This additional funding is part of the FAA’s Aviation Workforce Development Grants program, which provides support to aviation-related education programs. The $80 million in pilot development grants is part of a broader $240 million pool intended to also recruit aircraft mechanics and aviation manufacturing workers.

According to Yahoo Finance, an early version of the bill included $120 million in total funding, but that number was doubled with an amendment introduced by Georgia Senator Raphael Warnock. “This is a long-term issue,” he said during an interview.

‘The Pilot Shortage Myth’

The roughly $55 million in new funding comes as the Air Line Pilots Association (ALPA) – the world’s largest pilots union representing over 77,000 aviators—says the pilot shortage “isn’t real.” The labor group even goes as far as saying that the shortage is a so-called “myth,” instead pointing fingers at airline leadership.

“So, although we don’t have a pilot shortage, we do have a shortage of airline executives willing to stand by their business decisions to cut air service and be upfront about their intentions to skirt safety rules and hire inexperienced workers for less pay,” ALPA says on its website.

Despite the rhetoric, regional carriers say they aren’t quite out of the pilot supply woods yet with some offering lucrative bonuses for direct-entry captains. In a recent presentation, the Regional Airline Association (RAA)—a trade group—said, “We can’t believe we have to say this, but an abrupt, temporary hiring disruption—driven entirely by an abrupt aircraft delivery disruption—is not the same thing as fixing the pilot shortage.”

Some in Washington also believe the so-called pilot shortage isn’t over. During a press briefing at Austin’s Bergstrom airport on Tuesday, Texas Senator and Senate commerce committee ranking member Ted Cruz said he ‘absolutely’ still believes there’s a shortage, adding that Congress should have done more.

“So this bill…takes modest steps in the direction of addressing the pilot shortage, but I wish we had been able to take more, and I’m going to continue working to take even bolder steps,” he added.

Cruz strongly supported raising the airline pilot retirement age from 65 to 67, which failed after a narrow party-line vote. ALPA and other pilot unions opposed the increase.

“The pilots union has an interesting position on this. It’s one of the very rare circumstances I know of where a union picked some members over other members,” Cruz said at the briefing.

Diversity Push

With the bill now passed, the FAA will be tasked with distributing the funding as grants to flight schools and other institutions. Sen. Warnock said he pushed to include provisions in the bill to distribute some of the funding to ‘underrepresented populations’ in the aviation sector.

“I’m making the business case for diversity,” Warnock told Yahoo Finance. “It’s in our enlightened self-interest to find that talent and create a robust pipeline so that they can become pilots.”

Editor’s Note: This article first appeared on AirlineGeeks.com.

The post Congress Shells Out Millions to Aid Pilot Shortage appeared first on FLYING Magazine.

By Jack Sweeney

The recent H.R. 3935 “FAA Reauthorization Act of 2024,” which was signed into law, contains some measures that are supposed to enhance privacy.

The bill contains section “SEC. 803. Data Privacy” with two main sections.

In the data privacy section, subsections A and B require the FAA to establish procedures that allow an aircraft owner to request their ownership info obscured or removed from “broad dissemination or display by the FAA.” A Freedom of Information Act (FOIA) request is not broad dissemination, so technically, if you FOIA request ownership of an aircraft, you will still have this information, but take this as you will. Not to mention that other sources of this data exist not via registry or not via FAA.

• READ MORE: Bipartisan FAA Reauthorization Act Signed Into Law

Hiding Ownership Doesn’t Fix the ‘Problem‘

This move of enabling owners to hide ownership already exists, just not via the FAA. Did it solve the problem in the past? No, not really. 

Most people don’t search the entire FAA aircraft registry when searching for an aircraft owned by someone notable. We use the media and associated sources, so hiding the ownership details will not fix this privacy issue.

Cons of Hiding Ownership

I’ve become aware that law enforcement agencies have failed to identify aircraft registration before because of blocking techniques previously put in place. One such event occurred because a plane used the Privacy International Civil Aviation Organization (ICAO) Address (PIA) to hide its identity. The agency was not aware of what PIA was. No good tool exists for law enforcement agencies that allows them to see this associated jet tracking data and ownership data while these privacy programs are implemented. These privacy programs being incorporated for private aviation are being implemented to reduce law enforcement’s efficiency in identifying bad actors.

