May 14, 2025 - No. 20 In This Issue : FAA issues urgent Airworthiness Directive for all Boeing 747s : Boeing Adds Crosswind Tests To 777-9 Milestones : The Air Force’s ‘New’ B-52J Bomber Won’t Be Ready Until 2033 : Cirrus Brings Safe Return Autoland to the SR G7+ Piston : Boeing's X-66 experimental airliner has been indefinitely shelved : Gogo Galileo FDX antenna achieves FAA PMA : Allegiant CEO: ‘Industry Needs Less Supply’ : V-22 will fly with restrictions until 2026 : Anti-Jamming GPS Upgrades Coming This Year : Changes in FCC rules to support GPS alternatives could impact DoD : Missing bolt ends multi-engine check ride FAA issues urgent Airworthiness Directive for all Boeing 747s The measure comes in response to the discovery of external elevators installed on an aircraft without the necessary counterweights to ensure safe operation. The U.S. Federal Aviation Administration (FAA) has issued an immediate directive affecting all Boeing 747 models following the discovery of improperly installed external elevators lacking required counterweights. The directive, designated AD 2025-09-08, took effect on May 5, 2025. The issue came to light after a report revealed that a Boeing 747-8F was operating with a right external elevator (part number P/N 654U6625-2412) that had been received and installed without the necessary counterweights. It was later determined that both this part and its left-side counterpart (P/N 654U6625-2411) had been incorrectly delivered without counterweights, despite documentation indicating they were interchangeable with older parts (P/N 183U3300-13 and P/N 183U3300-14) that included them. Boeing has delivered ten of these replacement sets (five per side) to operators since 2022. The absence of these counterweights presents an unsafe condition. The FAA warns that flying with such parts may cause abnormal vibrations, buffeting, flutter, or oscillations, potentially leading to loss of aircraft control, jeopardizing the safety of flight and landing. Additionally, the agency noted that the imbalance poses a risk of injury to maintenance personnel during installation or removal. To address the issue, the directive requires all Boeing 747 operators to comply with the actions marked as “RC” (Required for Compliance) in Boeing Alert Service Bulletin 747-BSA-55-001, dated April 24, 2025. Operators must either review maintenance records to check for the affected part numbers or perform a general visual inspection of the external elevators to confirm the physical presence of counterweights. If counterweights are found to be missing, operators must follow corrective procedures, which may include properly balancing the part before flight. Although Boeing’s original bulletin targeted the 747-400, -400D, -400F, -8, and -8F series, the FAA has extended the directive’s applicability to all variants of the Boeing 747, including models 747-100, -100B, -100B SUD, -200B, -200C, -200F, -300, 747SR, and 747SP. The agency justified this decision by noting that elevators are rotable components—they can be removed and reinstalled on different aircraft throughout their service life, meaning any 747 could potentially receive one of the affected parts. The FAA implemented this directive as a final rule with immediate effect, bypassing the usual public comment period. It cited “good cause”, stating that the risk posed by this unsafe condition requires urgent correction to protect public safety. The directive affects an estimated 170 aircraft registered in the United States. The cost for record verification or initial inspection is estimated at up to $340 per aircraft. The FAA did not specify the potential costs of corrective actions resulting from these checks. Operators have until June 20, 2025, to submit comments on the final rule. Boeing Adds Crosswind Tests To 777-9 Milestones Boeing’s effort to earn regulatory approval of the 777-9 in time for deliveries to start next year continues to check off key certification requirements, with crosswind testing serving as a recent notable step. TINNews | Boeing’s effort to earn regulatory approval of the 777-9 in time for deliveries to start next year continues to check off key certification requirements, with crosswind testing serving as a recent notable step. The company recently took advantage of extreme weather conditions in Northwest Texas to conduct crosswind testing with the first 777-9, WH001. The tests, which took place in mid-March, were confirmed by the company in an internal message and video shared to social media April 29. Boeing was eager to satisfy certification requirements for take-off, landing and maneuvering in high winds up to 60 kts as the 777-9 at 252 ft. 9 in. in length is the longest airliner yet built resulting in an empennage with a significant moment arm. For FAA Part 23 requirements, Boeing has to demonstrate satisfactory controllability during landings with a 90-degree crosswind component of at least 20% of stall speed. “The conditions are pretty rare,” 777 Deputy Chief Pilot Heather Ross said, adding that Boeing meteorologists must look ahead for weeks to find the right mix of weather and airport layout. “Everything has to come together perfectly. That means having the airplane ready to go, and pilots that have practiced the extreme scenarios in the simulator as a team.” Away from the crosswind tests, which took place at Lubbock Airport, Texas, WH001 has also conducted certification brake tests, much of which has been based at Clinton-Sherman Airport, Oklahoma. Tests at the airport, which has a 13,500 ft.