, in which he told air traffic controllers to “get back to work, NOW!!!” and warned that anyone who stayed home during what he called the “Democrat Shutdown Hoax” would be “substantially ‘docked.’” He praised those who worked every day as “GREAT PATRIOTS” and said he would recommend a $10,000 bonus for anyone who “didn’t take ANY TIME OFF.” He also criticized those who used leave, saying they “will have a negative mark” in his mind, and urged unhappy employees to leave the agency “with NO payment or severance of any kind.” 

Neither of the agency’s two unions, the National Air Traffic Controllers Association nor the Professional Aviation Safety Specialists, has so far issued a formal statement in response to the bonus plan. 

The shutdown placed heavy strain on the aviation system. Earlier in November, the FAA reported delays of up to 83 minutes at major airports as controller staffing at some facilities dipped by 20-40% during the height of the impasse. To ease pressure, the agency instructed airlines to cancel roughly 4% of flights at 40 high-volume airports. 

The Transportation Security Administration confirmed that TSA officers who worked through the shutdown without taking any leave will also receive $10,000 payments. Like the controller bonuses, the TSA awards apply only to employees with perfect attendance during the funding lapse. 

The numbers being discussed speak of staggering growth in the Asia Pacific (APAC) region: tens of thousands of new aircraft needed, trillions in economic value, and growth rates that dwarf every other region.

However, the manufacturers presenting these rosy forecasts are the same ones currently running months or even years behind on deliveries. Adding tens of thousands of orders to already stretched production lines won’t make things any easier.

Boeing: Banking on Southeast Asia’s 7% growth

Dave Schulte, Boeing’s Managing Director for APAC Marketing, emphasized Southeast Asia’s massive potential, reckoning that the region needs 4,885 new aircraft over the next 20 years, split between 3,975 single-aisle jets and 910 widebodies.

“We’re forecasting 7% annual growth—the fastest in the world alongside South Asia,” Schulte explained, noting that the region’s middle class has doubled over 25 years and currently shows no signs of slowing.

But Boeing faces a challenge it readily admits: a global shortfall of 1,500 aircraft that should already have been delivered, but weren’t. “Airlines used to plan five or six years out. Now they have to plan 10, even 15 years into the future,” Schulte observed, highlighting how the supply crunch is reshaping the industry.

The company is betting on its 737 MAX family, claiming that one takes off or lands every 12-13 seconds globally. Recently, new orders have been secured from ANA (18 aircraft), Malaysia Airlines (60), and Japan Airlines (50). 

Airbus: betting on APAC’s billion-strong middle class

Airbus President APAC Anand Stanley presented even larger numbers, forecasting nearly 20,000 new passenger aircraft needed across the broader Asia-Pacific region, representing 46% of global demand.

“All of this ends up making Asia Pacific one of the most successful commercial and economic stories, one of the largest consumer markets in the world,” Stanley stated, pointing to GDP growth of 3.4% annually and an expanding middle class of one billion people.

The European manufacturer projects demand for 16,000 single-aisle aircraft and 3,480 widebodies, with the region already operating the world’s largest widebody fleet at 900 units. 

Stanley emphasized sustainability as a key differentiator, noting that new Airbus aircraft deliver 25% better fuel efficiency, with the company working toward 100% sustainable aviation fuel capability.

Recent wins include Qantas’s A350-1000 for Project Sunrise, the world’s longest commercial flights, plus new Asian customers such as EVA Air and Korean Air joining the A350 program.

Embraer: building a $10 billion business in the APAC regional market

While Boeing and Airbus battle over large jet orders, Embraer CEO Arjan Meijer sees massive opportunity in the regional segment. The Brazilian manufacturer forecasts APAC and China will need 3,390 aircraft in the up-to-150-seat category, the largest regional requirement globally.

“We hope to climb to a $10 billion company towards the end of the decade,” Meijer revealed, in light of a $50.2 billion commercial backlog.

Embraer’s strategy targets three specific opportunities: penetrating cost-conscious low-cost carriers with the E195-E2’s improved economics; replacing Asia’s 800 aging turboprops (37% of the global fleet); and expanding hub connectivity for major carriers. The company has already notched up wins with Virgin Australia, All Nippon Airways, and LATAM, pushing E2 commitments beyond 250 aircraft.

Unlike its larger rivals, Embraer is building ground-up infrastructure, establishing simulators in Singapore, plus warehouses with $100 million in parts, and strategic partnerships across the region. “Asia Pacific is not by coincidence a focus market,” Meijer emphasized.

Reality check: orders don’t fly, aircraft do

All three aircraft manufacturers are essentially betting their futures on the same forecast: Asia-Pacific is where industry action will be for the next 20 years. 

However, the companies are already behind. Boeing admits they’re 1,500 aircraft short of where they should be, airlines are scrambling to lock in slots a decade out, and supply chain issues remain in place.

The companies that win here won’t just be the ones with the best planes or the biggest order books. They’ll be the ones that can actually deliver aircraft on time while keeping local support networks running smoothly.

One panel, focused on advancing manpower resilience, tackled a workforce paradox that has left aviation leaders across the region concerned: how to retain aging experts while also attracting younger talent.

The discussion explored how diversity, gender parity, and inclusive leadership could bridge the generational divide between senior staff and Gen Z who view aviation careers as unstable after the pandemic. 

Moderated by AeroTime APAC journalist Jean Carmela Lim, the panel featured four industry leaders:

Lavinia Lau, Chief Customer and Commercial Officer at Cathay Pacific, oversees Cathay Pacific, Cathay Cargo, and Cathay Lifestyle. She serves as Executive Director on Cathay’s Board and Chair of the Board of Airline Representatives in Hong Kong.

Vanessa Ng, Senior Vice President of Human Resources at Singapore Airlines, is one of four women on the airline’s Management Team. Economic Times HRWorld recently honored her as one of Southeast Asia’s most influential HR leaders in 2025.

Naheel Dajany, Executive Vice President of Alliances & International Affairs at All Nippon Airways, made history in 2022 as ANA’s first non-Japanese executive after starting as the company’s youngest team member and only non-Japanese full-time colleague.

Richard Nuttall, President of Philippine Airlines, brings extensive CEO and turnaround experience to his role as the first foreign leader of the Philippines’ national carrier, having worked throughout Asia Pacific’s airline industry since the 1980s.

Cathay Pacific: leading on gender parity and youth engagement

Cathay Pacific has emerged as a diversity leader with women comprising 47% of its 15-member management team, achieving near gender parity at the executive level. Chief Customer and Commercial Officer Lavinia Lau emphasized that diversity extends beyond gender to nationality, with over 115 nationalities represented across the airline’s workforce.

“We run Chinese culture assimilation workshops to ensure all employees understand and appreciate different cultures,” Lau explained, noting Cathay’s unique position of bridging Hong Kong’s international outlook with mainland China’s vast talent pool.

The airline has made particular strides in traditionally male-dominated areas. Female pilots now represent 9% of Cathay’s pilot community, but that figure jumps to nearly 20% among cadets, promising stronger representation ahead.

To address youth recruitment, Cathay’s “I Can Fly” program, which has run since 2003, offers aviation education seminars, facility tours, and Discovery Flights for students who’ve never flown before. 

“After seeing all the different pieces of what aviation offers, many discover interests beyond just pilots and cabin crew,” Lau said. 

Survey data shows 30% of program alumni eventually go on to work in the aviation industry, with half joining Cathay directly.

All Nippon Airways: Extending careers while embracing digital transformation

ANA made history by appointing Naheel Dajany as its first non-Japanese executive, signaling commitment to diversity. 

“Breaking a glass ceiling is never easy, but my appointment shows ANA’s commitment to diversity isn’t just words but operational reality,” Dajany said.

Facing Japan’s aging workforce, ANA made a unique decision during the pandemic. Rather than laying off staff, the airline seconded 2,500 employees to 100 local governments and 220 private companies. 

“Employees came back with expanded career perspectives and reaffirmed the company’s strengths,” Dajany noted. “Most importantly, it created a bond showing we’re there for each other in difficult times.”

The airline is now extending pilot contracts for domestic flights from age 65 to 68, while working to raise the general retirement age from 60 to 65 by 2027. Currently, 85% of ANA employees work beyond age 60, helping transfer critical knowledge to younger colleagues.

To boost productivity, ANA has embraced digital transformation. In June 2025, the airline recorded 650,000 use cases of generative AI, with over half its employees actively using AI tools to improve efficiency.

Singapore Airlines: attracting talent through brand marketing

Singapore Airlines launched its “Soar Higher Together” campaign featuring real employees to showcase authentic career experiences and attract younger workers. 

“Gen Z looks for pro-growth and pro-balance, meaningful careers with work-life harmony,” explained Senior VP of Human Resources Vanessa Ng. “Lifelong employment isn’t their priority.”

The campaign, Ng said, emphasizes three value propositions: enabling employees to be brand custodians who impact both business and community, providing continuous learning through global assignments and rotations, and creating a collaborative workplace culture.

The airline’s commitment to internal development is evident: 90% of Singapore Airlines’ leadership is promoted from within, demonstrating clear advancement paths. Senior leaders, including the CEO, review rotation opportunities every two months, ensuring talent development remains a top priority. 

Currently, 25% of leadership positions are held by women, with significant progress made over the past decade.

Philippine Airlines: Embracing talent mobility in a young market

As the first foreign president of Philippine Airlines, Richard Nuttall faces unique challenges managing a workforce in a country with a median age of 26 versus the global average of 30. The airline has abundant young talent but struggles with retention as workers seek opportunities abroad.

“We need to reframe this and embrace it,” Nuttall said. “If we train people and some go work in the Middle East or Europe, many eventually return with valuable experience.”

This strategy is already paying dividends. According to Nuttall, senior management hires at Philippine Airlines have included returning Filipinos from the Netherlands, Australia, and the Middle East, bringing international expertise back home. The airline is positioning itself to benefit from this circular talent flow, accepting that some trained workers will leave while creating pathways for their eventual return with enhanced skills.

Industry-wide challenge: the missing middle management

Across all carriers, a critical gap emerged from the pandemic – experienced middle management. While airlines can build pipelines for entry-level positions and retain senior veterans committed to lifetime careers, the industry lost many mid-career professionals to other sectors.

“There’s a hole in the middle,” Nuttall acknowledged. “That’s where you identify key people and do everything to retain them.”

The panelists agreed that aviation must better promote itself as a data-driven, technology-forward industry. As younger generations seek meaningful work in innovative fields, airlines are repositioning themselves as companies that happen to fly planes, with carriers offering careers in AI, digital transformation, and data analytics alongside traditional aviation roles.

The discussion’s central takeaway? While aviation builds careers for younger workers who value purpose over permanence, it must simultaneously honor the aging expertise critical to operations.

The measure would draw from a rarely-used $2.6 billion insurance fund originally established to compensate airlines should the federal government ever requisition their aircraft. Lawmakers say tapping that fund would prevent a repeat of the recent 43-day shutdown, when thousands of controllers and other essential aviation workers were forced to stay on the job without pay. 

“Our new, bipartisan bill will ensure FAA employees are paid and travelers don’t have to experience unnecessary interruptions,” said Rep. Andre Carson of Indiana, one of the bill’s co-sponsors. Committee Chair Sam Graves added that the shutdown exposed “how vulnerable the system can be when Congress can’t get its job done,” arguing the legislation would give controllers certainty during a funding lapse. 

The bill arrives after a turbulent period for the FAA and the broader aviation system. During the shutdown, more than 13,000 controllers continued working without pay, and the agency warned that staffing shortages could lead to delays and reduced capacity. Transportation Security Administration (TSA) officers faced similar strains, with many calling out sick as the shutdown dragged on. 

While the new bill focuses specifically on the FAA workforce, a separate measure — the Keep America Flying Act, introduced by Rep. John James of Michigan — aims to ensure continued pay for TSA officers, federal air marshals and other transportation-security personnel during shutdowns. Together, the proposals reflect growing recognition in Congress that withholding pay from essential aviation workers poses safety and operational risks. 

Supporters say the Aviation Funding Solvency Act is a practical step that gives the FAA a financial backstop without requiring major structural changes to the federal budget process. The legislation also includes a safeguard that would halt its use should the insurance fund’s balance fall below $1 billion. 
 
The legislation drew support from the Modern Skies Coalition, a broad alliance of aviation industry groups, companies and labor unions that includes organizations such as Airlines for America, the National Business Aviation Association, Air Line Pilots Association, National Air Traffic Controllers Association, and major manufacturers including Boeing and Airbus.  
 
The coalition declared the FAA must be protected from funding lapses to ensure that controllers, inspectors and other essential personnel can continue working without disruption. 

“As members of the Modern Skies Coalition, we urge Congress to ensure that our nation’s aviation system and those who rely upon it are never subjected to another government shutdown,” the groups stated. “Travelers, shippers and other users of the system pay nearly $24 billion in taxes and fees every year for aviation operations, and they deserve uninterrupted delivery of those services.” 

Beyond the mandatory requirements

All pilot training must conform with mandated training requirements by the relevant authorities. In the case of Europe, the European Union Aviation Safety Agency (EASA) requires recurrent training that must be carried out following a 3-year plan. Over this period, an extensive list of training topics must be covered.

“Airlines are free to decide how and when these topics are addressed. For example, we have our mandatory training organised in 6-month phases, with simulator sessions and recurrent training taking place every half year,” explains Diako Rad, Director of Flight Operations at KlasJet.

According to him, airlines should also invest in additional training programmes that match with their team requirements and business model. “Crew Resource Management (CRM) is an important area to focus on, especially if you are an international company with multinational crews and clientele. This brings certain challenges in terms of communication styles, and to manage these challenges it is important to go beyond the basic requirements of CRM training to include additional modules,” says Rad. On the other hand, international carriers benefit in specific ways from their global team. In the case of KlasJet, having evaluators from across the world enables it to keep up with the latest trends and developments in pilot training.

“Another area for consideration is increasing pilot proficiency, which then improves efficiency and leads to better and safer flights from a flight crew perspective. To achieve this improved proficiency, airlines should do more than the mandatory requirements in terms of Standard Operating Procedures (SOPs),” comments Rad.

