Flight Safety Information - April 16, 2025 No. 077 In This Issue : Incident: Delta B739 at Tucson on Apr 14th 2025, engine trouble : Incident: United B772 over Atlantic on Apr 15th 2025, pilot incapacitated : Boeing 737-823 (WL) - Engine Failure (LAX) : Dozens of student pilots sue United Airlines and its flight school over fraud allegations : Medical helicopter crashed in Feb. after pilot lost night vision goggles, NTSB says (North Carolina) : CGI Expands Virtual Flight Data Recorder Initiative : What Is GPS Spoofing, Jamming In Aircraft And Is It Dangerous? : Passenger arrested after gun is found in bag at O'Hare International Airport : The Air Force Has a Big Problem: It’s Running Out of Pilots : Tariffs, Tax Incentives Making Market Predictions Murky : Near Misses, Fatal Crashes Force Airlines to Confront Worried Fliers : NASA Aims to Fly First Quantum Sensor for Gravity Measurements : HGTC Launches New Drone Technology Course in Partnership with the Unmanned Safety Institute (USI) : Calendar of Events Incident: Delta B739 at Tucson on Apr 14th 2025, engine trouble A Delta Airlines Boeing 737-900, registration N892DN performing flight DL-937 from Tucson,AZ to Atlanta,GA (USA), was climbing out of Tucson's runway 11L when the crew stopped the climb at about 16000 feet due to problems with the left hand engine (CFM56). The aircraft returned to Tucson for a safe landing on runway 29R about 40 minutes after departure. The FAA reported: "Delta Air Lines Flight 937 returned safely to Tucson International Airport around 1:30 p.m. local time on Monday, April 14, after the crew reported an engine issue. The Boeing 737-900 was headed to Hartsfield-Jackson Atlanta International Airport. The FAA will investigate." The airline reported a mechanical issue with the left hand engine. The aircraft is still on the ground in Tucson about 19 hours after landing. https://avherald.com/h?article=52687008&opt=0 Incident: United B772 over Atlantic on Apr 15th 2025, pilot incapacitated A United Boeing 777-200, registration N78005 performing flight UA-71 from Amsterdam (Netherlands) to Newark,NJ (USA), was enroute at FL360 over the Atlantic Ocean about 670nm northwest of Dublin (Ireland) and about 160nm south of Keflavik (Iceland) when the crew decided to turn around and divert to Dublin advising ATC that their third pilot was suffering from heart ache. The aircraft descended to FL310 for the return and is currently descending through FL080 towards Dublin. https://avherald.com/h?article=52685700&opt=0 Boeing 737-823 (WL) - Engine Failure (LAX) Date: Tuesday 15 April 2025 Time: c. 14:45 UTC Type: Boeing 737-823 (WL) Owner/operator: American Airlines Registration: N948NN MSN: 31189/4835 Year of manufacture: 2014 Engine model: CFMI CFM56-7B Fatalities: Fatalities: 0 / Occupants: Other fatalities: 0 Aircraft damage: Unknown Location: Los Angeles International Airport, CA (LAX/KLAX) - United States of America Phase: Unknown Nature: Passenger - Scheduled Departure airport: Los Angeles International Airport, CA (LAX/KLAX) Destination airport: Dallas/Fort Worth International Airport, TX (DFW/KDFW) Confidence Rating: Information is only available from news, social media or unofficial sources Narrative: American Airlines flight AA2746, a Boeing 737-800, returned to LAX after suffering an engine failure of engine no.2 after takeoff. The aircraft didn't deploy the thrust reverser on landing. https://asn.flightsafety.org/wikibase/498913 Dozens of student pilots sue United Airlines and its flight school over fraud allegations Dozens of former student pilots who say they racked up tens of thousands of dollars in debt for tuition are suing United Airlines and its flight school in the Arizona desert, saying it didn’t have enough teachers or aircraft to properly train and graduate its students. The federal lawsuit accuses United and the school, United Aviate Academy, of falsely promoting a well-equipped, intensive training program that would put students on a path to becoming commercial pilots after a year. In reality, the students said in an amended complaint filed last week, their flight time was limited due to the staffing shortages and frequent staff turnover. In some cases, students were teaching other students, according to the lawsuit. Some of the students said they ultimately left the program when it became clear they would not finish training after a year. But many of them alleged in the lawsuit that they were wrongly expelled from the school for “taking too long to advance" through the program. Around the time of the pandemic, United purchased the pilot school in the Phoenix suburb of Goodyear to address a critical problem facing the industry: not enough pilots. Airlines have complained about the shortage for years, but they made it worse during the COVID-19 outbreak by encouraging pilots to take early retirement when air travel collapsed in 2020. In a statement, Chicago-based United said it couldn't comment on specific allegations, citing the ongoing lawsuit, but it defended its pilot school. “We have the highest confidence in the rigorous curriculum and flight training program provided at United Aviate Academy and are proud of the school’s hundreds of graduates,” the statement said. The lawsuit claims the school had an enrollment cap of 325 students “to ensure sufficient resources.” Instead, according to the complaint, there were more than 380 students enrolled in the program in March 2024. Within months, the school's accrediting body issued a warning letter to the flight school, in part because of its enrollment numbers, according to the lawsuit. Around this time, the lawsuit claims that United Aviate Academy began expelling students from the program “in order to comply with the enrollment cap.” By August of that year, the school was placed on probation by the Accrediting Commission of Career Schools and Colleges, according to the lawsuit. The school voluntarily withdrew its accreditation in January. United told The Associated Press that it “is exploring an alternative accreditation that better meets the needs of the flight school.” Richard Levy, a retired captain who flew for a major international airline for 41 years and who now works as a flight instructor in Texas, said a one-year