-long main runway, were focused on the stopping performance of the RTX Collins-supplied carbon disc brakes, which are lighter than the older, steel alternative. Originally awarded to RTX predecessor UTC in 2015, the 777X brakes are made of Duracarb—a proprietary carbon material developed by Collins heritage company Goodrich—which can absorb high thermal energy loads equal to brake surface temperatures up to 5,000° F without failing during an emergency runway stop. In another signal of the program’s rising test tempo, 777-9 WH004—the fourth development aircraft—is also being reactivated for flight. The aircraft, which is expected to be fitted with a full passenger interior, has not flown for almost 3.5 years. The 777X flight test program has amassed more than 1,300 flights and 3,800 flight hours. FAA-required flight testing began in July 2024 but paused in August to address an engine thrust link issue. Flights resumed in January, and the FAA has expanded Type Inspection Authorization (TIA) to cover more extreme testing requirements. Under TIA, each set of exercises takes place only after the FAA is convinced the system being tested meets the regulations and is safe to trial. For each project, the FAA determines whether TIA will be phased—as is the case with the 777-9—and if so, what each phase will include. Uncategorized The Air Force’s ‘New’ B-52J Bomber Won’t Be Ready Until 2033 By Steve Balestrieri U.S. Air Force B-52H Stratofortress lands at RAF Fairford, England, following a sortie in support of Bomber Task Force 25-2, Feb. 27, 2025. The U.S. maintains a strong, credible strategic bomber force that enhances the security and stability of Allies and partners. (U.S. Air Force photo by Airman 1st Class Luis Gomez) The Air Force has had one constant in the past 70+ years, the B-52 bomber. The B-52J is a proposed upgrade to the B-52 Stratofortress, aiming to extend its service life well into the 2050s with new engines, advanced radar, and updated avionics. That would put the iconic bomber’s age at the century mark. The B-52J bomber is a subject of ongoing debate, with some arguing for its continued service and modernization, while others question its long-term value and strategic relevance. It is costly, and with the modern B-21 Raider set to come online, they argue that the money would be better spent on the Raider. B-52J Bomber: Over Budget And Late Like many US military programs, the B-52J is over budget and late…three years late. However, the upgrade program aims to modernize the iconic U.S. Air Force bomber with new Rolls-Royce F130 engines and advanced AESA radars. Boeing is the prime contractor for performing the integration work on the B-52, which includes a comprehensive list of other modifications to these aircraft, in addition to the engines. Once these bombers have been retrofitted with this extensive set of onboard systems upgrades, they can remain in service into the 2050s. After the refit and re-engining are completed, these B-52H models will be redesignated as B-52Js. The B-52Hs were the last of the aircraft’s production history, with the last H models coming off the Boeing assembly line in 1962. The B-52J will receive a new radar system straight from the U.S. Navy’s F/A-18 Super Hornet and be upgraded with many new and improved weapons. B-52J’s Weapons and Armament: The B-52J is expected to be a versatile platform capable of carrying a wide range of weapons, from gravity bombs to cruise and hypersonic missiles. In total, the B-52J will carry 35 tons of bombs, missiles, etc. The B-52 Is An Old Aircraft: During Ronald Reagan’s first presidential campaign in 1980, then-Sen. Barry Goldwater said the B-52 “was so old that I think some of them fought with Custer”, referring to the Battle of Little Bighorn, also known as Custer’s Last Stand. Goldwater’s quip was made 45 years ago. But even with the more modern B-1 and B-2 stealth bombers that have come into service and then been retired or soon will be, the B-52’s heart beats on. The B-52 remains a superb conventional and nuclear bomber through numerous upgrades and models. The Bomber Force, Both Old And New: Once the B-21 Raider and B-52J are in full production, the US bomber fleet will number around 200, with more than 100 B-21s and the remainder B-52Js, which will enlarge the force. According to Gen. Thomas Bussiere, the Air Force Global Strike Command (AFGSC) commander, the bomber force currently stands at about 141. But one intriguing possibility for the B-52J is for it to be deployed