Replacement ICAO Code

Subsection C of data privacy requires the FAA to establish a program that allows aircraft owners to apply for a new ICAO code for the aircraft (transponder code). Aircraft owners must attest to the FAA’s safety or security risk when applying for a new ICAO code. If the aircraft owner is given a new ICAO code, the aircraft owner must also update their N-number (the registration/tail number, including the physical markings on the aircraft). This ICAO or transponder code change is a one-time event, it is not the same as the existing PIA program, and it’s a worse solution.

Best Case ‘What If?’ for Jet Owners

Using these two new provisions that will be put in place by the FAA, let’s talk about a what-if scenario, so let’s assume someone is approved for a new ICAO code and associated N-number. The person also requests that for this new N-number, their personal details be hidden from the public by the FAA. However, the aircraft, when turned off before the new N-number and ICAO code were applied, was still broadcasting its exact GPS location thanks to automatic dependent surveillance-Broadcast (ADS-B). The aircraft’s new N-number and ICAO code are installed. The aircraft powers up with its new ICAO code, but at the same coordinates where it previously powered off, revealing it is likely the same aircraft.

Existing Blocking Programs

Limiting Aircraft Data Displayed (LADD)

LADD was the first blocking program put in place by the FAA. Aircraft owners request the FAA that their aircraft be added to the LADD blocking list. Users of FAA data sign an agreement to block aircraft present on the LADD list. The problem is that aircraft still have ADS-B out; individuals not using FAA (live) data are not required to block aircraft present on the block list. ADS-B can be collected via the radio signals straight out of the air.

PIA

The second program, PIA, is more so of a cloaking program than a blocking program, enhancing privacy with ADS-B. This program allows aircraft owners to use an ICAO code not linked to their N-number. This program has many hurdles to proper use and is flawed. This program is meant to fix the flaws in the LADD program.

• The program is limited to U.S. airspace.
• Installing a PIA code is timely.
• PIA codes can only be changed every 20 days.
• A third-party callsign is required.
• The use of PIA is limited/rare, reducing its effectiveness in helping privacy.
• PIA ICAO codes are distinct from regular ICAO codes, and they stick out compared to regular ICAO codes.

PIA can be proven ineffective, like the new legislation, where an aircraft changes its ICAO/tail number. With PIA, an aircraft powers down in X location, changes the PIA code, and powers up in the same X location, we know it’s probably the same aircraft due to location and characteristics.

ADS-B Encryption

First, this bill does not prevent ADS-B tracking, and every aircraft must still have a transponder to share telemetry and identity. The only proper solution to solving privacy in the ADS-B era where we can track any aircraft is reducing access to ADS-B or encrypting ADS-B, which is questionable in many aspects, technologically, costs, and ethically. 

The associated ADS-B technology in aircraft and ground stations must be upgraded to support a new ADS-B standard that supports encryption. Would it be worth the cost when one in six flights in the U.S. is private, especially when private aviation only contributes to two percent of taxes that fund the FAA? Is it proper for this information to be encrypted at all? 

Perhaps we want to see what aircraft are flying overhead. One of the earlier drafts of H.R. 3935 had a section that would require the FAA to do a study on ADS-B encryption, but it was removed before the bill was passed. The problem also cannot be solved by just the FAA. ADS-B is a global standard required by many countries, and cooperation is required by the ICAO.

Legality

Just because an owner can hide their information from the FAA registry, making it “private,” does not make it illegal to track these jets. I have been advised that we don’t have laws against using public information to conclude who owns what.

NBAA Statements

Dan Hubbard, senior vice president of communications for the National Business Aviation Association (NBAA), [told Bloomberg] that the new bill renews “protections from questionable flight-stalking methods while ensuring that law-enforcement agencies, security officials, air traffic managers, and other appropriate parties” have the necessary information about all aircraft. 

This is simply not true, as previously mentioned. It is putting the private aviation industry before law enforcement. Privacy measures are being implemented without thinking about how this makes it more difficult for law enforcement. If privacy measures are implemented with tools for law enforcement to access data easily, this would be OK, but this is not the case. 