program is in line with industry training standards. He said students who want to fly commercial jets will typically train for about a year for certain certifications, then go on to work for a regional airline and log additional flying time — up to 1,500 hours — before they can fly for a major airline. What’s important, Levy said, is that students are flying frequently and following a structured, uniform program during their training. But the lawsuit says that at one point there were roughly 20 aircraft for the hundreds of students enrolled in United's flight school. One student said he was able to fly just once or twice over several months and was repeatedly reassigned instructors. He was eventually expelled for “taking too long to advance” through his courses, the lawsuit alleges. Another expelled student said she had a different instructor during each of her first four flights. During her eighth flight, she said, her instructor was a fellow student of the program. “It was students teaching students," the lawsuit says. It also alleges that students were sometimes evaluated by instructors who were not pilots themselves. Levy said he's “never heard of” non-pilots evaluating student pilots. Most of the students suing said they took out loans with the expectation that they were attending a one-year program that would lead to “gainful employment.” Many of them had to relocate to Arizona to attend the program. One student sold his home, according to the lawsuit. Another left his job of 21 years to “pursue his dream” of becoming a pilot while his husband stayed behind at their home in Texas. The lawsuit was filed in federal court in Phoenix on behalf of 29 former students from states across the country, including Florida, Texas, California, Colorado, Nevada and Connecticut. https://www.yahoo.com/news/dozens-student-pilots-sue-united-175815061.html Medical helicopter crashed in Feb. after pilot lost night vision goggles, NTSB says (North Carolina) An NTSB preliminary report determined a medical helicopter based in Onslow County crashed in February after night vision goggles the pilot was wearing fell off in mid-flight. An NTSB preliminary report determined a medical helicopter based in Onslow County crashed in February after night vision goggles the pilot was wearing fell off in mid-flight. According to Novant Health, a critical care nurse and paramedic were onboard the EC135 Airlink helicopter when it crashed at 7:45 p.m. on Feb. 24 off Holly Shelter Road near the Pender/New Hanover County line. Novant Health says the pilot, a critical care registered nurse, and a critical care paramedic were onboard the EC135 Airlink helicopter when it crashed around 7:45 p.m. on February 24th off Holly Shelter Road near the Pender/New Hanover County line. The report said the pilot was returning to Albert Ellis Airport after leaving New Hanover Regional Medical Center. In the report, the NTSB said the helicopter was on auto-pilot at around 1,000 feet when the pilot’s night vision goggles came off his helmet. The pilot told investigators that he grabbed the goggles case and put them and a battery pack inside the case. The goggles then rolled off of the pilot's lap. As the pilot reached for them, the helicopter descended rapidly and crashed into a line of trees as the pilot tried to regain control of the helicopter before it landed on its side in the water. The pilot and the flight’s paramedic both broke their leg in the crash, and the paramedic was trapped. https://www.wral.com/news/state/medical-helicopter-crash-onslow-february-april-ntsb-report/ CGI Expands Virtual Flight Data Recorder Initiative Virtual FDR is a cloud-based alternative to traditional “black box” units CGI has announced the expansion of its Universal Virtual Flight Data Recorder (UVFDR) initiative, which promises to enhance aviation safety by introducing a cloud-based alternative to traditional “black box” flight recorders that meets global regulatory standards. The CGI VirtualFlightRecorder, developed with support from the European Space Agency and the UK Space Agency, will leverage AWS cloud infrastructure to provide real-time flight data transmission and storage capabilities that align with ICAO’s standards for Global Aeronautical Distress and Safety Systems. Building on initial pilot demonstrations, the system incorporates blockchain technology to ensure data authenticity and integrity—critical factors for regulatory compliance and potential use in accident investigations. The system is designed to transmit flight data via satellite in emergency scenarios, creating a virtual backup that would remain accessible even if physical recorders are damaged or lost. “This ongoing project underscores CGI’s role in advancing aviation safety through transformative technology,” said Neil Timms, senior v-p of space, defense, and intelligence at CGI in the UK and Australia. “By evolving the UVFDR into a commercial service, CGI VirtualFlightRecorder will help aircraft operators boost their operational efficiency while supporting safer skies.” CGI’s VirtualFlightRecorder is intended to serve commercial air transport, business and general aviation, and advanced air mobility, and it’s designed to integrate with existing aircraft interface devices. The expansion phase will include demonstration flights with Cranfield University’s Flying Laboratory to validate data resilience and transmission capabilities. While traditional flight data recorders remain the industry standard, virtual solutions could provide additional data redundancy and accessibility during accident investigations. https://www.ainonline.com/aviation-news/business-aviation/2025-04-15/cgi-expands-virtual-flight-data-recorder-initiative What Is GPS Spoofing, Jamming In Aircraft And Is It Dangerous? Aircraft rely on the Global Navigation Satellite System (GNSS) to know their position, often referred to as GPS or Global Positioning System. What Is GPS Spoofing, Jamming In Aircraft And Is It Dangerous? The GPS signals from an aircraft travel a long distance to the receiver of the satellites. The Indian Air Force has clarified that "every mission was achieved as planned" in Myanmar after reports emerged that its aircraft faced GPS "spoofing" or "jamming" while carrying