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Passenger boarding an aircraft with a small dog in a carrier under the seat
Aviation SafetyBy The Touch & Go EditorialPublished Jul 19, 2:15 AM2 min read

IATA issues fresh guidelines to streamline in-cabin pet travel amid rising demand

The International Air Transport Association has published new operational guidance to assist airlines in managing pet travel throughout the passenger journey, aiming to reduce confusion and improve animal welfare.

The gist

IATA’s new in-cabin pet travel guidelines set clear standards to enhance safety and consistency for passengers and airlines alike.

The International Air Transport Association (IATA) has introduced comprehensive new In-Cabin Operational Guidelines designed to help airlines better accommodate passengers traveling with pets in the cabin. This initiative comes as pet travel demand surges, with roughly one in four passengers having flown with pets or considering doing so, according to IATA’s 2025 Global Passenger Survey. The guidance covers every stage of the journey from booking to arrival, seeking to clarify policies and procedures for airlines and travelers.

Passengers surveyed by IATA reported widespread uncertainty about flying with pets: 41% were unsure if their pet met the criteria to fly, 36% found airline policies unclear, and 34% did not understand the travel process. Responding to these concerns, the guidelines aim to provide airlines with a consistent framework to communicate requirements, handle pet carriers correctly, and streamline the flow of information among booking agents, check-in staff, and the cabin crew. These elements collectively aim to reduce misunderstandings and improve passenger experience.

Brendan Sullivan, IATA’s Global Head of Cargo, emphasized the guidelines’ role in treating pets as cherished family members by making expectations transparent at every step. Sullivan noted that this clear industry-wide approach also supports operational efficiency, reduces service escalations, and helps maintain on-time performance by mitigating pet-related disruptions. Additionally, guidance extends to post-flight support to assist pets and their owners in settling at their destination.

While the guidelines do not impose strict rules, they establish a mutual playbook focusing on safety, animal welfare, and operational effectiveness. Airlines retain flexibility to enforce individual policies but are encouraged to align with these standards to foster a safer, more predictable travel environment for pets and their owners. Improved labeling of carriers and consistent communication protocols form central elements of the new framework.

Separate guidance documents for service dogs accompany this initiative, clarifying the distinction between pets and service animals. Unlike ordinary pets, service dogs—trained to aid individuals with disabilities—are typically allowed to fly in the cabin free of charge under international and national laws, contingent on documentation and behavioral compliance. Emotional support animals remain a more ambiguous category legally and operationally, with varying treatment across airlines and jurisdictions.

IATA’s efforts reflect partnerships with airlines, service dog advocates, disability groups, and regulatory bodies to reduce confusion and harmonize practices globally. This initiative complements ongoing dialogues with the International Civil Aviation Organization (ICAO) and other regulators aimed at enhancing accessibility and predictability in air travel involving animals. It follows previous IATA guidance focused on service dog travel.

The new pet travel guidelines arrive amid a notable rise in travelers wanting to bring animals aboard, underscoring the need for consistent policies that prioritize animal wellbeing and passenger clarity. Airlines adopting these guidelines can expect smoother operations and a better reputation for accommodating pet owners. The release signals IATA’s leadership role in setting industry standards around animal transport within commercial aviation.

In a broader sense, standardizing pet travel protocols supports the aviation sector as it adapts to evolving passenger expectations and diverse needs. By addressing common pain points related to in-cabin pet travel, IATA’s approach may also serve as a model for future regulatory discussions and operational best practices worldwide.

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Frequently asked questions

What does IATA's new pet travel guidance cover?
IATA's guidelines provide airlines with procedures for managing in-cabin pet travel from booking through arrival, focusing on safety, animal welfare, communication, and operational efficiency.
How do these guidelines distinguish between pets and service animals?
The guidelines clarify that service dogs have separate recognition and travel privileges, typically flying free with documentation, while pets and emotional support animals are treated differently under various airline policies.
Autonomous eVTOL aircraft taxiing on runway at NASA Ames facility during simulation tests
Aviation SafetyJul 15, 3:00 PM

Wisk Aero and NASA Demonstrate Ground Supervisor Managing Three Autonomous eVTOLs

