In anticipation of an imminently-expected endangerment finding from the Environmental Protection Agency (EPA) on leaded aviation fuel, the General Aviation Manufacturers Association (GAMA) hosted an industry-centric “background” briefing for aviation press on October 12. GAMA was clear from the beginning that this was an industry-only briefing and did not come under the “umbrella” of the Eliminate Aviation Gas Lead Emissions (EAGLE) initiative, described by GAMA as “a comprehensive public-private partnership consisting of aviation and petroleum industry and U.S. government stakeholders.”

Representatives from GAMA, the Aircraft Owners and Pilots Association (AOPA), Experimental Aircraft Association (EAA), and the National Air Transportation Association (NATA) participated in the discussion.

The panelists cited progress toward fielding a replacement for 100 Low Lead (100LL) high octane gasoline that would be suitable for fleetwide use. While an estimated 70 percent of the current piston-aircraft fleet can safely use available lower-octane lead-free fuels, the remaining 30 percent that require higher-octane fuel to operate safely fly an estimated 70 percent of the hours flown by the entire GA fleet.

• READ MORE: EPA Releases Proposed Finding on Leaded AvGas

The panelists noted that the expected EPA endangerment finding, in itself, does not constitute a ban on continued use of 100LL fuel. In fact, the group stressed the priority of retaining the right to distribute and use 100LL until and acceptable replacement is in place.

However, the panelists did acknowledge that the EPA endangerment ruling does set a “pathway” to future rulemaking related to lead emissions in aviation fuels.

There was extended discussion on the difference between the supplemental type certificate (STC) route to acceptance of a replacement unleaded fuel, and the so-called ASTM (American Society for Testing and Materials) route, involving a “collaborative government FAA program to test candidate fuels, generate report and data, and distribute to fuel providers” enabling the FAA to gain “industry consensus” and issue a fleetwide approval.

• READ MORE: G100UL Avgas Replacement Set to Soon Hit Pumps

The panelists were careful to assure that the FAA, as the arbiter of safe aviation operations, is the final authority on approving a replacement for 100LL; not the EPA. That said, the discussion revealed that – for the first time – regulatory standards for lead emissions in aviation fuel will be established as a result of the expected EPA endangerment finding. GAMA assured the participating journalists that there would be further briefings once the EPA endangerment finding is finalized.

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

The post GAMA Hosts Pre-Brief on Life After EPA’s Ruling on Leaded Aviation Fuel appeared first on FLYING Magazine.

In the early hours of Saturday morning, Hamas, a U.S.-recognized terrorist group based in Palestine, launched an attack on Israel via the ground, sea, and air, firing thousands of drones on Israeli civilians, infrastructure, and defense assets.

In response, Israel swiftly declared a state of war and fired back, sending its own barrage of drones toward the Gaza Strip. As of Tuesday, the Israeli Defense Force (IDF) and Hamas had each sustained major casualties. But the victims were mostly civilians—more than 1,000 Israelis and 900 Palestinians had been killed as of Tuesday evening. Around 150 Israelis are being held hostage by Hamas gunmen.

A few years ago, those horrific figures may not have been as staggering. But with the emergence of technologies like drones, warring foes are now capable of inflicting staggering damage to precisely targeted locations.

The early days of the conflict have raised many questions. How did Hamas—a small terrorist cell with limited resources—manage to launch an assault on one of the wealthiest nations in the world? What do Israel’s air defense capabilities look like? And how could the tide of battle shift with the introduction of drones from foreign actors?

These are complex questions, but we did our best to provide answers.

What Are Hamas’ Drone Capabilities?

Hamas so far has deployed a variety of drones to varying degrees of success. But the terrorist group likely received outside help from Iran and others.

“The IDF naturally has far more sophisticated drones and surveillance than Hamas does,” Professor Audrey Kurth Cronin, director of Carnegie Mellon’s Institute for Security and Technology, told FLYING. “But this shocking, horrible attack demonstrated that we must look more broadly in the war between Hamas and Israel.”

DroneSec, a drone adversary intelligence firm that provides counter-drone technology to governments and militaries worldwide, analyzed publicly available photo and video of the Saturday morning attacks, which Hamas refers to as “Operation Al-Aqsa Storm/Flood.”

In a report viewed by FLYING, DroneSec cited a video showing the camera view of a Hamas drone dropping munitions on an Israeli Merkava-4 tank. Later in the video, a different view appears to depict icons used by China’s DJI, the largest drone manufacturer in the world. DroneSec said the aircraft was “likely” a DJI quadcopter, which is also being deployed by Russia against Ukraine.

DroneSec also analyzed videos that showed drones hitting an ambulance, a communications tower, the Israeli border fence and its defenses (such as a machine gun turret), and IDF soldiers. But the strikes also targeted defenseless villages, killing hundreds of Israeli civilians.

Hamas reportedly used 35 Zouavi suicide drones in the invasion, and the Israeli government reported more than 2,200 incoming rockets on Saturday morning alone. That’s nearly quadruple the previous single-day record of 670 in 2021.

The terrorist group’s Zouavi drones fly long distances before exploding on impact and resemble toy airplanes…as well as drones produced by Iran and Russia, a group of current and former Western and Middle Eastern intelligence officials told the Washington Post. 

The models contain Farsi terms in their blueprints and are almost identical to those used by the Houthis, an Iran-backed terrorist group in Yemen, said Michael Eisenstadt, director of the Washington Institute’s Military and Security Studies Program.

Professor Michael J. Armstrong, associate professor of operations research at Brock University in Ontario, agreed that the fixed-wing suicide drones resembled those produced by Iran. But Armstrong told FLYING there do not appear to be enough of these models to pose “more than a nuisance” for Israel.

Hamas also sent some militants across the border on powered hang gliders, whose lightweight construction may have helped them avoid radar detection. Once in Israel, fighters attacked the Re’im military base, which housed a high concentration of drone and surveillance operators. The base was overtaken and later regained. But the attack neutralized many of Israel’s counter-drone capabilities Saturday morning.

Officials told the Washington Post that Saturday’s attack “bore hallmarks of Iranian support,” and Iran was likely heavily involved in training Hamas hang gliders. They also accused Iran of providing military training, logistics support, and tens of millions of dollars for weapons.

Officials noted Saturday’s attack was more complex than any previous Hamas air operation. They suspected it would be impossible without considerable outside help, adding that the group may have been planning the invasion as early as mid-2022 with Iran’s support.

Iranian officials denied responsibility but celebrated the attacks in statements shared to the media. On Monday, an unnamed senior defense official said the Department of Defense has “no specifics” to corroborate the report.

Per a 2020 U.S. State Department report, Iran sends about $100 million per year to Palestinian terrorist groups, including Hamas. The group’s leader said in an interview last year that it had received $70 million but did not specify over what timespan.

Several officials told the Post that Iran provided “technical help” to manufacture over 4,000 rockets and drones for Hamas, many of which were deployed Saturday. They said at least some militants had received training in advanced military tactics, including at camps in neighboring Lebanon, where another Iran-backed terrorist cell, Hezbollah, is based. 

Hezbollah on Sunday fired missiles and shells at an Israeli military post along the Lebanese border, a potential warning shot to deter outside involvement from the U.S. and other Israeli allies.

The Houthis may also get involved in the conflict: A spokesperson for the group on Monday told Newsweek it plans to support Hamas. The Houthis are believed to have access to a “vast arsenal of drones and missiles,” including Iranian-made loitering munitions that have been used by Russia to decimate Ukraine, Newsweek reported.

How is Israel Countering Hamas Drones?

The IDF made headlines in 2021 when it completed construction on a $1 billion barrier along the Israel-Gaza border, and security technology was Israel’s top-funded sector last year. However, the country’s physical borders and counter-drone systems were overwhelmed by hordes of enemy drones.

In addition to the barrier, Israel prevents attacks using the Iron Dome, a short-range, anti-artillery system developed by Israeli firm Rafael Advanced Defense Systems. Each Iron Dome is designed to defend a 60-square-mile populated area, firing interceptors at projectiles that pose a threat. There are 10 spread throughout the country.

The IDF claimed the system successfully intercepted 97 percent of the targets it engaged during a summer 2022 confrontation in which the Palestinian Islamic Jihad fired rockets into Israel. The country’s military also relies on the Iron Beam, a high-energy laser interception system also developed by Rafael.

But both Iron Dome and Iron Beam have one vulnerability: drone swarms. The systems are susceptible to vast numbers of aircraft and were likely overwhelmed by the onslaught of Hamas drones, but only because the terrorist cell’s offensive was multifaceted.

According to Cronin, Israel would “easily” have won a “drone-on-drone contest.” But Hamas’ combination of attacks from the air, land, and sea was too much for its defenses to handle. She said the terrorist cell also optimized its use of drone technology to get the most out of scarce, less advanced resources, comparing it to Russia’s use of small, cheap DJI drones.

“Directly comparing the drones of each side is a bit like comparing rifles on each side,” Cronin said. “The U.S. M-16 was far superior to the AK-47, yet that did not yield a U.S. victory in the Vietnam War, for example. The role of IEDs in Iraq and Afghanistan is another case. What matters here is the accessibility of the technology (even in more primitive forms), and how well it is used.”

Armstrong said it is “ironic” Israel was caught off-guard by Hamas drones, which are smaller and less sophisticated than those deployed by the IDF. On previous occasions, the military sighted and shot down simple recon drones, but “this the first one where Hamas has made effective combat use of them,” he said.