out relief operations last month in the earthquake-hit country. The Air Force confirmed that the Mandalay International Airport had issued a NOTAM (Notice To Airmen) over the "possibility of a degraded GPS availability". The India Air Force said, "All due precautions were put in place to cater for such conditions. IAF crew are well capable to handle such unavailability, while ensuring the safety of flight and achievement of the designated task or mission. Accordingly, every mission was achieved as planned." GPS Jamming/Spoofing - Danger In The Skies The Indian Air Force has deployed the C-17 Globemaster III heavy transport aircraft and the C-130J Hercules to provide relief material to Myanmar as part of Operation Brahma. Aircraft rely on the Global Navigation Satellite System (GNSS) to know their position, often referred to as GPS or Global Positioning System. These systems use satellites to determine the position of a receiver. In an aircraft, using Automatic Dependent Surveillance-Broadcast (ADS-B), the received position is broadcast to ground stations, air traffic controllers or other aircraft. GPS interference is of two types - Jamming and Spoofing. The terms may seem interchangeable, but they have a completely different impact on the aircraft. GPS jamming involves saturating the receivers with unknown signals, rendering them useless. Jamming blocks the signals with radio interference to prevent a receiver from finding its location. It can either happen naturally through solar storms or other natural interference, but an increasing trend is being witnessed where aircraft suffer GPS degradation in conflict-hit zones, pointing toward human interference. The GPS signals from an aircraft travel a long distance to the receiver of the satellite, and they generally have low power. In Jamming, a transmitter, which can even fit in a hand, sends a higher or same frequency signal to the receivers in the aircraft, confusing the cockpit about the aircraft's position GPS Spoofing is more dangerous and is purely intentional. Spoofing tricks a GPS receiver into thinking it's somewhere else by sending fake signals. In a normal situation, the aircraft's GPS receiver gets Position, Navigation and Timing from a constellation of satellites. In spoofing, a ground-based platform sends a look-alike fake signal, which may be interpreted as valid by the receiver. These signals, when decoded, have false information and the time of the aircraft. The satellite signals are of low power, therefore, the ground-based signals overpower the ones from the satellites and then decode fake information. What Makes It Dangerous? A report by OpsGroup, a group of professional pilots, flight dispatchers, schedulers, and controllers, flagged the issue on GPS spoofing incidents, stating that large-scale military equipment used for Electronic Warfare is being used for spoofing. Myanmar has been facing a civil war since 2021 after the military junta seized power in a coup, triggering a conflict between rebel factions and the military. The NOTAM, which the air force referred to in its statement, meant they were informed of a potential hazard that may affect flight operations. The biggest concern is the degraded functionality of the Ground Proximity Warning System (GPWS) - an advanced system in an aircraft that alerts pilots if the flight's path could put them in proximity of an obstacle like a mountain, building, etc. GPS Spoofing can confuse the cockpit, triggering false sound alarms or sometimes directing a flight toward an obstacle. A risk of Controlled Flight Into Terrain (CFIT) accidents, where aircraft fly into an obstacle, unaware of losing control, increases with GPS Spoofing. It can also direct the aircraft to fly in a restricted military zone or conflict-hit areas, making it vulnerable to ground attack. The Runway Awareness and Advisory System (RAAS) is an aircraft safety system that uses GPS and onboard sensors to provide pilots with real-time audio and visual alerts about their position relative to runways and taxiways. GPS Spoofing can force it to stop functioning. Regions Experiencing High Spoofing/Jamming Almost all GPS Spoofing incidents are taking place in conflict-hit zones or areas with high military presence. The Electronic Warfare is aimed at targeting hostile drones that operate on GPS, but it is unclear whether civil aircraft or military planes providing relief material are deliberately targeted. A FlightRadar24 GPS Jamming Map from yesterday showed high interference in aircraft's GPS in the Middle East, the India-Pakistan border in Punjab, eastern parts of Myanmar and war-hit regions of Russia and Ukraine. The highest level of GPS Spoofing is concentrated in specific areas of the Middle East, covering Israel, Syria, Egypt, and Lebanon. The countries are actively involved in conflict. The region is witnessing an increased use of drones in warfare against the adversary and militant outfits relying on the unmanned aircraft to take out tactical targets. Conflict zones like Russia, Ukraine and the Black Sea region are places where a high level of GPS Spoofing/Jamming is being reported. The first series of GPS Spoofing events took place in September 2023 in the area of northern Iraq, centered on Baghdad. Some aircraft were left unable to navigate independently after the spoofing event, requiring ATC vectors. Aircraft clocks were showing the wrong times. In 2023, the civil aviation regulator, DGCA, stated that civilian aircraft may sometimes be flying blind over parts of the Middle East. The DGCA's advisory was aimed at alerting airlines of the nature of the threat and how to respond to it. In March, the Parliament was informed that several airlines reported cases of GPS interference and spoofing while operating in and around Amritsar. The area is close to the border, and incidents have been reported in the past where drones from Pakistan have been used to smuggle weapons, narcotics. The disruptions, which impact aircraft navigation systems, have been most frequent in the border regions of Amritsar and Jammu between November 2023 and February 2025. Minister of State for Civil Aviation, Murlidhar Mohol, told the Lok Sabha that 465 incidents of GPS interference and spoofing were reported