The shift to evidence-based training

In terms of how training is delivered, the ongoing adoption of evidence-based training (EBT) within the industry is having a widespread influence. The concept of EBT has existed for almost two decades, and the approach was officially endorsed by the International Civil Aviation Organization (ICAO) in 2013, and the EASA two years later. Nevertheless, these endorsements were just the first step in the adoption of EBT, and its roll out is an ongoing process that impacts pilot training today.

EBT is a data-based approach to training and assessment that evaluates a trainee’s ability across a range of core competencies. These include “hard” skills, like aircraft flight path management and workload management, and “soft” skills, like leadership and teamwork. Trainers must provide clear evidence of any problematic behaviours they observe.

Diako Rad is fully behind the adoption of EBT and believes it provides a way to offer more tailored and precise training that improves individual pilot performance. “EBT is about moving away from an old school training set up with a one-size-fits-all approach. It is a more modern methodology which enables you to adjust training to suit an individual’s needs and focus on core competences. Naturally, rolling out EBT is not something that can happen overnight, but I am pleased that the trend is towards this kind of training,” says Rad.

Human connections matter

Support and emotional wellbeing are also critical for pilots, especially given the demands and intensity of the role. Strengthening team spirit is one way to meet this need. A simple yet effective practice for building a sense of community within a team of pilots is to hold recurrent training at the carrier’s base. In the case of KlasJet, training of this nature is conducted at the company’s headquarters whenever possible, giving pilots the opportunity to meet face-to-face with their supervisors and other team members, which builds a sense of community and trust-based connections between managers and pilots.

Airlines should create other opportunities to meet their pilots and crew face to face on a regular basis, says Sandra Diaso. “The human side is very important. We conduct base visits regularly in order to talk to our crews, listen to how they are feeling, and check on any issues. We also have monthly meetings online to discuss various topics that are relevant to our team. I believe this approach strengthens us as a team and leads to better understanding,” she comments.

A proactive approach that extends beyond the classroom

Non-standard situations can happen in aviation. When they do, it is important to offer concrete support to crew members. “Let’s say that your crew has been involved in an intense or stressful job, such as an evacuation flight. It is very important after these flights for the pilots to know there is help on offer if they need it. They should be provided with access to professionals who can give psychological support. Overall, it is very important to adapt to situations quickly and support the crew in a concrete way, not simply to wait for training sessions,” says KlasJet HR Head Sandra Diaso.

KlasJet Director of Flight Operations Diako Rad adds that pilot training and wellbeing is a continuous and ongoing activity. “Crews require constant education and training. Airlines can facilitate this by sharing publications and discussing specific cases and the lessons you can learn from them. Overall, training should not be just something that is scheduled for a particular time. Crew members will truly appreciate it when their training is constant and ongoing, and delivered through different platforms,” he concludes.

The Journal reported that supersonic travel is not a short-term requirement for the league, but officials are watching the sector closely as aircraft manufacturers and technology companies move forward with designs aimed at reducing travel times on long-haul routes. The report said the NFL believes faster travel could help support more consistent scheduling and reduce strain on teams that would face frequent cross-Atlantic trips. 

The concept of placing an NFL team in Europe has surfaced often in recent years, driven by the league’s growing international fan base and the success of regular-season games in London, Frankfurt and other cities. The Journal said the idea has broadened to include the possibility of an entire division located in Europe, although the league has given no formal timeline and has described the discussions as exploratory. 

Supersonic commercial travel has been limited since the retirement of Concorde in 2003, in part because of a longstanding Federal Aviation Administration ban on overland supersonic flight. That rule prevents aircraft from flying faster than Mach 1 over the continental United States, restricting where future supersonic jets can operate and limiting their potential efficiency for airlines and high-end charter operators. 

Congress is now moving to change that framework. Lawmakers from both parties have introduced legislation that would direct federal regulators to develop a modern certification and noise standard for civilian supersonic aircraft. Supporters say the rule change would allow the United States to regain leadership in high-speed flight and open new opportunities for manufacturers developing next-generation designs. 

Backers of the bill have said they expect broad support in both the House and Senate. Lawmakers argue that technological progress in engine design and aerodynamic shaping could allow future supersonic aircraft to meet necessary noise levels, including during flights over land. The legislation would still require operators to comply with any noise limits set during certification, but it would remove the blanket prohibition on overland flight that has been in place for more than 50 years. 

Several companies are now pursuing commercial or military supersonic aircraft, led by Boom Supersonic, which is developing the 60-80 seat Overture airliner and has already flown its XB-1 demonstrator beyond the speed of sound. In the business jet arena, Spike Aerospace continues work on its low-boom S-512 design, aimed at high-speed corporate travel. Startups such as Exosonic are targeting quieter supersonic transports using advanced shaping and materials.

On the government side, NASA and Lockheed Martin are flight-testing the X-59 quiet-supersonic demonstrator to gather data that could support new noise regulations. Other defense and aerospace companies worldwide, including major engine manufacturers, are also studying technologies for future high-speed designs as interest in reduced transoceanic travel times grows.

The X-59 completed its first flight recently, marking a milestone in NASA’s effort to collect data that could support future supersonic regulation changes. The aircraft is designed to generate a quieter sonic signature during supersonic flight, allowing the agency to study how communities respond to reduced-noise booms. 

NASA plans to use the X-59 to conduct acoustic flights over several US cities beginning in 2026. The agency will share the results with regulators as they evaluate updated noise standards that could inform future rules for commercial supersonic operations. 

During the 69th Assembly of Presidents in Bangkok, the Association of Asia Pacific Airlines (AAPA) reported robust performance metrics for 2025, with international passenger traffic climbing 10% and cargo demand expanding 7% through September, both outpacing global averages. 

However, beneath these encouraging numbers, industry executives are grappling with an increasingly complex operating environment.

The tariff turbulence

No issue loomed larger than the resurgence of tariffs, which AAPA Director General Subhas Menon characterized as an “entirely man-made” crisis. While aircraft and engines remain exempt, the raw materials and components that feed the aviation supply chain are not, creating cost increases that ultimately impact both airlines and passengers.

“Airlines are not against cost increases, only costs that don’t serve a useful purpose,” Menon noted, highlighting the impact of tariffs on both supply chains and consumer demand through inflation.

Charting a sustainable path

During the assembly, member airlines unanimously adopted ambitious sustainability targets, committing to 5% sustainable aviation fuel (SAF) utilization by 2030. Thailand emerged as a regional leader, announcing plans to supply 2% SAF by 2026 and up to 8% by 2030 – notably without mandates or additional taxes on frequent flyers.

However, frustration simmered over the industry’s heavy reliance on SAF as the primary solution.

“We are asked to rely mostly on a hard-to-get commodity,” Menon observed, advocating instead for a balanced approach that gives equal weight to breakthrough technologies in propulsion and design.

Military conflicts force airlines to reroute and respond

Beyond economic pressures, airlines are also facing unprecedented operational challenges. 

Military conflicts have closed crucial airspace over 14 countries in the past year, with Russian airspace restrictions forcing costly route diversions. Adding to safety concerns, military forces have been spoofing navigation satellite systems, creating what industry leaders see as an ironic threat from those meant to protect civilian aviation.

The assembly passed resolutions addressing these challenges, calling for regulatory harmonization, enhanced regional maintenance capabilities, and improved safety protocols for lithium battery transport, a growing concern as the use of electronic devices proliferates.

Resolutions passed at the 69th AAPA Assembly

During the assembly, APAC aviation leaders unanimously adopted resolutions focused on four pressing industry priorities:

Aviation sustainability: The assembly set an ambitious collective goal of reaching 5% sustainable aviation fuel (SAF) use by 2030. Leaders are calling on governments to put in place the policies and regulations needed to speed up SAF production and adopt fuel criteria that meet ICAO (International Civil Aviation Organization) CORSIA (Carbon Offsetting and Reduction Scheme for International Aviation) standards. The resolution also encouraged states to implement ICAO-approved systems for tracking and registering SAF while supporting affordable production methods like co-processing.

Supply chain strengthening: Member airlines pushed for targeted investment incentives and streamlined regulations to boost regional maintenance, repair, and overhaul (MRO) and manufacturing capabilities. The resolution highlights the importance of embracing circular economy practices, including recycling and reusing serviceable aircraft materials whenever possible.

Aviation safety – Lithium batteries: A separate resolution tackled the safe transport of lithium batteries, encouraging regulators to bring their practices in line with ICAO guidance for spare lithium batteries. The resolution emphasized the need for better data sharing and clearer public information about how passengers can safely carry and use lithium batteries.

Taxes and charges: Members agreed to urge regulators to avoid imposing taxes or charges on international air transport that are not directly cost-related or don’t align with ICAO guidance. The resolution warns against measures that place unnecessary financial pressure on airlines or hold back sustainable growth in air transport.

Looking ahead: the aviation industry cannot continue to be a “cash cow”

Despite turbulent times, AAPA members remain bullish on 2026, banking on resilient Asian economies and strong underlying demand for air travel. 

The focus will now be on advancing safety and sustainability while strengthening supply chain resilience through closer collaboration with regulators and suppliers.

With his trademark knack for puns, Menon concluded his address with a touch of industry humor. 

“This industry has been seen as a cash cow for the economy and states,” he said, “but it cannot be a cash cow if its udders are perpetually under repair.” 

APAC aviation leaders made their position clear: despite growing challenges, they’re determined to protect an industry that’s vital to the region’s economic future.

The day’s activity highlighted continued demand for narrowbody growth in the region, fresh commitments from established Gulf carriers, and renewed momentum in the freighter market. Below is a summary of all the Day 3 announcements published by AeroTime.

Looking for the Day 2 highlights? You can find the full list of announcements here.

Emerson had been off duty on October 22, 2023, when he attempted to pull two engine fire-suppression handles on a Horizon Air Embraer 175 flying from Everett, Washington, to San Francisco. The action would have cut fuel to both engines. The crew restrained Emerson, and the flight diverted safely to Portland with no injuries reported. 

According to court records, Emerson told investigators he had been experiencing a mental health crisis, had not slept for roughly 40 hours and was unsure whether he was dreaming. He said he had taken psychedelic mushrooms several days before the incident. He pleaded guilty in September 2025 to interfering with a flight crew, a federal charge that carried a potential prison sentence of up to 20 years. 

A state case brought separate charges, including endangering an aircraft and 83 counts of endangering another person. Emerson previously pleaded no contest to those charges and was sentenced to probation and 50 days in jail. Monday’s federal sentence concludes the criminal proceedings. 

During the hearing, the judge said Emerson’s conduct occurred during a severe mental health episode and noted that he immediately cooperated with the crew once the situation became clear. After the pilots restrained him during the flight, Emerson told flight attendants they needed to secure him so he could not attempt to cause further harm. The incident lasted about 90 seconds. 

The case concludes as Congress considers the Mental Health in Aviation Act of 2025, a bipartisan bill that cleared the US House in September 2025 and is now awaiting action in the Senate. The legislation would direct the FAA to update its mental-health policies for pilots and improve access to treatment without fear of losing medical certification. The bill has not yet been signed into law. 

Emerson addressed the court before the sentence was issued, saying he accepted responsibility for his actions and regretted the disruption and concern caused to passengers, crew members and the aviation community. He no longer holds a pilot certificate and, according to court filings, has taken on non-aviation work while pursuing substance-abuse counseling and outreach programs. 

The new deals follow similar zero-tariff arrangements the US already maintains with the European Union, Canada, Mexico and the United Kingdom. The agreements restore the long-standing rule that civil aircraft, engines, and parts can move between member countries without tariffs. 

Under the previous US trade posture, aircraft products from Switzerland had been subject to a 39% tariff imposed by the Trump administration. That tariff led Pilatus Aircraft to halt its deliveries to US customers beginning in August 2025. Pilatus resumed deliveries in late October to meet prior commitments, handing over a PC-12 NGX and PC-24 to US buyers. Outside the aviation sector, the tariff on Swiss goods has been lowered to 15%. 

The zero-tariff agreement removes the remaining barrier affecting Swiss-built aircraft and parts, clearing the way for normal deliveries and aftermarket support. Pilatus has a significant customer base in the United States, and the PC-12 and PC-24 are among the most widely used turboprop and light jet models in the business aviation market. 

South Korea is also part of the new agreement, ensuring that aircraft products moving between the two countries will remain exempt from tariffs. Both Switzerland and South Korea are signatories to the 1979 Civil Aircraft Agreement, which established tariff-free trade for civil aircraft among 30 participating nations. 

NBAA President and CEO Ed Bolen said the new agreements will support US jobs and reinforce the importance of open trade in the aviation sector. Bolen pointed to the 1979 framework as a factor in the US aerospace industry’s long-standing trade surplus and its economic contribution in the United States. 

A 10% US tariff continues to apply to aircraft imports from Brazil. Brazil is also a signatory to the Civil Aircraft Agreement, but that tariff remains in place as part of broader US trade actions affecting Brazilian goods. 

The updated agreements with Switzerland and South Korea provide certainty for aircraft manufacturers, parts suppliers and operators who rely on predictable cross-border trade. The removal of tariffs also reduces costs for US customers receiving aircraft from Swiss production lines and for operators importing parts from both countries. 

The US government has not released detailed implementation timelines, but the new tariff structure is aligned with prior zero-tariff agreements already in effect with other trading partners. The aviation industry is expected to see the impact immediately as deliveries and parts shipments proceed without the additional duties. 

Looking for the Day 1 highlights? You can find the full list of announcements here.

The aircraft, registered D2-AJB, was operating as a charter flight carrying a delegation from the DRC Ministry of Mines. The delegation was traveling to Kolwezi for official business connected to recent a fatal mining accident in the Lualaba region, according to local reports. The ERJ-145 departed Kinshasa, made a stop in Lubumbashi, and continued on to Kolwezi. 

The crash occurred as the aircraft touched down at Kolwezi Airport. According to reports, the jet left the paved surface of the 7,900-foot runway during the landing roll and came to a stop in the dirt beyond. A fire broke out shortly after the aircraft stopped. Videos and images posted on social media showed flames consuming the fuselage and heavy smoke rising from the rear section of the aircraft as passengers scrambled to safety. 

Airport emergency crews responded immediately, and authorities said all passengers and crew were able to exit the aircraft before the fire spread. The extent of any injuries has not been confirmed, but officials reported that everyone on board was accounted for and no deaths occurred. 

The Ministry of Mines delegation was traveling as part of an official visit to Kolwezi, a key center of cobalt and copper production. The region plays a major role in the DRC’s mining economy, and government officials frequently travel there for inspections, meetings, and site assessments. 