with the Air Force’s newest aircraft, the Collaborative Combat Aircraft (CCA). A KC-135 Stratotanker from the 465th Air Refueling Squadron assigned to Tinker Air Force Base, Oklahoma, refuels a B-52 Stratofortress from the 96th Bomb Squadron assigned to Barksdale Air Force Base, Louisiana, during a cross country mission 13 Sept 2021. The sortie enabled the B-52’s dynamic and close air support mission in support of Special Operations Attack Course qualification. (U.S. Air Force photo by 2nd Lt. Mary Begy) “It is the ability of the B-52 to carry such large payload that can put these unmanned systems into the middle of the fight that makes a difference and will provide more justification for the cost of the upgrade,” said a US air power specialist who spoke to 19FortyFive’s Reuben Johnson. Sponsored Content “It will make the ‘long arm’ of the B-52 even longer.” Will the B-52J Be Obsolete When It Arrives? Because of all the technological issues the aircraft has had to deal with and the ongoing delays, one must wonder if it will become operational in 2033 (not a sure thing), it will already be obsolete. The estimated $2.56 billion investment in the B-52J upgrades diverts resources from developing and procuring next-generation platforms like the B-21 Raider. As adversaries advance their air defense capabilities, the need for stealthier and more survivable bombers becomes increasingly critical. The B-52 would not survive against dedicated air defenses of a near-peer adversary. Many argue that the focus should be on accelerating the deployment of these next-generation systems rather than sinking money into a nearly 80-year-old platform. Wouldn’t the money be better spent on more B-21s? The B-52 is a tried and proven aircraft, the longest-serving aircraft in the US inventory for a reason. However, the Air Force has to prepare for future combat by looking forward, not backward. Cirrus Brings Safe Return Autoland to the SR G7+ Piston It’s the first application of the system on piston aircraft. Larry Anglisano Updated May 6, 2025 3:41 PM EDT Aviation Consumer The first application for Garmin’s Emergency Autoland on a piston-powered airplane, Cirrus announced today that the FAA-certified Safe Return with autothrottle will be standard on the SR G7+ series models. The first application for Garmin’s Emergency Autoland was nearly six years ago and until now has been limited to turbine-powered aircraft. With a single push of a button, Safe Return takes control of the aircraft, controls the engine including mixture and throttle inputs, communicates with air traffic control, navigates to the nearest suitable airport while avoiding terrain and adverse weather, conducts a precision GPS approach, autonomously lands the aircraft bringing it to a complete stop, shuts down the engine and stops the propeller so that passengers can exit the aircraft safely. As it is in the Cirrus SF50 Vision Jet, Safe Return in the SR series can be activated both manually and automatically. Anyone in the cabin can activate Safe Return Emergency Autoland by pressing the activation button in the cabin’s overhead panel. If a pilot is alone or those in the cabin are unable to activate it manually, the system is smart enough to activate automatically if it determines that the pilot is flying erratically or is unresponsive. Safe Return can be disconnected by pressing the autopilot disconnect button at any time the pilot decides to abort the automatic landing. Safe Return works with a servo-controlled emergency autothrottle (it isn’t a full-up autothrottle that’s embedded in the flight management system) and automatic mixture control. These servos maintain airspeed and engine control during a Safe Return activation, while automatic braking brings the aircraft to a full stop before a full engine shutdown with automated instructions to passengers on the cockpit displays and in the audio system. The G7+ also has a variety of other safety-enhancing systems including Runway Occupancy Awareness. It uses ADS-B traffic data to predict and alert the pilot of potential runway incursions from approaching aircraft or other aircraft on the runway. With runway incursions at the top of the safety discussion of late, visual and aural alerts are provided on the pilot’s primary flight display and the Garmin 3D SafeTaxi map—a utility that’s useful at busy airports. There’s also Smart Pitot Heat (the pitot heat switch has been removed altogether from the switch panel), which performs a self-test before every flight and automatically turns the heat on or off in flight depending on outside air temperatures. Additionally, the G7+ includes the latest version of Cirrus IQ Pro, with automatic database via Wi-Fi or LTE. There is also a maintenance utility, plus flight data recording that grades the pilot’s approach and landing performance. Visit www.cirrusaircraft.com. Boeing's X-66 experimental airliner has been indefinitely shelved • Boeing’s X-66 experimental airliner has been put on hold • Plans have been indefinitely shelved • It was