during this period. These incidents involve attempts to manipulate or block GPS signals, which could mislead navigation systems used by aircraft, he said. https://www.ndtv.com/world-news/what-is-gps-spoofing-jamming-in-aircraft-and-is-it-dangerous-8170967 Passenger arrested after gun is found in bag at O'Hare International Airport A man made it onto a flight at O'Hare International Airport with a gun Tuesday afternoon, according to sources from the Chicago Police Department and the Transportation Security Administration. There were numerous questions Tuesday night about how such a major security breach could have happened. Video from fliers showed O'Hare employees making a path down the middle of Terminal 1 as officers ran through. They were searching for a man headed to his gate with a gun. The Transportation Security Administration said at 12:20 p.m., one of its officers detected an image of a firearm inside a bag going through a Security Checkpoint 2 at Terminal 1 at O'Hare. TSA policy is for its officers to keep the bag inside the X-ray tunnel and contact Chicago Police. But before Chicago Police could confiscate the gun, the passenger reached inside the X-ray machine at the checkpoint, took the bag, and left for the gate, the TSA said. Security screening operations at Terminals 1 and 2 were halted, as the TSA and its law enforcement partners tracked the passenger's movements to a United flight. One social media user posted, "CPD just yanked a guy off my flight at O'Hare," and added, "Now they made us deplane and do a full security sweep of the plane." Chicago Police arrested the passenger. The TSA said its officers found 78 handguns at O'Hare security checkpoints last year — an increase from 2023, when there were 72. At Midway International Airport, officers confiscated 41 firearms last year — down from a record 50 firearms in 2023. At O'Hare Tuesday, TSA screening opened again at 1 p.m., about 40 minutes after it was closed. A police source said tells us the person arrested in this case is a Firearm Owners Identification Card and concealed carry license holder. Charges were pending late Tuesday. https://www.cbsnews.com/chicago/news/gun-found-in-bag-ohare-airport/ The Air Force Has a Big Problem: It’s Running Out of Pilots Today’s Air Force is relatively paltry compared to its heyday, with just 142 bombers and just over 2,000 fighter aircraft. And the average USAF bomber is around fifty years old, while the average fighter pilot is around thirty years old. Heather Penney, a former F-16 pilot and current Senior Resident Fellow at AFA’s Mitchell Institute for Aerospace Studies, argues that the U.S. Air Force urgently needs to address its pilot shortage in order to meet the demands of addressing a peer competitor. “For more than a decade,” Penney wrote, “the Air Force has fallen short of its pilot goals by about 2,000—the number was about 1,850 pilots in 2024—and with aging combat aircraft inventories, more planned force structure divestments, and projected squadron closures complicating the problem, the service is now struggling to ensure its pilots have the experience needed to succeed in combat.” Countering the problem, Penney argues, will require adding new pilots to the Air Force, incentivizing current pilots to remain with the force, and adding new aircraft. Understanding the Air Force’s Pilot Shortage During the Cold War, when the U.S. was prepared for conflict with the Soviet Union, the Air Force had 422 bombers and over 4,000 fighter aircraft. Today’s Air Force is relatively paltry, with just 142 bombers and just over 2,000 fighter aircraft. In addition to the concerns relating to the limited size of the force structure, Penney argues, are concerns relating to the age of the force structure. The average USAF bomber is around fifty years old, while the average fighter pilot is around thirty years old. “Age correlates with readiness, as planes need more maintenance as they get older, reducing their availability,” Penney wrote. But growing the aircraft fleet is only part of the problem. The Air Force will also need to grow the pilot corps—hardly a simple process: “It takes years to build an experienced combat pilot, and the Air Force may not have the time to produce, train, and season new replacement pilots at the pace of need.” Pilot retention is a problem, too. “Pilots increasingly voice their frustrations from serving as high-demand, low-density assets,” Penney wrote. “Their continual high operating tempo is driving more and more Air Force pilots to leave the service.” In many instances, pilots leave service to work for commercial airlines, where they can earn six-figure salaries and keep a relatively relaxed work schedule. Three Ways to Fix the Air Force’s Recruitment Problem Penney’s report is comprehensive and worth reading. For readers looking for a quicker synopsis, the report concludes with a list of recommendations. The first is to “grow the Active Component fighter forces to increase the quantity and rate at which it can absorb new pilots and maintain pilot combat readiness.” Penney argues that more aircraft would allow the Air Force to develop more experienced fighter pilots at a rate sufficient to mitigate the outflow of experienced pilots away from the service. As an aside, this author would add that the Air Force should rethink its medical discharge process, which often disqualifies eager and capable pilots for non-substantial reasons. Penney’s second recommendation is to grow the number of “Reserve Component” squadrons and increase the number of planes assigned to each one. The Reserve Component is a way to capture and retain experienced fighter pilots who are leaving Active Duty, offering the “least disruptive way to increase the number of experienced combat pilots in the Total Force.” Lastly, Penney argues for the modernization of Active and Reserve components. The nut of the problem, and the heart of the solution, in Penney’s view, is to stop underfunding the Air Force. As Chief of Staff of the Air Force General David Allvin has said, “the nation needs more Air Force.” https://nationalinterest.org/blog/buzz/the-air-force-has-a-big-problem-its-running-out-of-pilots Tariffs, Tax Incentives Making Market Predictions Murky Deals