Local authorities secured the accident site and began an initial assessment of what went wrong. Aviation investigators from the DRC are expected to examine runway conditions, weather at the time of landing, and the aircraft’s operational status.  

AirJet Angola operates regional flights and charter services across Central and Southern Africa. The aircraft involved, built in 2001, previously flew with multiple operators before joining AirJet Angola’s fleet. 

Kolwezi Airport serves the city of Kolwezi and nearby mining operations. The airport has a single paved runway and handles a mix of scheduled regional flights, business jets, and government charters. 

Transportation Secretary Sean Duffy and FAA Administrator Bryan Bedford announced that the 6% traffic cut imposed in the midst of the longest-ever US government shutdown would end at 6 a.m. ET on November 17, 2025. The decision follows an FAA review of recent safety and staffing data that showed steady improvement across the air traffic control system. 

The FAA ordered the traffic reduction as controller staffing dropped during the prolonged shutdown. The mandate affected 40 major airports and contributed to delays and cancellations throughout the country as airlines adjusted their schedules to meet the required cuts. The agency said it based the restrictions on “trigger events” in which controller staffing fell below safe minimum levels. 

According to the FAA, those events declined significantly over the past week. Officials said staffing concerns that drove the reduction had stabilized, giving the agency confidence that normal traffic levels can resume without compromising safety. They also noted that cancellation rates have fallen as more controllers returned to work following the shutdown’s end. 

The rollback will remove limits on commercial flights, general aviation operations at affected airports, and several specialty activities the FAA previously curtailed. Those included some visual-flight arrivals, commercial space operations, and aerial photography or parachute flights that required additional controller workload. 

The shutdown, which lasted more than a month, left thousands of FAA employees working without pay or on furlough. The agency said the return of funding has allowed air traffic facilities to restore staffing levels, although it cautioned that the recovery would take time. On November 16, officials said the system had improved enough for the traffic order to be lifted completely. 

Airlines had been operating with reduced flight volumes since the FAA issued the mandate. Carriers trimmed schedules, shifted aircraft rotations, and delayed some flights to comply with the cuts. Airports in major hubs such as Atlanta, Denver, Dallas-Fort Worth, and Chicago saw heavier delays as airlines absorbed the reductions. 

With the restrictions ending, airlines are expected to move quickly to restore normal schedules. The FAA said it will continue to monitor staffing and traffic flows in the coming days and will “respond as needed” if conditions change. 

The agency also said it is reviewing reports that some airlines may not have fully complied with the mandated traffic reduction. Officials did not specify which carriers are under review but said the agency is assessing possible enforcement actions. 

The end of the flight caps comes as airports prepare for the busy holiday travel period. The FAA said it will publish updated operational guidance as needed and remain in communication with airlines and airports to support the return to full capacity. 

This roundup links to each full article and provides context on why the announcement matters for the region and the wider industry.

Noem said the bonuses would go to TSA officers who “went above and beyond” during the shutdown. She handed out the first checks at George Bush Intercontinental Airport (IAH), where long security lines during the protracted US government shutdown drew national attention as staffing shortages mounted. 

The Department of Homeland Security said the money is coming from carryover funds from the previous fiscal year. The agency has not released a precise count of how many employees will receive the award or the full criteria used to determine eligibility. In her remarks, Noem said officers who picked up extra shifts or maintained perfect attendance during the shutdown could qualify. 

The bonus checks were handed out days after President Donald Trump used his social media account to recommend $10,000 bonuses for air traffic controllers who never missed a shift during the shutdown. In that post, he also suggested that controllers who did miss time should be docked pay and consider leaving the profession. The proposal drew an immediate response from labor unions, with the National Air Traffic Controllers Association saying it would welcome any effort to recognize employees’ service during the lapse in federal funding. 

Transportation Secretary Sean Duffy later endorsed the president’s idea, calling it “brilliant.” He also raised the possibility that eligible controllers might receive their bonuses in person at a White House event, though he did not provide a timeline for when any payments might be issued. Duffy did not directly echo the president’s comments about controllers who were absent during the shutdown. 

So far, there is no confirmation that any air traffic controllers have received bonuses or that an FAA program to distribute awards has been finalized. The agency directed controllers to continue working through the shutdown to maintain the national airspace system, even as thousands of federal workers in other agencies were furloughed. As the shutdown dragged on and employees began missing paychecks, unscheduled absences increased across the system, affecting operations at some of the country’s busiest airports. 

Both controllers and TSA officers were required to work without pay during the shutdown. Many employees sought outside income to cover basic expenses, leading to staffing shortages at airports in several regions. Union officials representing TSA workers noted on Thursday that while the bonuses were welcome, the shutdown created financial strain across the entire workforce, not just those selected for the awards. 

Airlines manage backlogs

The FAA said it will begin lifting capacity restrictions on a rolling basis as controller staffing recovers and safety oversight returns to normal operating levels. FAA Administrator Bryan Bedford said the agency will evaluate each affected airport individually and will remove limits only when the system can safely handle full schedules. While the agency has not released a precise timeline, a gradual recovery rather than an immediate return to pre-shutdown conditions is expected. 

Airlines have warned customers that residual delays may continue for several days even after the shutdown formally ends. Schedule disruptions, diverted flights, and repositioning challenges have created a backlog that carriers must work through as they reassign crews and aircraft.  
 
Passenger rebooking from earlier cancellations has also created uneven loads across the network. Several major carriers said they expect improved operations before the end of the week but cautioned that lingering congestion may continue as the system balances supply and demand. 

Holiday travel pressure

The timing of the shutdown’s end places additional pressure on airlines and airports as the Thanksgiving travel period approaches. The holiday traditionally ranks among the busiest weeks of the year for US carriers, with passenger volumes comparable to or exceeding pre-pandemic levels. The US Travel Association warned that prolonged shutdown conditions could cause significant disruptions if the system remained constrained into late November. With the funding bill now moving forward, airline executives say they can focus on restoring full schedules and strengthening staffing plans ahead of the holiday surge.

Some airports reported that they expect on-time performance to improve steadily as controller staffing stabilizes. However, several airport authorities said it may take up to a week for arrival and departure flows to normalize fully. The shutdown affected multiple layers of aviation operations, including security screening, ramp operations, air traffic management and federal inspections. Normalizing these functions will require coordination across agencies and private operators as employees return to paid duty and schedules adjust. 

The funding bill’s passage reduces the immediate risk of further operational instability. However, the legislation extends funding only through January 30, 2026, creating the possibility of another shutdown early next year if Congress and the White House cannot reach a longer-term agreement. For now, aviation officials say the priority is restoring normal operations and ensuring system reliability ahead of the peak holiday period. 

The change took effect on November 5, 2025, one day after the release of Budget 2025, which confirmed that the Select Luxury Items Tax on aircraft valued above C$100,000 and boats above C$250,000 has been eliminated. 

In a bulletin posted shortly after the budget’s release, the Canadian Business Aviation Association (CBAA) called the decision “great news for business aviation,” noting that the government had recognized the tax as “inefficient, costly to administer, and challenging for Canadian industries at a time of ongoing global economic uncertainty.”  

The association added that repealing the measure would restore fairness for aircraft owners, operators, and vendors who faced unique compliance burdens since the tax came into effect in 2022. 

The move ends a period of friction between Ottawa and the aviation community. Introduced under the Select Luxury Items Tax Act, the levy applied to new aircraft, cars, and boats sold in Canada, with a rate equal to 10% of the purchase price or 20% of the value above the stated threshold, whichever was lower. While intended as a revenue measure targeting luxury goods, industry advocates argued that the policy mischaracterized aircraft used for business purposes as “luxury items,” discouraging domestic transactions and hurting job creation. 

CBAA and other trade groups lobbied for its removal, citing the loss of sales to US and European markets and the administrative complexity of the taxes. Budget 2025 explicitly acknowledges those criticisms. Page 220 of the budget reads: “Budget 2025 proposes to eliminate or modify tax measures that have proven to be inefficient, costly to administer, and challenging for Canadian industries at a time of ongoing global economic uncertainty. To provide relief to the aviation and boating industries and increase the overall efficiency of the luxury tax framework, Budget 2025 announces the government’s intention to end the luxury tax on aircraft and vessels as of the day after Budget Day.” 

Legal experts say the repeal will simplify aircraft sales and leasing in Canada. Canadian law firm Fasken noted that vendors will no longer need to register or file luxury tax paperwork after this year, and that all remaining related accounts will be automatically closed by early 2028. The change means buyers and sellers can complete transactions more easily and at lower cost, restoring a smoother flow of aircraft purchases within Canada, the law firm said. 

A separate analysis by McMillan LLP said the change applies to all sales, leases, importations, and improvements of aircraft and vessels as of November 5, 2025, while the tax remains in place for high-value motor vehicles. McMillan noted that the Canada Revenue Agency will continue issuing special import certificates during a short administrative transition period, but that “the luxury tax should no longer apply in respect of aircraft and vessels.” 

Industry observers expect the repeal to boost confidence in Canada’s business aviation market, where transactions have been constrained since the tax came into effect. Before 2022, manufacturers and dealers reported steady sales of light and midsize jets as well as turboprops to Canadian operators, but volumes declined sharply after implementation. 

The budget documents did not say how much revenue Ottawa might lose by scrapping the tax. But industry groups believe any shortfall will be offset as aircraft sales, maintenance, and charter activity pick up again. 

With thousands of controllers working unpaid six-day weeks and flight reductions in place at 40 of the nation’s busiest airports, lawmakers and policy experts are again questioning whether the FAA’s dependence on annual congressional funding makes the system too vulnerable to political gridlock. 

Robert Poole, director of transportation policy at the libertarian Reason Foundation, said the shutdown “opens a window to have this looked at seriously.” He and other advocates argue that the system’s chronic staffing and modernization problems stem from its structure as a government agency dependent on appropriations. 

They point to models in Canada and the United Kingdom, where independent corporations manage air navigation services. Canada’s Nav Canada, created in 1996, operates as a private, non-profit utility funded by user fees rather than taxes. Supporters say this approach enables steady investment in new technology and shields operations from political disruptions. 

“The FAA’s current setup means you can’t plan long-term capital investments,” said Michael McCormick, professor of air traffic management at Embry-Riddle Aeronautical University. “Separating operations from the regulatory side would let planners modernize more efficiently.”  
 
President Donald Trump backed privatization during his first term, and the idea was part of an infrastructure reform push in 2017-2018. The effort failed after opposition from general aviation groups and some members of Congress who warned that smaller airports and private pilots could face steep new fees. 

Transportation Secretary Sean Duffy has now ruled out privatization, calling it a “distraction” from efforts to modernize the ATC system. “Privatization is a fight that someone else can have at some other point,” Duffy said in August. Instead, the Department of Transportation plans to use $12.5 billion in modernization funding approved earlier in 2025 to accelerate technology upgrades and controller hiring. 

General aviation organizations remain strongly opposed. The Aircraft Owners and Pilots Association (AOPA) said the FAA’s temporary ban on most private flights to 12 major airports during the shutdown shows how critical access is for non-commercial users. 

“General aviation is an essential part of our nation’s transportation and economic fabric,” said AOPA President Darren Pleasance. “This kind of blanket exclusion cannot become the norm.” AOPA reiterated its stance that “handing over our aviation system to private interests will not solve the challenges we face today.” 

The National Business Aviation Association (NBAA) also remains strongly opposed to ATC privatization, warning that it would give large airlines disproportionate control over the airspace. The group argues that the 2017 proposal — dubbed the 21st Century AIRR Act — would have shifted governance to a board dominated by airline representatives and removed congressional oversight of access and fees. 

A Senate appropriations bill passed in July 2025 explicitly prohibits the use of federal funds to “plan, design, or implement the privatization or separation of the air traffic organization functions of the FAA.” Committee members said that had the United States adopted a privatized model before the Covid-19 pandemic, the result could have led to layoffs and service reductions similar to those seen in Canada and Europe. 

Still, advocates of reform say the current shutdown demonstrates the need for a funding model independent of politics. “Having revenue independence would be the single most important step toward reform,” said Cornell University infrastructure expert Rick Geddes. 

For now, the FAA continues to operate under emergency restrictions, with airlines canceling hundreds of flights each day. Whether the latest crisis spurs serious consideration of structural change — or merely revives a familiar political fight — remains to be seen.  
 
The Air Line Pilots Association (ALPA), which represents more than 77,000 pilots at 43 airlines, has voiced support for efforts to modernize the nation’s air traffic system but has not endorsed privatization. The union backs the Department of Transportation’s plan to upgrade technology and staffing within the existing FAA framework, saying the focus should remain on safety and efficiency improvements rather than structural changes. 

The National Air Traffic Controllers Association (NATCA), representing nearly 20,000 controllers and aviation safety professionals, has long opposed any move toward a for-profit model. While open to reforms that ensure stable funding and modernization, NATCA has stated it will oppose any proposal that removes air traffic services from federal oversight or weakens controller workforce protections. 

Authorities identified the victims as Alexander Wurm, 53, and his daughter Serena Wurm, 22, of Ignite the Fire Ministry, an evangelical Christian organization based in South Florida. The pair were enroute to Montego Bay, Jamaica, on a mission to deliver aid to communities affected by Hurricane Melissa. 

The crash occurred around 10:15 a.m. local time in the Windsor Bay neighborhood of Coral Springs, about eight miles northwest of FXE. The twin-engine turboprop went down in a residential lake shortly after departure, striking a fence and scattering debris across nearby backyards. 

According to an air traffic control recording of the flight, there was no indication of trouble as the pilot responded normally to ATC instructions to climb to 4,000 feet and turn right to a heading of 120 degrees. The pilot read back each clearance until the controller’s final transmission, during which an ATC altitude alert tone can be heard in the background. Moments later, the controller advised the pilot of the nearest airport and said, “I can see you descending.” The pilot did not respond.

Surveillance video obtained by local news outlets showed the airplane clipping part of a fence and hitting the water, sending up a large splash. One of the aircraft’s wheels landed near a backyard pool. Video posted online also appeared to show the moment of impact, with water and debris flying into the air. 

Emergency crews from Coral Springs Fire Rescue, along with Broward County Sheriff’s Office dive teams, responded within minutes. They searched the lake for several hours before locating the wreckage and confirming that both occupants had died. No injuries were reported on the ground. 