Hubbard also said, “A person shouldn’t be required to surrender their right to privacy and safety just because they board an aircraft.” A person has never surrendered their privacy when they board an aircraft. We aren’t tracking flight manifests with the passenger list. We are tracking the jet regardless of who’s on it.

Inadequate Solutions

We see tool after tool and measure after measure to fix this problem, not the problem at hand. First was the FAA BARR (Block Aircraft Registration Request) in 2000. Then, BARR was revised to LADD in 2019 and PIA in 2019. If you ask anyone in the aviation industry, you will know that the FAA struggles with information technology and staying up to date with technology. An excellent example of this is when you make a FOIA request to the FAA, and it  sends a disc to you in the mail. What is this—1998 Netflix? Congress is implementing measures here that will have unintended consequences, just like when ADS-B was implemented. It ended up creating this very privacy problem.

The Future of Identifying Aircraft

Currently, all my aircraft identification is done manually with me and members of the flight tracking community. As of now, I use no AI in any of my processes. But, AI could analyze aircraft’s flight patterns, altitudes, speeds, and other operational characteristics. By comparing these patterns with historical data, it could infer the identity of aircraft despite the use of temporary ICAO addresses. 

Neural networks could correlate data from multiple sources, such as airport departures and arrivals, known flight schedules, the media and other publicly available information, to identify aircraft. Sophisticated machine learning models could be trained on large datasets of flight information, learning to recognize subtle cues and patterns unique to specific aircraft or operators. 

PIA has downsides, and required upkeep causes the program to hinder its adoption, which reduces its effectiveness. The reduced effectiveness of PIA and other blocking programs allows for a future where using the mentioned methods makes identifying aircraft of interest possible.

Jack Sweeney is a programmer and flight-tracking enthusiast who is known for creating automated bots that track celebrities’ private jets, such as Elon Musk and Taylor Swift.

The post Thoughts on FAA Reauthorization Act of 2024 and Data Privacy appeared first on FLYING Magazine.

The non-tower facility, roughly 10 miles west of Palm Springs International Airport (KPSP), has a 5,000-foot runway. According to the most recent AirNav data (calculated as of year-end 2023), it is home to 22 single-engine aircraft, two multi-engine aircraft and one helicopter. It averages 105 operations per week—75 percent of which are transient.

The city has been trying to close Banning Municipal Airport (KBNG) since 2017, following its 2016 study that concluded: “The airport lacks the necessary infrastructure and demand to remain viable and has become a financial drain on the community.” According to city officials, the study also found that closing the airport “would unlock significant economic potential for the city, paving the way for transformative development and job creation in our region.”

The Morongo Band of Mission Indians tribe owns much of the land adjoining the airport, and the city claims that economic development of that land has been compromised by state-mandated crash zones. Charles Martin, chairman of the tribe, was among those working to close the airport.

Terms of the amendment require the city to repay the FAA for fair market value for 20 acres of airport land it received in a 1983 grant, repay all unamortized airport grant money and redistribute all salvageable airport and aviation equipment to other airports.

Banning Mayor Alberto Sanchez said, “We will be working with the FAA on the process to have an orderly closure of the airport in the coming months. We are working to develop a timeline, however, we do anticipate it will take a bit of time for the process to unfold. We will be working with the current tenants of hangars to ensure that there is a relocation assistance plan, most likely at one of the 14 nearby airports.”

Last year, Banning approved an exclusive negotiating agreement with Texas-based Perot Company subsidiary Hillwood Properties to develop the land. Perhaps ironically, Hillwood developed AllianceTexas at Perot Field Fort Worth Alliance Airport. The Hillwood website describes the development as “a 27,000-acre, master-planned development encompassing industrial, logistics, corporate office, retail, aviation, multifamily housing, and more.”

In announcing the passage of the FAA Reauthorization Act with the amendment clearing the way for Banning to close its airport, U.S. Senator Alex Padilla, D-California., said, “For too long, the Banning Municipal Airport has been a financial drain on the community, preventing redevelopment and economic growth. Now, after years of work, the city of Banning and Morongo Band of Mission Indians can finally unlock untapped economic opportunity blocked by the airport. This is a significant milestone for the city and tribe—and a major step toward creating good new jobs for local residents.”

