Senate Aviation Hearing Highlights Push for ADS-B In Mandate to Enhance Airspace Safety
Lawmakers and industry stakeholders debate ADS-B In technology adoption following recent airspace close calls and runway incidents, focusing on certification and operational challenges.
The gist
Senate aviation subcommittee focuses on mandate for ADS-B In to improve safety amid increased mid-air and runway conflicts.
The Senate Commerce Subcommittee on Aviation, Space and Innovation convened a hearing addressing significant safety concerns linked to the National Airspace System (NAS), with specific attention on the adoption of ADS-B In technology. Chairman Sen. Jerry Moran from Kansas opened with references to alarming recent incidents, including a near-miss go-around at Boston Logan International Airport and a 15,000 close calls tally near Washington National Airport over three years, underscoring systemic safety gaps.
Central to the discussion was the advocacy for integrated ADS-B In mandates designed to provide pilots with timely traffic and runway awareness displays directly in their usual field of view. Jason Ambrosi, President of the Air Line Pilots Association, pointed out that current reliance on last-second alerting tools such as Traffic Collision Avoidance Systems (TCAS) are insufficient, especially as they offer limited advance warning and are suppressed near ground operations. The lack of an integrated ADS-B In system was identified as a critical shortfall exposed by the fatal January 2025 collision near Reagan Washington.
The hearing highlighted legislative efforts via the ROTOR and ALERT acts aimed at accelerating ADS-B In equipage across the U.S. aviation industry. Witnesses raised operational hurdles including certification processes, installation timelines, and varying aircraft capabilities. James Viola, President and CEO of the General Aviation Manufacturers Association, emphasized that prompt FAA certification, standards harmonization with global regulators, supply chain readiness, and maintenance infrastructure capacity are pivotal for widespread ADS-B In deployment.
Viola also noted the diverse spectrum of general aviation aircraft in terms of technology and equipment, urging lawmakers for performance-based requirements that accommodate differences across the fleet. Meanwhile, Airlines for America’s CEO Chris Sununu voiced strong carrier support for broader ADS-B In equipping but acknowledged the need to address manufacturing and installation challenges to avoid disruptions.
Safety challenges on airport surface operations were another focal point, prompted by a March ground collision at LaGuardia Airport between an Air Canada CRJ-900 and an airport firefighter vehicle. The preliminary investigation reported the vehicle lacked a transponder, preventing the Airport Surface Detection Equipment (ASDE) from issuing an alert. Todd Hauptli, of the American Association of Airport Executives, advocated for deploying surface surveillance tools at over 200 airports soon, complemented by vehicle movement area transmitters to enhance detection and reduce runway incursions.
The hearing also explored improvement initiatives at smaller airports, including non-towered and contract tower facilities. Hauptli highlighted FAA efforts to deliver surface awareness systems and urged legislative support for situational awareness displays at contract towers without the Standard Terminal Automation Replacement System (STARS) platform. Discussions extended to runway driver training, data-sharing protocols, controller staffing, weather tools, and the broader FAA modernization agenda.
All witnesses agreed that integrating ADS-B In technology with enhanced surface surveillance and robust information sharing among stakeholders represents a comprehensive approach to mitigating risks. They underscored that adequate FAA resources and industry coordination are essential to expedite certification and installation without compromising safety. Sununu cited a recent $12.5 billion congressional appropriation as a stepping stone towards modernizing air traffic control systems.
The Senate hearing exposed the complex interplay of technology, regulatory action, and operational practice necessary to improve NAS safety. ADS-B In adoption, combined with enhancements to airport surface detection and data-driven safety management, aims to provide pilots, controllers, and airports with the tools needed to prevent collisions and near misses in an increasingly crowded airspace.
This legislative and industry focus on ADS-B In complements ongoing safety programs and addresses incidents that have raised public and regulatory alarms. As mandates and technological deployments progress, closely tracking certification and installation timelines will be critical to achieving the intended safety outcomes in the NAS.
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EASA revamps flight training simulator rules with new capability-based system
More flexible qualification framework lessens dependence on full-flight simulators. Europe's safety regulator has embarked on an implementation programme after overhauling the qualification framework for flight-simulation training devices. The change shifts away from the previous regulatory structure – founded on fixed device types and levels – to a more flexible capability-based approach, providing more freedom to use systems other than full-flight simulators. This enables training devices to be assessed for "what [they] can actually do", says European Union Aviation Safety Agency (EASA) flight standards director Francesco Gaetani. EASA had previously highlighted the need for a rule change in order to overcome "discrepancies and barriers" that restricted the possibility of obtaining training credits when using different types of training device. It had pointed out that flight-training devices would remain relegated to a limited role, while full-flight simulators dominated the sector, unless the situation was addressed. EASA drew up proposals based on a "capability signature" – essentially a standardised 'fingerprint' of the training device's fidelity levels and features. The new framework has also adapted to account for advances in technology including virtual reality and touchscreen interfaces. "It supports innovation, enables new technologies to be integrated into training and helps ensure that pilots continue to receive effective, high-quality training in an evolving aviation environment," says Gaetani. Approved training organisations will have more freedom to choose simulation devices which are most suited to achieving the necessary training objectives, through an optional 'task-to-tool' methodology. EASA has initiated an implementation support programme, including stakeholder workshops set to begin at its Cologne headquarters in December this year.