According to Coral Springs Fire Department Deputy Chief Mike Moser, multiple 911 calls were received from residents reporting a loud boom moments before the crash. Officials said recovery operations continued into Tuesday as investigators worked to remove the wreckage. 

The National Transportation Safety Board (NTSB) and Federal Aviation Administration (FAA) are investigating the accident. Flight-tracking data show the aircraft, registered as N30HG, took off from Runway 27 at FXE around 10:14 a.m. and crashed roughly one minute later. 

Weather reports from nearby airports indicated partly cloudy skies, moderate winds, and cloud bases around 2,000 feet, with towering cumulus clouds in the area. Visibility was reported to be greater than six miles. 

The aircraft, a 1976 Beechcraft King Air B100, was registered to International Air Services Inc. of Carson City, Nevada. Records show the airplane was configured for cargo and passenger transport, typical of aircraft used in humanitarian and charter operations. 

It was not clear what type of relief supplies were loaded aboard the King Air or what its takeoff weight may have been when it departed FXE.

In a statement, Ignite the Fire Ministry described Alexander and Serena Wurm’s final flight as an act of service. “Evangelist Wurm is the founder of Ignite the Fire Ministry, dedicated to empowering youth through missions and evangelism across the Caribbean,” the organization said. “Together, their final journey embodied selflessness and courage, reminding us of the power of service and love.” 

The NTSB typically releases a preliminary report within two to three weeks, providing factual details about the aircraft’s condition, pilot qualifications, and weather data. 

Any controller who does not immediately return to work “will be substantially ‘docked,’” Trump wrote. “For those Air Traffic Controllers who were GREAT PATRIOTS … I will be recommending a BONUS of $10,000 per person for distinguished service to our Country.”  

He added: “For those that did nothing but complain, and took time off, … you will have a negative mark, at least in my mind, against your record.”  
 
The message comes as the Federal Aviation Administration (FAA) grapples with significant staffing shortages and mounting flight disruptions at major airports across the United States. 

Impact on aviation operations 

The FAA has been forced to implement flight reductions of up to 10% at 40 major US airports to ease pressure on air traffic controllers who have been required to work without pay during the shutdown. The staffing shortages are severe — the agency reported that between 20-40% of controllers were absent on any given day at the busiest airports.  

Industry groups described Trump’s post as a blunt escalation of pressure on a workforce already under strain. National Air Traffic Controllers Association (NATCA) President Nick Daniels said controllers had “continued to show up” despite working without pay, and warned that the workforce should not become “a political pawn.”  

Trump’s proposal for bonuses and threats of docking pay, issued on social media on November 10, 2025, draw questions around federal employment law and contract protections for essential workers. Analysts say the administration would face legal and practical hurdles if it attempted to enforce pay cuts or withhold promised bonuses once back-pay obligations become active.  

What’s next 

The Senate advanced bipartisan legislation on November 9 aimed at ending the government shutdown, with a vote expected within days. If Congress and the White House reach an agreement, the FAA said it would move quickly to rescind flight restrictions and restore normal operations. 

In the meantime, the agency continues to manage flight reductions at 40 major airports, along with new limits on business aviation at a dozen others. Airlines and travelers are bracing for another week of widespread delays and cancellations until air traffic staffing levels stabilize. 

The directive, effective on November 11, 2025, will bar most non-scheduled business and private flights at airports already facing capacity cuts for commercial carriers. The affected airports include Chicago O’Hare (ORD), Dallas Fort Worth (DFW), Denver (DEN), Boston Logan (BOS), Houston Bush Intercontinental (IAH), Atlanta Hartsfield-Jackson (ATL), New York John F. Kennedy (JFK), Los Angeles (LAX), Newark Liberty (EWR), Phoenix Sky Harbor (PHX), Washington Reagan National (DCA) and Seattle-Tacoma (SEA). 

The FAA’s move follows emergency measures announced last week requiring US airlines to reduce schedules at 40 high-volume airports by up to 10% to relieve pressure on air traffic controllers who have been working without pay. The first round of cuts — totaling about 4% — took effect on November 9 and are expected to rise to 10% if the shutdown continues. 

According to flight-tracking provider FlightAware, more than 4,500 commercial flights were canceled and more than 17,000 delayed nationwide over the November 8-9 weekend as controller shortages slowed operations at major hubs. 

In a statement, the National Business Aviation Association (NBAA) said the additional limits will “effectively prohibit business aviation operations” at the 12 airports and will disproportionately impact the general aviation sector, which supports more than one million US jobs and contributes roughly $340 billion to the economy each year. 

“Safety is the cornerstone of business aviation,” NBAA President and CEO Ed Bolen said. “Among the ways we will ensure that safety is to make sure operators understand these restrictions and their implications. Above all, this moment underscores the need to reopen the government to serve all Americans.” 

Under the order, exceptions will be allowed for based aircraft, emergency medical and law-enforcement flights, firefighting, and military operations, or when otherwise authorized by the FAA. Notices to Airmen (NOTAMs) covering each affected airport were published ahead of the implementation deadline. 

The new restrictions mark the first time in the shutdown that business jet operators have faced direct operational limits comparable to those imposed on airlines. Industry analysts note that eight of the 25 busiest business aviation airports in the country fall within the restricted group, forcing some corporate and charter operators to reroute to secondary airports around major cities. 

The National Airspace System has come under mounting strain since the shutdown began, with certification activity paused, routine maintenance deferred, and staffing gaps widening at major control facilities. The FAA has said the temporary limits are intended to preserve safety and manage limited controller capacity until federal funding is restored. 

Aviation groups and unions have joined a growing chorus urging lawmakers to resolve the impasse. NBAA said it is working with other industry organizations through the Modern Skies coalition to press Congress to end the shutdown immediately and repeal the flight restrictions once the government reopens. 

There were signs of movement in Washington on November 9, as the Senate advanced bipartisan legislation to fund the government. If an agreement is reached, officials said the FAA would move quickly to rescind the NOTAMs and restore normal flight operations at the affected airports. 

The site, which handles fabrication, final assembly, and delivery of all Dreamliner variants, will gain a second 1.2 million-square-foot final assembly building, new support facilities, and additional flight line capacity.

Boeing said the project will create around 1,000 new jobs over five years and employ 2,500 construction workers during the build phase. The work is managed by HITT Contracting and BE&K Building Group.

Expanding South Carolina operations

The expansion will extend across Boeing’s main campus near Charleston International Airport and a second site in the region. The company plans to build:

• A new 787 final assembly building housing production positions, support functions, and offices
• A parts preparation facility, a vertical fin paint building, and additional flight line stalls
• Additions to the Interiors Responsibility Center, which produces many Dreamliner cabin components

Boeing currently employs more than 8,200 people in South Carolina across North Charleston and Orangeburg, where it manufactures and assembles major 787 structures, including the aft and mid-fuselage sections. The first Dreamliner built in South Carolina rolled out in 2012.

Driven by strong demand

Boeing has delivered more than 1,200 Dreamliners to date and holds nearly 1,000 unfilled orders. The company expects long-haul travel recovery to sustain demand for the widebody family, which has received over 2,250 orders from around 90 customers.

“We continue to see strong demand for the 787 Dreamliner family and its efficiency and versatility,” said Boeing Commercial Airplanes CEO Stephanie Pope, calling the project a renewed commitment to South Carolina’s aerospace sector.

The groundbreaking was attended by state and federal officials, including Governor Henry McMaster and Senator Lindsey Graham, who called the expansion a “vote of confidence” in the local workforce.

The project forms part of Boeing’s wider plan to ramp up 787 output while restoring stability to its widebody programs. Once complete, the site will support sustained higher production rates and greater flexibility across the 787 line.

The decision by US District Judge Reed O’Connor in Fort Worth ends a case surrounding the crashes of Lion Air Flight 610 in Indonesia in 2018 and Ethiopian Airlines Flight 302 in Ethiopia in 2019. The disasters led to a worldwide grounding of the 737 MAX for nearly two years and triggered multiple investigations into Boeing’s design and certification process. 

Under the revised agreement, Boeing will direct more than $1.1 billion toward fines, compensation for victims’ families, and internal programs intended to strengthen safety and quality control. The company will also be allowed to choose its own compliance adviser rather than operate under an independent monitor appointed by the court. 

Judge O’Connor acknowledged in his order that the settlement “fails to secure the necessary accountability to ensure the safety of the flying public,” but said the court could not block prosecutors from dismissing the case once they met the requirements of federal law. The Justice Department said a jury trial could have produced an uncertain result and that the new settlement provides a faster, enforceable resolution. 

Victims’ families react

Families of crash victims condemned the ruling. In a statement released by lawyers representing dozens of the families, they wrote: “Judge O’Connor’s decision to grant the DOJ’s request to dismiss this case feels like the justice system turning its back on us, the victims’ families. We have only been consistent in demanding a day in court, the public against Boeing. We have not gotten that. Our pursuit for justice isn’t about vengeance—it’s about truth, transparency, and public safety. When a company’s failures cost so many lives, ending a criminal case behind closed doors erodes trust and weakens deterrence for every passenger who steps onto a plane.” 

Among those speaking out was Paul Njoroge, a Canadian man who lost his wife, three young children, and mother-in-law in the Ethiopian Airlines crash. He said ending the case without a public trial “erodes trust and weakens deterrence for every passenger who steps onto a plane.” 

The government’s investigation focused on Boeing’s Maneuvering Characteristics Augmentation System (MCAS), a software feature added to the 737 MAX to counteract aerodynamic changes from the jet’s larger engines. MCAS automatically pushed the airplane’s nose downward if sensors detected a steep climb. The system relied on data from a single sensor, and investigators later found that erroneous readings triggered it on both the Lion Air and Ethiopian Airlines flights, repeatedly forcing the aircraft into dives that the pilots could not overcome. 

Civil lawsuits continue

Prosecutors alleged that Boeing misled the Federal Aviation Administration about how MCAS worked and how pilots should be trained to handle it. In 2021, Boeing reached a deferred-prosecution agreement after admitting employees had misinformed regulators. When the Justice Department later said Boeing had violated that agreement, the renewed case led to this week’s settlement. 

Boeing said it will comply with the new terms and continue internal efforts to strengthen its safety, quality, and compliance systems. 

The outcome spares Boeing a criminal conviction that could have threatened its eligibility for US government contracts and added to its legal exposure. Civil lawsuits continue, including a trial now underway in Chicago federal court, where a jury will decide compensation for one of the Ethiopian Airlines victims’ families. 

The FAA confirmed that airlines were instructed to scale back domestic operations between 6 a.m. and 10 p.m. each day, with capacity reductions beginning around 4% and rising toward 10% over the next few days if the shutdown continues. 

Airlines begin cancellations and schedule changes 

Hundreds of flights were canceled nationwide, with thousands more delayed, according to data from flight-tracking sites. The disruptions were most concentrated at the nation’s largest hubs — Atlanta, New York, Chicago, Dallas, and Los Angeles — but delays quickly rippled through smaller regional airports as well. 

At Hartsfield-Jackson Atlanta International Airport, travelers crowded ticket counters as airlines rebooked passengers on fewer available flights. Similar scenes were reported at Chicago O’Hare, Los Angeles International, and Newark Liberty. 

According to United Airlines, it had canceled roughly 4% of scheduled flights for the weekend, while Delta Air Lines and American Airlines confirmed they were “proactively consolidating” flights to comply with the FAA’s order. Southwest Airlines said it would adjust schedules through mid-week “to maintain operational stability”. 

FAA cites safety as staffing crisis deepens 

Transportation Secretary Sean Duffy claimed that the reductions were a “proactive safety measure” needed to manage workload, with thousands of FAA employees continuing to work unpaid. 

“This is not a step we wanted to take,” Duffy said. “But it’s one we must take to ensure that our skies remain safe and our controllers are not stretched beyond safe limits.” 

FAA officials said the agency is operating under partial funding and that staffing levels at several key control centers have reached “critical lows”. Increased fatigue and sick leave among controllers have compounded the strain. The agency said normal capacity will be restored “only when staffing returns to sustainable and safe levels”. 

Airports identified nationwide 

According to a list distributed to airlines, the reductions cover nearly every major US hub. Among them are Atlanta, Boston, Charlotte, Dallas/Fort Worth, Denver, Detroit, Honolulu, Houston, Las Vegas, Los Angeles, Miami, Minneapolis, New York (JFK, LaGuardia, Newark), Orlando, Philadelphia, Phoenix, San Diego, San Francisco, Seattle, Tampa, and Washington D.C. (Reagan National, Dulles, and Baltimore/Washington). 

The FAA has not formally released its own list but confirmed that “high-volume markets” are being targeted to manage controller workload. Officials said that the agency will review system performance daily and adjust as needed. 

Friday marked the 34th day of the federal government shutdown, with no agreement between the White House and Congress to restore funding to the FAA or other affected agencies. 

Airlines warned that if capacity restrictions continue into the Thanksgiving travel period, disruptions could escalate sharply. “We are doing everything possible to minimize the impact on our customers,” a Delta spokesperson said. “But with reduced airspace capacity, delays are unavoidable.” 

Industry analysts said the ripple effects from this week’s cancellations could persist for several days as crews, aircraft and passengers become displaced across the network. 

The FAA said it will continue to “prioritize safety above all else” as the cuts remain in place and that it will restore normal flight levels as soon as staffing conditions allow. 

According to NTSB Board Member Todd Inman, CCTV footage captured the No. 1 engine separating from the wing as the aircraft gathered speed during its takeoff from Runway 17R at Louisville Muhammad Ali International Airport (SDF). “We have viewed airport security footage confirming the left engine detached during the takeoff roll,” Inman said at a media briefing. 

The aircraft, operating at about 17:15 local time as UPS Flight 2976 bound for Honolulu, lifted briefly and cleared the airport perimeter fence before striking powerlines, buildings and terrain about half a mile beyond the runway. The impact and ensuing fire destroyed most of the fuselage. 

Officials have now confirmed 12 fatalities, including one child, plus 15 injuries. Most of the victims were on the ground when the aircraft struck several industrial buildings near the airport. The UPS jet had three crewmembers. 

Inman said both the cockpit voice recorder and flight data recorder, manufactured by L3Harris, have been recovered. “They suffered some heat, not intrusion,” he said. “Once we get these to our lab in D.C., we will be able to get a good readout of the applicable data.” 