However, with Hamas’ capabilities now known, Armstrong suggested the tides of battle could shift.

“Now that the initial surprise attack is over, I think drones will be more useful for Israel than for Hamas,” he said. “Israel can use theirs for spotting targets for real-time strikes, to leverage its huge firepower advantage. Conversely, with the surprise gone, any casualties Hamas might inflict using explosives dropped by drones will be minor compared to those from its rockets.”

What Support Can the U.S. Provide?

Outside of a statement from U.S. Defense Secretary Lloyd Austin announcing the movement of U.S. forces, the Department of Defense has largely been tight-lipped about what its support for Israel may look like.

According to Austin, the Navy aircraft carrier USS Gerald R. Ford and Ticonderoga-class guided missile cruiser USS Normandy (CG 60) will move into the Eastern Mediterranean to conduct air and maritime operations in the region. Four Arleigh-Burke-class guided missile destroyers will also be deployed. The Air Force, meanwhile, augmented its F-35, F-15, F-16, and A-10 fighter aircraft squadrons in the region.

Though the U.S. is also supporting Ukrainian forces in Eastern Europe and working to deter a military buildup in China, Austin did not seem to have concern that U.S. forces might be spread thin.

“The U.S. maintains ready forces globally to further reinforce this deterrence posture if required,” Austin said. “In addition, the U.S. government will be rapidly providing the IDF with additional equipment and resources, including munitions. The first security assistance will begin moving today and arriving in the coming days.”

In a background briefing, an unnamed senior defense official could offer few details on the DOD’s strategy moving forward, but echoed the Defense Secretary’s comments.

“At this point in time, we have the resources, authorities, and funding to continue our support to Israel within, of course, the Memorandum of Understanding for security assistance,” the official told members of the media.

“We are able to continue our support both to Ukraine, Israel, and maintain our own global readiness,” they added.

The official pointed to a memorandum of understanding between the U.S. and Israel, signed in 2018, as the basis for U.S. shipments of vehicles, equipment, and munitions. Under that agreement, the U.S. in 2023 allocated $25 million toward “US-Israeli anti-drone cooperation,” per a Congressional Research Study delivered to U.S. lawmakers earlier this year.

The report also highlighted a recent defense spending bill, which modified the agreement to include “directed energy capabilities.” It raised the cap on U.S. annual contributions from $25 million to $40 million—suggesting greater U.S. support moving forward—and extended the program’s authorization through 2026.

The change would appear to echo the senior defense official’s pledge to provide “the highest level of security assistance and missile defense funding to Israel ever in the history of our bilateral relationship.”

The fear, however, is that other groups with Iranian drone technology—which has proven effective in both Israel and Ukraine—will enter the fray in support of Hamas. The official said the DOD is monitoring the Middle East for any actors that might escalate tensions, mentioning Hezbollah, the Houthis, and Iraq by name. The U.S.’s watchful eye on these groups suggests it could adjust its support as the conflict evolves, but Pentagon spokesman John Kirby on Monday said the U.S. does not plan to put boots on the ground.

In short, Israel’s air defenses were unprepared for a barrage of small, cheap drones, and the involvement of Iran and other terrorist groups was likely underestimated. But with Hamas’ and its supporters’ capabilities now out in the open, the IDF, with the support of the U.S. and its allies, has a path to gain the upper hand.

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The post Deadly Siege Marks Hamas’ Effective Use of Combat Drone Swarm  appeared first on FLYING Magazine.

The National Transportation Safety Board (NTSB) reports that the failure of a single component of a critical flight control is to blame for the deadly crash of a floatplane near Seattle on September 4, 2022. The 1967 de Havilland DHC-3 Turbine Otter went down in Mutiny Bay near Freeland, Washington, killing all 10 on board.

The aircraft was owned by Northwest Seaplanes and the flight operated by West Isle Air, a Part 135 operation. The aircraft was en route between Friday Harbor Seaplane Base (W33) and Renton Municipal Airport (KRNT) at the time of the accident. It was the pilot’s second flight of the day, and the accident occurred approximately 18 minutes into it.

According to the 59-page NTSB report, the ADS-B data indicates the aircraft was at an altitude between 600 and 1,000 feet msl, and the groundspeed was between 115 and 135 knots.

• READ MORE: Coast Guard Releases Names of Floatplane Accident Victims

The aircraft was over Mutiny Bay approximately 34 miles northwest of Seattle at an altitude of about 1,000 feet when, according to ADS-B, the groundspeed decreased to 111 knots and the aircraft pitched up 8 degrees. However, according to witnesses and surveillance video, the aircraft appeared to be in level flight then suddenly pitched down, plunging into the water nose first. Investigators estimated the rate of descent to be in excess of 9,500 feet per minute. The impact was so violent that the aircraft was heavily fragmented, and the pilot and all nine passengers were killed.

The woman’s body was recovered from the water by citizens who witnessed the event. The bulk of the fuselage sank into 200 feet of water. Several government agencies, including the Coast Guard, NTSB, and U.S. Navy, spent several days searching for the wreckage. Because of strong currents and murky water, the recovery of the wreckage and the remains of the occupants took the better part of a month. Crews were able to recover approximately 85 percent of the aircraft pulled from the ocean floor.

• READ MORE: 1 Dead, 9 Missing in Floatplane Accident Near Seattle

The postaccident investigation revealed the actuator to the elevator, which controls the pitch of the airplane, had become disconnected from a control linkage. According to the NTSB, this “would have made it impossible for the pilot to control the airplane’s pitch.” Based on the evidence presented, the agency concluded that the flight control failure happened before the crash, not as a result of it.

Close inspection of the wreckage revealed the lower barrel of the actuator that attaches the cable for the elevator had separated. The threads that screw the two parts together were found intact. However, a single wire lock ring used to secure the two parts together was missing.

• READ MORE: NTSB Releases New Details in Fatal DHC-3 Accident That Killed 10

The NTSB found that if a lock ring is not present to secure the actuator barrel and the clamp nut together, they can become separated, and the actuator would not be able to control the position of the horizontal stabilizer, resulting in a loss of airplane pitch control.

“The probable cause of this accident was the in-flight unthreading of the clamp nut from the horizontal stabilizer trim actuator barrel due to a missing lock ring, which resulted in the horizontal stabilizer moving to an extreme trailing-edge-down position rendering the airplane’s pitch uncontrollable,” the NTSB report stated.

Emergency Action

Based on this finding, on October 26, 2022, the NTSB issued an urgent recommendation to the FAA and Transport Canada to require all operators of DHC-3 airplanes to conduct an immediate inspection of the aft flight control system.

The NTSB noted that when the airplane’s design was certificated by the FAA in 1952, there was no requirement for a secondary locking device to secure flight control linkages. However, in 1996, regulations were amended to require newly designed aircraft to have a secondary locking device “if the loss [of the first device] would preclude the continued safe flight and landing.”

There was no requirement for retrofitting existing airplanes with a similar safety feature, and as such the accident airplane had only a single locking device.

Recommendations

As a result of the investigation, the NTSB recommended the FAA and Transport Canada require operators of DHC-3 airplanes to install a secondary retention feature to prevent a single point of failure in the flight control system. Additional recommendations were made to both agencies as well as to the current type certificate holder, Viking Air.

“The Mutiny Bay accident is an incredibly painful reminder that a single point of failure can lead to catastrophe in our skies,” said NTSB Chair Jennifer Homendy. “To adequately protect safety, we must build in the necessary redundancies across the entire aviation system. We’re calling on the Federal Aviation Administration and [its] Canadian counterparts to eliminate the safety vulnerability identified by NTSB investigators, so this kind of tragedy never happens again.”

The NTSB’s 59-page final report can be found at NTSB.gov.

The post NTSB Cites Critical Flight Control Failure in Fatal Floatplane Accident appeared first on FLYING Magazine.

The company providing fractional aircraft ownership services for customers such as Kansas City Chiefs quarterback Patrick Mahomes—a two-time NFL Most Valuable Player—Chiefs head coach Andy Reid, and retired professional golfer Tom Watson, a PGA Tour legend, just grew its fleet exponentially.

Over the weekend, Mahomes-endorsed Airshare closed a deal to acquire rival Wheels Up’s private aircraft management business. The move more than quadruples Airshare’s own managed fleet—comprising Cessna Citations, Bombardier Globals, Embraer Legacies and Praetors, and other models—with the addition of 90 airframes.

The transaction leaves Wheels Up with around 215 aircraft, including 75 Beechcraft King Airs, 61 light jets, and 52 super midsize jets capable of making transcontinental flights. According to Private Jet Card Comparisons, Wheels Up prior to the deal was the fourth-largest fractional and charter provider in the U.S. based on flight hours. Airshare ranked 11th.

In addition to the aircraft, the Overland Park, Kansas-based company will inherit 300 personnel from Wheels Up’s private management business. John Owen, CEO of Airshare, told FLYING the move will double or even triple the company’s headcount.

Billing itself as a private aviation services provider, Airshare offers third-party aircraft management in addition to fractional ownership, jet card, and charter services. Already, it manages King Air, Citation Excel, and Citation X models that make up the bulk of Wheels Up’s fleet, many of which were included in the transaction. The company also manages light and large-cabin jets such as the Embraer Phenom 300 and Bombardier Global 5000.

Owen sat down with FLYING to discuss more details of the deal.