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

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After months of several short-term extensions, the $105 billion legislation passed the House on Wednesday and the Senate last week before being sent to the president’s desk for final approval.

“The bipartisan [FAA] reauthorization is a big win for travelers, the aviation workforce, and our economy,” said Biden in a statement. “It will expand critical protections for air travelers, strengthen safety standards, and support pilots, flight attendants, and air traffic controllers.”

Several aviation leaders echoed the president’s sentiments—applauding the bill for its commitment to strengthen aviation safety, grow the workforce, and advance technology and innovation.

The Air Line Pilots Associaiton (ALPA) called the bill a “major step forward” for the safety of our nation’s aviation system.

“This bill addresses runway and airport near misses, maintains rigorous pilot training standards and ensures that the United States remains the global leader in aviation safety,” said ALPA president Captain Jason Ambrosi.

FAA Administrator Michael Whitaker commended the new reauthorization that “allows for more runway safety technology, more air traffic controllers, and stronger oversight of aircraft production.”

The package includes language with a requirement for airlines to install 25-hour cockpit voice recorders on new and existing aircraft, up from two hours currently.

National Transportation Safety Board Chair Jennifer Homendy also praised the bill.

“We appreciate Congress’s safety leadership in mandating the FAA to implement many of our most critical recommendations, which, once acted upon, will further strengthen our nation’s ‘gold standard’ of aviation safety,” Homendy said.

Notably, the FAA Reauthorization Act also includes the first general aviation title, drawing praise from groups such as the Aircraft Owners and Pilots Association (AOPA) and the Experimental Aircraft Association (EAA). There are several provisions in the bill that support GA including expanding BasicMed, mandating a 24-month deadline for the FAA’s final rule on MOSAIC, and sections that address the continued availability of avgas among others.

“We appreciate the leadership of lawmakers who see the importance of this section and worked in a bipartisan manner to include provisions that enhance safety and support general aviation,” said EAA president Jack Pelton.

Full text of the bill can be found here.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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The bill gives Boeing (NYSE: BA) a bridge, in case the express carriers need extra capacity, until it can develop a new freighter next decade. Multiple industry sources familiar with the process said FedEx (NYSE: FDX) and UPS (NYSE: UPS) joined Boeing in lobbying Congress for a reprieve from the January 1, 2028, production deadline. The legislation previously passed the Senate and will be sent to President Joe Biden to sign into law.

At face value, a split from international consensus would limit operation of freighters produced between 2028 and 2033 to the domestic U.S. market, but it’s possible some countries could permit access, according to experts. Freighters delivered before the end of 2027 aren’t covered by the enhanced carbon emission rules and won’t face any restrictions. 

Under International Civil Aviation Organization (ICAO) agreements, commercial aircraft manufacturers effectively can’t sell aircraft that don’t meet the 2028 carbon emissions standards. The U.S. Environmental Protection Agency adopted the fuel efficiency standard in 2021 with the FAA following suit in February.

Even if post-2027 freighters end up being limited to domestic flying, it makes sense for FedEx and UPS to buy them, said Tom Crabtree, a Seattle-based industry consultant and former Boeing market analyst, in an email exchange with FreightWaves.

“The 767-300 production and converted freighter provides the lowest trip costs of any widebody freighter in production today while simultaneously allowing service to smaller markets where 50 metric tons of payload, or more, simply isn’t needed,” Crabtree said. “They also have sufficient range to serve international markets to/from Europe and/or northern South America from the U.S.”

Boeing stopped making the 767 as a passenger jet many years ago. It also supplies a tanker variant for militaries. FedEx and UPS are the only customers for the 767-300 freighter. Traditional cargo airlines opt for used 767s that have been converted to a cargo configuration because they don’t have the consistent, daily volumes of integrated express carriers and can’t afford more expensive new models.

UPS was the launch customer for the Boeing 767 freighter in 1995. The parcel logistics giant has 88 B767-300s in its fleet, including 10 converted freighters, and 19 additional factory aircraft on order from Boeing. 