Investigators recover detached engine

The detached engine, a GE CF6-80C2, was found on airport property roughly 8,700 feet from the start of Runway 17R. Photos from the scene show fire damage along the runway and a large section of nacelle lying near a taxiway. Investigators confirmed that flames were visible before liftoff, though the sequence of events leading to the engine separation is not yet clear. 

The loss of the left engine would have likely created serious control problems for the crew at the worst possible moment. The sudden loss of thrust and several tons of mass on one wing likely affected the aircraft’s controllability, possibly preceding an aerodynamic stall that made recovery impossible. Aerodynamic disruption around the damaged pylon may have also reduced lift on that side, while hydraulic and electrical systems powered by that engine could have been damaged. With the aircraft at high takeoff weight and at such a low altitude, it is questionable whether the crew could have maintained control once the engine separation occurred. 

NTSB investigation begins

The NTSB has formed specialized groups to examine operations, structures, engines, systems and maintenance records. A 28-member team is on site, and investigators expect to remain in Louisville for about a week before moving their analysis to Washington.

The board has not said whether debris from the left-engine failure was ingested by the MD-11’s center or right engines or whether the fire damaged hydraulic or electrical systems critical to flight control. The agency said it will rely on flight-data and cockpit-voice recordings to reconstruct what happened in the cockpit in the seconds before the crash. 

The left engine would not have been visible to the crew from the cockpit, meaning that they would have relied entirely on cockpit warnings and engine-instrument readings. The MD-11’s systems likely would have generated multiple indications for loss of thrust and hydraulic-pressure warnings as the engine separated and the fire began. 

The aircraft, tail number N259UP, was built in 1991 and converted from passenger to freighter service in 2006. Records show that it was on the ground in San Antonio from early September to mid-October for maintenance, though investigators have not disclosed the scope of the work performed. 

UPS temporarily halted operations at its Worldport hub on the night of the crash, but resumed limited sorting the next day. The company has said that it is cooperating fully with federal investigators and has established a family assistance line for employees and relatives. 

A shelter-in-place order for nearby neighborhoods has been lifted, and one runway at Louisville Muhammad Ali International Airport reopened the day after the crash. Portions of the airfield remain closed while recovery and cleanup efforts continue. 

According to the filing, which was lodged with the Hong Kong Stock Exchange on November 5, 2025 –   

“On November 5, 2025, Qatar Airways executed the Deed of Undertaking in favour of the Company (Cathay Pacific Airways). Pursuant to and subject to the conditions of the Deed of Undertaking, Qatar Airways has irrevocably undertaken to the Company to execute the Buy-back Deed in relation to an off-market share buy-back by the Company of the 643,076,181 shares owned by Qatar Airways, representing approximately 9.57% of the issued shares, at the buy-back price of HK$10.8374 ($1.40) for each buy-back share.“

Execution of the buy-back agreement by Cathay is subject to certain conditions, including Cathay obtaining approval from its independent shareholders at an Extraordinary General Meeting (EGM).

History of the shareholding

The state-owned flag carrier of Qatar became Cathay’s third-largest shareholder in 2017 when it acquired its stake in the airline from the Hong Kong-based Kingboard Chemical Holdings and other companies for $662 million. The purchase was the first investment by a Middle Eastern carrier in an East Asian airline.

Cathay Group Chair Patrick Healy said, “The buy-back reflects our strong confidence in the future of the Cathay Group and underscores our commitment to the development of the Hong Kong international aviation hub.

Together with our investment of well over HK$100 billion into our fleet, cabin and lounge products, and digital leadership, we are firmly focused on sustainably growing our business to strengthen Hong Kong’s status as a world-class aviation hub and contribute to the prosperity of the wider Greater Bay Area.”

“I would like to extend my gratitude to Qatar Airways for their unwavering support over the years, and I look forward to continuing our close partnership through the oneworld Alliance relationship. I would also like to thank our shareholders, Swire Pacific and Air China, for their continued trust and support.”

“Following a period of record profitability and strong performance, this decision is part of a proactive strategy to optimise our investments and position the group for long-term growth,” responded the Qatar Airways CEO, Badr Mohammed Al-Meer. This agreement reflects Qatar Airways Group’s disciplined approach to portfolio management and our commitment to delivering sustainable value for our shareholders.”

“While we adjust our shareholding, we look forward to continuing our collaboration with Cathay through the oneworld Alliance to continue delivering benefits that enhance connectivity and choice for our passengers. Hong Kong remains an important market to Qatar Airways, and we remain fully committed to serving it through our flights and codeshare agreements, offering travellers a seamless and world-class experience that reflects the highest standards of quality, service, and innovation.”

Cathay’s pathway going forward

Upon the completion of the buyback, the holdings of Cathay’s two other largest shareholders, Swire Pacific and Air China, will increase to 47.7% and 37.8%, respectively.

Cathay’s chairman, Patrick Healy, said the buyback reflects the company’s “confidence” in its future, stressing its commitment to growth through a $12.9 billion investment in its fleet and lounges over the course of seven years, as announced last year.

The airline currently has 15 Airbus A321neos on order, plus 30 A330neos. Cathay Pacific Cargo has six yet-to-be-certified A350F freighters due for delivery. From Boeing, the carrier has 35 Boeing 777-9s on order.

The airline partners have stated that they will continue to collaborate through their existing codeshare and alliance agreements. Both airlines are members of Oneworld, one of the world’s three major airline alliances, alongside Skyteam and Star Alliance.

In the meantime, Qatar Airways has invested in multiple airlines around the world over the last few years. In 2019, it purchased a 5% stake in China’s largest carrier, China Southern Airlines, a shareholding it continues to retain. The Qatari company also owns a 25% share in International Airlines Group (IAG), the holding company of British Airways, Spain’s Iberia, Ireland’s Aer Lingus, and other affiliated low-cost carriers such as Vueling and LEVEL.

Most recently, earlier in 2025, the company acquired a 25% stake in Virgin Australia and is currently closing in on completing a 49% equity investment into the Rwandan flag carrier, RwandAir.

Transportation Secretary Sean Duffy and FAA Administrator Bryan Bedford announced the measure, saying the move is intended to prevent further strain on the nation’s air traffic control system as thousands of essential employees continue working without pay. 

“We have decided that a 10 percent reduction in scheduled capacity would be appropriate to continue to take the pressure off our controllers,” Bedford said at a press briefing. 

The FAA manages more than 44,000 flights a day, including commercial passenger, cargo, and private aircraft. The reduction will affect thousands of operations, though the agency has not yet identified which airports will be impacted. Officials said they are consulting with airline executives and plan to release a list of affected cities soon. 

The cutback comes amid the longest-ever US government shutdown, now in its 36th day. Controllers and other FAA personnel have worked without pay since October 1, leading to rising fatigue, absences, and mounting safety concerns. 

“We can’t ignore it,” Bedford said, adding that the system is operating with staffing margins “that no longer apply.” 

Duffy warned that if the shutdown continues, the FAA may be forced to take more drastic steps. “You will see mass flight delays, you’ll see mass cancellations,” he told reporters. 

The National Air Traffic Controllers Association has said that nearly half of the nation’s 30 busiest airports are experiencing shortfalls, with delays averaging an hour or more. Some controllers have reportedly called in sick or taken second jobs to cover household bills. 

Industry groups and airlines have urged Congress to end the shutdown, noting that the controller shortage pre-dated the current funding lapse but has now pushed the system toward instability. 

The FAA said that if the 10% reduction proves insufficient to stabilize operations, further restrictions may follow. “If the pressures continue to build even after we take these measures, we’ll come back and take additional measures,” Bedford said. 

Melissa struck the island on October 28, 2025, packing sustained winds of an estimated 185 mph and leaving widespread destruction in its wake. More than half a million residents were reported without power, communications were severely degraded, and major airport infrastructure suffered significant damage. 

In response, the National Business Aviation Association (NBAA) activated its Humanitarian Emergency Response Operator (HERO) database, a platform designed to pair business aviation operators with humanitarian relief efforts. “Longer-range business and commercial aircraft may be best suited for initial humanitarian operations,” said NBAA Senior Vice President Doug Carr in the association release. “Operators must also secure necessary permission to fly into Jamaica.”  

The urgency became clear as soon as the hurricane made landfall. Jamaica’s three international airports — Norman Manley International Airport (KIN) in Kingston, Ian Fleming International Airport (OCJ) in Ocho Rios, and Sangster International Airport (MBJ) in Montego Bay — have reopened for relief flights, but all are operating under constraints. At Sangster Airport, one of two concourses is functional.  

Relief-cargo flights have begun arriving. One humanitarian organization, Samaritan’s Purse, carried approximately 38,000 pounds of supplies to Kingston aboard its Boeing 757 — including tarps, solar lights, medical equipment and water-filtration systems.  

Private and business aviation operators are also active. Charters and smaller aircraft are being positioned to reach remote and hard-hit communities, especially in western parishes such as St. Elizabeth and Westmoreland, where road access remains severely limited. NBAA emphasized that business and general aviation often are the first to arrive with critical supplies, particularly in hard-to-reach island nations.  

Authorities are cautioning that runway conditions, fuel availability and overflight permissions (notably via Cuban airspace) remain uncertain. NBAA’s Carr noted that while aircraft range is less of an issue, “we don’t yet know the condition of Jamaica’s airport fuel infrastructure” — meaning operators may need to plan for round-trip fuel contingencies.  

For the tourism-reliant nation, the aviation disruption carries broader consequences. With resort areas and rural roads cut off, tourists have in some cases faced delays, cancellations and limited services. While commercial flights are resuming incrementally, air traffic recovery will be gradual.  

On the ground, relief efforts are being coordinated both by aviation-led dispatch and local agencies. For example, aviation logistics are being paired with satellite-internet systems (via partners such as Starlink) to restore connectivity at community hubs and staging grounds for further relief distribution.  

The aviation community’s role so far has been to fill the gap before infrastructure and commercial air links are restored. According to industry reporting, platforms such as the HERO database and charity-organized flights mobilized within hours of the disaster.  

Looking ahead, key issues will influence the pace of recovery and aviation’s involvement: runway and fueling infrastructure at Jamaica’s airports, coordination of relief-logistics flights versus commercial traffic, and how business aviation can continue to assist once initial emergency shipments have landed. For many of the island’s interior communities, aviation remains the lifeline until roads, bridges and utilities are back online. 

In that light, aviation operators — from charter companies and business-jet departments to volunteer general-aviation pilots — are helping sustain the country’s recovery by flying in critical supplies, restoring connectivity, and supporting Jamaica’s wider relief network.

Relief operations are expected to continue through the coming week as airports expand capacity and additional aid flights arrive. The Jamaican Civil Aviation Authority said coordination among airport operators, customs, and emergency agencies remains ongoing to manage traffic and prioritize humanitarian missions. Commercial service is expected to ramp up gradually as power and communications are restored across the island. 

The transaction, announced on April 22, 2025, has now closed following regulatory approvals, according to a statement issued by Thoma Bravo on November 3, 2025. The businesses will operate as Jeppesen ForeFlight, a new standalone company headquartered in Denver and San Francisco and led by Brad Surak, formerly head of Boeing Digital Aviation Solutions. 

“Backed by 90 years of Jeppesen’s gold-standard data and ForeFlight’s relentless spirit of exploration, this combination is building the most unified, intuitive platform in aviation,” said Surak. “As we return to independence alongside a leader in software private-equity investing, we’re enabled to move faster, think bigger, and innovate.” 

The all-cash deal transfers some of Boeing’s most recognizable software and data units to Thoma Bravo, which manages more than $181 billion in assets. Boeing said earlier that the divestiture will strengthen its balance sheet, reduce debt, and allow the company to concentrate on its core manufacturing and services operations. 

“This transaction is an important component of our strategy to focus on core businesses, supplement the balance sheet and prioritize the investment-grade credit rating,” Boeing President and Chief Executive Officer Kelly Ortberg said when the deal was announced in April. 

Boeing will retain digital services tied to fleet maintenance, diagnostics, and repair for commercial and defense customers. Those operations will remain within Boeing Global Services under the leadership of President and CEO Chris Raymond. 

“This enables all parts of the digital portfolio to focus on their strengths,” Raymond said. “Our commitment to meeting our customers’ needs is unwavering as we move forward with our core products and services to support their fleets.” 

The newly established Jeppesen ForeFlight combines Jeppesen’s long history in aeronautical data with ForeFlight’s mobile and web-based flight-planning technology. The company said its solutions will continue to serve commercial, business, military, and general aviation markets worldwide. 

“We are thrilled to complete this transaction and to support Jeppesen ForeFlight as a standalone company with significant growth opportunities ahead,” said Holden Spaht, Managing Partner at Thoma Bravo. “The company has been a cornerstone of the aviation industry for more than 90 years, combining deep domain expertise with a culture of innovation.” 

Thoma Bravo said it plans to expand Jeppesen ForeFlight’s capabilities through investment in artificial intelligence, integrated operations tools, and potential strategic acquisitions. 

“Jeppesen ForeFlight is a world-class vertical software and data business that plays a critical role in powering the aviation ecosystem,” said Scott Crabill, Managing Partner at Thoma Bravo. “We’re excited to support the company’s talented team, invest in innovation, and help accelerate its next phase of growth and global expansion.” 

Approximately 3,900 employees are part of Boeing’s Digital Aviation Solutions organization, including those transferring to Jeppesen ForeFlight. Both companies said they have coordinated closely to ensure a seamless transition for employees and customers. 

The sale marks one of Boeing’s largest divestitures in recent years as it continues efforts to simplify its structure and restore its investment-grade credit rating. Boeing will report any financial impacts of the completed sale in its next quarterly results. 

On October 31, 2025, the FAA reported significant delays at airports in Austin, Texas, Newark, New Jersey, and Nashville, Tennessee, with average wait times ranging from 50 to 100 minutes. By midday, more than 2,200 flights had been delayed and over 300 canceled, according to FlightAware data. Officials said further disruptions were likely later in the day at Houston and Dallas/Fort Worth. 

At least nine FAA facilities were short-staffed on October 31, the agency said, underscoring the strain on an already thin workforce. Roughly 13,000 air traffic controllers and 50,000 Transportation Security Administration (TSA) officers have been working without pay since the shutdown began. 

Transportation Secretary Sean Duffy warned the situation could deteriorate further in the days ahead. 