Expanding Options

Airshare began exploring aircraft management in 2008 with the launch of its Executive Flight Services offering, which along with the firm’s fractional business was later rebranded under the Airshare umbrella. According to Owen, a deal such as the one with Wheels Up was a long time coming.

“We had been looking at acquisitions in the aircraft management space for really the last few years but hadn’t come across anything that made sense to go all the way through with,” Owen told FLYING. “We were approached by a representative with Wheels Up earlier this year and asked if we had any interest in pursuing their particular aircraft management business. So that’s how it all started.”

Owen said Airshare considered a few smaller deals but landed on Wheels Up because it “instantly gives us a coast-to-coast footprint for aircraft management.” Coast-to-coast coverage has been on the firm’s radar for a while now, and the acquisition will support its plans to offer fractional and jet card services nationally. It added those services to the Florida market in May and will soon set its sights on the Northeast.

Of course, the quadrupling of its managed fleet will be of major benefit to Airshare. On the fractional side, it operates a total of 22 Embraer Phenoms and Bombardier Challengers. But the managed business covers aircraft from Phenoms and Challengers to Citations, Gulfstreams, Legacies, and Globals, several of which will be added through the transaction. The company will even get its hands on a few new models.

“With the acquisition of this particular aircraft management business, there’s a lot of [the above aircraft].” Owen said. “There’ll also be some Dassaults and some other planes. So it’s a lot of what we’ve dealt with in the past, but there’s also some new types in there as well.”

Owen is particularly excited about the addition of Wheels Up support teams, which he views as a crucial piece of the puzzle. Not only will it more than double the company’s aircraft management staff, but it will allow Wheels Up customers to work with the same representatives they’re used to—as if the deal never happened.

“We are not just absorbing the aircraft… We are taking the aircraft, the aircraft management teams, the maintenance teams, and the various accounting and administrative staff teams all along with it,” said Owen. “So, those owners that were under the Wheels Up umbrella will see zero changes day one after the acquisition, because they’ll be working with the exact same teams they have been the entire time.”

The Airshare CEO emphasized that the new managed aircraft will complement—rather than supplement—its fractional services. The two businesses are stand-alone, he said, since customers who bought into the fractional program did so with Phenoms and Challengers in mind, not the models covered by the management service.

Rarely—on 2 to 3 percent of trips, by Owen’s estimate—Airshare will “off-fleet” flights using primarily managed aircraft, providing a slight bonus to customers. But the real benefit, he said, is the potential for coastal expansion and the addition of support teams to assist both new and legacy clients.

The deal does not necessarily mean Airshare will place greater emphasis on aircraft management. Rather, the intent is to expand options for customers, many of whom jump back and forth between the firm’s services. For example, Owen estimated about half of Airshare’s managed aircraft are owned by previous fractional customers.

“I think the core of our business is private aviation services,” he said. “It isn’t fractional, it isn’t managed, it isn’t charter, and it isn’t jet cards. It’s really…having a wide swath of private aviation services that fit your particular needs at a particular time.”

Looking ahead, Airshare is confident in the demand for its managed services. The company keeps an eye on pricing and utilization data and regularly consults with customers to assess the strengths and weaknesses of the private aviation sector. Owen pointed to a healthy lead time of two years for new aircraft as an indicator of a well-oiled supply chain.

The Airshare boss also hinted that the company could one day add electric vertical takeoff and landing (eVTOL) and other emerging aircraft types to its fleet. That won’t happen in the near future, but the novel designs are on the firm’s radar.

“It’s definitely something that’s intriguing that we’re watching very closely,” Owen said. “We’re just kind of trying to figure out who’s going to survive that space. What exactly is going to come out of that space? But I think it makes a lot of sense, and I think a lot of people can use it.”

Arrow Pointing Down for Wheels Up?

The deal for Wheels Up’s private management business was initially revealed in August, when it announced it was seeking emergency funding in the form of a bridge investment from Delta Air Lines.

Later that month, Delta, Knighthead Capital Management, and Certares Management—which owns luxury travel agency Internova Travel Group—invested $500 million in the company to keep it afloat. But the bailout came at the expense of a 95 percent stake in the firm, placing its ownership largely in Delta’s hands.

Coincidentally, Delta once owned Wheels Up’s management business in full. It sold its Private Jets unit to its new subsidiary in 2020, retaining ownership of one-fifth of the business.

Wheels Up last year became the largest Part 135 operator in the U.S., with more than 1,500 owned, leased, managed, and partner aircraft in service. But since going public in July 2021, the company has lost money each quarter and contended with cost cutting, layoffs, and reports of cash flow woes.

Those rumors reached a fever pitch in May, precipitating the resignation of founder and CEO Kenny Dichter. Former chief financial officer Todd Smith took his place as interim CEO before the firm announced George Mattson, a Delta board member, as the permanent successor.

Mattson will reportedly shelve Wheels Up’s vision of an Airbnb-type marketplace to focus on existing services. In June, the company transitioned to a slimmed-down, more populated, capped rate primary service area, part of an emphasis on cost cutting and streamlined operations. Moving forward, it will also integrate its sales and marketing activities more tightly with Delta.

According to Doug Gollan, editor-in-chief of Private Jet Card Comparisons, Wheels Up remains one of a handful of providers offering cut prices for continental flights that are $10,000 to $25,000 cheaper than the competition. The company’s King Airs also continue to be viewed as a cost-effective option for short flights.

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The post Airshare Quadruples Fleet in Deal for Wheels Up Private Management Business appeared first on FLYING Magazine.

Nearly 5,000 civilian pilots may be providing false information—or excluding it—during their medical examinations in order to continue flying, according to the FAA.

The agency is investigating some 4,800 former military pilots, who told it they were healthy enough to fly but “might have submitted incorrect or false information about certain medical conditions that qualify for Veterans Administration benefits as part of their most recent FAA medical application.”

The FAA probe, which began around a year ago, discovered that just less than 1 percent of the nation’s more than 600,000 certified pilots could be concealing medical information that would otherwise ground them. 

So far, it has closed about half of those cases and temporarily suspended some 60 pilots who “posed a clear danger to aviation safety.” In most closed cases, pilots have been ordered to correct their records and undergo new aeromedical examinations to restore their medical certificates.

Prior to a June blog post, the FAA had largely hidden the investigation from the public. According to The Washington Post, former Office of Aerospace Medicine (OAM) staffers contracted to review the cases were even told the nature of their work was secret.

“The FAA’s medical staff completed a preliminary review of all of the cases to identify pilots who might have disqualifying medical conditions,” the agency said in the June blog post, which it indicated to FLYING serves as its statement on the investigation. “The FAA identified approximately 60 pilots in this group and notified them that they must cease flying while our staff works with them to reconcile their records.”

The agency noted around 1,250 pilots under scrutiny no longer hold a valid medical certificate, which is not required for those operating light sport aircraft, light twins or singles under BasicMed, or for glider operations. However, the majority of pilots with open cases are being permitted to conduct business as usual.

Sources told The Post that about 600 cases involve veterans certificated to fly for Part 121 passenger operations. But most are commercial pilots who fly for Part 121 cargo, Part 135 charter, or air tour operators.

The Post found that the FAA’s OAM last year allocated $3.6 million to hire former staffers to reexamine the medical records in question. Officials said some pilots failed to disclose their VA benefits because FAA-affiliated physicians advised against it.

The U.S. Department of Veterans Affairs opened its own investigation in 2019, suspecting that some of its members were exaggerating or outright lying about their medical conditions to receive benefits. The VA inspector general’s office cross-checked disability benefits records with an FAA database of veterans certificated as civilian pilots. It uncovered the approximately 4,800 cases with inconsistencies, referring them to the FAA in June 2021.

“I attach great importance to the function of our inspector general, and there is a process there that’s being worked through,” Denis McDonough, secretary of Veterans Affairs, told FLYING. “We continue to stay in touch with him on this.”

The following summer, the FAA began notifying former military pilots their records were under scrutiny.

The number of pilots suspected of falsifying medical information and the FAA’s lack of forthcomingness raise concerns about the transparency of the process. At the same time, the conversation has scrutinized the flaws in the aviation regulator’s medical examination process, which many pilots say incentivizes them to obscure their conditions or disabilities.

“Pilots have been and continue to be frustrated by the FAA’s seeming lack of interest in improving its medical application forms, especially after calls to make it easier to understand, as detailed in [The Aircraft Owners and Pilots Association’s (AOPA)] 2019 comments to the FAA,” an AOPA spokesperson told FLYING.

How the FAA Evaluates Pilots

In the U.S. the FAA requires pilots who exercise the privileges of certain categories of airman certificate—specifically a commercial or airline transport pilot qualification—to hold a standard medical certificate of the class appropriate to the operation.

The first step in the process is to take an exam with an aviation medical examiner—somewhat similar to a general physical at a doctor’s office. Prospective pilots must also report all health professional visits from the past three years and disclose any physical or psychological conditions and medications. Certain conditions, such as bipolar disorder, epilepsy, or substance abuse, are considered automatic disqualifiers.

Others, like depression or anxiety, are considered treatable, requiring the pilot to participate in reporting or monitoring programs to obtain a certificate, under certain conditions. These are assessed on a case-by-case basis. However, the FAA only recognizes four mental health medications—Prozac, Zoloft, Lexapro, and Celexa, all for depression—as safe for flying, in general terms, though they must be reported and monitored. The rest are considered unapproved and could be cause for denial.