are slowing and the future is hard to predict, Hagerty Jet Group reports Tariffs and potential tax incentives have brought a wave of uncertainty in the U.S. preowned aircraft market, with deals once completed rapidly now slowing, according to broker Hagerty Jet Group. Following the presidential inauguration, “the phones started blowing up. Deals were getting done at a frenzied pace,” Hagerty Jet noted. But by February, the industry turned to tariffs and what that meant. It also took note of pledges to bring back 100% expensing retroactive to January 20. “The business aviation industry celebrated the indication of the return of bonus depreciation, which includes new and used business jets,” Hagerty Jet maintained. Even with those positive trends, against the backdrop of the evolving nature of the tariffs, Hagerty added, “It’s hard to predict what 2025 will bring for business aviation.” Deals are still getting done into April, but many of them started months earlier. “The enticement of bonus depreciation could outweigh the lack of consumer confidence and keep prices flat or even bump them up,” the firm said. However, “buyers could step to the sideline and wait for clearer forecasts, which could slow transactions and push prices down.” Hagerty also provides a focus on the Gulfstream market, estimating the Savannah, Georgia manufacturer delivered 15 of its flagship G700s in the first quarter and noting that parent corporation General Dynamics is anticipating 150 jet deliveries in 2025, a cautious number reflecting supply chain uncertainties. The G800 remains on track for market entry in upcoming months, but the company is not planning for deliveries of the G400 this year. As for the preowned Gulfstream market, 25 G650/G650ERs were on the market in the first quarter, 10 of which were U.S.-registered. Six deals are pending, with 19 available. Average days on the market declined in the quarter to 153 days, the lowest in a year. Asking prices range from about $32 million to $43.5 million, according to Hagerty. Meanwhile, 29 preowned G550s were on the market. Hagerty noted that with the G700 impacting fleets, “transactions for G550 do not seem like they will be going down anytime soon.” https://www.ainonline.com/aviation-news/business-aviation/2025-04-14/tariffs-tax-incentives-making-market-predictions-murky Near Misses, Fatal Crashes Force Airlines to Confront Worried Fliers A series of aviation accidents has rattled flyers enough to drag down ticket sales at the start of the year, contributing to lower financial expectations at major US airlines. And who can blame them? January’s fiery mid-air collision of an American Airlines Group Inc. regional jet and a military helicopter near Ronald Reagan Washington National Airport near Washington, DC, killed 67 people, marking the deadliest major commercial US aviation accident in decades. That was followed in quick succession by at least a half-dozen other aviation mishaps — from crashes to near misses — that put much of the flying public on edge. Just in the past day, two more incidents have renewed worry about air safety. A passenger jet carrying at least six members of Congress was clipped midday Thursday by another commercial plane on the ground at Reagan National. Hours later, a New York City sightseeing helicopter crashed into the Hudson River, killing all six people on board. The deadly DC collision “caused a lot of shock among our consumers,” said Ed Bastian, chief executive officer of Delta Air Lines Inc., which suffered its own accident when a plane flipped over in Toronto during a crash landing in February. “There’s a whole generation of people traveling these days that didn’t realize these things can happen.” Delta and American blamed fallout from those incidents in part for a drop in first-quarter bookings. Social media has been lit up with people wondering if it’s still safe to fly, something many Americans took for granted in recent years. “I used to tell my friends flying is safer than driving,” Laura Albritton, 54, of Thomasville, Georgia, said in a recent interview. “I hope that’s still true.” The author and documentary director also posted her misgivings on X, formerly Twitter, and said she’s rethinking flying for leisure. The issue also has assumed political overtones, with critics quick to point fingers at the Trump or Biden administrations for alleged oversight failings. Yet the partisan rhetoric and scary headlines belie a fact that’s startling in its own right: Flying remains one of the safest forms of travel. The number of accidents has stayed below pre-pandemic levels even as the number of annual flights has rebounded, according to US Department of Transportation statistics through 2023, the latest data available. Fatalities are typically in the single digits each year and serious injuries are rare, though there have been outlier years when large spikes in deaths occurred such as in 2001. And just four months into the year, 2025 is on track to be another deviation from the longer-term trendline. Experts caution about drawing too many conclusions about the underlying causes of the recent rash of incidents. “If you travel every day for the next 100 years, your chances of being in a fatal accident is zero,” said Hassan Shahidi, president of the Flight Safety Foundation. “We have thousands of aircraft that take off and land every day without issues. We do have a safe air traffic system and there isn’t anything systemic beneath all of this that is a concern.” Spring Break Crowds Plenty of people are still flying, a sign the concern may be both shallow and short-lived. The number of passengers passing through US airport security in the first three weeks of March — a key spring break travel period — was projected to rise 4.9% from a year ago, according to the Transportation Security Administration. Even so, airline executives are paying close attention to new bookings as the industry approaches the peak summer travel season. “Marginal flyers are a little shaky getting on a plane,” said Samuel Engel, a senior vice president of ICF Inc. who used to lead the consulting firm’s aviation group. “If there is a salient incident in their mind, they’ll stay home. It doesn’t mean they’ll never fly again, but it means