“Coming into this weekend and then the week after, I think you are going to see even more disruptions in the airspace,” Duffy told Fox News, adding that nearly half of all delays last weekend were caused by controller absences — roughly 10 times the normal rate. 

Vice President J.D. Vance was equally blunt during a White House industry roundtable the day before, saying the shutdown is pushing the air traffic control system toward a breaking point. 

“It could be a disaster. It really could be, because at that point you’re talking about people who have missed three paychecks. How many of them are not going to show up for work?” Vance said. 
 
His remarks reflected growing concern that if the impasse continues deep into November, absenteeism could ripple across the National Airspace System just as holiday travel peaks. 

The nation’s air traffic system is already operating below optimal capacity. The FAA is currently about 3,500 controllers short of its target staffing level, and many employees have been working mandatory overtime and six-day weeks since before the shutdown. Without funding, the agency cannot adequately hire or train new controllers — a process that typically takes two years. 

Airlines say they are feeling the impact. Delta, United, Southwest, and American Airlines jointly urged Congress to pass a short-term spending bill, calling the disruption “a direct threat to safety and reliability.” 
 
Industry data show 7,300 US flights were delayed and 1,250 canceled on Thursday, October 28, alone. Earlier in the week, staffing shortages forced the FAA to slow departures at Orlando, Dallas/Fort Worth, and Washington, D.C., with temporary ground stops issued at Los Angeles International Airport (LAX). 

Politically, the standoff shows little sign of ending soon. The next US elections on November 4, 2025, are less than a week away, and lawmakers appear unwilling to make concessions before voters head to the polls. Aides to congressional leaders suggested privately that any deal to reopen the government may have to wait until after the election results. 

For now, aviation officials are urging patience from the traveling public. Duffy reiterated that the system is safe but acknowledged fatigue among unpaid staff is a growing concern. 

“These men and women are professionals doing extraordinary work under very difficult circumstances,” he said. “But this is not sustainable.” 

The flight, which some social-media users initially dismissed as an AI-generated spoof, has been verified by FlightAware data and confirmed by CubCrafters. It occurred with special FAA approval and coordination from the Los Angeles Air Route Traffic Control Center (ARTCC). 

The remarkable achievement — a climb to 37,609 feet in a factory-stock Carbon Cub UL — was made by flight instructor and YouTuber Jon Kotwicki, who launched from San Luis Obispo Airport (SBP) and reached the record altitude in 62 minutes.

The flight was supported by CubCrafters and Rotax, whose team developed the turbocharged 916iS engine installed in the Carbon Cub UL. The aircraft, according to both companies, was completely factory-stock and fitted with large bush wheels and camera equipment, making the feat all the more noteworthy. 

The performance shattered the 30,203-foot record set by Caro Bayley in a Piper Super Cub, which had stood unbroken since 1951. It also appears to surpass the ultralight-category altitude record of 35,062 feet, set by a Rutan Long-EZ in 1996. At 37,609 feet — more than seven miles high and well above the summit of Mount Everest — Kotwicki encountered temperatures of –51°F and wore a parachute along with supplemental oxygen. 

FAA coordination and airspace considerations 

Operating above FL290 placed the Carbon Cub well inside RVSM (Reduced Vertical Separation Minimum) airspace, where altitude separation between aircraft is just 1,000 feet and special equipment is required. Normally, only aircraft with those systems and operator approval can enter that airspace. However, because Kotwicki’s record attempt was pre-coordinated with the FAA, the flight was conducted safely under ATC supervision, with controllers ensuring separation from other traffic as the aircraft climbed and descended through the flight levels. 

Despite thin air and extreme cold, the aircraft maintained remarkable stability and control throughout the climb. “The Cub flew really easy,” Kotwicki said. “We were outside the normal realm of operating parameters, so we were proceeding with caution. It was pretty dang cool to be in a tube-and-fabric bush plane that high, and it was surreal hearing airline pilots over ATC wondering what a Cub was doing up there.” 

The Carbon Cub UL is not RVSM-certified and is designed primarily for visual flight rules (VFR) operations. That meant Kotwicki was required to remain clear of clouds throughout the climb. While the day offered ideal visibility, the high altitude introduced unique challenges — frigid temperatures, limited engine performance even with turbocharging, and the physiological risks of hypoxia. 

Technical achievement 

The Rotax 916iS, producing up to 160 hp, combined with the Carbon Cub’s exceptionally light structure and high-lift wing, allowed the aircraft to maintain climb performance far beyond its typical service ceiling. Some pilots suggested mountain-wave lift over California’s coastal ranges may also have contributed to the record altitude. 

CubCrafters and Rotax both confirmed their technical support but emphasized that the aircraft was unmodified. The climb was part of a collaborative effort between the manufacturer and Kotwicki’s training organization, Fly8MA, to explore high-altitude performance. 

“This achievement exemplified everything we stand for — innovation, craftsmanship, and the courage to push limits,” said Brad Damm, Vice President of CubCrafters. “The original vision of Jim Richmond, our founder, was to take the Super Cub — the workhorse of backcountry aviation — and make it better. I think Jim would be the first to congratulate our team on what was achieved on this flight.” 

The Fédération Aéronautique Internationale (FAI) has not yet officially recognized the record, but based on altitude data and witness verification, the flight appears to qualify within the ultralight or experimental light-sport categories. 

If certified, the flight will stand as the highest altitude ever achieved by a Cub-type aircraft and one of the most remarkable climbs by any light airplane. For Kotwicki, the flight fused modern engine technology with a classic airframe and a pilot’s instinct to explore the limits of what’s possible. 

The unveiling positions HANA as a solution to a growing threat facing aviation and defense operations. In recent years, the spread of inexpensive jamming and spoofing devices has increased the number of GPS disruption incidents worldwide, leading to concerns about flight safety and mission continuity. 

“Due to the proliferation of low-cost tools, the number of jamming, spoofing and blocking incidents is growing and is leaving more pilots and operators in the air without access to GNSS data,” said Matt Picchetti, Vice President of Navigation and Sensors, Honeywell Aerospace Technologies. “HANA is our latest alternative navigation system designed to counter these threats by providing precise information on the aircraft’s position, velocity and orientation when GNSS signals are unavailable.” 

According to Honeywell, HANA is a software-based, multi-system navigation platform that enhances the performance of inertial navigation systems. It can combine several sensing technologies into a single, layered architecture. These include vision-aided navigation, which uses live camera feeds to match ground imagery with map databases, and magnetic anomaly-aided navigation, which determines position by detecting known variations in Earth’s magnetic field. The system also supports low Earth orbit (LEO) satellite navigation, taking advantage of signals that are stronger and less susceptible to interference due to their lower altitude. 

The company notes that additional technologies — including lidar, radar, radio-based ranging, and celestial tracking using star sensors — can also be integrated into HANA’s framework. By merging data from multiple independent sources, the system can continue providing accurate position, velocity and attitude information, even when traditional satellite-based inputs are disrupted or unavailable. 

“With this layered architecture, operators can mix and match modalities to meet mission-specific requirements, ensuring maximum resilience, system integrity and consistent availability even in GPS-denied environments,” Honeywell said in its announcement. The software can run on an aircraft’s existing computing platform or on a dedicated system provided by Honeywell, depending on mission needs. 

The initial release of HANA includes vision-aided navigation. Honeywell plans to integrate the magnetic anomaly and LEO satellite navigation modes in 2026. This modular structure allows the company to expand functionality over time as new sensing technologies mature, while keeping the core software platform stable and upgradeable. 

HANA’s launch builds on Honeywell’s long history in inertial navigation — a field in which the company has been active for more than 50 years. Inertial systems use gyroscopes and accelerometers to measure an aircraft’s motion and orientation without depending on external signals. By layering these inertial measurements with complementary data sources, HANA aims to eliminate the single-point vulnerability that comes from relying on GPS alone. 

The new platform is also part of Honeywell’s broader effort to enhance ‘assured positioning, navigation and timing’ (A-PNT) capabilities across both defense and commercial sectors. The company claims that HANA supports a wide range of use cases, from conventional aircraft to next-generation unmanned systems and military ground vehicles. It is also expected to play a role in the emerging advanced air mobility market, where electric vertical-takeoff aircraft operating in dense urban environments may face frequent GPS signal loss or multipath interference. 

“HANA’s launch marks a major milestone in Honeywell’s five-decade legacy of inertial navigation system innovation, reinforcing its leadership in aerospace navigation and its commitment to mission-critical resilience for defense and commercial aviation,” the statement said. 

Honeywell has not disclosed which aircraft or programs will be the first to integrate HANA, but the system is designed to be compatible with a variety of existing Honeywell avionics and flight management architectures. According to the company, the software’s flexibility makes it suitable for retrofits as well as new production aircraft. 

The single-engine turboprop departed the seaside resort town of Diani at about 10:15 a.m. local time (07:15 UTC) bound for an airstrip near the Maasai Mara National Reserve, a popular destination for safari tourists. The aircraft went down within minutes of takeoff about 2 kilometers from the runway, bursting into flames on impact, according to local reports.

Mombasa Air Safari said in a statement that it had “activated our emergency response team” and was cooperating with Kenyan authorities. The airline confirmed there were no survivors among the 11 people on board, including eight Hungarian nationals, two Germans, and one Kenyan pilot. 

Witnesses reported seeing the aircraft struggle to gain altitude before it descended rapidly into a wooded area outside Diani. Local emergency services arrived quickly at the scene, but the wreckage was engulfed in fire, making rescue efforts impossible. 

Kenya’s Civil Aviation Authority (KCAA) and the Air Accident Investigation Department have launched a joint inquiry to determine the cause of the crash. Investigators are expected to analyze flight data, maintenance logs, and weather conditions at the time of departure. Initial reports indicated fair weather, though officials have not ruled out mechanical or performance issues. 

The Cessna 208B Grand Caravan is a widely used utility and commuter aircraft across Africa for passenger and cargo operations, valued for its reliability and short-takeoff performance. Mombasa Air Safari operates several Caravans serving destinations along Kenya’s coast and safari circuit, including the Maasai Mara, Amboseli, and Tsavo National Parks. 

Hungary’s Ministry of Foreign Affairs confirmed that eight of its citizens were among the victims, including a group of tourists traveling together. Germany’s Foreign Office said it was in contact with Kenyan authorities regarding the deaths of two German nationals. 

Kenya’s Transport Minister, Kipchumba Murkomen, expressed condolences to the victims’ families and pledged a full investigation into the cause. “This tragic event is a somber reminder of the importance of safety oversight and continuous maintenance for aircraft operating in remote regions,” he said in a statement. 

Mombasa Air Safari, founded in 1974, is one of Kenya’s oldest privately operated charter airlines. It primarily flies tourists between the country’s coastal resorts and inland game reserves. The company said it would suspend operations temporarily “out of respect for the victims and their families.” 

The accident is Kenya’s deadliest aviation accident in several years. In 2018, a crash involving a Fly Sax Cessna 208 killed 10 people. The Kenya Civil Aviation Authority has increased inspections of small-aircraft operators in recent years following accidents involving bush-tourism flights. 

Ricci, a longtime figure in business aviation, is the principal of Directional Aviation Capital, the Cleveland-based investment group that owns a range of aviation businesses including Flexjet, Sentient Jet, and Nextant Aerospace. The university said the newly endowed chairs will strengthen its capacity for research and education in emerging areas of aerospace technology. 

In a statement published by Embry-Riddle, university President P. Barry Butler thanked the Riccis for what he described as a “transformative” gift aimed at bolstering research and attracting top faculty talent. The endowments, titled the Ricci Family and Flexjet Chairs for Aviation, Aerospace, or Space Innovation, are designed to support educators who specialize in developing new approaches to aviation technology and workforce training. 

Ricci, who joined Embry-Riddle’s board of trustees in 2024, has described his philanthropy as a way to encourage “bold thinking about the growth and advancement of aviation.” His statement accompanying the university’s announcement emphasized innovation and problem-solving as the cornerstones of his career and of the new academic positions. 

A pilot and attorney by training, Ricci began his aviation career flying charter aircraft in the 1980s and went on to found several businesses that were later consolidated under Directional Aviation. According to company information, he served as Governor Bill Clinton’s pilot during the 1992 presidential campaign — an early chapter in a career that later saw him helm a multi-billion-dollar aviation portfolio. 

Ricci is also known for his substantial philanthropic record in higher education. In 2017, he and his wife pledged $100 million to the University of Notre Dame, his alma mater. The university described it as the largest unrestricted gift in its history. That contribution was structured through a philanthropic partnership tied to Ricci’s business interests, designed to generate long-term funding for scholarships and research. 

While Ricci’s current net worth has not been disclosed, his business holdings and past philanthropic commitments place his fortune in rarefied territory. Directional Aviation, Ricci’s holding company, generates more than $4 billion in annual revenue, employs over 5,000 people across North America and Europe, and manages more than 300,000 annual flight hours for a global customer base, according to company data. 

The new Embry-Riddle endowments come at a time when the aviation industry faces a shortage of qualified pilots, engineers, and technicians. Universities such as ERAU play a key role in addressing those workforce gaps. Endowed faculty positions typically fund research, teaching, and outreach in specialized areas, and help attract experienced professionals from industry to academia. 

The gift aligns with Embry-Riddle’s effort to connect its research with the practical needs of industry. The endowed chairs are expected to focus on areas such as flight operations, propulsion, and aerospace systems — fields where innovation and workforce demand are growing. 

Ricci’s decision to invest in education follows a pattern that has defined his career: connecting entrepreneurship with long-term sector development. His earlier donations to Notre Dame and support for programs such as Able Flight, which provides flight training for people with disabilities, point to a consistent interest in building pathways into aviation. 

Embry-Riddle has not disclosed the financial terms of the new endowments or when the faculty appointments will be made. 

Announced on October 28, 2025, the new Honeywell UOP (Universal Oil Products) Biocrude Upgrading process transforms inexpensive biomass feedstocks — such as wood chips, crop residues, and plant waste — into a renewable biocrude that can be refined into finished fuels. The company said the technology enables cost-effective production of “drop-in” fuels that meet existing performance and infrastructure requirements. 

Honeywell described the process as capable of producing SAF, renewable gasoline, and lower-carbon marine fuel more cheaply than most current biofuel production. The resulting biocrude can be refined at standard petroleum facilities, potentially allowing refiners to adapt portions of existing operations to produce renewable fuel without major equipment overhauls. 