• Read More: Why Pilots Don’t Want to Talk About Mental Health—and Why They Should 

Pilots must pass the required FAA medical exams every six months to five years, depending on pilot’s age and the class of medical certificate sought. But these can be more cursory, often taking less than an hour and relying heavily on self reporting for conditions such as post-traumatic stress disorder, which can be difficult to detect. FAA physicians are also not required to examine records of previous doctor’s visits or those outside the aviation system.

Pilots say the current framework incentivizes them to conceal information. According to research by Dr. William Hoffman, a neurology resident and aeromedical researcher for the U.S. Air Force, the bulk (56 percent) of 3,765 pilots surveyed reported healthcare avoidance because they feared losing their medical certification.

Often, pilots limit what they report because it can take months to receive FAA waivers to fly with certain conditions, jeopardizing their careers. Some argue the agency does not adequately communicate what’s required of them, and many say it’s an open secret that the majority lie on medical examination forms. But not everyone is sympathetic.

Accusations Leveled Against Vets—and the FAA

Some have placed more blame on the veterans than the FAA. Per The Post, many agency physicians and former officials said some veterans minimize their health conditions with the FAA to continue flying. But at the same time, they talk them up to the VA to maximize their benefits.

“One of the agencies has been fooled,” said Louis Celli, former executive director of the American Legion, one of the largest veterans’ associations in the U.S.

According to the VA and FAA probes, many pilots gave the agencies conflicting information. He and other sources cited by The Post contend veterans are intentionally gaming the system. But are the discrepancies truly nefarious, or are they a case of simple miscommunication?

The Airline Owners and Pilots Association (AOPA) argues the latter. Earlier this year, it urged amnesty for veterans caught up in the investigation, citing past cases in which the FAA awarded leniency to pilots who corrected their applications. It also claimed the agency’s communication and education on medical examinations and reporting is insufficient, causing veterans to make inadvertent errors.

“The volume of FAA inquiries to airmen about VA disability benefits is evidence of a systemic problem, one that has led too many pilots to make inadvertent mistakes or misunderstand FAA medical application requirements,” said AOPA president Mark Baker. “Airmen need a clear pathway to correct their FAA medical records and an understanding of what will happen when they do.”

Some pilots allege the agency is discriminating against veterans because it has access to their disability records through the VA. Rick Mangini, a former Army pilot cited in The Post report, said the FAA notified him in May he was grounded for failing to disclose his sleep apnea. However, he said he checked the box on his application indicating he receives VA benefits for a condition but was unaware he had to specify. He felt he was singled out.

“If they’re going to shine a light on veterans, they need to shine a light everywhere,” said Mangini, characterizing the agency’s actions as “the definition of harassment.”

The AOPA spokesperson added, “Unfortunately, the FAA has not published direction to the impacted pilot population on how these pilots can provide additional medical information to the FAA or how the agency will respond to this information.”

“Pilots must wait to see if they receive a letter from the FAA,” they continued. “Each case is different, so AOPA’s medical certification team has been helping pilots understand the medical certification process and possible outcomes based on similar cases.”

The association said it also works with pilots covered by its legal services plan to help them better understand the legal implications of possible mistakes on applications.

In short, many veterans believe they are being unfairly prosecuted for mistakes on their medical applications or for concealing diagnoses such as mild depression, which have little to no impact on their performance but pose a major roadblock to their FAA permissions. It’s an issue that has plagued the industry for decades.

A Long-Standing Problem

The FAA has known about the problems with its medical examination process for more than two decades. But the agency has so far done little to address it.

A 2002 investigation, called Operation Safe Pilot, uncovered a scam involving some 3,200 Northern California pilots, who were collecting Social Security disability benefits but telling the FAA they were fit to fly. Many worked as commercial pilots. The U.S. attorney’s office in San Francisco prosecuted 45 of these cases, winning convictions or guilty pleas in all of them.

The investigation provided evidence that the issue is not limited to veterans and raised concerns about the scale of the problem. But despite calls for greater scrutiny, the FAA said it lacked the money and resources to implement data-sharing programs between itself and agencies like Social Security or the VA. 

In 2008, it began requiring pilots to disclose whether they receive government disability benefits. But it wasn’t until 2018 that it began sharing pilot medical records with the VA, leading to a handful of additional prosecutions of Northern California pilots.

U.S. passenger airlines have not had a fatal accident since 2009. However, a handful of fatal and near-fatal incidents involving former military pilots signal the need for a reassessment of FAA procedures. It’s unclear whether the agency will improve communication regarding medical examinations or expand its data-sharing program with the VA and other federal agencies in the wake of its investigation.

At the same time, improvement in mental health support for pilots would take away much of the incentive for pilots to leave critical medical conditions undisclosed.

The post FAA Suspects Nearly 5,000 Pilots Concealing Medical Issues to Keep Flying appeared first on FLYING Magazine.

On-demand private aviation company Wheels Up is expected to be bailed out by Delta Air Lines and other investors.

Per a press release viewed by FLYING, the New York City-based company, which last week sought and received $15 million in emergency funding from the airline, will cede 95 percent ownership in exchange for a $500 million capital infusion from Delta, Knighthead Capital Management, Certares Management, and others.

The raise will save Wheels Up—plus the 11,639 active members who would have become unsecured creditors—from bankruptcy, which it said Monday it was considering as a “strategic alternative.” But the company’s survival, and potentially that of the industry, will come at the cost of equity.

“If a brand as important as Wheels Up were to fail, it would have had trickle-down impacts across private aviation,” Lance Tweden, vice president of membership for private aviation firm Jet Agency, told FLYING. “Wheels Up’s failure would have caused concern and anxiety among customers, whether they are with Wheels Up or not.”

The nonbinding agreement comprises a $400 million term loan (including $150 million from Delta) coupled to a $100 million liquidity facility from the airline. Delta and other investors will in turn receive newly issued Wheels Up Class A common stock representing the lion’s share of the company.

Ironically, Delta once owned Wheels Up’s private jet management business in full—it sold its Private Jets unit to the startup in 2020 in exchange for a 20 percent stake. The business changed hands again last week, when Wheels Up sold it to Airshare for an undisclosed fee.

“The partnership will create new opportunities for Wheels Up to drive strategic, operational, and financial improvements for its customers in the months and years ahead,” said Delta CEO Ed Bastian. “Delta’s unmatched expertise in premium travel, customer loyalty, corporate sales, operational reliability, and aircraft maintenance, combined with Certares’ and Knighthead’s experience and global reach, are expected to speed Wheels Up on its path to profitability.”

Wheels Up CFO Todd Smith will continue to serve as the firm’s interim CEO, while Delta CFO Dan Janki is replacing Wheels Up chairman Ravi Thakran.

“Over the past few months, we have been intensely focused on taking clear steps to improve our product offering and our operational delivery,” said Smith. “Those actions are already showing results, and we look forward to continuing and accelerating that progress with the support of our new partners. Our continued close work with the Delta team will enable us to further integrate our digital experiences, member benefits, and our operations.”

Similar to on-demand rideshare services such as Uber and Lyft, the private aviation business has struggled to reach profitability while burning through cash. Since filing for an initial public offering in 2021, it has consistently posted quarterly net losses. In the second quarter, that net loss widened to $160 million, a 73 percent increase year over year.

Wheels Up reported $152 million in cash on hand at the end of Q2, a fraction of the $586 million it had at the end of 2022 and even the $363 million reported in Q1. In that same period, adjusted earnings before taxes, interest, depreciation, and amortization (EBITDA) have held relatively flat.

The company’s woes could be in part because of its string of acquisitions over the past five years. Since 2019, it has added five different charter operators—Delta’s Private Jets, Mountain Aviation, Alante Air Charter, Gama Aviation Signature, and TMC Jets. But not all fly under the same certification, which limits its ability to reallocate crews across providers.

Wheels Up has also continued to add members and maintain certain policies—like its capped hourly rate—as its competitors have pulled back due to macroeconomic conditions. That’s driven more revenue for the company but at the expense of inflated operating costs.

For example, in the case of a mechanical issue, Wheels Up guarantees a replacement aircraft to the customer free of charge. That means if the charter rate rises between the time of booking and the mechanical issue, Wheels Up has to eat that cost. The issue can be exacerbated during stretches where demand is strong, as was the case with fractional jet ownership company Jet It, which folded in May.

The COVID-19 pandemic also had an impact on Wheels Up’s ability to crew flights. But on the flip side, the business likely would not be viable today had the pandemic not driven an uptick in private jet demand.

Luckily for new majority owner Delta, that volume is expected to be sticky. An eye-popping 93 percent of customers who began flying privately during the pandemic say they have continued to do so. The question now is what Delta and the other investors will do with that demand.

With the sale of its private jet management business, Wheels Up’s fleet is largely composed of King Air turboprops, Citation Xs and XLs, and Hawker 400 light business jets. Prior to the $500 million investment, the company was reportedly looking to grow its corporate business, its fastest-growing segment responsible for about one-quarter of all sales.

Currently, Wheels Up and Delta have an exclusive partnership through which customers can receive Delta benefits with a Wheels Up membership. Part of that arrangement focuses on business charter customers, which Delta could leverage to continue building out the more lucrative area of the business. However, Wheels Up’s membership program may require an overhaul to eliminate the issues that landed the company in a cash-strapped position in the first place.

