Regulations & Safety
EASA-IATA 2025 Workshop Tackles Aviation GNSS Interference Threats
EASA and IATA collaborate in Cologne to address rising GNSS interference risks and enhance aviation navigation resilience through global cooperation.
Building Aviation Resilience: The 2025 EASA-IATA PNT Workshop and the Future of GNSS Interference Mitigation
As modern aviation increasingly relies on satellite-based navigation systems, the resilience of these technologies has become a critical concern. Positioning, Navigation, and Timing (PNT) data, largely delivered via Global Navigation Satellite Systems (GNSS), are foundational to safe and efficient flight operations. However, the growing threat of GNSS interference, including jamming and spoofing, is challenging the aviation sector’s ability to maintain reliability in air navigation.
In response, the European Union Aviation Safety Agency (EASA) and the International Air Transport Association (IATA) are taking proactive steps to address these challenges. Their joint 2025 PNT Resilience Workshop, held in Cologne, Germany, aims to move beyond reactive containment and toward a future-proof aviation infrastructure. With a sharp focus on collaboration, technology, and regulatory alignment, this workshop marks a pivotal moment in the global aviation community’s response to GNSS vulnerabilities.
Understanding the Scope and Impact of GNSS Interference
GNSS systems, such as the U.S. GPS, Europe’s Galileo, Russia’s GLONASS, and China’s BeiDou, are indispensable to aviation. They provide precise geolocation and timing data used in route planning, air traffic control, and onboard navigation systems. However, these signals are inherently weak and susceptible to interference from both natural and man-made sources.
Jamming involves blocking GNSS signals, while spoofing deceives receivers with false signals. These disruptions can result in loss of situational awareness, navigation errors, and increased risk of mid-air or runway incidents. According to IATA, GPS signal loss events surged by 220% globally from 2021 to 2024, based on data from the Global Aviation Data Management Flight Data eXchange (GADM FDX).
Regions such as Eastern Europe and the Middle East have experienced frequent interference incidents, though the issue is increasingly global. The economic implications include rerouting, delays, and higher operational costs. With the commercial aviation industry contributing over $800 billion annually to the global economy, ensuring the reliability of GNSS is not just a safety issue, it’s an economic imperative.
“GNSS disruptions are evolving in terms of both frequency and complexity. We are no longer just containing GNSS interference; we must build resilience.” , Jesper Rasmussen, EASA Flight Standards Director
Operational Challenges and the Need for Resilience
Traditional responses to GNSS interference have focused on containment, isolating affected areas and rerouting aircraft. While effective in the short term, this approach is increasingly inadequate. The aviation industry now faces a more complex threat landscape, with interference events that are more frequent, more targeted, and harder to detect.
The challenge is further compounded by the proliferation of low-cost jamming and spoofing devices. These tools, once limited to state actors, are now accessible to non-state entities and individuals, raising the risk of intentional disruptions. Moreover, geopolitical tensions have increased the likelihood of state-sponsored interference, making the need for robust, resilient systems more urgent.
To address these challenges, the 2025 EASA-IATA PNT Resilience Workshop emphasizes a shift in mindset, from containment to resilience. This means designing systems and procedures that can withstand or quickly recover from interference, ensuring continuity of operations even under degraded conditions.
The 2025 PNT Resilience Workshop: Key Themes and Objectives
Held on May 22–23, 2025, at EASA’s headquarters in Cologne, the workshop brought together stakeholders from across the aviation ecosystem. Participants included regulators, air navigation service providers (ANSPs), airline operators, cybersecurity experts, and representatives from international organizations.
The agenda focused on six key areas: evaluating the effectiveness of current mitigation strategies, sharing operational experiences, understanding the role of ATM and ANSPs, addressing regulatory challenges, exploring future technologies, and enhancing civil-military cooperation. The event was conducted under the Chatham House Rule to encourage open dialogue and information sharing.
One of the most urgent topics discussed was the need for improved detection and reporting systems. Collecting real-time data on interference incidents allows for better situational awareness and faster response. Participants also stressed the importance of harmonized international standards, calling on the International Civil Aviation Organization (ICAO) to prioritize GNSS resilience at its upcoming assembly.
Strategic Collaboration and Policy Development
The workshop underscored the importance of global cooperation. EASA and IATA jointly released a comprehensive plan outlining four pillars: enhanced information gathering, robust prevention and mitigation measures, smarter use of infrastructure, and improved coordination. This plan aims to align industry and regulatory efforts at both the European and global levels.
Nick Careen, IATA’s Senior Vice President of Operations, Safety, and Security, highlighted the urgency: “With continued geopolitical tensions, it is difficult to see this trend reversing in the near term. IATA and EASA are working together to reinforce the redundancies that are built into the system, to keep flying safe.”