being made in partnership with NASA Published on May 09, 2025 at 10:12 PM (UTC+4) by Grace Donohoe Last updated on May 09, 2025 at 11:12 AM (UTC+4) Edited by Tom Wood Note: See photos in the original article. Boeing’s X-66 experimental airliner has been shelved indefinitely. This sad turn of events comes after the exciting news was revealed months ago. The plane was a collaboration between NASA and Boeing. But why didn’t the plans – or the planes – take off? Boeing is a coveted aviation brand and one of the most recognizable names in the industry. The manufacturer has created a huge array of aircraft that take to the skies every day, jetting off around the world. In fact, there’s even a Boeing 737 plane with a full cockpit in a man’s hotel room – talk about bringing the outside in. Music star Drake even has his own plane – a customized Boeing 767 private jet, and it’s a $185 million airborne mansion. However, fans of the flying machines may just be disappointed as exciting new plans have been stopped in their tracks. NASA knows its stuff when it comes to exploring up above the clouds. From telescopes to exploring the potential of life on Mars, it has conjured up extensive plans to explore what lies in the sky above. So, when Boeing and NASA’s plans were announced, things looked promising The X-66, an experimental airliner, was a collaboration with NASA, but it has been halted. The X-66 was ‘the first X-plane specifically focused on helping the United States achieve net-zero aviation emissions by 2050.’ NASA stated: “Boeing’s proposed focus centers on a ground-based testbed to demonstrate the potential for long, thin-wing technology. “Work on the X-66 flight demonstrator – which currently incorporates a more complex transonic truss braced wing concept that uses the same thin wing technology as well as aerodynamic, structural braces — would pause for later consideration based on the thin-wing testbed results and further truss-braced configuration studies,” it explained. If the Sustainable Flight Demonstrator project’s plans had developed further and actually come fully to life, the aircraft could very well have been a step forward into the future of aviation with it’s unique wing design. “Under this proposal, all aspects of the X-66 flight demonstrator’s design, as well as hardware acquired or modified for it, would be retained while the long, thin-wing technology is being investigated with more focus,” NASA continued. The X-66 was set to be part of NASA’s ‘Sustainable Flight National Partnership’ during which it was their mission to help build the economy in the US whilst protecting the environment and bringing new ideas to the table in terms of traveling. Gogo Galileo FDX antenna achieves FAA PMA By Grace Hardy May 8, 2025 Featured, IFEC Gogo has received Parts Manufacturer Approval (PMA) from the FAA for the Gogo Galileo FDX antenna, enabling the company to aim to acquire a Supplemental Type Certificate (STC) for super-midsize and large aircraft types. Commercial service is expected to be introduced by late 2025. “With this Gogo Galileo FDX PMA approval, we are demonstrating our continuing commitment to opening up a new world of connectivity for more aircraft owners and operators than ever before,” said Chris Moore, CEO of Gogo. “With the addition of the FDX to our portfolio of agnostic connectivity solutions, we can deliver consistent global connectivity that satisfies the diverse needs of the dynamic business aviation sector.” Gogo has also achieved PMA for the HDX antenna, which can be installed on new aircraft or retrofitted as an upgrade. Allegiant CEO: ‘Industry Needs Less Supply’ The airline isn’t ruling out M&A. By Ryan Ewing Allegiant CEO Greg Anderson thinks further industry consolidation will be critical in the low-cost space “with the rising cost environment,” he said during the airline’s first-quarter earnings call on Tuesday. “I think consolidation or M&A … we’re all aligned that the industry needs less supply, particularly in the low-fare space,” Anderson stated. “Leisure fares have not kept up obviously with the rising cost environment. And clearly, there are some low-cost carriers [whose] models are struggling.” Despite “broad economic uncertainty and decreased consumer confidence,” the ultra-low-cost carrier reported net income of $39 million and delivered one of the best operating margins in the industry. Other ultra-low-cost carriers have fared less well, with Frontier posting a net loss of $43 million in the first quarter. After emerging from bankruptcy earlier this year, Spirit recently resumed trading on the New York Stock Exchange but has yet to report first-quarter results. Allegiant M&A Asked about consolidation on the Tuesday call, Anderson didn’t rule out M&A activity at Allegiant. Though he noted it “isn’t necessarily a requirement.” “I think we still have a great model with great assets, network, the product set, the flexibility, and all that to continue to outperform in a downturn and emerge in a relative stronger position,” he