Boeing's eVTOL (electric vertical takeoff and landing) air taxi unit Wisk Aero believes it has made a breakthrough in testing that it is conducting with NASA under a five-year Space Act agreement . Wisk said Wednesday that it simulated the simultaneous orchestration of three uncrewed aircraft, alongside regular air traffic, by a single ground-based supervisor. For autonomous models like Wisk's Generation 6 air taxi, the ability for one person to remotely oversee multiple aircraft is considered the unlock for operations at scale. However, with limited exceptions, the FAA does not permit operators to fly multiple small drones at once, let alone uncrewed aircraft that are designed to carry passengers. The Gen 6 lacks pilot controls but has four passenger seats. Wisk is the only American eVTOL developer that plans to integrate autonomy at launch. But others, including Joby Aviation, Archer Aviation, and Beta Technologies, view autonomous systems as critical to growing beyond a handful of daily operations. Wisk's Generation 6, a prototype of which made its first flight in December, is designed to coordinate with what the company calls multi-vehicle supervisors (MVSors). These personnel would oversee operations remotely and step in should the air taxi deviate from its predefined route. "This is an incredible milestone for Wisk as it's the first time we've successfully tested our 1:3 supervisor-to-aircraft ratio with NASA in a high-fidelity, high-workload environment that mirrors the complexity of the NAS," said Erick Corona, who heads system and operations integration for Wisk, in a statement. The company's Space Act agreement, awarded last year, is intended to study autonomous aircraft operations in the national airspace system (NAS) under IFR. Eventually, it is expected to combine actual flights with simulated airspace in NASA's Live Virtual Constructive (LVC) flight environment, which can layer live or historical NAS traffic over real-world aircraft. Goals of the collaboration include the development of standards for airspace and route design, aircraft and ground safety, and air traffic control (ATC) communications with uncrewed aircraft. Three For One Wisk said its Autonomy Lab in Mountain View, California, where the company studies human supervisors' interactions with the Gen 6's automated systems, was connected to ATC simulation laboratories at NASA's Ames Research Center in California's Silicon Valley. The partners used the NASA facilities, which can create full-scale, 360-degree simulations of the airport environment, to follow predetermined IFR routes between Moffett Federal Airfield (KNUQ) and San Martin Airport (E16) in California's San Francisco Bay Area. Wisk said its supervisors used the company's remote supervision system and autonomous systems to communicate with ATCs, who relied on existing tools and procedures. The researchers studied communication response times, task latency, situational awareness, and cognitive workload across both nominal and worst-case scenarios developed by NASA and Wisk. "Proving that a single ground-based supervisor can manage multiple flights safely and efficiently is paramount to making commercial air taxi operations scalable and affordable,” said Wisk’s Corona. Wisk said data and learnings from the simulation campaign could help to standardize communications and procedural frameworks designed to reduce ATC and pilot workload. It may also advance the company's vision for automated flight rules (AFR), a proposed policy framework that would define the role of its multi-vehicle supervisors. "AFR is designed to complement, not replace, VFR and IFR, and to be available to any properly equipped airspace user," Wisk wrote in a February blog post . "Whereas VFR and IFR rely on pilot visual awareness and ATC-provided services to keep aircraft safely separated, AFR will allow aircraft to use automation to perform conflict management functions." What's Next? Wisk's collaboration with NASA could produce tangible results. The space agency's UAS Traffic Management (UTM) project led directly to the FAA's development of the Low Altitude Authorization and Notification Capability (LAANC) for drone operations. The UTM team also devised the air traffic management framework that the FAA is using to facilitate drone operations in Dallas-Fort Worth. The city is the first to allow multiple operators to share airspace and fly beyond the visual line of sight (BVLOS) of personnel. Kurt Swieringa, deputy manager for technology for NASA's Air Traffic Management Exploration (ATM-X) project, told FLYING last year that his unit was shaping a version of the Airborne Collision Avoidance System (ACAS) that can accommodate uncrewed aircraft. NASA researchers have tested digitized communications between ATC and the flight deck and conducted many remotely piloted flights. They have also studied air taxi noise, traffic, ride quality, and crash scenarios. The space agency shares these findings with the FAA to inform new regulations that could unlock commercial service for Wisk, Joby, Archer, Beta, and more. Unlike competitors, Wisk's Gen 6 will be autonomous from the get-go and could benefit the most from NASA's work. "I think there's a hurdle of integrating an eVTOL into the airspace, and then there's the autonomous piece," said Cindy Comer, Wisk's vice president of SMS, safety, and quality, in a Q&A that appeared in the March 2026 issue of FLYING . "How do we best engage with air traffic control so that we don't increase their workload, but they're aware and engaged in our flights as much as they need to be?" Per Comer, the Gen 6 uses a combination of computers, predictive hardware and software, radar, sensors, and ground links to detect and avoid other aircraft on its own. Many of its systems are present on transport-category aircraft such as the Boeing 737 or Airbus A350. Wisk is even providing autonomous systems for future variants of Archer's Midnight air taxi, and Comer left the door open when asked if the company could sell them to other rivals. Should they adopt Wisk's autonomy, those competitors could rely on the same multi-vehicle supervisor framework that it and NASA are studying. Of course, the partners will eventually need to validate the strategy with real flying. Wisk's first Gen 6 prototype was joined by a second in May . Though it did not fly them during the recent NASA campaign, Wisk hopes to debut the prototypes publicly by the end of the FAA's eVTOL Integration Pilot Program (eIPP). The multiyear program will see Wisk work with the Texas Department of Transportation toward high-frequency Gen 6 flights. Dan Dalton, Wisk's vice president of commercialization and airline development, told FLYING in March that the FAA during the eIPP may even permit passenger carrying operations for revenue. The eIPP kicked off last week with organ delivery flights completed by Beta's all-electric Alia CX300. Activities under the multiyear program are expected to grow increasingly complex.