The plan encourages ICAO to lead the charge in establishing global standards and guidance on GNSS interference. This includes protocols for incident reporting, technical specifications for resilient systems, and best practices for airspace management. The goal is to create a unified framework that allows all stakeholders to operate under consistent, reliable conditions.
“To stay ahead of the threat, aviation must act together and without delay.” , Nick Careen, IATA Senior Vice President
Technology and the Path Forward
While policy and coordination are vital, technology will play a central role in achieving PNT resilience. Multi-layered navigation systems are emerging as a promising solution. These include inertial navigation systems (INS), ground-based augmentation systems (GBAS), and alternative PNT technologies that can serve as backups when GNSS is compromised.
For example, INS can maintain accurate positioning over short durations without relying on external signals. GBAS, on the other hand, provides localized corrections to GNSS signals, improving accuracy and reliability. Additionally, emerging technologies such as eLORAN (Enhanced Long Range Navigation) and quantum navigation are being explored as long-term solutions.
Investing in these technologies requires both funding and regulatory support. The workshop emphasized the need for public-private partnerships to accelerate development and deployment. By fostering innovation while maintaining rigorous safety standards, the aviation industry can build a robust defense against GNSS threats.
Conclusion
The 2025 EASA-IATA PNT Resilience Workshop represents a critical step forward in addressing one of aviation’s most pressing challenges. As GNSS interference becomes more common and more sophisticated, the industry must evolve from reactive containment to proactive resilience. Through collaboration, innovation, and harmonized policy, aviation can safeguard its navigation systems and maintain the highest standards of safety and efficiency.
Looking ahead, the success of this initiative will depend on sustained engagement from all stakeholders. From airlines and regulators to technology providers and international bodies, a unified approach is essential. The workshop has laid the groundwork, now it’s time to build on it with action, investment, and global cooperation.
FAQ
What is GNSS interference?
GNSS interference refers to the disruption of satellite-based navigation signals, including jamming (blocking signals) and spoofing (sending false signals).
Why is GNSS interference a threat to aviation?
It can lead to navigation errors, loss of situational awareness, and increased safety risks during flight operations.
What is the goal of the 2025 EASA-IATA PNT Resilience Workshop?
To develop comprehensive strategies that move beyond containment and build long-term resilience against GNSS threats in the aviation sector.
What technologies can help mitigate GNSS interference?
Inertial navigation systems (INS), ground-based augmentation systems (GBAS), and emerging technologies like eLORAN and quantum navigation.
What role does ICAO play in this issue?
ICAO is being urged to lead in establishing global standards and guidance to address GNSS interference and promote international coordination.
Sources
- EASA
- IATA
- EASA Event Page
- Global Aviation Data Management Flight Data eXchange (GADM FDX)
- ICAO Assembly 2025 documentation
Photo Credit: AI Generated
Regulations & Safety
FAA Launches MedGuide Medication Database for Aviators
The FAA launched MedGuide on Oct. 1, 2026, giving pilots and air traffic controllers an official tool to verify medication compliance.
The Federal Aviation Administration (FAA) launched an interactive online database on October 1, 2026, designed to help pilots and air traffic controllers determine whether specific prescription and over-the-counter medications are acceptable for flight duties.
Dubbed MedGuide, the platform addresses a longstanding information gap that previously required aviators to consult scattered third-party lists or contact Aviation Medical Examiners (AMEs) directly to verify medication compliance. The official release arrives as the agency faces mounting congressional pressure to modernize its aeromedical clearance processes and improve transparency for aviation professionals.
Navigating the new medication database
The initial release of the tool, designated as Version 1.0, intentionally includes only medications that the FAA categorizes as allowed for use during flight or safety-related duties. Users can search for specific pharmacological treatments to verify their compliance status and review any associated operational restrictions.
A core component of the new guidance is the formalization of wait periods. The FAA established a standard minimum wait time required before an aviator can return to the flight deck or radar screen after beginning a new treatment regimen.
“When starting a new medication, in most cases, a 48-hour wait time is required before returning to safety-related duties. This period allows the medication to take effect and ensures no aeromedically significant side effects develop,” the FAA stated in its official MedGuide documentation.
The agency explicitly noted that the presence of a medication on the allowed list does not automatically clear an aviator to fly. The underlying medical condition being treated must also be evaluated for clinical stability. The FAA stressed that the online tool is not intended to replace an individualized assessment by a certified AME.
Industry response to aeromedical transparency
Prior to the launch of MedGuide, pilots and air traffic controllers lacked a centralized, official, and public-facing database to check medication compliance. Aviators frequently had to rely on advisory services provided by industry associations or direct consultations with medical professionals. This fragmented approach often created uncertainty and administrative delays when aviators attempted to verify their medical status before applying for or renewing a medical certificate.