“It will be interesting to see how they change the structure of the membership program going forward,” said Tweden. “There is no way it could be status quo.”

The new management team may also shed some of Wheels Up’s previous acquisitions to build stronger synergies. And Certares, which owns Internova Travel Group—ranked as the 11th largest U.S. travel agency with more than 100,000 advisers—could open new sales channels.

“Delta will likely make a lot of these changes quickly, as another challenge will be trying to maintain [Wheels Up] members that may be just now becoming aware of the precarious place the company is in,” said Tweden. “Despite this bailout, ultimately Wheels Up did fail, so how do they win that customer confidence back?”

Whether Delta is able to restore confidence in the Wheels Up brand or not, the latter’s struggles could have wide implications for private aviation as a whole. Given its size and high profile, rivals will likely look to the company as a case study of the industry’s challenges and how (or how not) to overcome them.

The post Delta, Others Invest $500M in Wheels Up Bailout appeared first on FLYING Magazine.

(Cue Beethoven’s Ode to Joy)

We have an update on the story we brought you last week about the search for the owner of a stuffed animal found at EAA AirVenture 2023. The toy cat named “Stuffy” was returned to her owner today, 6-year-old Brayden Eveleth of Grandview, Iowa, opened the box in the back seat of his mother’s car and was reunited with the plush toy. 

Stuffy was accidentally left behind in the KidVenture zone of AirVenture late last month.

EAA volunteer Gary Sternberg posted a photograph of the plushy cat on Facebook on July 28 and the story went viral. Sternberg told FLYING that he knows these childhood attachment objects are very special to someone, so he takes a vested interest in their return to the owners.

As it turns out, this toy is extra, extra special, as it is a calming microwaveable stuffed animal. When heated, it gives off a lavender scent that is very soothing. It was also an early birthday gift to Eveleth, whose birthday fell during the AirVenture celebration.

According to Ashley Eveleth, Brayden’s mother, the family loves aviation, and Brayden was looking forward to having his birthday at the show. He decided to bring the toy with him.

“He lost Stuffy on Monday the 24th while at KidVenture,” she said. “He was building rockets and airplanes and had the toy with him, then he put it down and got up and forgot it.”

When the family realized the toy was gone, they backtracked, checking all over KidVenture and walking the path they took to their campsite. But the beloved plush cat was nowhere to be found.

“Brayden cried all afternoon,” Ashley Eveleth said. “We went to the lost and found on the main ground and left our name and number just in case someone turned it in. Brayden was devastated all week because we couldn’t find it.”

EAA members, upon hearing about the wayward toy, spread the word online. Sternberg’s and FLYING magazine’s posts about the missing toy were copied and shared.

“Come on guys! Let’s help this kitty get home!” one post read. The story and post were shared, and shared, and shared again, until contact was established and the Eveleths learned the toy had been turned in to lost and found—and become a media sensation.

Ashley said when she showed the image to Brayden he said: “‘That’s my kitty!’ He was so ecstatic, he was crying tears of joy.”

Yellow Lot Bunny

Not all lost-and-found stories have such a quick or happy ending. Last year FLYING wrote about a toy plush bunny that was found in the Yellow Lot.

FLYING has learned the keeper of the bunny—(an EAA volunteer who asked to remain anonymous )—still has it. Here’s to hoping the bunny gets back to its owner soon.

The post Stuffy the Kitty Makes It Home appeared first on FLYING Magazine.

The aviation community is stepping up to assist the residents of Maui who have been affected by the devastating wildfire that destroyed the town of Lahaina and is still out of control. Maui County fire officials note there are several fires burning and their resources to fight them are limited.

The death toll stands at least 55 people and is feared to go higher as the burned-out remains of buildings are searched. The fire moved so fast people were overtaken as they tried to escape.

Photographs of the area show a town reduced to gray ash and rubble with burned-out cars melted to the streets.

Aviation Relief Is on the Way

The U.S. Army National Guard deployed helicopters and personnel to assist in the efforts, and President Joe Biden has activated a military response sending helicopters carrying large water-drop equipment to Maui, along with specialized search teams. The U.S. Navy, Coast Guard, and Hawaii National Guard troops have been deployed to fight the fires on the island of Maui.

In the meantime, several aviation businesses are pitching in to get relief supplies to the survivors.

Planet 9, a private aviation company based in Van Nuys, California, has organized a transport effort that allowed supplies to be purchased from an Amazon wishlist. Planet 9 is directing these supplies to a Maui evacuation center. According to Planet 9 vice president of public relations Sara Gorgon, the Castle & Cooke Honolulu FBO facility is also donating sustainable jet fuel for the trip. Castle & Cooke is a well-known fuel supplier on the west coast.

“Our hearts are with Maui and those impacted by the devastating wildfires in Lahaina,” said Matt Walter, co-founder of Planet 9. “We know the community there is strong, but currently in need with a long road to recovery ahead. While arranging to assist with evacuating people off the island, we looked to see how we could also bring aid to those living there. We urge anyone who can to support Maui.”

Alaska Airlines Sends Relief and Rescue

Alaska Airlines launched a relief and rescue flight from their cargo facility at Seattle-Tacoma International Airport (KSEA).

According to a statement from the company, “The flight was filled with relief supplies including water, non-perishable food, pillows, blankets, towels, wipes, baby formula, and diapers. The aircraft will bring guests back to Seattle.”

At this time Alaska has eight scheduled departures from Maui per day but does not normally operate flights between the Hawaiian islands. The airline plans for additional rescue flights to help people leave the island, stating there will be “flights between Maui and Honolulu to move guests off of Maui and bring critical supplies in.”

It was noted that at this time the state of Hawaii is under an emergency order and nonessential travel is being discouraged.

“Alaska Airlines is discouraging all non-essential travel to Maui and have a flexible travel policy in place that allows guests to change travel plans to a different island or cancel completely—with the option of a refund to the original form of payment or a future travel credit allowing passengers to change their travel plans or get a refund.”

Alaska Airlines is donating 5 million miles to Kanu Hawai‘i, one of the airline’s existing nonprofit partners, which provides opportunities for people to connect with one another and take action to build more compassionate and resilient communities across the state.

“In partnership with Maui Rapid Response, a local collective disaster response organization, the donated miles will be used by Kanu Hawai‘i to provide travel for Maui residents displaced by the fire so that they can relocate while they work to rebuild what they have lost.”

The Alaska Airlines Foundation is also donating $25,000 to the Council for Native Hawaiian Advancement (CNHA), which is a member-based 501(c)3 non-profit organization with a mission to enhance the cultural, economic, political, and community development of Native Hawaiians.

The CNHA has pledged to match the airline’s donation of up to $250,000 in support of Maui wildfire relief efforts.

The fire downed powerlines so electricity and cell phone services were not available.

According to CNBC survivors said they did not get any warning as to how rapidly the fire was moving until they saw the smoke and heard explosions nearby as the flames reached cars and propane tanks.

Although Hawaii has more than 400 outdoor sirens to warn the populace of impending dangers such as tsunamis, survivors said the sirens did not activate to warn them about the approaching firestorm.

State officials have said they don’t know why the warning sirens did not sound the alarm.

Beware of Scams

Emergency officials are warning people to be careful about donations made to help Maui, as emergency responses like this often breed fake websites and GoFundMe pages.

Verified support groups for relief include the Red Cross, Maui Food Bank, Maui Humane Society, and Maui Strong Fund.

The post Aviation Community Sending Aid to Maui appeared first on FLYING Magazine.

In May 2022 the Puyallup Tribe of Washington State and Pacific Northwest seaplane giant Kenmore Air announced a partnership to bring floatplane operations to the Tacoma waterfront along land once inhabited by the Puyallup Tribe. 

On August 10, 2023, a ceremony was held to announce the mission has been accomplished. The new dock and seaplane terminal are open, and flights for the public begin this weekend.

Celebration

Tribal council members and dignitaries arrived at the welcoming ceremony aboard a Kenmore Air 1955 de Havilland DHC-3 Turbine Otter. The airplane is the backbone of the Kenmore fleet. This particular aircraft, N90422, is decorated with a Native American salmon design that honors the Puyallup Tribe.

Puyallup Tribal Council Chairman Bill Sterud noted how moving it is to see the tribal lands from the air. For millennia the Puyallup Tribe lived along the shore of what is now the South Puget Sound, living off shellfish, native plants, and the all-important salmon. Today, the Puyallup Tribe is a sovereign nation of more than 5,000 members, and is one of the largest employers in Pierce County. The Tribe’s businesses include the Emerald Queen Hotel and Casino in Fife, billed as the entertainment capital of the northwest. The tribe name is pronounced “pew-AWL-up,” and means “generous people” or “welcoming people.”

The opening ceremony was held next to the dock and began with a traditional Native American prayer, followed by a traditional song and dance.

The dock and restaurant are located on Ruston Way along the Tacoma waterfront bordering Commencement Bay. Ruston Way is a wide, walkable path that hugs the shoreline for approximately 2.5 miles. In addition to spectacular views of the Sound and sometimes the sealife (today a pair of seals made an appearance), the path is interspersed with historical markers, sculptures, mosaics, and poems carved into the pavement.

Giving Thanks to All

Sterud noted that the seaplane dock and restaurant terminal would not have happened without a great deal of work and cooperation between the Puyallup Tribe, and local, state, and national representatives, the FAA, and Kenmore Air.

