The agency says services appear to operate like scheduled airlines but under “less-rigorous safety regulations – a fact that oftentimes is not transparent to the flying public”. The FAA will formally explore new ways to integrate charter flights into the airspace in a safe manner that maintains flexibility for users. 

FAA Administrator Mike Whitaker said: “Part of the safety mission of the FAA is identifying risk early on, and that’s exactly what we’re doing on public charters as usage expands. If a company is effectively operating as a scheduled airline, the FAA needs to determine whether those operations should follow the same stringent rules as scheduled airlines.” 

The FAA first made its plans public with a request for input in August 2023 from which it received and evaluated approximately 60,000 comments. It wants to amend part 110 definitions of “scheduled”, “on demand” and “supplemental” operations. If finalised, public charters will be subject to operating rules based on the same safety parameters as other non-public charter operations.   

“At the same time, we want to look at how future innovation might cause us to think differently,” Whitaker added. “Safe air travel options should be available to everyone, not limited to only those living near a major airport. We want to put a safety lens over the options of future innovation, as we work to further connect small and rural communities to open up more options for everyone at the same high level of safety.” 

The FAA intends to issue the notice of proposed rulemaking as quickly as possible . As part of any proposed rule, the agency would seek comment on an effective date that would allow for industry to adapt to any change in the regulatory environment.

Maintaining focus on expanding air services to small and rural communities, the FAA will look to  align aircraft size and certification standards with operational needs for such communities. The agency will convene a safety risk management panel (SRMP) to assess “the feasibility of a new operating authority for scheduled part 135 operations in 10-30 seat aircraft”.

The FAA’s public charter work is being done in coordination with the Transportation Security Administration (TSA). While the FAA focuses on the safety of the flying public, TSA focuses on the security of transportation systems. 

The TSA has been reviewing the security requirements of certain operators under the Twelve-Five Standard Security Program (TFSSP), which includes a proposal for the screening of passengers and their accessible property on public charter flights along with other requirements for all TFSSP operators. In accordance with 49 CFR 1544, TSA provided a 45-day comment period for the impacted operators that ends on June 27. TSA will adjudicate any comments received from industry and continue to work closely with the impacted operators.

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Back at headquarters in Savannah, Georgia, at least another 15 are sitting ready for customers as soon as the US Federal Aviation Administration (FAA) approves the aircraft.

On Tuesday the FAA issued what it calls a Final Special Condition regarding the electric flight control system for the G700 and G800. The regulator said that the aircraft’s electronic flight control is a “novel or unusual design feature when compared to the state of technology envisioned in the airworthiness standards for transport-category airplanes”.

It is absolutely nothing to worry about. It is just part of the fun of certification. 

This has attracted a lot of headlines, but it is absolutely nothing to worry about. It is just part of the fun of certification. It also demonstrates how airworthiness standards need updating. 

Pretty much every modern aircraft with fly-by-wire controls uses this Special Condition. Gulfstream has already delivered more than 800 aircraft (G650s, G500s and G600s) that used it. 

The FAA uses Special Conditions to establish a safety equivalent to legacy regulations. They then become part of the aircraft’s certification. The case with the G700/G800 shows how it is time for the regulations to be updated.

If you want more detail on the G700/G800 Special Condition, you can find it here. You can even make comments to the FAA about it if you feel strongly. The deadline for making these is March 29th, 2024. It is worth stressing that the aircraft can still be certified while the comment period is still open. 

Special Conditions are common with new aircraft certifications,” says David Hernandez, shareholder, Vedder Price and a former FAA employee. “The only problem is whether the FAA has the personnel and resources to evaluate it in a timely matter.”

In July 2023 Gulfstream had hoped to deliver 19 G700s before the end of the year. It is now targeting 50 for 2024.

The primary role of the FAA is safety. No one can criticise it for taking certification seriously. But this Special Condition shows that regulations desperately need updating. Gulfstream applied for G700 certification on December 31st, 2019 (by amending its GVI certificate).  