“We expect to receive all outstanding orders before that time,” said UPS spokeswoman Michelle Polk.

FedEx has 137 B767s flying in its network, with 15 more deliveries scheduled through mid-2026, according to the company’s latest statistics.

Aviation publication The Air Current was first to unearth the 767 freighter waiver, tucked away on page 1,038 of the FAA bill. The language doesn’t mention the 767 by name, but the maximum takeoff weight of 180,000 kilograms to 240,000 kilograms squarely fits the 767.

Boeing officials have increasingly signaled that they plan to develop a freighter version of the 787 Dreamliner as a replacement for the 767F, but the first delivery is expected to take at least eight to 10 years.

“The 767F continues to be the most environmentally sound mid-size freighter available. We are working with our customers and are in communication with regulators regarding the requirements for this market segment,” Boeing said in a statement before the vote. “As we look ahead to future medium-widebody freighter options, the 787 is a natural place for us to look. We continue to evaluate our options in this space and are listening to our customers. Any future decisions regarding whether to launch a new program, will be largely driven by customer needs and market demand.”

Without the exemption, FedEx and UPS could be limited to Airbus A330 converted cargo jets, a model neither currently operates, if they need more medium-widebody aircraft in four or five years. The feedstock for 767 conversions is drying up because passenger airlines like Delta and United are holding on to aircraft longer than anticipated in response to supply chain, manufacturing and engine-related problems that have delayed delivery of replacement aircraft. The airlines probably won’t be ready to let go of the 767s until “they are well beyond the age of conversion or have too many flight cycles and flight hours accumulated on them to make it worth a while to convert it,” said Crabtree.

The new law will enable Boeing to compete with Israel Aircraft Industries, which installs 767 conversion kits, and an Airbus subsidiary that rebuilds A330s into freighters, and give it time to bring a 787 freighter to market, said the former chief editor of the biennial Boeing World Air Cargo Forecast. And A330 conversion providers would be able to demand higher pricing without that competition.

“Express firms like the certainty of production freighters even though they are more expensive than conversions of the same airplane models,” he said. That certainty takes the form of more consistent delivery schedules and meeting of specifications.

FedEx and UPS put pressure on Congress to keep the 767 option open and keep the playing field level until Boeing brings out the 787 freighter, the sources said.

Many have interpreted the carve-out to the international fuel efficiency standards to mean that noncompliant aircraft will be prohibited from flying outside the United States. But there is no universal enforcement mechanism. ICAO’s carbon emission standard will be implemented by individual countries as new domestic regulations updating their system for certifying aircraft types. Production will essentially be banned starting in 2028 because noncompliant models will not be certified for sale by civil aviation authorities in their area of jurisdiction.

Countries that ban the sale of noncompliant models are likely to ban aircraft with an exemption from entering their airspace on the basis of having an unfair advantage.

But an aviation industry source, who didn’t want to be identified because of the political sensitivity of the topic, said FedEx and UPS access to airspace in foreign countries would depend on what individual governments are willing to accept. Smaller countries that typically follow FAA and European Union regulations rather than certify aircraft themselves might have fewer qualms with allowing exempted 767s to operate.

Boeing also continues to deliver 777 cargo jets to FedEx and other airlines around the world. The FAA reauthorization doesn’t provide a waiver for the 777, probably because it is a transcontinental aircraft that wouldn’t make economic sense to operate only in the domestic market.

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

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The $105 billion bipartisan bill, dubbed the Securing Growth and Robust Leadership in American Aviation Act, was overwhelmingly passed in an 88-4 vote. Following its passage, the Senate also approved a one-week extension to ensure the House had enough time to vote on the bill before it is sent to the President Joe Biden’s desk for final approval.

According to the Senate, the reauthorization bill “sets national priorities to strengthen aviation safety standards, grow air traffic controller [and] safety inspector workforce, implement safety technology on runways [and] in cockpits” among other initiatives. While the package does not include an amendment to increase the pilot retirement age from 65 to 67, it does contain language to increase the cockpit voice recorder length from two hours to 25 hours.