After the ceremony, the media were offered scenic flights, flown by Kenmore Air chief pilot Jay Todhunter. I scrambled into the right seat of the cockpit (my natural habitat) and donned the headsets the passengers wear on the flight to listen to a recorded tour of the area. The audio points out landmarks and gives a brief history of them, for example during the flight over the Tacoma Narrows Bridge, the narrator talks about “Galloping Gertie,” the name given to the bridge when it was torn apart in a windstorm on November 7, 1940.

Kenmore Air is synonymous with floatplanes and the Puget Sound and has been so for more than 75 years. Traditionally, Kenmore Air’s scenic flight season runs from April until the middle of October. This year, flights from the south sound seaplane base will begin August 11 until October 15. Each flight will last about 20 minutes and show off some famous landmarks and aerial views that have made the area famous, such as the Tacoma Narrows Bridge, Point Defiance Park, Vashon Island, Commencement Bay, and Mount Rainier.

According to Kenmore Air officials, the aircraft will be making several scenic flights a day from the dock along the Ruston Way waterfront. The terminal was built in a building that until the pandemic, contained a restaurant. There is a comfortable waiting area, and the building will also house a restaurant operated by world-renowned Chef Roy Yamaguchi.

READ MORE: Building the Dream Beaver for Future Generations

In addition to scenic flights from its Seattle base, Kenmore also offers trips to the San Juan Islands and Victoria, B.C. Company officials note it’s possible that in the future, the South Sound base might provide access to those destinations as well.

For more information or to purchase tickets: kenmoreair.com

The post Puyallup Tribe and Kenmore Air Open Seaplane Base in Tacoma appeared first on FLYING Magazine.

The Hawaii Wing of the Civil Air Patrol has been pressed into service to help fight the devastating wildfires on the island of Maui. The CAP has been providing aerial reconnaissance of the fast-moving blaze that has killed more than 36 people and displaced hundreds more.

The fire broke out on Tuesday, August 8, and is being pushed by strong winds generated by an approaching Category 4 Hurricane Dora. The cause of the fire has not been determined. However, state officials and the national weather service note that Hawaii has been under a red flag warning because of dry conditions and high winds, which heighten fire danger.

On Tuesday, the winds were so high aerial support was not an option. When the winds died down, the Hawaii wing of the CAP conducted two aerial surveys of the devastation to look for changes in fire behavior that may threaten other communities.

Aerial photography captured by the missions shows streets reduced to ashes. The fire appears to have destroyed much of the town of Lahaina, a popular tourist destination. State media reported the fire moved so quickly that people ran down to the harbor to escape the flames. The U.S. Coast Guard rescued them.

According to the CAP, the photos “are being used to document and provide detailed information for damage assessment and search and rescue operations at various locations on the island.”

According to the Seattle Times, Maui County officials say more than 270 structures have been damaged or destroyed, and dozens of people have been injured. The Maui fire is the deadliest in the U.S. since the Camp Fire that destroyed the town of Paradise in California in 2018 and killed 85 people.

About the CAP

The Civil Air Patrol was established in 1941 as an auxiliary of the U.S. Air Force and as such is a member of its Total Force. The CAP operates a fleet of 555 single-engine aircraft and 2,250 small unmanned aircraft systems (sUAS). The CAP is a non-profit organization that performs 90 percent of search and rescue operations in the contiguous U.S. The organization is also a leader in aerospace education, offering STEM-based courses (science, technology, engineering, and math) to cadets under 18.

This is a developing story that FLYING continues to follow.

The post Civil Air Patrol Responds to Wildfires on Maui appeared first on FLYING Magazine.

The aircraft passed off our right— not terribly close, as we saw it and avoided it with ease. But we had a mystery: Why didn’t the ADS-B give us an announcement?

The answer came this week in the form of an email from ForeFlight that stated “the ForeFlight and Garmin teams identifying ‘a compatibility issue’ between ForeFlight and recent firmware versions (v3.13 and later) of Garmin’s GNX 375 GPS navigator and ADS-B In/Out transponder.” According to the email, “the issue can temporarily interrupt or disable the display of ADS-B traffic in ForeFlight Mobile while connected to this device.”

A Garmin spokesperson confirmed the situation, noting that “customers using software version 3.13 or later may experience ADS-B traffic interruptions in high-traffic environments on their ForeFlight display.”

ForeFlight and Garmin are presently working together to fix the issue.

A representative of the ForeFlight pilot support team said it is “working closely with Garmin to understand the timing and availability of the necessary firmware update to correct this issue and will advise with additional information when available.”Said Creighton Scarpone, Garmin’s director of airline & business aviation sales: “Traffic display and alerting on the GNX, or any other Garmin display, as well as Garmin Pilot, are not affected. The firmware update is expected to be available in September 2023.”

The post Garmin and ForeFlight Looking into ADS-B Challenges appeared first on FLYING Magazine.

The arrow is pointing down for Wheels Up.

The on-demand Part 135 provider, which reserves prepurchased time on airplanes from charter operators through a membership model, on Wednesday announced that it received emergency funding from Delta Air Lines, which owns one-fifth of the company. It postponed its earnings announcement, which was scheduled for Wednesday morning.

Multiple media reports claim the firm said there was “substantial doubt” about its ability to continue operations, even with the investment. Wheels Up stock (NYSE: UP) was in freefall Wednesday morning, tumbling nearly 45 percent.

“Wheels Up Experience Inc. is actively involved in discussions around strategic business partnerships for the company and [Wednesday] announced that Delta Air Lines has provided a short-term capital infusion to the company,” the company told investors in a statement.

Wheels Up also said it has entered into a nonbinding letter of intent to sell its private jet management business to private aviation company Airshare. The move sheds non-core company assets and was hinted at in May, when the company underwent a leadership shake-up amid weak financials and whispers of bankruptcy.

Airshare stands to double or even triple its owned and managed fleet if the deal goes through. Wheels Up would be left with some 150 King Airs, Citation Excels, Citation Xs, and other aircraft out of its current fleet of around 1,500, which includes partner aircraft.

The deal is expected to close in the third quarter, subject to customary approvals.

“Airshare has our same dedication to the customer and focus on extraordinary service, and we believe this will be a great destination for our managed fleet and team,” said Dave Holtz, chairman of operations at Wheels Up. “As we looked for a strong partner, Airshare’s commitment to aircraft management and overall customer experience stood out.”

What It Means

Rumors of Wheels Up’s cash flow woes first emerged Tuesday, when Bloomberg News reported the firm would seek emergency funding to keep it afloat. The hope is that shedding the private aircraft management business will help it bounce back after a disappointing few quarters.

Wheels Up became the largest Part 135 operator in the U.S. last year with more than 1,500 owned, leased, managed, and partner aircraft in service. But since going public, the company has lost money each quarter.

Those losses, combined with recent cost cutting, layoffs, and murmurs of bankruptcy, precipitated Wheels Up founder and chief executive Kenny Dichter’s May resignation. The company has yet to name his successor, with former chief financial officer Todd Smith serving as interim CEO. Dichter’s departure also marked a shift in focus toward the company’s core charter business.

In the first quarter of 2023, Wheels Up reported year-over-year revenue growth of $26 million, suggesting some rebound potential. But compared to Q1 2022, it posted a 1 percent decline in active members and a 13 percent dip in live flight legs as its net loss climbed $12 million.

It’s unclear how much the aircraft management division contributed to that figure. But Airshare sees potential in the business.

“Aircraft management has become a core source of revenue for Airshare,” said John Owen, president and CEO of Airshare. “Adding aircraft capacity and valuable owner relationships to our rapidly expanding managed fleet positions us very well for the future.”

Airshare, which also offers days-based fractional ownership, jet cards, charter services, and third-party maintenance, already provides management for the three aircraft types (Beechcraft King Air, and the Cessna Citation Excel series and Citation X) that currently comprise the bulk of Wheels Up’s fleet. Those services also extend to light and large-cabin jets, such as the Embraer Phenom 300 or the Bombardier Global 5000.

Integrating Wheels Up’s base of managed aircraft should add flexibility for Airshare customers. Doug Gollan, editor-in-chief of Private Jet Card Comparisons, reported, “Jet card and fractional customers of the Overland Park, Kansas-based company will now have broader charter options when their program aircraft type doesn’t fit their mission.”

In addition, aircraft owners currently in Wheels Up’s management program will now have increased opportunities to earn money when they aren’t flying by chartering their aircraft to Airshare’s base of customers.

“A core part of our business is aircraft management, and this is certainly going to strengthen that aspect of our business,” an Airshare spokesperson told FLYING. “But we offer a holistic suite of solutions that encompass aircraft management, fractional programs, and charter, and through this potential transaction, every customer we have across all those solutions will benefit.”

Airshare appears to be gathering momentum, having recently placed an order to double its Bombardier Challenger 3500 fleet, expanded into Florida, and extended its brand deal with Kansas City Chiefs superstar quarterback Patrick Mahomes II.

According to research by The Business Journals, the company records around $142 million in annual revenue.

The post Wheels Up Seeks Emergency Funding, Delta Steps into the Gap appeared first on FLYING Magazine.

Western Global Airlines, which operates chartered cargo jets for the U.S. military and other customers, on Monday filed for Chapter 11 bankruptcy protection and announced it will restructure with the help of $77 million in financing from creditors, including bondholders with more than 85% of the outstanding senior unsecured notes.