added. “That said, our focus is and always will be to drive shareholder value and should – we should always be open to any opportunities that are in support of that.” V-22 will fly with restrictions until 2026 “We had some learning in the middle,” said V-22 Program Manager Marine Corps Col. Robert Hurst, “and that learning in the middle took us from the summer of ‘25 to start in the spring of ‘26.” By Michael Marrow on April 30, 2025 at 4:30 PM U.S. Marines refuel an MV-22 Osprey at the Kilimanjaro International Airport in Tanzania, as part of a troop transport flight during Exercise Cutlass Express 2025 Feb. 12, 2025. (U.S. Navy video by Mass Communication Specialist Seaman Chance Hanson) MODERN DAY MARINE 2025 — The troubled V-22 Osprey will not resume full flight operations until 2026, according to the aircraft’s program manager, as officials roll out an upgrade to the tiltrotor’s gearbox that they hope will address safety concerns. In a briefing held at the Modern Day Marine conference in Washington today, Marine Corps Col. Robert Hurst said an effort to upgrade the tri-variant V-22’s proprotor gearbox — consisting of internal components made with triple-melted steel — should start delivering in January. Following the fix, officials can then gradually implement the aircraft’s full mission profile, with the goal of having an “unrestricted” operational fleet by the end of next year, Hurst said. The new timeline marks a setback for the Osprey program, as officials projected last year that the tiltrotor would resume its full mission profile around this summer. Following a crash of an Air Force CV-22 Osprey off the coast in Japan in November 2023, the Pentagon grounded Ospreys for about three months. Since the return to flight, the aircraft has had to operate under limitations requiring pilots to maintain certain distance from land when flying in case of an emergency. The Osprey is operated by the Air Force, Marine Corps and Navy as well as the Japanese military and is jointly manufactured by Bell and Boeing. “We had some learning in the middle,” Hurst said, “and that learning in the middle took us from the summer of ‘25 to start in the spring of ‘26.” He declined to specify exactly what program officials discovered, but said the delay stems from wanting to incorporate the triple-melting process into a greater number of gears. “The generic form of that is we had certain gears we were targeting,” he said. “And then we said ‘Hey you know what, why just a few? Let’s just do them all.’” After publication of this article, Bell Boeing said in a statement that the company is “working in lockstep with the V-22 Joint Program Office to enhance Osprey safety and reliability. We fully support the program office’s diligent approach, ensuring these solutions are implemented correctly for the long-term health and safety of the fleet.” Officials expect the gearbox upgrade can essentially strengthen metal components by removing impurities known as “inclusions” through the triple-melting process. Investigators determined that an inclusion issue was at fault for the November 2023 crash, though they also said the crew’s decision to keep flying the aircraft amid warning lights and a failure by the program office to communicate data to the military services contributed as well. According to Hurst, the new process is expected to reduce inclusions by roughly 90 percent. Hurst today downplayed the effect of limitations on the fleet, saying that they “by and large” have “not impacted” Marine operations. “The Marine Corps has been executing their mission since March of 2024 and we’ve been executing that mission because it is a requirement of the nation to be ready for when the nation calls,” he said. Other efforts are underway to upgrade the gearbox as well. Program officials are currently testing a new input quill assembly design, which houses the aircraft’s clutch and has been traced to a problem known as a “hard clutch engagement” (HCE) that killed five Marines in June 2022. To help mitigate the HCE problem, officials have also mandated that current input quill assemblies be replaced after 800 flight hours. (Following the mitigation, Hurst said the Osprey has not suffered a single HCE event.) A third effort to improve the gearbox consists of incorporating a new network of sensors through an effort dubbed the Osprey Drive System Safety and Health Instrumentation (ODSSHI), which will help monitor the health of parts and provide predictive maintenance data. “We’re moving in parallel for both development and production on both of these,” Hurst said about the input quill assembly and ODSSHI upgrades. “So we want to, as soon as it’s ready, implement it in the fleet.” In an effort to keep the Osprey flying until the mid-2050s, officials are also exploring other improvements. One effort will redesign the aircraft’s flight control computer with a modern processor, which Hurst explained will bring it up to speed with modern standards after originally being coded in the 1990s. A second