they are too scared to fly this month.” The Flight Safety Foundation, an independent non-profit based in Alexandria, Virginia, wants to see increased vigilance on the part of industry and government when it comes to abiding by existing regulations, procedures and processes. Its latest annual report, released on Feb. 27, warned of complacency, saying the spate of recent incidents is a “wake-up call that the aviation safety net may be fraying.” Each of the recent accidents are under investigation by regulatory authorities and it could be as long as two years before definitive assessments are made as to the causes and what could have prevented them. Industry officials and watchdogs alike say there’s no one problem that appears to link these recent incidents or any indication of widespread negligence. But there are signs of strain on the aviation network — from outdated computers and more crowded skies to high turnover in critical roles. Air Traffic Control The Federal Aviation Administration is dealing with a persistent air-traffic controller shortage, with attrition, the Covid-19 pandemic and government shutdowns all contributing to the numbers eroding over time. The FAA has started to make some progress in recent years but overall staffing remains near a 30-year low, Nick Daniels, the president of the National Air Traffic Controllers Association, said in written testimony for a hearing last month on Capitol Hill. In a webcast hosted by the National Business Aviation Association on March 6, Daniels said the agency is still short about 3,600 controllers. That gap has meant controllers at many facilities work overtime — often 10-hour days, six days a week, which can lead to fatigue and burnout, he said. Transportation Secretary Sean Duffy announced a series of changes in February to “supercharge” hiring, including increasing starting salaries by 30% for candidates entering the FAA’s controller academy. Modernization of equipment, facilities and technology is another key problem — one that Duffy has asked Elon Musk and his Department of Government Efficiency to help with. Duffy has said he’s working on a comprehensive plan to modernize the FAA’s air traffic control system that he’s shared with President Donald Trump and soon intends to relay to lawmakers. Bloomberg was first to report that the FAA was testing the use of SpaceX’s Starlink to upgrade the agency’s aging telecommunications network, which serves as the backbone for the air traffic control system. Musk’s involvement has raised concerns about conflicts of interest, given that he’s still the CEO of SpaceX, which also is directly regulated by the FAA. “You shouldn’t be scared to get on an airplane, but you should be concerned about the future of our air traffic control system,” said ICF’s Engel. “We are behind on critical investments and we have an unsustainable funding strategy that makes it hard for us to catch up.” Congested Airspace The US skies have become more congested over time as a number of new entrants enter the airspace. Private jet ownership and use boomed during the pandemic, and industry officials say it has retained those gains for those well-heeled enough to afford it. According to the FAA there are now more than 1 million drones registered in the US, a figure projected to as much as triple by 2028. At the same time, the number of space launches has exploded, spurred by the growth of the private space industry. There were 23 US launches in 2014 compared to 144 in 2024 — an increase of more than 525% — according to a database compiled by spaceflight historian and analyst Gunter Krebs. The US may also soon see air taxis from companies like Joby Aviation Inc. and Archer Aviation Inc., which are waiting for the green light from the FAA to begin commercial operations. All of these new entrants create more congested skies, adding to the thousands of flights that already occur on a daily basis. The American-US Army helicopter collision triggered a broad discussion of airspace congestion and an FAA decision to permanently ban certain helicopter operations near Ronald Reagan Washington National Airport — in line with NTSB recommendations made on March 11 — to help avoid another collision. Duffy has also said the FAA is conducting a review using AI and other tools to examine other airports with high levels of helicopter traffic. Younger Pilots The large number of veteran pilots who took early retirement or moved on to new careers during the pandemic and the subsequent hiring of many regional airline aviators to fill slots at the biggest airlines have led to concerns over the past years about the number of younger pilots filling cockpits. The issue was raised anew in February, with the disclosure that the first officer in the Delta Toronto crash had been hired by wholly owned regional carrier Endeavor in January 2024 and completed her training in April. The carrier didn’t disclose her flying experience beyond saying she had exceeded mandated minimum requirements set by federal rules. The average age of active commercial pilots generally has grown slowly to 50.3 years in 2024 from 46 in 2001, according to Federal Aviation Administration data. But federal data shows there are more very young pilots and more close to the mandatory retirement age of 65 — and fewer in between those age groups. About 5,000 pilots were hired during peak years in the past, but 25,000 were added in 2022 and 2023 following the pandemic, according to Kit Darby, a former airline pilot and flight instructor who now heads an aviation consulting firm. “If I look at the average, it would look the same, but it’s not the same person,” Darby said. “Then I go back to the military which puts young men and women into our most sophisticated airplanes with several hundred hours experience and they do fine. It’s really the quality of the training.” Pilots must accrue 1,500 hours of flight experience before they can get the required airline transport pilot certificate, a standard put in place after the 2009 crash of a Colgan Air regional jet that killed 49 passengers and crew and one person on the ground. Another 1,000 hours is necessary before promotion to captain. Having a higher number of younger captains is not unprecedented, said Jason