A bankruptcy restructuring has been expected for weeks because of collapsing revenues, a heavy debt load and the decision by credit rating agencies to pull their coverage over the company’s lack of financial transparency. Bloomberg previously reported that Estero, Florida-based Western Global Airlines was arranging debtor-in-possession financing to support ongoing operations under a court-approved bankruptcy plan. 

Western Global founder and CEO Jim Neff reinvested in the company along with new investors and existing stakeholders, according to the announcement. The reorganization will reduce the company’s debt by more than $450 million and give the cash-strapped airline capital to operate its aging fleet of 21 freighters, two-thirds of which are currently out of service.

“WGA will continue to operate as usual and provide reliable and safe service to its customers throughout the reorganization process and going forward. The company, the founder, the plan investors, and the ad hoc group (bondholders) are focused on moving through this process expeditiously and thoughtfully to the benefit of employees, customers, and other stakeholders,” Western Global said.

Neff on June 29 also purchased the company’s $115 million of outstanding senior secured debt for $45 million in a competitive process, a move that reduced repayment pressure from lenders but also angered creditors that were moved to the back of the line for any claims on the company’s assets. Under the restructuring, Neff has agreed to forgo some of the statutory rights he would otherwise maintain as a holder of the distressed debt and pass on the $70 million benefit to other stakeholders, including employees participating in the Employee Stock Option Plan. Western Global employees own 37.5% of the company under the 3-year-old retirement plan. 

Unsecured debtors include U.S. Bank ($419.1 million in outstanding loans); aircraft maintenance company Lufthansa Technik (owed $10.4 million); GE Engine Services (owed $7.4 million); Eurocontrol ($388,000 for navigation fees); the Shreveport Airport Authority ($292,573 for facility rentals and other fees); and the city of Chicago ($191,000 for landing and other fees at O’Hare), according to court documents.

Radiant Global Logistics in March sued Western Global for nonpayment of $556,000 in freight transportation services.

Eighteen other companies affiliated with Neff filed for bankruptcy protection along with Western Global. Neff owns companies that lease the aircraft operated by Western Global. The filing seeks to have the bankruptcy cases consolidated and jointly administered by the court. A holding company comprised of Neff family members, including his wife, Carmit, owns Western Global Airlines.

Western Global’s business has significantly declined in the past year from the peak shipping demand triggered by the coronavirus pandemic, making it more difficult to make debt payments and leading to a liquidity crunch. The overall market is down 7% to 10% over the past 16 months and airlines are reporting sharply lower revenues for cargo. Amazon, Western Globa’s largest customer, ended its contract in January. Western Global has a fleet of aging MD-11 and Boeing 747-400 freighters that are expensive to operate and maintain. Fifteen of its 21 aircraft are older than 25 years and the average fleet age is 28.4 years. 

“As the founder and CEO of Western Global Airlines, I have always understood the unique value proposition that WGA brings to the world as a reliable, responsive, and low-cost international air cargo provider,” said Neff. “I am — and always will be — loyal to WGA and its employee team. As such, my number one priority is preserving the long-term viability and value of WGA and protecting our employees. All my objectives regarding the company align with this overriding goal. The plan we have outlined in the restructuring agreement reflects my continued dedication to and belief in WGA, along with the overwhelming support of our key financial stakeholders. I am confident that this plan will tremendously strengthen our financial position and ensure a better future for WGA, our people, and our customers. As always, we have the utmost gratitude to our employees, loyal customer base, and industry partners for their enduring support and appreciate the continued collaboration with our largest financial stakeholders.”

Western Global has filed motions with the U.S. Bankruptcy Court in Delaware seeking to maintain regular operations, including paying employees and vendors. 

Three employees, who are seeking class-action status, last year sued Neff and his wife for allegedly profiting from a bond sale made to finance a loan to employees buying into the company.  The lawsuit alleges the sale price for the employee stock ownership plan (ESOP) was based on 20 times the company’s fair market value and that when Western Global issued a bond offering that shot up to 10.375% because there were no takers, Neff bought the bonds himself and stuck the employees with heavily devalued shares.

Western Global noted that ESOP participants didn’t purchase their shares but rather were granted them at no out-of-pocket cost and that participation is voluntary.

Western Global said its restructuring adviser is FTI Consulting and that Seabury, an Accenture company, is acting as commercial adviser.

Editor’s Note: This report was previously published on freightwaves.com.

The post Cargo Operator Western Global Airlines Files for Bankruptcy Protection appeared first on FLYING Magazine.

FLYING Media Group, the parent company of FLYING magazine, is acquiring the aviation publication assets of Belvoir Media. This portfolio includes AVweb.com, Aviation Consumer, Aviation Safety, IFR Magazine, and KITPLANES. 

“Belvoir Media Group’s aviation portfolio complements our content-rich brands and will expand what we offer to readers, subscribers, and advertisers. Last quarter, we acquired Plane & Pilot Magazine and the LSA-focused website, ByDanJohnson.com, all with the goal of creating the deepest resource of general aviation content and information.” Craig Fuller, CEO of FLYING Media Group stated.

The Belvoir Media Group brands include:

AVweb.com is the largest independent aviation news site in the world, providing breaking news and information. AVweb.com has a remarkable ability to break stories. The editorial team of AVweb have their pulse on the industry and is unmatched in covering aviation news. 

Aviation Consumer is built to be the Consumer Reports of general aviation, providing editorialized product reviews for general aviation, ranging from aircraft, accessories, avionics, maintenance, and safety products. There is also a very robust used aircraft guide, which provides reviews of aircraft ranging from vintage to modern, all with an effort to empower buyers with unbiased information before their next purchase. Aviation Consumer comes in monthly print, as well as a database of decades worth of reviews. Next time you are thinking of buying an aviation product, ask “What Does Aviation Consumer Say?”

Aviation Safety is the premier safety-only aviation monthly magazine, with up-to-date reporting from accident investigators and safety counselors on real-life scenarios from pilots. With 40 years of archives and new reports every month, focusing on best practices and accident reconstruction, there is a massive library of content covering nearly every potential scenario that a pilot may encounter and many more they hope to never have. So much of being a successful pilot is centered around safety and decision-making, making Aviation Safety a must-read. 

KITPLANES is the Homebuilt Aircraft Authority, covering topics relevant to anyone who has ever dreamed of building or owning an experimental aircraft. The depth and detail of its coverage is unmatched in the aviation industry.

FLYING Media Group plans to preserve the heritage and unique voice of each of these publications, along with significantly increasing investments in content, reader experience, and digital sites. The plan will be to continue to offer the print versions of the publications and hope to introduce a bundled solution, where readers of all the FLYING Media Group properties can take advantage of the great library of content, across brands. 

FLYING Media Group plans to retain Belvoir’s aviation brands’ editorial staff and contributors.

FLYING Media Group (FMG) is the leading media portfolio in aviation. FMG brands include FLYING Magazine, Plane and Pilot, ByDanJohnson, Aircraft for Sale, Business Air, AVweb.com, Aviation Consumer, Aviation Safety, IFR Magazine, and KITPLANES.

The post FLYING Acquires 5 Major Aviation Media Brands appeared first on FLYING Magazine.

You’ve heard of Uber and Lyft, but how about Flewber?

Flewber Global, a New York-based private jet charter company, doesn’t compare itself to those companies on account of its air-based offerings, but it seeks to compete with ground-based rideshare services. According to an SEC filing, the firm has filed for an initial public offering to be listed on the Nasdaq under the symbol FLYF. The filing calls for a capital raise of up to $8 million, and pricing terms were not disclosed. Maxim Group LLC and Joseph Gunnar and Co. are joint bookrunners for the deal.

Flewber is an on-demand private charter service that operates a premium brokerage division and a free app, but the company is also looking to add a Part 135 air taxi business in the coming months. Users can book local, regional, or international flights in the U.S., Canada, Mexico, and Caribbean, which are operated by third-party private aircraft operators.

The company would not disclose its list of third-party partners, but they collectively operate more than 9,000 aircraft flying tens of thousands of routes. Since inception, Flewber has contracted with 131 third-party operators, but it used just 13 in the first quarter of 2023 and 68 in 2022.

Flewber Luxe, the firm’s brokerage division, is its core revenue driver. Through 2022, it had a user base of 600 and accepted 104 bookings, with annual revenue increasing more than 150 percent over the previous year.

Luxe is Flewber’s premium service for users that prefer not to book directly. Customers on average pay $41,000 for brokerage bookings, and through a concierge service, they can arrange in-flight catering, ground transportation, restaurant reservations, and more. The company is looking to increase partnerships with commercial airlines, hotels, restaurants, and other businesses to offer additional customer service.

The Flewber App, on the other hand, is free to download and use, but the segment did not generate any revenue in Q1 2023. Per the SEC filing, flights booked on the app “have been minimal” despite it having 13,000 downloads as of Tuesday. On average, customers pay $13,600 per booking, and they do not have to pay a brokerage fee.

The app’s core feature is its Book, Bid, or Share service that lets users secure flights in a variety of ways. They can book by simply entering departure or destination information to see available flights, or they can find friends, family members, or colleagues with whom they can split the cost of a private charter.

Users can also bid on flights but not in the way one might think. Rather than bidding increasing amounts, users bid down the price offered to them by Flewber. The firm says it enables this through a marketplace that connects users with third-party aircraft flying either empty or repositioning legs, which it claims drives down the payment operators are willing to accept.