Safran's TG600 Turbogenerator Powering Electra EL9 Hybrid-Electric Aircraft
Hybrid-electric aircraft developer Electra on Wednesday announced a "life-of-program" agreement covering the production of turbogenerators for its flagship EL9 Ultra Short. The EL9, designed for operations with only a 150-foot ground roll, will be powered by Safran Helicopter Engines' TG600, which is built around the latter's Arrano gas turboshaft engine. Electra said it placed an initial order for 250 turbogenerators. The companies previously signed a deal for Safran, which is also an investor, to develop the 600-kilowatt electric turbogenerator propulsion system for EL9 prototype aircraft. Now, the TG600 is set to power the real deal. "We've closely evaluated the advanced air mobility market, and we believe the Electra eSTOL [electric short takeoff and landing] aircraft offers groundbreaking capability in a practical design that meets market needs of both today and tomorrow," said Florent Chauvancy, the former executive vice president of OEM sales for Safran Helicopter Engines, in a 2023 news release . On Wednesday, Electra CEO Marc Allen in a statement called the new deal a "defining step forward for Electra and for the future of advanced air mobility." The nine-passenger EL9 is expected to make its debut flight in 2027 or '28, with certification and entry into service by '30. Electra claims to have about 2,200 provisional orders from more than 60 operators. This is not Safran's first foray into electrification. The manufacturer in February 2025 achieved the first type certification for an electric motor for civil aircraft, after the European Union Aviation Safety Agency (EASA) declared its ENGINeUS 100 system airworthy. The engine is designed to provide 100 percent electric power for two-to-four-seat aircraft—such as Diamond Aircraft's eDA40, an early candidate—or hybrid propulsion for 19-seat regional models. Other ENGINeUS 100 customers include Swiss propulsion specialist H55, French manufacturer Aura Aero, and Aura's recently acquired VoltAero subsidiary. BRM Aero and Bye Aerospace intend to install the engine on their respective electric trainers, the Bristell B23 Energic and eFlyer family. At the 2025 Paris Air Show, Safran joined forces with Collins Aerospace and French firms Daher and Ascendance to research hybrid-electric propulsion for six-to-ten-seat aircraft. The consortium is targeting a platform "in the category" of Daher's Kodiak family of single-engine turboprops. The Integration Electra said the TG600 will be the "heart" of the EL9's hybrid-electric propulsion system, which also comprises eight electric engines from supplier Evolito. The Arrano engine around which it is built burns 18 percent less fuel versus "other in-service engines," the company said. The turboshaft will be complemented by two GENeUS electric generators provided by Safran Electrical & Power. In March, AviationWeek reported that Safran Helicopter Engines began assembling the first TG600 unit for Electra's prototype aircraft. Cédric Goubet, the company's president, said in a late 2025 LinkedIn post that it is "ready to launch development and gear up for flight testing." Goubet in a statement Wednesday said the new contract "signifies the official launch of our turbogenerator activities, a promising new chapter that complements our leadership in turboshaft technology." "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," he said. According to Electra, the EL9 is designed to move air travel away from airports. Instead, the aircraft will use ultra-short "access points" located on rooftops, parking lots, fields, barges, malls, casinos, or even ski resorts, cutting out unnecessary connections and ground transfers. The manufacturer believes it could save travelers hours on more than 2,600 routes spanning 50 to 265 miles that are suboptimal for driving, but lack routine commercial air service. It estimates 12,000 to 16,000 aircraft will be required to meet demand within the first decade of operation. EL9 access points will require just 150 feet of space for takeoff and landing, an unlock from the aircraft's blown-lift propulsion system. By redirecting airflows toward the ground, the EL9 is designed to take off at a leisurely 35 knots. Electra has already proven the capability on the EL2 Goldfinch, a demonstrator. But Safran's TG600 will be key to validating it with EL9 prototypes and, eventually, the real deal. Like many young aerospace startups, Electra is largely tight-lipped on suppliers, but it has said that Honeywell will provide the EL9's flight control computers and electromechanical actuation systems. Lockheed Martin's Skunk Works is helping design and commercialize the model. Many of the EL9's components and systems, however, are built in house. Electra has obtained several patents for novel portions of the blown-lift propulsion system.