effort, known as the Renewed V-22 Aircraft Modernization Plan (ReVAMP), is a larger study of the platform that is expected to wrap up around the fall. And finally, the V-22 Enhanced Cockpit Technology Replacement (VeCToR) will “replac[e] hardware inside the cockpit,” Hurst said, with the aim of resolving obsolescence issues. VeCToR will be competitive, Hurst added, with a sources sought notice expected to be released to industry “in the next month or two.” Anti-Jamming GPS Upgrades Coming This Year April 29, 2025 | By Greg Hadley Everything’s coming together to make 2025 a pivotal year in the Space Force’s long-running effort to make GPS more resistant to jamming, a senior service official said April 29. “That entire architecture is really focused now on meeting the anti-jam and spoofing threat,” said Cordell A. DeLaPena, program executive officer for military communications and position, navigation, and timing, said during a virtual Schriever Spacepower talk with AFA’s Mitchell Institute for Aerospace Studies. GPS remains the gold standard among Global Navigation Satellite Systems, DeLaPena said: “We’re the best in the world” in terms of accuracy, integrity, and availability. But jamming and spoofing are growing challenges, highlighted by Russia’s aggressive electronic warfare in Ukraine as well as concerns about China’s potential to try to deny GPS access to U.S. and allied forces. GPS signals can be drowned out with powerful radio frequency signals broadcast at the same frequency, jamming the signals that users leverage to find their location. The Pentagon has been working on countermeasures by upgrading GPS satellites, software, and receivers, but each effort has been plagued by its own set of delays. Now the wait is almost over, DeLaPena promised. “All three of those lanes in the road … converge in 2025 and enable the warfighter to start depending and training with anti-jam,” he pledged. Satellites At the end of May, the Space Force plans to launch the eighth of 10 GPS III satellites, just a few months after launching the seventh spacecraft in the series. USSF is using a new rocket—SpaceX’s Falcon 9—and accelerating integration and readiness checks. The seventh through 10th satellites in the constellation were built months ago and put into storage as the Space Force waited for the original launch vehicle, ULA’s Vulcan Centaur, to be certified. The GPS III birds take full advantage of M-code, a more robust, encrypted, jam-resistant signal for military use. While other GPS satellites can transmit M-code, GPS III can beam the signal at target areas. But the real key is having a large enough constellation. With seven spacecraft in orbit, “we have sufficient on-orbit capacity for anti-jam,” DeLaPena said. The remaining two satellites in the series will be launched over the next year and a half. After that, comes GPS III Follow-On, which will have even better anti-jamming tech. “The next era of anti-jam: a higher power, tighter beam called RMP, which stands for regional military protection,” said DeLaPena. “And because GPS is occurring in L-band, optimized for that orbit, we counter jamming by concentrating our power and we blast our way through it. That makes it very, very hard for our adversary to go against that power, because they’d have to build multiple, enormous jammers that are vulnerable in other areas as well.” With M-code and RMP, the Space Force will be “almost all the way” to having a jam-resistant capability. Beyond that, DeLaPena said his office is exploring new technologies through contracts with the Space Force’s innovation incubator SpaceWERX. OCX While GPS III satellites started going up several years ago, the software system to control them proved bedeviling. The Next-Generation GPS Operational Control System, or OCX, has been a “tough, tough program,” said DeLaPena, who first started managing programs in 1990. “I’ve been in this business a while. … OCX is the hardest I’ve ever worked.” Since contractor Raytheon was tapped for OCX in 2010, the program has been delayed again and again and even incurred a “Nunn-McCurdy” breach due to soaring costs. Former Space Force acquisition executive Frank Calvelli called the failure to deliver OCX his biggest regret, but DeLaPena says it’s coming soon. “Raytheon is scheduled to submit their DD-250 within the next 30 days, which will allow government testing and operational testing,” DeLaPena said, referring to the form that signals the Pentagon has accepted ownership of a system. “And the PEO will certify it’s ready to transition to operations by the end of the year. Huge milestone.” MGUE The last pieces in the puzzle are the terminals that receive the GPS signal. The Pentagon has been working on its Military GPS User Equipment program for more than a decade, another of the the programs Calvelli bemoaned as “problem children” in his portfolio. The first increment of MGUE terminals are being tested now. “We’re flight testing with an Army UAV, we’re taking it to the jamming range. Next week, we’ll fly it against