A hybrid-electric aircraft preparing for ultra-short takeoff with mountainous terrain in the background
Aviation SafetyJul 15, 1:31 PM

Safran to Power Electra's EL9 Hybrid Ultra-STOL Aircraft with New TG600 Turbogenerator

French engine maker Safran confirmed on July 15, 2026, that it will power Electra's future EL9 ultra-short takeoff and landing (ultra-STOL) hybrid aircraft. In 2023, Electra sign an agreement with Safran Helicopters to develop a hybrid-electric turbogenerator for the EL9, a nine-seater aircraft which will be able to land and takeoff from runways as short as 150 feet (45 meters). The new hybrid-electric propulsion system will be based on the Safran Arrano, a proven and in-service helicopter engine which currently powers the Airbus Helicopters H160. The engine maker claims it consumes 18% less fuel than comparable engines. The result of the collaboration between Safran and Electra is the TG600, a 600-kW turbogenerator which couples two 300 kW GENeUS electric generators (certified by the European Union Aviation Safety Agency (EASA) in February 2025 ) with a Safran Arrano thermal engine. The TG600 turbogenerator. Picture: Safran / Electra As part of this agreement, Electra has also placed an order for 250 TG600 units. The contract follows a memorandum of understanding signed in 2023 "This agreement is a defining step forward for Electra and for the future of advanced air mobility," Marc Allen, CEO of Electra, said. "With this announcement, Safran is cementing its position as a leader in the next era of aviation. Their technical leadership in hybrid-electric, innovative spirit, and long-term partnership are critical as we bring the EL9 Ultra Short aircraft to market and unlock a new model of direct flight." In July 2026, Safran Helicopter Engines carried out the first bench test, at its site in Bordes, of the first turbogenerator that will be flight-ready for the initial flight tests of the EL9. "The signing of this contract marks a major milestone in our collaboration with Electra and signifies the official launch of our turbogenerator activities, a promising new chapter that complements our leadership in turboshaft technology," Cédric Goubet, Safran Helicopter Engines CEO, said. He added: "We believe we have the most advanced and efficient hybrid-electric product in its class, a perfect fit for the EL9 to achieve revolutionary capabilities in new air mobility." RELATED Electra completes first urban demo flight of ultra-short takeoff and landing EL2

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