Flewber says the app offers flights from around 430 major airports and nearly 5,100 local and regional airports, all through Part 135-compliant aircraft and operators. Departure time and location and arrival location are negotiated directly by the customer or their representative.

The app does have a few key limitations that rideshare services do not, most notably that bookings must be made during normal hours of operation, which can vary by operator. Flights are also limited to one hour in duration or less.

However, Flewber believes its true challenge to rideshare will be Flewber Hops, an air taxi service it plans to launch before the end of Q3 2023. 

The company hopes to fly four-passenger flights lasting 15 minutes to an hour for $199 to $699 per seat. These local and regional trips between 30 and 300 sm (26 and 260 nm) will initially launch in the U.S. Northeast, encompassing cities such as New York, Boston, Philadelphia, Baltimore, and Washington, D.C..

Importantly, Hops will not rely on third-party operators—rather, Flewber will run the service entirely with its own aircraft operated by Ponderosa Air, a subsidiary acquired in 2018 that has FAA authorization for air taxi operations. The company is expanding its FAA certification and air taxi management team to enable Hops’ entry into service.

Hops is not an air taxi service in the modern sense. Unlike firms such as Joby and Archer Aviation, Flewber will not operate electric vertical takeoff and landing (eVTOL) aircraft. Instead, it plans to purchase two Cirrus SF50 Vision Jets before the end of the year, one of which will cost $3.1 million. The expected fee for the other jet was not disclosed.

However, Hops is certainly a play for the urban air mobility market that eVTOL aircraft are expected to occupy. According to Flewber, flying small jets will help the company beat eVTOL operators to market and eat up demand for short, regional flights.

Flewber’s $498,422 in revenue in Q1 2023 came entirely from Luxe, which averaged around $31,000 in revenue over 16 flight legs. It posted a net loss of around $485,000. Revenue for the quarter shrunk nearly two-thirds compared to Q1 2022, largely due to a decline in repeat users, which accounted for 60 percent of bookings from the start of 2022 through May 2023.

Luxe was also Flewber’s catalyst in 2022, accounting for $4.23 million of its $4.27 million in annual revenue.

In addition to heavy reliance on Luxe, Flewber in its SEC filing acknowledged that its reliance on third-party operators may hamper its control of delays and cancellations, which could impact revenue down the line. It also noted that it does not have exclusive agreements with its partners, which could limit the pool of private operators it can use should competitors sign such deals.

However, the firm has about $170,000 in cash on hand as of Q1 2023, and it expects the proceeds from its IPO filing will fund operations for the following 12 months.

The post On-Demand Private Jet Charter Company Flewber Global Files for U.S. IPO appeared first on FLYING Magazine.

The National Transportation Safety Board has issued an urgent safety recommendation to the FAA and Transport Canada that all operators of de Havilland Canada DHC-3s conduct an immediate inspection on the horizontal stabilizer of the aircraft. The recommendation is in response to information garnered during the investigation of the loss of a DHC-3 Otter turboprop in Washington that killed 10 people.

The NTSB notes the recommendation is to “conduct an immediate one-time inspection of the horizontal stabilizer actuator lock ring in accordance with the instructions in the Viking Air Limited service letter and report their findings to the FAA and Transport Canada, respectively.”

“Immediate action needs to be taken to inspect the actuator of DHC-3 airplanes, of which 40 percent operate in the United States, to prevent a similar tragedy from happening,” said NTSB Chair Jennifer Homendy. “NTSB is issuing this urgent recommendation as a result of a significant finding made by NTSB investigators.”

As previously reported in FLYING, these findings were made public on October 24 by the NTSB in a 10-page report. The report notes that when approximately 85 percent of the wreckage was retrieved from the ocean floor, the upper portion of the broken actuator was found still attached to the horizontal stabilizer, while the lower portion was attached to its mount in the fuselage.

Per the NTSB report, during the examination of the airplane wreckage, investigators found that the clamp nut that attaches the top eye end and bearing assembly of the horizontal stabilizer actuator to the actuator barrel had unscrewed from the barrel. The examination also found that the circular wire lock ring—designed to prevent the clamp nut from unscrewing—was not present. If the actuator barrel and the clamp nut are not secured together and become separated, the actuator would not be able to control the position of the horizontal stabilizer, resulting in a reduction or loss of pitch control.

The aircraft was registered to Northwest Seaplanes, a Part 135 operation. The aircraft was on a flight between Friday Harbor Seaplane Base (W33) and Renton Municipal Airport (KRNT) at the time of the accident. The accident happened on September 4, on the pilot’s second flight of the day. 

According to witnesses, the float-equipped Turbine Otter was about 600 feet above the water when it suddenly plunged straight down. It took more than a week for searchers with specialized sonar equipment to locate the wreckage, and another two weeks for it to be pulled from the ocean floor. 

Who Makes the Rules

In response to the NTSB’s recommendation, the FAA released this statement: “The FAA is contacting DHC-3 operators in the United States to ensure they are acting on the aircraft manufacturer’s service letter. The FAA remains in close communication with Transport Canada, which certified the DHC-3.”

The NTSB focuses its investigation on making all forms of transportation safer. The FAA is then tasked with putting rules and procedures in place to make this happen for aviation recommendations made by the NTSB.

According to the NTSB, on October 26, Viking Air Limited, the current certificate holder for the DHC-3, published a service letter recommending DHC-3 operators “visually confirm that the stabilizer actuator lock ring is present, correctly seated in the groove in the upper housing…and the lock ring tang is engaged in the clamp nut.” Viking Air Limited stated that this action was to be performed upon receiving this service letter, “regardless of when the most recent maintenance was completed.”

The NTSB’s investigation into the accident continues.

The post NTSB Issues Emergency Safety Recommendation for DHC-3s appeared first on FLYING Magazine.

The investigation into the crash of a seaplane north of Seattle last month that killed 10 people is focusing on the tail of the de Havilland Canada DHC-3 Otter turboprop. The National Transportation Safety Board (NTSB) released a report Monday that says a broken actuator on the horizontal stabilizer could potentially be the cause of the aircraft’s fatal plunge into the Puget Sound.

The actuator is part of the aircraft’s pitch control. If the actuator is compromised, the aircraft can enter an uncommanded climb or descent from which the pilot cannot recover.

• READ MORE: Seaplane Wreckage Found in Puget Sound

The 10-page report notes that when approximately 85 percent of the wreckage was retrieved from the ocean floor, the upper portion of the broken actuator was found still attached to the horizontal stabilizer, while the lower portion was attached to its mount in the fuselage.

The separation of the actuator happened when a clamp nut that threads into a barrel section had unthreaded.

The report reads: “Examination of the threads inside the barrel and the threads on the clamp nut revealed that the two components separated by unthreading (that is, rotation of the barrel and/or clamp nut) as opposed to being pulled apart in tension. The upper portion of the actuator remained attached to the horizontal stabilizer, and the lower portion remained attached to its mount in the fuselage.”

A lock ring is supposed to prevent unthreading. The lock ring was not located in the wreckage, however, it was observed that three of five holes drilled in the clamp nut to accept the lock ring were damaged in such a way that they would not allow for full insertion of the lock ring.

“Further, it might be difficult to visually determine if the lock ring is fully engaged in the clamp nut hole depending on conditions such as lighting, viewing angle, and the presence of dirt or grease,” the report said.

According to preliminary information from the operator, the most recent overhaul of the horizontal stabilizer actuator was completed on April 21, 2022.

The NTSB notes the actuator is the only means to hold the horizontal stabilizer in its position, and the lock ring keeps the assembly from unthreading. Unthreading of the clamp nut and the barrel during flight would result in a free-floating horizontal stabilizer, allowing it to rotate uncontrollably (trailing edge up or down) about its hinge, resulting in a possible loss of airplane control.

The report concludes that the NTSB has not determined if the lock ring was installed before the airplane impacted the water or why the lock ring was not present during the airplane examination.

The NTSB is working with the Transportation Safety Board of Canada to ask the manufacturer to draft instructions for an inspection of the actuator to ensure that the lock ring is in place and properly engaged to prevent unthreading of the clamp nut. 

“Those instructions will be released and provided to all operators of the DHC-3 airplane worldwide in a Service Letter,” the NTSB said.

The aircraft was registered to Northwest Seaplanes, a Part 135 operation. The aircraft was on a flight between Friday Harbor Seaplane Base (W33) and Renton Municipal Airport (KRNT) at the time of the accident. It was the pilot’s second flight of the day.

• READ MORE: FAA Issues Emergency AD for de Havilland Otters

There was no report of a distress call from the pilot before the aircraft went down in Mutiny Bay off Whidbey Island in Washington. According to witnesses, the aircraft was flying at an altitude of approximately 600 feet above the surface when it suddenly plunged into the water, killing all 10 people on board.

It took more than a week to find the wreckage under the water. Only six of the bodies have been recovered.

Approximately two weeks ago, the FAA released the emergency AD  focusing on the tail assemblies of DHC-3. Transport Canada issued a similar AD more than four years ago in response to corrosion found on DHC-3 tail assemblies. The AD established a requirement for inspecting the aircraft’s elevators for corrosion, which can lead to structural failure and result in an uncommanded nose-down pitch moment.

• READ MORE: FAA Under Scrutiny for Timing of DHC-3 AD

The post NTSB Probe Into Downed DHC-3 Seaplane Focuses on Tail appeared first on FLYING Magazine.