the jammers, and we’re scheduled to certify the final variants of MGUE Increment 1 in July of 2025,” he said. MGUE is needed to receive M-code, making it part of the anti-jamming solution. And moving forward, DeLaPena said a second increment will help even more by allowing users to tap into position, navigation, and timing signals from non-GPS satellites. “What increment two brings is incorporation of other PNT sources, not only just U.S. GPS, but it’ll incorporate some alternate PNT sources that the Army uses,” DeLaPena said. “It’ll incorporate international GPS, multi-GPS from space, things like from our allies, incorporating the Europe solution, incorporating the Japanese solution, and it’ll blend those solutions.” The key to doing so is moving toward software-defined receivers, with antennas that can be reprogrammed quickly to tap into more signals. Flexibility in general will be key to future anti-jamming efforts, DeLaPena said. “In the future, we’ll look at making sure that we’re not designing our anti-jam solution to be optimized just in one orbit in one waveform,” he said. “We need diversity in terms of the spectrum to allow flexibility into the other orbits as well, and a lot of that can come through these software-defined terminals that are being investigated across all the services.” Changes in FCC rules to support GPS alternatives could impact DoD The FCC's concerns echo those from DoD and the Space Force about the ease of GPS jamming — and the rapid rise in deliberate jamming by governments and militaries in hot spots around the world such as Syria, Ukraine and the Red Sea. By Theresa Hitchens on April 30, 2025 at 8:57 AM The GPS constellation that provides positioning, navigation and timing signals to the US military and civilians around the world, is made up of 31 active satellites. (BlackJack3D/Getty Images) WASHINGTON — As the Federal Communications Commission (FCC) ponders changes to spectrum licensing rules in order to support alternatives to Global Positioning System (GPS) satellite signals for positioning, navigation and timing (PNT), the agency is being urged by several trade organizations to carefully coordinate with other US federal agencies, including the Defense Department. The commission’s jurisdiction is limited to commercial uses of the electromagnetic spectrum. But how it regulates industry can directly affect DoD activities — as witnessed by the ongoing legal dispute over its 2020 decision to allow Ligado Networks to use radio-frequency bands that the Pentagon argues will interfere with GPS signals. “The FCC has a very important role in licensing the operations of PNT systems, whether they’re terrestrial or in space,” Lisa Dyer, executive director of the GPS Innovation Alliance, told Breaking Defense. It also has “an extraordinarily important role in responding to incidences of harmful interference,” including in cases of “electronic warfare.” However, she stressed, overall US strategy for “the nation’s PNT architecture requires input from so many different agencies, including … the Department of Defense, the Department of Transportation, the Department of Homeland Security and more.” Further, Dyer said, even GPS signals designed for civilian uses “are actually absolutely essential to DoD” for operations such as day-to-day logistics” as well as those of the defense industrial base. “They use the same airlines you and I rely on,” she explained. “They use UPS and FedEx. They rely on train systems to move their equipment across country to ports, especially the really heavy stuff. So there’s a lot here for DoD to pay attention to.” The GPS Innovation Alliance represents companies involved in GPS work, promotes GPS, other Global Navigation Satellite Systems (GNSS), complementary space-based PNT systems, and their receivers and devices. The alliance was one of 104 organizations and companies responding to the FCC’s March 28 Notice of Inquiry on its consideration of new rules aimed at promoting both space- and terrestrial-based systems that could “complement” GPS. Consistent with its support of DoD in the Ligado saga, the alliance’s comments included a recommendation that the FCC consider establishing “quiet zones” around the L-band used for both civilian and military GPS signals. The FCC’s NOI explained that the commission is considering how it might support novel PNT systems due to concerns about increasing interference with GPS signals. “Given the reliance on GPS for PNT in the United States, it is important to develop complementary and alternative technologies to ensure continuity and resilience in critical operations in case GPS signals are disrupted. In this Notice of Inquiry, the Commission engages a multitude of stakeholders to build a record on specific actions it can take to support government and industry efforts, and to encourage the development of robust and reliable PNT technologies and solutions,” the FCC said in the NOI. The FCC’s concerns echo those from DoD and the Space Force about the ease of GPS jamming — and the