It is also a warning for anyone in advanced air mobility looking to use existing regulations. Gulfstream has been getting aircraft certificated since 1959. 

G700 Certification is getting closer, but owners want things to happen faster. That is why they ordered an aircraft that can fly at Mach 0.935.

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PIA matches two owners to share one aircraft and pairs them to an aircraft manager. Owners fly their aircraft, on their schedule at half the cost of traditional private aviation options, said the company. “We have owners across the country interested in bringing on a co-owner to share their aircraft and split the cost,” said Mark Molloy, president, PIA. “The programme, PIA Managed Co-Ownership, allows non-owner candidates to skip the waiting process and get into a new or used aircraft immediately. Because our clients typically fly 100 hours per year, both owners can fly all their trips – at half the cost.”

Launched in 2016, PIA Managed Co-Ownership plan matches co-owner candidates in the same region and provides the legal framework that allows two owners to securely share one aircraft. The programme is said to appeal to users flying 50-150 hours per year who prefer ownership to membership. And it complies with the requirements of FAA and Inland Revenue Service (IRS). Clients can enter the programme as current owners looking to sell half their aircraft or non-owners seeking a 50% interest in an aircraft. The company offers co-ownership opportunities in every turbine category, from turboprop and light jets to mid, super mid, and heavy jets and works with major OEMs.

Simon Elliott, a Florida resident and experienced aircraft owner, did not consider co-ownership when he  ordered his 2023 Praetor 600 two years ago. But Elliott reconsidered when his adviser suggested the PIA  programme. “Initially I was reluctant, but their legal team and structure made me comfortable with the model and I liked the math,” said Elliot. “I could choose my pilots and manager, which was crucial to me, and the co-owner they introduced me to is a great fit. I now have the aircraft I ordered at half the original cost.”

Another jet owner who tried the PIA co-ownership programme is Bruce Bonafiglia, a former Challenger 350 owner based in New York, who now co-owns a new Challenger 3500. “The programme made sense based on our limited usage, and PIA introduced me to a wonderful co-owner,” said Bonafiglia. “I’ve owned several aircraft and appreciate the value-proposition of splitting the capital and operating costs.”

It took several years for PIA’s client base to reach scale, acknowledges Molloy. “But we now have matches flying coast-to-coast and vetted co-owner candidates ready to be matched in every region of the country.” he said.

Most PIA clients come from membership and jet-card programmes, he added. “They are ready to move beyond their current membership programme but aren’t flying enough to justify whole ownership. The economics of co-ownership just makes sense to them,” said Molloy.

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“Dassault Aviation shares this remarkable occasion with its customers, who are sure to receive an exceptional aircraft,” said Éric Trappier, chairman and CEO, Dassault Aviation.

The Falcon 6X certifications follow more than two years of testing, including 1,500 hours of flying. Dassault announced the aircraft in 2017, after which certification became much harder to gain. Commenting in August Trappier said: “The Falcon 6X is the first brand new business jet to comply with the latest regulations, which will enhance the safety and security of all new aircraft.” 

Capable of flying 5,500nm (10,200km), the Falcon 6X can connect London with Hong Kong and Los Angeles with Geneva. The aircraft’s cabin measures 78in (1.98m) in height and has a width of 102in (2.58m).

The $52.75m jet is powered by two Pratt & Whitney Canada PW812D engines. The aircraft has a maximum speed of 594mph (956kmh) and has a maximum cruise attitude of 51,000ft. The first delivery was made to an undisclosed customer.

Meanwhile, read our interview with Carlos Brana, executive vice president, Civil Aviation published in the latest edition of Corporate Jet Investor Quarterly here.

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With a return to Category 1 status, Mexican carriers can add new services and routes to the US, and US airlines can resume marketing and selling tickets with their names and designator codes on Mexican-operated flights.

In a statement on social media, Katie Thomson, deputy administrator, FAA said: “This took a lot of collaborative work between Mexico and the FAA team over the course of two years. The restored status will allow Mexican carriers to add new services and routes to the US and US carriers to market and code share with Mexican carriers. Great result for safety, great result for passengers.”