“As demand for SAF continues to grow, the aviation industry is challenged by limited supplies of traditional SAF feedstocks such as vegetable oils, animal fats and waste oils,” said Ken West, President & CEO of Honeywell Energy & Sustainability Solutions. “When combined with the existing Fischer-Tropsch process, our new technology will expand the feedstock options available in the industry to sources that are more plentiful, ultimately helping improve our customers’ ability to produce SAF.”

The process begins with biomass waste — non-food organic matter such as forest trimmings, agricultural stalks, and sawmill residue. At or near collection sites, this feedstock is converted into a biocrude, a heavy renewable oil with similar handling properties to conventional crude. The biocrude is then shipped to major refineries or renewable fuel plants, where Honeywell’s upgrading modules convert it into finished products such as SAF, the company said. 

The process turns waste that would otherwise be discarded into fuel, creating a new renewable source without relying on food crops. Honeywell said its approach produces “high-yield renewable fuels” while keeping transportation costs low by enabling distributed feedstock conversion and centralized refining. 

Competition in a crowded field 

The announcement places Honeywell squarely in competition with a growing roster of renewable-fuel technology developers. Neste, based in Finland, remains the world’s leading SAF producer, using waste oils and fats as feedstock. LanzaJet, backed by LanzaTech and major airlines, has pioneered ethanol-to-jet conversion at its Freedom Pines facility in Georgia. Other competitors include Fulcrum BioEnergy, which converts municipal solid waste into synthetic crude, and Alder Fuels, which relies on forest residues and agricultural by-products. 

Honeywell’s claim of a lower-cost, modular process could differentiate it from these players, particularly if it enables refiners to add SAF capacity incrementally rather than through billion-dollar plant builds. The company emphasized that its UOP division — long a cornerstone of refining and petrochemical process technology — can deliver the new system as a prefabricated modular plant, reducing construction time and project risk. 

Honeywell already markets several renewable-fuel technologies, including Ecofining, developed jointly with Eni S.p.A., which converts fats and oils into renewable diesel and SAF; Ethanol-to-Jet (ETJ) technology, which upgrades ethanol into synthetic paraffinic kerosene; and Fischer-Tropsch Unicracking, which refines synthetic gas into liquid fuels. The new Biocrude Upgrading process, the company said, complements these existing platforms by expanding the range of usable feedstocks to include low-cost lignocellulosic biomass. 

While the company has not disclosed specific yields or lifecycle carbon data, analysts say the modular design and ability to use regional feedstocks could make the process a breakthrough for SAF scalability — a persistent challenge for the industry. Current global SAF production represents less than 1% of aviation fuel demand, hindered by high costs, limited feedstock supply, and the need for new refining capacity. 

If Honeywell’s process performs as claimed, it could give refiners and energy companies a new pathway to produce certified SAF at lower cost and higher volume, supporting airline commitments to achieve net-zero emissions by 2050. 

The simulator, built by leading aviation training technology provider CAE, has arrived in time as Cathay ramps up preparations to welcome more than 100 new aircraft over the coming years. 

Cathay said that among these aircraft are over 30 A320neo and A321neo narrowbody jets that will require trained crews ready to fly them.

The new simulator is part of Cathay Group’s broader investment exceeding HK$100 billion (US $12.8 billion) that the airline is pouring into its fleet, cabin products, lounges, and digital systems. The goal is to strengthen Hong Kong’s position as a major international aviation hub while improving the passenger experience across the board.

Welcoming new technology

Cathay marked the simulator’s arrival with a ceremony at Cathay House on October 24, 2025, attended by noted officials from Cathay, CAE, and Hong Kong’s Civil Aviation Department. 

The timing of the new simulator’s arrival is critical: Cathay’s fleet renewal includes not just narrowbody aircraft but also regional widebodies, long-haul widebodies, and large freighters.

All these aircraft will require comprehensive pilot training to maintain the airline’s safety and operational standards.

“Cathay and CAE have built a longstanding partnership focused on delivering high-quality training for pilots and crew, with a shared commitment to safety and operational excellence. Over the years, we have integrated a wide range of CAE training devices at our Flight Training Centre in Hong Kong. This partnership has helped Cathay to establish a state-of-the-art training environment, supporting the development of world-class aviation professionals,” Cathay Chief Operations and Service Delivery Officer Alex McGowan said.

“The recent addition of the A320 Neo CAE 7000XR Simulator marks another milestone in this collaboration, further strengthening Cathay’s training capabilities, advancing our training technologies, as well as nurturing future aviation talent,” McGowan further added.

In a brief post on X (formerly Twitter), the NTSB said the “unmanned Air VEV Inc. Zero eVTOL” crashed “for unknown reasons and was consumed by post-crash fire.” The agency said it has opened an investigation to determine the cause. 

According to FAA registration data, the aircraft, N514AX, was an experimental technology demonstrator for AIR’s two-seat AIR ONE, which the company hopes will bring personal electric flight to a broad market. The prototype had recently received an FAA experimental airworthiness certificate, allowing flight testing in the United States. 

AIR, headquartered in Pardes Hanna-Karkur, Israel, established a US flight-test center near West Palm Beach earlier in 2025. The company has been conducting demonstration flights in Florida since summer 2025 and had showcased the aircraft at Indiantown Airport (X58) earlier in the week for local officials, partners, and potential investors. 

The Florida prototype loss marks a setback for AIR’s testing campaign but does not appear to have caused injuries or property damage. The company issued the following statement to AeroTime after the incident:

“AIR is working closely with the NTSB to research the root cause of the event, and once we have the full details, after validation, we will release them. Incidents like this are why we conduct extensive testing beyond standard operating parameters, so we can learn, evolve, and ensure our production aircraft meet the highest safety standards. We anticipate no delays or setbacks regarding AIR’s path to certification. The certification under MOSAIC was planned from the get-go for the production aircraft. Naturally, these unmanned flights of prototypes are a key source of data and evolution for us. Such an event contributes a great deal to the maturation process, and takeaways from this event will be implemented, as much as relevant, in the production aircraft.”

AIR said it will resume flights with the pre-production prototype in early 2026. “The production prototype will have a maiden flight by the end of this year in Israel,” the company added. “A similar, production aircraft will arrive at our Florida facility early 2026 to start flying.”

AIR’s website describes the AIR ONE as a light sport-category eVTOL built for everyday personal flying. The aircraft uses eight fixed rotors and an advanced wing-rotor configuration designed to generate up to 60% of its lift without tilt or pusher motors. This design, combined with AIR’s patented Fly-By-Intent flight-control system, allows the pilot to direct the aircraft simply by pointing a joystick in the intended direction of flight, the company says. The system is designed to automatically stabilize and scan for hazards in real time. 

Founded in 2017, AIR VEV has been developing and testing full-scale prototypes for more than eight years. It previously completed forward-flight transition tests in Israel in 2022 and moved into the next phase of the US Air Force’s AFWERX Agility Prime program in 2023. AIR claims to have more than 800 pre-orders for the AIR ONE from customers interested in personal ownership and utility missions. 

The company’s broader goal, according to its mission statement, is to make short-range electric flight accessible and environmentally responsible. AIR emphasizes a design philosophy centered on simplicity — only eight critical moving parts — and minimal infrastructure requirements, aiming to enable everyday “commuter-grade” air mobility. 

The NTSB’s investigation will focus on flight data, control-system performance, and battery safety. Because the aircraft was operating under an FAA experimental certificate, testing was permitted for research and development rather than commercial purposes. 

Editor’s note: This article was updated on October 28, 2025, to include a statement from AIR.

Alaska Air Group, United Airlines, GE Aerospace, Honeywell, and RTX Corporation all posted stronger-than-expected results for the July-to-September period, highlighting steady passenger demand, robust defense spending, and continued supply-chain recovery.

US air carriers reported generally positive results for the quarter. Alaska Air posted net income of $73 million, or $0.62 per share, and revenue of $3.77 billion, up 23% from a year earlier. The Seattle-based airline said passenger demand remained strong across both business and leisure segments, though higher labor and fuel costs continued to pressure margins. 

United Airlines also reported strong results, with revenue up 2.6% to $15.2 billion and adjusted earnings of $2.78 per share, beating Wall Street expectations. The Chicago-based carrier said international travel demand and premium ticket sales remained healthy, supporting confidence in its full-year outlook despite ongoing challenges with aircraft availability and air traffic delays. 

American Airlines, which reported earlier this week, reaffirmed its guidance for the fourth quarter and said advance bookings for the holiday travel season are tracking above 2024 levels. The company has been managing costs more aggressively while maintaining operational reliability after a difficult summer period across the industry. 

Aerospace and defense firms deliver growth 

The strength extended to the manufacturing side of the business. Honeywell reported sales of about $10.4 billion for the quarter, a 7% increase year-over-year. The company cited continued momentum in its aerospace and industrial automation segments, which together account for more than half its total revenue. Honeywell also raised its full-year profit forecast, saying demand for avionics, environmental control systems, and maintenance support remains strong. 

General Electric, which has nearly completed its transition to a standalone aerospace company, reported net income of $2.16 billion on revenue of $12.18 billion. Adjusted earnings came in at $1.66 per share, above market forecasts. GE’s aviation division benefited from higher jet engine production and services volume, reflecting steady aircraft utilization and airline fleet growth worldwide. 

RTX Corporation, the parent of Pratt & Whitney, Raytheon, and Collins Aerospace, posted 12% sales growth for the quarter and raised its earnings outlook for the rest of the year. The company said supply chain conditions are gradually improving, helping it meet commercial engine and parts demand while supporting a steady flow of defense contracts.

Taken together, the results suggest that both the commercial and defense sides of the aerospace industry are entering the final quarter of 2025 with solid momentum. Executives across several companies highlighted easing component shortages, improving aircraft delivery schedules, and continued investment in efficiency and technology. 

The strong quarter also reflects the gradual recovery of the aviation supply base, which continues to rebuild after years of pandemic-related disruption. The combined results appear to indicate a “back to normal” trend across airlines, manufacturers, and suppliers, though inflation and fuel prices remain potential headwinds heading into 2026. 

The measure, called the Keep America Flying Act of 2026, was introduced this week by Senator Ted Cruz of Texas, who chairs the Senate Commerce, Science, and Transportation Committee. According to a summary posted by the Government Publishing Office, the proposal would make “continuing appropriations” for essential personnel at the two agencies. 

Although the full text of the bill is not yet available through Congress’ website, the intent is to keep the nation’s air traffic system and airport security operations functioning while much of the federal government remains unfunded. 

Thousands of FAA and TSA employees have continued reporting to work since the shutdown began, even though they are not currently receiving pay. Many of these positions — including air traffic controllers, aviation safety inspectors, and TSA screening staff — are considered critical to public safety and national infrastructure, meaning they cannot be furloughed. 

The strain of working without pay has begun to show. Earlier in October, a higher-than-normal number of FAA air traffic controllers called out sick, echoing similar impacts on federal workers in past shutdowns as employees grapple with missed paychecks. 

The new Republican-sponsored legislation seeks to ease those pressures by guaranteeing that essential FAA and TSA employees receive pay during the shutdown. The measure would also authorize back pay for workers once federal funding resumes, though that detail was not explicitly stated in the summary available from the GPO. 

The move comes as lawmakers continue to debate how to reopen the government after nearly a month of political stalemate. Multiple attempts to pass broader funding bills have failed in recent weeks, leaving large sections of the federal workforce in limbo. 

While much of the public focus has centered on the economic and social impact of the shutdown, disruptions in aviation are among the most visible signs of strain. A prolonged lapse in pay could eventually affect air traffic operations, airport security lines, and ripple down to flight schedules if staffing levels fall. 

During previous shutdowns, similar issues prompted calls from both parties to shield critical transportation workers from the political gridlock surrounding federal budgets. The Keep America Flying Act represents the latest attempt to provide that protection, at least on a temporary basis. 

Senator Cruz has not yet issued a detailed public statement on the bill, and it remains unclear whether Senate Democrats will support the measure or propose their own version. Bipartisan cooperation would be required for the bill to move quickly through the Senate and the House. 

In the meantime, FAA and TSA operations continue under contingency plans. Both agencies have emphasized that safety and security standards remain unchanged despite the funding lapse. However, union leaders representing air traffic controllers and TSA workers have warned that continued delays in pay could erode morale and create staffing challenges if the shutdown drags on. 

As of Thursday, there were no signs that a comprehensive deal to fund the government was imminent. The Keep America Flying Act could become one of several targeted measures aimed at addressing the most critical impacts of the shutdown while broader negotiations continue. 

Atherton has spent nearly two decades with Textron, holding senior leadership roles across its aviation and defense businesses. A US Air Force Academy graduate, she began her career as an Air Force officer specializing in acquisition and program management before joining Textron Systems in 2007. She later became vice president of military business development at Bell and was promoted to president and CEO of the division in 2017. 

Under her leadership, Bell advanced major programs including the V-280 Valor tiltrotor, selected by the US Army for its Future Long-Range Assault Aircraft program, and the 360 Invictus armed reconnaissance helicopter. Atherton also oversaw efforts to expand Bell’s global commercial presence and strengthen customer support operations. 

“As a member of Textron’s executive leadership team for over eight years, we witnessed Lisa play a key role in driving growth across her businesses and winning critical programs,” said R. Kerry Clark, Lead Director of Textron’s board. “On behalf of the board, we look forward to working with her even more closely as she leads the company through this next phase of execution.” 

In a statement, Atherton said she was honored by the appointment. “It has been a privilege to serve as Bell’s president and CEO,” she said. “I am excited to become president and CEO of Textron, and I look forward to working with Scott, the board and our global teams to bring our innovative technologies and products to customers and create value for shareholders.” 

Donnelly joined Textron in 2008 after a long career at General Electric and became CEO the following year. During his tenure, Textron acquired Beechcraft, merging it with Cessna to form Textron Aviation, and expanded its defense and industrial portfolios through Bell, Textron Systems, and Arctic Cat. Earlier this month, the company announced it would dissolve its short-lived eAviation business unit and fold those programs into its other divisions beginning in 2026. 

The leadership change marks a generational shift at Textron, whose brands span aviation, defense, and industrial markets. Atherton becomes the first woman to lead Textron in its 100-year history. The company employs about 34,000 people and reported $13.7 billion in revenue last year. 