rapid rise in deliberate jamming by governments and militaries in hot spots around the world such as Syria, Ukraine and the Red Sea. “The concept of looking at other frequencies and other phenomenologies, those are all things we’re pursuing because right now, all of our PNT solutions are in L-band, and we’re looking at other phenomenology like, for example, S-band or something else to really just provide other sources of PNT,” Cordell DeLaPena, PNT program executive officer at Space Force Space Systems Command, said today during an event at the Mitchell Institute in response to a question from Breaking Defense. Last August, the Space Force’s innovation arm, SpaceWERX, awarded a couple of small contracts to startup Trust Point to explore a PNT ground system that doesn’t rely on GPS. Trust Point is building a PNT satellite network that uses C-band, as opposed to L-band. Further, the service last September tapped four companies to build small, low cost satellites for stationing in low Earth orbit to kick off its Resilient Global Positioning System (R-GPS) to back up GPS signals: Astranis, Axient, L3Harris, and Sierra Space. While DoD did not submit a response to the FCC’s NOI, it is a key member of the National Telecommunications and Information Administration (NTIA) that did provide comments. NTIA coordinates federal government use of spectrum, and works with the FCC on cross-cutting regulatory issues. While praising the FCC for acknowledging the need for a “whole of government” approach, NTIA also cautioned the commission that it needs to focus on “what elements of a new technology must interoperate with existing systems, and whether these new technologies must be able to interoperate with each other.” NTIA urged the FCC to only “incentivize” new complementary PNT systems that harmonize with existing PNT systems and with each other.” Like NTIA, the Resilient Navigation and Timing Foundation, stressed the need for a coordinated government approach to any moves to support alternatives to GPS. “Based on 25 years of participation in and observation of federal PNT policy, we are convinced that unilateral action by any one federal entity will fail and likely be counterproductive,” the foundation warned. Both the NTIA and the foundation also strongly objected to the FCC’s Ligado ruling. Missing bolt ends multi-engine check ride By General Aviation News Staff May 9, 2025 According to the Designated Pilot Examiner, following steep turn maneuvers during a check ride for a multi-engine rating, he and the flight instructor heard a “loud metallic bang” from the tail of the Piper PA-34-200 and the control yoke abruptly went to the full nose-up position. He told investigators the nose of the airplane pitched up rapidly and the stall warning went off as they entered an accelerated stall. He took control of the airplane and applied full power to recover from the stall, at which time they heard another loud bang from the tail and the nose of the airplane pitched abruptly down. He reduced power to idle, there was another bang, and once again the airplane pitched up uncontrollably. This time he did not add power and the nose of the airplane pitched down, but not as severely and he was able to use the engine power to dampen the pitch oscillations. Unable to maintain full control of the airplane, he elected for an emergency, off-airport landing near Coldspring, Texas. While on the final approach, as the airplane clipped the tops of trees, the DPE pulled the mixture controls to cutoff. Upon touchdown, the airplane bounced then slid through a rough, muddy field, which resulted in substantial damage to both wings, the fuselage, and empennage. The DPE and flight instructor sustained serious injuries in the crash. A post-accident examination revealed that the bolt that connects the stabilator trim rod assembly to the stabilator link assembly was missing. The trim connection. (FAA Photos) A review of maintenance records revealed two maintenance logbook entries for the elevator trim wheel cable becoming unspooled, the first on March 14, 2023, and the second on March 23, 2023. After each repair, a functional check flight was accomplished with no discrepancies noted. In an interview with the mechanic from the March 23 repair, he stated that he did not disconnect or otherwise perform maintenance on the affected control rod or linkage. The pilot examiner stated that during the preflight inspection, no anomalies were noted with the trim linkage assembly. Following the accident, the flight school inspected all PA-34 airplanes in its fleet and replaced the affected bolt on each airplane. Probable Cause: The stabilator trim rod assembly separated from the stabilator link assembly due to a missing connecting bolt, which resulted in the pilot’s inability to maintain pitch control of the airplane. NTSB Identification: 107813 To download the final report. Click here. This will trigger a PDF download to your device. This May 2023 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others. Curt Lewis