The FAA downgraded Mexico’s International Aviation Safety Assessment (IASA) rating to Category 2 in May 2021 after finding the country did not meet ICAO safety standards. In the period following, the FAA via technical assistance agreements helped Mexico’s Agencia Federal de Aviacion Civil resolve the safety issues that led to the downgrade. Including sending a team of aviation safety experts multiple times over the past two years to assist with the work.

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Last week the European Aviation Safety Agency (EASA) and the US Federal Aviation Administration (FAA) issued type certificates for Dassault’s Falcon 6X. Customer deliveries will start soon.

Certification has become a lot harder since Dassault announced the aircraft in 2017. Regulators are more stringent and OEMs are finding the process more difficult to forecast than before. (The fact that experienced aircraft designers and manufacturers are finding certification taking longer should be a real warning sign for new aircraft entrants like eVTOL companies and their investors.)

The Falcon 6X certifications follow more than two years of testing including 1,500 hours of flying.

“We would like to recognise the EASA and FAA certification teams for their commitment in this demanding process and our customers for their confidence. The Falcon 6X is the first brand new business jet to comply with the latest regulations, which will enhance the safety and security of all new aircraft,” said Eric Trappier, chairman and CEO, Dassault Aviation.

Gulfstream has been through a similar flight test and certification programme with the G700. The G700 is set to complete its FAA Type Inspection Authorization in September and get full certification soon after.

With its 5,500nm/10,200km range the Falcon 6X can fly from London to Hong Kong for dim sum or Los Angeles to Geneva for fondue. While sitting in a big 78inch/1.98m height and 102in/2.58m width cabin. “I really like the Falcon 6X; especially the cabin space and design,” says Alan Nee, founder of broker Premier Aviation and a Falcon pilot. “The quoted fuel efficiency numbers are also very strong.” The aircraft is very quiet and has low cabin pressure. It also has a cool skylight above the kitchen.

New aircraft typically see a boost in sales when they are first ordered and then when the first deliveries are made. The Falcon 6X is entering service into a much stronger market than when it was announced in 2017.

“Now that it is certificated with deliveries starting soon, we expect to see a lot more interest in the Falcon 6X,” says Lee Rohde, president and CEO, Essex Aviation.

Dassault customers are extremely loyal and you can expect a number of Falcon 900 customers to upgrade to the 6X. “I hope they produce more to penetrate the broader market,” says Nee.

Dassault engineers celebrated the Falcon 6X achievements last weekend, but on Monday they were back working on the Falcon 10X.

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Certification concludes a test campaign of more than two years for the large-cabin business jet, during which it logged 1,500 flight hours worldwide. The first Falcon 6X aircraft are now undergoing final completion before delivery to customers later this year.

Gaining the twin certifications was a remarkable milestone, according to Eric Trappier, chairman and CEO, Dassault Aviation. “We would like to recognise the EASA and FAA certification teams for their commitment in this demanding process and our customers for their confidence. The Falcon 6X is the first brand new business jet to comply with the latest regulations, which will enhance the safety and security of all new aircraft.” 

The 5,500nm (10,200km) Falcon 6X combines the best qualities of Dassault Aviation’s business and fighter aircraft expertise to create the longest-range jet in its class with unparalleled passenger comfort and maximum mission flexibility, said Trappier.

The $52.75m jet is powered by two Pratt & Whitney Canada PW812D engines. The aircraft has a maximum speed of 594mph (956kmh) and has a maximum cruise attitude of 51,000ft.

The first Falcon 6X deliveries were rescheduled to take place in mid-2023, after Covid delays prevented the original delivery target of the end of 2022. The aircraft was rolled-out on December 8th 2020 and its maiden flight took place on March 10th 2021.  Transport Canada issue a type certification for the PW812 engine on November 30th 2021.