The legislation was stalled for several days in the Senate this week, primarily over provisions to increase flights into Ronald Reagan Washington National Airport (KDCA) and unrelated measures proposed by some congressional leaders.

FAA reauthorization is considered the last “must-pass” measure for Congress before this fall.

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

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The House voted in favor of a reauthorization bill in July that would have included raising the mandatory airline pilot retirement age to 67 from 65. But in February, the Senate Commerce Committee rejected that element of the proposed five-year, $105 billion FAA reauthorization measure.

According to a Reuters report, the mandatory-retirement-age extension is not in the bill agreed to by House and Senate negotiators. The Senate is expected to vote on the bill later this week.

• READ MORE: FAA Data Shows Student Pilot Numbers on the Rise

Among the provisions that are still included in the 1,000-page document are measures prohibiting airlines from charging extra for families to sit together; a required five-year period for airlines’ vouchers and credits to remain valid; and a mandate for 24-hour cockpit voice recorders. Not included, according to Reuters, were other “stricter consumer rules” proposed by the Biden administration.

While consumer concerns are prominent in the news about the agreement (it includes raising the maximum civil penalty for airline passengers’ consumer violations to $75,000 from $25,000), in large part, the reauthorization legislation addresses concerns over aviation safety following months of alarm over near collisions and quality-control discrepancies, primarily focused on Boeing.

• READ MORE: FAA Adopts New Rules for Air Traffic Controller Rest

The negotiator-approved version of the legislation addresses FAA staffing shortfalls in air traffic controllers (a need for 3,000 new controllers) as well as inspectors, engineers, and technical specialists. The five-year time frame for the FAA reauthorization bill also includes five years of funding for the National Transportation Safety Board (NTSB).

In a joint statement, Senate Commerce Committee Chair Maria Cantwell (D-Wash.) joined the top Republican on the panel Ted Cruz (R-Texas), House Transportation Committee Chair Sam Graves (R-Mo.), and top Democratic member of the committee Rick Larsen (D-Wash.) in writing, “…now more than ever, the FAA needs strong and decisive direction from Congress to ensure America’s aviation system maintains its gold standard…”

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

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Called the FAA Reauthorization Act of 2023, the bill would authorize the agency for fiscal years 2024 through 2028. It covers more than $107 billion in appropriations, including $720 million for the National Transportation Safety Board (NTSB) over the same period.

Broadly, the legislation features provisions aimed at growing the aviation workforce, improving safety, funding airport infrastructure projects, and improving aircraft accessibility for people with disabilities. The bill also looks to continue research and development for aviation technologies, modernize the National Airspace System (NAS), and improve customer protections for airline passengers.

Some specific items covered include expanding air traffic controller training capacity, a requirement for the FAA to hire more manufacturing safety inspectors, engineers, and technical specialists, and increased funding for the Aviation Workforce Development Grants program. The legislation would also establish an Aviation Medical Innovation and Modernization Working Group tasked with addressing pilot mental health. In addition, it would mandate 25-hour cockpit recording devices for aircraft required to carry them, stronger safety requirements for commercial air tours and helicopter operations, and the establishment of a new system and requirements for continuous aircraft tracking including high-altitude balloons.

“With the aviation industry facing serious challenges, this legislation charts a course to address many of them while also modernizing and transforming the FAA’s operations,” said Senator Ted Cruz (R-Texas), ranking committee member. “The legislation will also nurture innovation and nascent technology like air taxis, hypersonic planes, and unmanned aircraft. I want to thank my Republican and Democrat colleagues alike for their hard work on this bill.”

The bill was sponsored by Senate Committee on Commerce, Science and Transportation chair Maria Cantwell (D-Wash.), Cruz, aviation subcommittee chair Tammy Duckworth (D-Ill.), and subcommittee ranking member Jerry Moran (R-Kan). Itl will need to be approved by the full Senate, reconciled with the House’s companion legislation, and signed by the president before becoming law.

The last long-term FAA authorization legislation expired on September 30. Two short-term bills have been passed in the interim, extending authorization and funding for FAA programs and activities first through December 31 and then until March 8. FAA reauthorization legislation was introduced in the U.S. House of Representatives and Senate in June with the House bill passing in July.

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