Ambrosi, president of the Air Line Pilots Association International. “Our pilots are safer” today because of the training and experience standards that came out of the Colgan crash, he said. “They are all trained to the same standard, all evaluated to the same standard. There is no lesser standard.” https://www.insurancejournal.com/news/national/2025/04/16/819890.htm NASA Aims to Fly First Quantum Sensor for Gravity Measurements A lumpy, colorful 3D model of the Earth against a black background, illustrating variations in gravity. North and South America are visible. Red areas show higher gravity, blue areas show lower gravity. A map of Earth’s gravity. Red indicates areas of the world that exert greater gravitational pull, while blue indicates areas that exert less. A science-grade quantum gravity gradiometer could one day make maps like this with unprecedented accuracy. Credit: NASA This mission will pave the way for groundbreaking observations of everything from petroleum reserves to global supplies of fresh water. Researchers from NASA’s Jet Propulsion Laboratory in Southern California, private companies, and academic institutions are developing the first space-based quantum sensor for measuring gravity. Supported by NASA’s Earth Science Technology Office (ESTO), this mission will mark a first for quantum sensing and will pave the way for groundbreaking observations of everything from petroleum reserves to global supplies of fresh water. Earth’s gravitational field is dynamic, changing each day as geologic processes redistribute mass across our planet’s surface. The greater the mass, the greater the gravity. You wouldn’t notice these subtle changes in gravity as you go about your day, but with sensitive tools called gravity gradiometers, scientists can map the nuances of Earth’s gravitational field and correlate them to subterranean features like aquifers and mineral deposits. These gravity maps are essential for navigation, resource management, and national security. “We could determine the mass of the Himalayas using atoms,” said Jason Hyon, chief technologist for Earth Science at JPL and director of JPL’s Quantum Space Innovation Center. Hyon and colleagues laid out the concepts behind their Quantum Gravity Gradiometer Pathfinder (QGGPf) instrument in a recent paper in EPJ Quantum Technology. Gravity gradiometers track how fast an object in one location falls compared to an object falling just a short distance away. The difference in acceleration between these two free-falling objects, also known as test masses, corresponds to differences in gravitational strength. Test masses fall faster where gravity is stronger. QGGPf will use two clouds of ultra-cold rubidium atoms as test masses. Cooled to a temperature near absolute zero, the particles in these clouds behave like waves. The quantum gravity gradiometer will measure the difference in acceleration between these matter waves to locate gravitational anomalies. Using clouds of ultra-cold atoms as test masses is ideal for ensuring that space-based gravity measurements remain accurate over long periods of time, explained Sheng-wey Chiow, an experimental physicist at JPL. “With atoms, I can guarantee that every measurement will be the same. We are less sensitive to environmental effects.” Using atoms as test masses also makes it possible to measure gravity with a compact instrument aboard a single spacecraft. QGGPf will be around 0.3 cubic yards (0.25 cubic meters) in volume and weigh only about 275 pounds (125 kilograms), smaller and lighter than traditional space-based gravity instruments. Quantum sensors also have the potential for increased sensitivity. By some estimates, a science-grade quantum gravity gradiometer instrument could be as much as 10 times more sensitive at measuring gravity than classical sensors. The main purpose of this technology validation mission, scheduled to launch near the end of the decade, will be to test a collection of novel technologies for manipulating interactions between light and matter at the atomic scale. “No one has tried to fly one of these instruments yet,” said Ben Stray, a postdoctoral researcher at JPL. “We need to fly it so that we can figure out how well it will operate, and that will allow us to not only advance the quantum gravity gradiometer, but also quantum technology in general.” This technology development project involves significant collaborations between NASA and small businesses. The team at JPL is working with AOSense and Infleqtion to advance the sensor head technology, while NASA’s Goddard Space Flight Center in Greenbelt, Maryland is working with Vector Atomic to advance the laser optical system. Ultimately, the innovations achieved during this pathfinder mission could enhance our ability to study Earth, and our ability to understand distant planets and the role gravity plays in shaping the cosmos. “The QGGPf instrument will lead to planetary science applications and fundamental physics applications," said Hyon. To learn more about ESTO visit: https://esto.nasa.gov https://www.jpl.nasa.gov/news/nasa-aims-to-fly-first-quantum-sensor-for-gravity-measurements/ HGTC Launches New Drone Technology Course in Partnership with the Unmanned Safety Institute (USI) Comprehensive 8-Week UAS Bootcamp Offers Industry Certifications and Career-Ready Skills [Conway, SC, April 15, 2025] – Horry-Georgetown Technical College (HGTC) is thrilled to announce the launch of a new Drone Pilot Training course in partnership with the Unmanned Safety Institute (USI), the industry leader in workforce ready unmanned aviation training. This cutting-edge 8-week UAS Bootcamp program is designed to provide students with a comprehensive foundation in drone operations, safety, regulations, and hands-on flight training—culminating in multiple nationally recognized certifications. Open to beginners and career changers, the course is ideal for hobbyists looking to turn their passion into a profession or currently employed individuals desiring a new, in-demand skillset in the fast-growing drone industry. This course also represents an incredible professional development opportunity for teachers in CTE and STEM environments. Drones, or unmanned aircraft systems (UAS), are transforming