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The safety system is designed to avoid or mitigate accidents by providing an organisation-wide approach to identifying safety hazards, assessing and managing safety risk and assuring the effectiveness of safety risk controls. This system provides decision-making processes and procedures that can improve safety by assisting an organisation in planning, organising, directing and controlling its aviation-related business activities. Acceptance into the SMS programme requires a rigorous validation and credentialing process conducted by the FAA’s certificate management team and officials.

Creation of Tradewind’s SMS was a multiyear effort led Sarah Zimmerman, the company’s director of Safety. With the FAA’s approval, Tradewind has gone from “active applicant” to “active conformant”, placing it among the top 2% of Part 135 Operators in the US that have completed the agency’s SMS voluntary programme process and demonstrating the airline’s culture of safety promotion, it said. It also confirms that Tradewind’s SMS meets the standards of the International Civil Aviation Organization.

The benefits of FAA approval include: increasing safety, realising cost savings, and demonstrating to clients, aviation talent, and other players in the aviation industry that the private airline  continues to make safety a priority, said the company. It also improves Tradewind’s data-informed decision making to prioritise resource allocation and enhances its communication about safety via a well-recognised industry standard.

“Our dedication to enhancing our culture of safety and being proactive and predictive to address problems before they occur has never been stronger,” said Eric Zipkin, co-founder and CEO, Tradewind Aviation. “Coupled with the continuous attention we give to aircraft management, maintenance and charter operation, the FAA’s approval of our SMS is proof positive that when Tradewind Aviation says we ‘Fly Personal,’ we mean it.”

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Recently announced by the FAA, the status allows San Marino air carriers to operate services to the US. Under a Category 1 rating, properly authorised San Marino AOC Holders ‘air carriers’ are permitted to serve the US and enter into code-share agreements with US carriers.

David Colindres, president of San Marino Aircraft Registry, said: “This is an excellent achievement for San Marino, this means that every San Marino commercial operator can now take direct flights to and from the United States to Rimini-San Marino Airport. This also opens the door for US citizens to reach the Italian Adriatic Riviera more quickly and easily through Rimini-San Marino airport.”

The FAA said that its IASA programme focuses on a country’s ability to adhere to international aviation safety standards and recommended practices. San Marino’s current ICAO Effective Implementation (EI) score is at 90.21%, up from the previous EI of 67.23% in 2010.

San Marino was recognised by the ICAO Council with the Presidential Certificate in 2016. The certificate was awarded after San Marino made “significant progress in resolving safety oversight deficiencies and improving the effective implementation” of ICAO Standards and recommended practices. 

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SD worked directly with Dassault Aircraft Services in Little Rock, to obtain the STC, releasing the corresponding Plane Simple Ku Service Bulletin for the Falcon type in April 2023. The Ku-band antenna variant can now be installed through the Dassault factory MRO and Dassault Aircraft Services network.

Jim Jensen, SD founder and CEO, said: “We are proud that Dassault recognises the advantages delivered by the Plane Simple system and how it can enhance connectivity on the Falcon airframes. The STC makes the full Satcom Direct ecosystem of hardware, software, ground infrastructure, cybersecurity, and award-winning customer support immediately available to this set of Falcon owners.

“We are raising the connectivity bar with this whole new class of antenna hardware that has been purpose-built for the business aviation sector. More importantly, it gives customers greater flexibility, cost-effective connectivity options, and a single resource to fulfil every connectivity need,” said Jensen.

The antenna installation requires fitting two-line replaceable units, the tail-mounted antenna and the SD modem unit. The latest certification comes in the wake the existing Dassault Falcon 2000LX/LXS/S approvals and 900EXy/LX obtained earlier this year.

Geoff Chick, senior vice president, Dassault’s worldwide service network, said: “Falcon aircraft are known for being technologically advanced, and the SD Plane Simple antenna system is the perfect complement to our aircraft. The system has already demonstrated its capabilities by performing flawlessly on our Dassault Falcon 2000LX/LXS/S aircraft, and we’re pleased to add the new STC to our customer offering. We’re confident our operators are going to be delighted with the reliability, performance, and the added value of SD customer service.”

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