Donnelly praised his successor and expressed confidence in the company’s direction. “It has been an honor to serve as Textron’s CEO,” he said. “I am looking forward to working with Lisa and the company in my role as executive chair.” 

Under the revised regulations, sport-pilot certificate holders will gain access to a far broader range of aircraft and privileges than previously permitted. For example, the old 1,320-pound maximum takeoff weight limit for light-sport airplanes has been removed in favor of performance-based criteria, such as for stall speed. Aircraft now may be configured with up to four seats, up from two, and may feature more advanced systems — such as retractable landing gear, controllable-pitch propellers, and even alternative propulsion like electric or hybrid power options. 

As a result, sport pilots in the US will now be permitted to fly popular four-seat aircraft such as the Cessna 172 and Piper Cherokee. 

The initial phase of the MOSAIC rule took effect 90 days after its publication in the Federal Register and applies to sport-pilot privileges. Broader airworthiness standards for new light-sport aircraft will become effective on July 24, 2026.  

From the day it took effect, sport-pilot certificate holders will be able, with required endorsements, to fly more capable aircraft, including models with four seats and higher performance characteristics — although they will still be limited to carrying a single passenger. The rule also allows sport pilots to fly at night and in more complex aircraft after obtaining additional instructor endorsements, as long as medical compliance rules are met.  

For aircraft manufacturers and the broader general aviation sector, MOSAIC opens a new certification pathway that proponents say invites innovation. By replacing prescriptive weight and speed limitations with performance-based criteria, the FAA aims to lower barriers for new aircraft designs, allow advanced avionics and propulsion systems, and accelerate the entry of modern aircraft into the recreational and training markets.  

Industry groups welcomed the rule’s publication. The Experimental Aircraft Association (EAA) called it “the most monumental and important step recreational aviation has taken in more than 20 years.” Meanwhile, the Aircraft Owners and Pilots Association (AOPA) noted that the rule opens the door to “faster, four-seat airplanes under sport-pilot privileges” and credits MOSAIC with facilitating broader access and innovation.  

However, the rule is not without nuance. Past aircraft certified under existing standards do not automatically qualify under the new rules. Aircraft eligibility still depends on meeting the revised performance parameters. In addition, while sport-pilot privileges expand, pilots must still obtain the appropriate endorsements and adhere to training, currency, and medical requirements.  

The FAA said the MOSAIC rule represents the most significant update to light-sport aviation since the category was created in 2004. The new standards expand the types of aircraft eligible for sport-pilot operation and are expected to make it easier for manufacturers to bring new models to market. The agency emphasized that the transition will take place in stages, with additional certification provisions taking effect in 2026. 

The Rotorcraft Operations Transparency and Oversight Reform (ROTOR) Act, a bipartisan aviation safety bill, was introduced in response to the fatal January 29, 2025, collision between a US Army Black Hawk helicopter and a PSA Airlines CRJ700. The accident renewed scrutiny of gaps in FAA and Department of Defense air traffic coordination and the visibility of military aircraft operating near civilian traffic. 

Under the measure, all aircraft already required to have ADS-B Out — which broadcasts position information to air-traffic controllers and other nearby aircraft — would also need to be fitted with ADS-B In, allowing pilots of more aircraft to receive real-time traffic and weather data in the cockpit. Operators could receive a one-year extension, to 2032, to complete retrofits, according to language in the bill. 

The bill also eliminates a long-standing loophole that has allowed most military aircraft to operate without ADS-B transmission. Other provisions would strengthen oversight of mixed civil-military air traffic, direct the FAA to update standards for safe aircraft separation and controller training once ADS-B In becomes widespread, and establish a new FAA Office of FAA-DoD Coordination. 

“The ROTOR Act makes common-sense safety improvements that are long overdue,” said Sen. Ted Cruz, Republican of Texas, who chairs the Senate Commerce Committee. Ranking Member Sen. Maria Cantwell, Democrat of Washington, added that the measure “ensures ADS-B In and Out requirements are truly implemented after 17 years of delay with no FAA loopholes.” 

‘Second mandate’ in the name of safety?

While the safety goals have drawn bipartisan praise, the proposal has caught the attention of aircraft owners who already spent thousands of dollars to comply with the FAA’s 2020 ADS-B Out mandate. That rule, more than a decade in the making, required most aircraft operating in controlled airspace to broadcast their position but stopped short of requiring the ability to receive data. 

At the time, FAA officials stressed that ADS-B In would remain optional, citing the high cost of equipping the general aviation fleet. Many owners chose low-cost ADS-B Out-only solutions, such as the Garmin GTX 335 or uAvionix tailBeacon, that meet regulatory requirements but lack the hardware needed to display incoming traffic and weather data. 

If the ROTOR Act passes as written, those same operators would now have to replace or upgrade equipment — a second round of compliance that could range from a few thousand dollars for portable receivers to tens of thousands for panel-mounted systems integrated with glass displays. 

Industry groups have yet to formally oppose the proposal, but several have hinted at concerns over cost, timeline, and certification bottlenecks. Avionics shops already face long lead times, and some legacy aircraft may require significant work to complete the equipment upgrades.

Supporters of the mandate argue the benefits outweigh the costs. With both civil and military aircraft broadcasting and receiving positional data, mid-air collision risk would drop sharply. Pilots would also gain better situational awareness in congested airspace and improved weather information during flight. 

Still, the optics are sure to wrankle some aircraft owners. After years of being told ADS-B Out would satisfy the FAA’s surveillance modernization goals, they now face what some see as a “second mandate” in the name of a safety upgrade. The timeline to 2031 offers a long runway for comliance, but the change could fuel frustration among general aviation pilots who feel they already did their part. 

The Senate Commerce Committee is expected to advance the ROTOR Act this week as part of a broader aviation safety package. If enacted, the FAA would begin rulemaking to implement the new requirement, with details on compliance, retrofit options, and exemptions to follow. 

RTX also booked $37 billion in new awards during the quarter and ended September 2025 with a $251 billion order backlog — about $148 billion tied to commercial aerospace and $103 billion to defense — giving the company a long runway of future work. Management returned $900 million to shareholders and paid down $2.9 billion of debt, while also closing the sale of Collins’ actuation and flight-control business.  

On the strength of those trends, RTX raised its 2025 guidance. It now expects adjusted sales of $86.5-$87.0 billion (up from $84.75-$85.5 billion) and adjusted earnings of $6.10-$6.20 per share, while keeping free cash flow guidance at $7.0-$7.5 billion. The company said robust demand across its businesses supports the higher view. 

What drove the quarter 

Collins Aerospace, which supplies avionics, interiors and other aircraft systems, posted revenue of $7.62 billion, up 8%. Growth came from both original equipment for new jets — especially single-aisle models — and from airlines buying more parts, and repairs as global flying remains busy. Collins also saw higher military sales on programs including the US Air Force’s Survivable Airborne Operations Center.  

Pratt & Whitney, RTX’s engine maker, reported a 16% revenue increase to $8.42 billion. Commercial aftermarket work — inspections, parts and shop visits — was a major contributor, and military sales rose as well, helped by the F135 engine that powers the F-35 fighter. In August, Pratt won a roughly $2.8 billion Lot 18 production contract for the F135, which supported higher military volume in the quarter.  

Raytheon, which builds missiles, radars and air-defense systems, grew revenue 10% to $7.05 billion. Demand remained strong for Patriot air-defense systems internationally and for naval programs such as SM-6 and Evolved SeaSparrow Missile, reflecting heightened global security needs.  

RTX is the world’s largest aerospace and defense company by sales, formed from the 2020 merger of United Technologies’ aerospace units with Raytheon. Its three businesses touch much of commercial and military aviation: Collins equips aircraft with critical systems; Pratt & Whitney designs and services jet engines; and Raytheon provides air- and missile-defense, sensors and command-and-control gear. That mix gives RTX exposure to airline and business aviation growth, increasing demand for engines, and rising defense spending.  

The latest quarter underscores that balance. Air travel has kept demand high for parts and engine shop visits, while governments are ordering more air-defense and naval systems. Together, those trends helped RTX beat expectations and lift its outlook for the year.  

RTX says it’s focused on working down its record order book by increasing output on “critical programs,” such as the F135 engine, while investing in next-generation products and services. 

Announced on October 20, 2025, the partnership gives Korean Air exclusive rights to commercialize Archer’s Midnight aircraft in Korea. The deal includes the potential purchase of up to 100 aircraft that could be deployed across a range of applications — beginning with government use and eventually expanding to commercial passenger services. 

According to the companies, the collaboration aligns with South Korea’s national strategy to accelerate adoption of eVTOL technology. The country’s Ministry of Land, Infrastructure and Transport (MOLIT) has designated urban air mobility as a key government priority since 2022, aiming to reduce congestion and emissions in metropolitan areas. 

“This partnership with Archer will accelerate Korea’s leadership in next-generation air mobility,” said Jin Kyu Lim, Senior Vice President and Head of Korean Air’s Aerospace Business. “By combining Archer’s industry-leading eVTOL technology with Korean Air’s five decades of aerospace MRO and manufacturing expertise, we aim to lay the foundation for the next generation of air mobility in the Republic of Korea.” 

Archer founder and Chief Executive Adam Goldstein said Korean Air’s aerospace experience and “comprehensive strategic vision for the future” made it the ideal partner. “We are excited to introduce Midnight alongside them in one of the world’s largest aerospace markets,” he said. 

Exclusive partnership

The partnership will see the two companies work together to prepare for the commercialization of Midnight in Korea. Korean Air will leverage its extensive maintenance, repair, and overhaul (MRO) network and aviation manufacturing experience to support certification, infrastructure, and operational readiness in South Korea. 

Archer said the arrangement will allow Korea to “lead in adopting advanced aviation technologies” while laying the groundwork for broad eVTOL use across logistics, government, and passenger transport sectors. 

The agreement remains subject to final binding contracts, according to Archer’s regulatory disclosure. The memorandum of understanding outlines the framework for eventual aircraft purchases and deployment but may evolve as technical and certification milestones are achieved. 

Midnight’s progress and potential 

Archer’s Midnight is a piloted four-passenger eVTOL designed for short-haul urban and regional flights. The aircraft aims to perform rapid back-to-back operations with minimal charging time between flights. 

Archer claims the Midnight could replace 60- to 90-minute car commutes with electric air taxi flights of 10 to 20 minutes, offering a quiet, low-emission, and cost-competitive alternative to ground transportation. 

The company has made steady flight-test progress this year. During a recent demonstration at the California International Airshow, an estimated 50,000 spectators watched the Midnight perform a series of maneuvers. Archer reported the aircraft has completed its longest piloted flight — 55 miles in 31 minutes— and reached an altitude of 10,000 feet, marking key performance milestones ahead of FAA certification testing. 

Korean Air’s broader ambitions 

Korean Air’s Aerospace Division supports US military operations in Asia and contributes to national research programs focused on unmanned aircraft, urban air mobility, and stealth technology. 

Korean Air plans to work with Archer to bring electric air taxis into its future operations as part of the airline’s push toward cleaner and more efficient aviation. 

If the agreement moves forward, South Korea would be among the first countries outside the United States to operate Archer’s Midnight aircraft. 

The incident occurred at approximately 03:50 local time, when Emirates flight EK9788, a Boeing 747-481F operated by Turkish cargo carrier Air ACT on behalf of Emirates SkyCargo, veered off the north runway while arriving from Dubai’s Al Maktoum International Airport (DWC).

The aircraft collided with a ground patrol vehicle, throwing two airport employees into the ocean. Both workers were rescued from the water but later died at hospital, according to local broadcaster RTHK. 

The Civil Aviation Department confirmed the two ground staff fell into the sea during the incident.

All four crew members aboard the aircraft survived and were transported to hospital for evaluation, according to media reports. No crew injuries were reported.

HONG KONG AIRPORT:
Cargo plane runs off runway, crashes into ground vehicle and falls into sea at HK airport 2 missing.

Sources said the freighter struck a ground-service vehicle, shearing off one of its wheels, before coming to rest with its nose over the seawall. The four… pic.twitter.com/ZMPLN8QiCj

— Chat News Hub (@chatnewshub) October 19, 2025

Airport operations disrupted

The affected north runway remains closed following the accident, though Hong Kong International Airport’s two other runways continue to operate.

At least 11 cargo flights scheduled to arrive on October 20, 2025 have been cancelled, according to the Airport Authority’s website.

The Hong Kong Government Flying Service deployed helicopters to the scene, while Fire Services Department vessels participated in rescue operations, local media reported.

Air ACT, legally known as ACT Airlines and formerly branded as myCargo Airlines, is a Turkey-based cargo operator. It operates a fleet of four Boeing 747 freighters according to the company’s website. The fleet is now reduced to three after the accident. 

Authorities have launched an investigation into the circumstances surrounding the runway excursion and collision.

The Turkish Ministry of National Defense announced that 12 aircraft will be transferred under the agreement, with pre-delivery work already underway in the UK. The aircraft, retired from RAF service in 2023, are being refurbished by Marshall Group in Cambridge to prepare them for Turkish Air Force operations.

“The process to modernize and deliver the aircraft has begun,” ministry spokesperson Rear Admiral Zeki Aktürk said on October 16, 2025.

The refurbishment program includes structural work such as center wing box replacements, avionics updates, and re-certification for continued service life. Marshall Group’s annual report referenced an “entry-into-service” contract valued at more than £200 million ($268 million) linked to the Turkish acquisition, covering several years of modification and return-to-flight activity.

Neither side has disclosed when the first aircraft will arrive in Turkey, but the scale of refurbishment suggests deliveries will begin after 2026. Once inducted, the ex-RAF Hercules are expected to remain in Turkish service for at least two decades.

Extended-range capability

The fleet reportedly consists mainly of the stretched C-130J-30 variant, offering greater payload volume and range than the standard C-130J. The RAF previously operated both versions before retiring them after more than two decades of service. Industry sources say the Turkish deal covers 12 of the 15 Hercules withdrawn by the UK, with three remaining airframes still available for potential sale.

The Turkish Air Force currently operates Airbus A400M Atlas and CN-235 transports alongside its legacy Hercules fleet. The acquisition of C-130J models will bridge the gap between the smaller CN-235 and the heavy-lift A400M, enhancing Turkey’s operational flexibility for tactical and humanitarian missions.

The agreement comes amid ongoing discussions on a potential Turkish purchase of Eurofighter Typhoon fighters, which the United Kingdom is negotiating.