industries such as agriculture, construction, public safety, transportation, insurance, filmmaking, energy, and more—performing critical tasks like surveying, spraying, filming, inspection, and delivery. “As drone technology rapidly evolves and becomes integral to numerous sectors, HGTC is committed to staying ahead of the curve,” said Dr. Marilyn “Murph” Fore, HGTC President. “Through this exciting partnership with USI, we’re opening new doors for students to pursue high-demand, high-wage careers with the skills and certifications employers value most. It’s an extraordinary opportunity, especially with scholarship funding available through SCWINS.” The accelerated UAS Bootcamp includes live virtual classes, on-site flight training, and a curriculum that spans aeronautics, mission planning, primary flight operations, and UAS technology. Participants will earn the following credentials: 1. FAA Part 107 Remote Pilot Certificate 2. USI Visual Line of Sight (VLOS) System Operation Ground Certification 3. USI Visual Line of Sight (VLOS) System Operation Flight Certification 4. USI Safety Level 1 (Fundamentals of UAS) Certification Josh Olds, President and CEO of USI, praised the partnership, stating, “USI applauds the leadership and foresight of Horry-Georgetown Technical College in preparing individuals for high-skill, high-wage careers in emerging aviation technology. Our partnership with HGTC is a significant step in advancing workforce development in the UAS industry. By combining USI’s industry-leading training with HGTC’s commitment to career-focused education, we are equipping students with the skills and certifications needed to excel in the fast-growing field of drones. This collaboration is a game-changer, ensuring students receive specialized training to meet industry needs and drive economic growth. As drones represent the leading edge of a rapidly changing aerospace industry, participants in this program also gain valuable knowledge related to sustainable alternative fuels, automation, and robotics, adding to their employable skillsets." This course is open to individuals 18 years or older, and full scholarships are available for eligible students through the SCWINS program, making this an accessible path to a career in unmanned aviation systems. For more information about the Drone Program, please contact the Workforce Development office at wdinfo@hgtc.edu or call 843-477-2020. For more information about applying, enrolling, and registering at HGTC, call 843-347-3186 or visit www.hgtc.edu. Photo: The new Drone Pilot Training course at HGTC, in partnership with the Unmanned Safety Institute (USI), is designed to provide students with a comprehensive foundation in drone operations, safety, regulations, and hands-on flight training delivered directly from USI. ### About HGTC HGTC offers college transfer and skilled associate degree programs in more than 70 fields of study, and many with online class options. Nearly all programs feature internships that lead to jobs. Ninety-five percent (95%) of students either transfer to earn advanced degrees or start careers in their respective fields of study. Horry-Georgetown Technical College prohibits discrimination against students and employees. Please direct discrimination and accessibility issues to the Office of Student Affairs at (843) 349-5228. For additional information about HGTC, call (843) 347-3186. www.hgtc.edu | Twitter: gohgtc | Facebook: www.facebook.com/gohgtc Media Contact: Nicole Hyman, MS Public Relations Director Horry-Georgetown Technical College 843-349-7820, 843-902-3838 nicole.hyman@hgtc.edu About USI The Unmanned Safety Institute (USI) is the industry’s most widely recognized leader in flight safety solutions for individuals, academia and organizations focused on integrating and operating and maintaining UAS for civil or commercial purposes. USI provides UAS flight safety training and certification to operational standards based on the adoption and modification of time-honored aviation safety practices. With more than 300 instructors and over 20,000 USI Certifications awarded around the world, USI works with large commercial enterprises and nearly 500 schools in all 50 states. USI is the global leader in commercial and academic UAS training and certification, delivering the most highly regarded training program of its kind. USI offers Primary, Advanced and Complex training and certification programs that are applicable to VLOS, BVLOS and Advanced Air Mobility (AAM) operations. USI’s training and certification programs are endorsed by major aviation insurance providers and implemented nationwide as a workforce pathway program from secondary or post-secondary to the career field to align skillsets to industry pay scales. Discover more at www.FlyUSI.org . Media Contact: Stephanie Holland Director of Marketing & Communications (407) 499.2065 Stephanie.Holland@FlyUSI.org Please reach out with any questions! Thank you, Stephanie Watch: USI Celebrating 10 Years! Stephanie Holland Director of Marketing & Communications O 407-499-2065 M 386-795-2314 W www.FlyUSI.org CALENDAR OF EVENTS · AIA Conference: The Aviation Insurance Association's annual conference in Orlando, Florida from April 25–28, 2025 . 70th annual Business Aviation Safey Summit (BASS), May 6-7, 2025, Charlotte, N.C., organized by Flight Safety Foundation in partnership with NBAA and NATA. · Sixth Edition of International Accident Investigation Forum, 21 to 23 May 2025, Singapore · Flight Safety Foundation - Aviation Safety Forum June 5-6, 2025 - Brussels . 2025 EASA-FAA International Aviation Safety Conference, 10 Jun 2025 to 12 Jun 2025, Cologne, Germany · The 9th Shanghai International Aerospace Technology and Equipment Exposition 2025; June 11 to 13, 2025 . 3rd annual Asia Pacific Summit for Aviation Safety (AP-SAS), July 15-17, 2025, Singapore, organized by Flight Safety Foundation and CAAS. . Asia Pacific Aviation Safety Seminar 2025; 10-11 September 2025; Manila, Philippines · ISASI ANNUAL SEMINAR 2025'September 29, 2025 – October 3, 2025, DENVER, COLORADO . 29th annual Bombardier Safety Standdown, November 11-13, 2025; Wichita, Kansas · CHC Safety & Quality Summit, 11th – 13th November 2025, Vancouver, BC Canada Curt Lewis