Pilots Honor Time-Honored Rites of Passage from First Solo to Captain Upgrade
Milestones in our lives, such as weddings, graduations, religious ceremonies, and significant birthdays usually involve a celebration. But I'd say nearly every pilot looks at their first solo flight as a major rite of passage they never forget. It marks the first time a person realizes they're truly responsible for their own life. Brush it off or not. It demands a sense of pride. Considerable research ( asking my lunch buddies and checking at Sporty's ) confirms the tradition of the flight instructor cutting off a piece from the back of their student's shirt still happens, even in many of today's mega-flight schools. The practice supposedly began when instructors sat behind their students in tandem trainers like J-3 Cubs with no intercom. When the student did something dumb, the instructor would tug on their shirt and yell or demonstrate what was wrong. When the student began to consistently demonstrate they could fly the traffic pattern and land with no tugs on their shirt, the CFI climbed out and sent the learner around for three solo takeoffs and landings. On landing, the shirt was cut off and inscribed—usually kept forever. This Article First Appeared in FLYING Magazine If you're not already a subscriber, what are you waiting for? Subscribe today to get the issue as soon as it is released in either Print or Digital formats. Subscribe Now These days, students typically know in advance that they're scheduled to solo on a particular day—weather permitting and having passed all pre-solo requirements like licenses, medicals, and tests. They launch alone from the hangar or tie-down, announce (if it's a controlled field) that this is a first solo, make three takeoffs and landings, and return to the hangar. Well, I'm sorry but I hate that. Back in the day, I'd work with the student on all the flying basics until finally entering the traffic pattern for takeoff and landing practice. If things didn't progress well, we'd head back out in the practice area and review airspeed and altitude control, stalls, ground reference maneuvers, or whatever. Then back to the airport where we'd concentrate on flying a precise pattern with appropriate airspeeds and a flare-out…but no touchdown. Flying down the runway with reduced power but in level slow flight a few feet off the ground—focusing on the far end—and then going around was an effective way of handling ground shyness. Finally, we'd ease off the throttle, gently raise the nose above the end of the runway, and the main gear would touch. Seeing the delight in the student's eyes was marvelous. READ MORE: Aviation Fuel-ishness Can't Be Overlooked READ MORE: Memories of the Iconic 'Gooney Bird' Stirred After a successful hour or so, I'd slide my seat back and (nearly) close my eyes, pretending I was majorly bored. Finally, I'd announce, "I'm tired of riding around this pattern with you. Let me out at the intersection and make three takeoffs and landings by yourself." The tower was OK with our clearing the runway and letting me out in the grass in the middle of the field, where I would sit, making daisy chains or picking wildflowers, while my fledgling student made circuits and landings. More than once, afterward, they'd clear the student back to the hangar, stranding me in the grass. That involved my climbing up five flights in the tower, uttering a few choice words and calling somebody to pick me up. And, yes, I'd cut part of my student's shirt off in a celebratory ceremony at the hangar. Other past traditions I've heard of are dumping a pail of water over their head, cutting off the necktie (remember those?) or even mashing a cream pie in the face. But fledgling pilots aren't the only aviators who mark upgrades or being "kicked upstairs." The best story I know involved my friend Kevin Uppstrom, a longtime Kalitta Air pilot who hauled freight in DC-3s for years (and taught me so much). In—mostly—Kevin's words: "Upgrading to captain was a lengthy process involving the completion of ground school, 30-plus hours of confidence-destroying simulator training and a round-the-world ride with a check airman for Operational Experience (OE). You'd make all the calls, do all the planning, deal with any problems, and fly one segment from the right seat. Only then (when the check airman was satisfied or tired of riding with you) would an FAA inspector observe a line check within the United States—the final step in the upgrade procedure. Then you were on your own, a graduate from a three-striper to four. "I deadheaded on one of our planes to Liege, Belgium, and then downrange to Bahrain, where, after a rest period, I would be flying as aviator in charge with a great crew—a low-key first officer and plumber (flight engineer). Rather than announcing my presence with an 'I'm the captain and you will respect my authority' attitude [definitely NOT a Kevin mentality], I wanted to start off on the right foot. So I planned to meet my crew in the hotel lobby next morning sporting both my three-stripe shoulder boards AND my four-stripe boards—a total of seven boards—on each shoulder of my uniform shirt. The sewing was tedious, somewhat of a challenge, but I got it done. "Next morning, I left the room early to be the first to meet my crew downstairs but, striding across the hotel lobby, I met up with an Atlas [Air] crew who gave me some truly odd looks. I think they thought I was some kind of field marshal. Eventually, my guys showed up and, knowing my sense of humor, smiled as they took in my seven stripes. "Since we were in the Middle East, where they place an inordinate amount of importance on things like gold braids and stripes, I didn't want to create an international incident with customs. So I demoted myself to a mere four-striper once we boarded the van to the airport. But being the supreme leader was fun while it lasted." Maybe you can understand how much I value Kevin as a person and a pilot. I met him when he was chief pilot, accumulating 16,000-plus hours flying DC-3s, Beech 18s, and a Learjet for a Part 135 freight operation in Middletown, Ohio (KMWO). I was the FAA inspector doing check rides for the company. By the late 1990s that part of the airfreight business was dying, and he was left with a big decision. He made "starting over" with this large airfreight airline based in Detroit and flying worldwide the right one. Whether it's a first solo or a captain upgrade, these moments stand as hard-earned milestones that define a pilot's journey. This column first appeared in the June Ultimate Issue 971 of the FLYING print edition.
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