The National Business Aviation Association (NBAA) welcomed the new platform, noting that it provides the definitive guidance flight crews have long requested.
“Pilots are accustomed to clear, if-then directions, and MedGuide offers a more direct way to understand both prescription and over-the-counter medications, including any wait time after an initial or subsequent dose,” said Mark Larsen, Director of Safety and Flight Operations for the NBAA.
Larsen added that the tool equips aviators to make safe, fit-for-flight decisions about medication use, calling the database a significant step in the right direction for the industry.
Legislative mandates and rulemaking origins
The development of MedGuide by the FAA Office of Aerospace Medicine (AAM) stems directly from industry feedback and formal regulatory review. The AAM is responsible for the medical certification of all U.S. civil airmen and the medical clearance of air traffic control specialists, overseeing the national network of AMEs.
On April 1, 2024, the Mental Health and Aviation Medical Clearances Aviation Rulemaking Committee (ARC) issued a report to the FAA containing 24 specific recommendations. The committee identified a critical need for accessible, transparent medical information, which spurred the creation of the MedGuide platform.
The October 1, 2026, launch also coincides with significant legislative action in Washington. On September 24, 2026, the U.S. Senate passed the Aviation Medication Transparency Act of 2026 (S. 3258). The bipartisan bill requires the FAA to publicly list medications that aviation professionals can safely use, as well as those they should avoid, along with specific wait times.
On the same day, the Senate passed the John A. Hauser Mental Health in Aviation Act (S. 3257), which mandates the FAA to update mental health guidance and improve the efficiency of the Special Issuance Medical Certification process. Both bills are currently pending in the U.S. House of Representatives.
Over the next several months, the FAA plans to expand the MedGuide database in subsequent releases. Future iterations will include conditionally acceptable medications, prohibited medications, and guidance on additional underlying medical conditions.
AirPro News analysis
We view the launch of MedGuide as a necessary operational shift for the FAA Office of Aerospace Medicine. By publishing an official, public-facing database, the regulator is moving away from a historically opaque clearance process that often generated anxiety among aviators seeking routine medical care. The timing of Version 1.0 is highly strategic. Releasing the tool just days after the Senate passed S. 3258 allows the FAA to demonstrate proactive compliance with the core requirements of the legislation before it potentially becomes law.
Offloading routine medication queries to an automated, self-service system should incrementally reduce the administrative burden on Aviation Medical Examiners. By empowering pilots to independently verify the status of common over-the-counter and prescription drugs, AMEs and the AAM can theoretically redirect their resources toward processing the persistent backlog of complex Special Issuance cases.
Photo Credit: FAA
Regulations & Safety
FAA Proposes Torque Inspection AD for 980 Airbus Helicopters
FAA NPRM targets AS350, AS355, and EC130 helicopters over a nut retainer coating flaw that risks main rotor servo-control disconnection.
This is original reporting and analysis by AirPro News.
The Federal Aviation Administration (FAA) has proposed a new airworthiness directive (AD) mandating torque inspections on the main rotor servo-controls of 980 Airbus Helicopters AS350, AS355, and EC130 aircraft registered in the United States.
Published as a Notice of Proposed Rulemaking (NPRM) on October 19, 2026, the regulatory action addresses a mechanical vulnerability where paint or protective coating on a nut retainer can cause a loss of tightening torque. If left undetected, the FAA warns this condition could lead to the disconnection of the upper ball bearing end from the main rotor (MR) servo-control. Such a failure would result in a complete loss of helicopter control.
Inspection requirements and compliance timelines
The proposed directive targets specific members of the Airbus Helicopters Ecureuil family. The affected models include the AS350B3, AS355F, AS355F1, AS355F2, AS355N, AS355NP, EC130B4, and EC130T2 helicopters. Under the FAA proposal, operators must perform an initial inspection of the nut tightening torque on the upper ball bearing end of all MR servo-controls within 165 flight hours or six months, whichever occurs first.
The NPRM also outlines strict requirements for follow-up inspections to ensure ongoing safety. Any time an MR servo-control featuring an affected part is installed or reinstalled on an aircraft, maintenance personnel must conduct a subsequent torque check. This secondary inspection must take place between two and 10 flight hours after the installation is complete.
The FAA is accepting public comments on the NPRM through December 3, 2026. Following the closure of the comment period, the agency is expected to review industry feedback and issue a final rule mandating the inspections. The current regulatory action is classified as an interim measure. Airbus Helicopters is actively developing a permanent design change to the nut retainer that will eliminate the problematic paint or protective coating entirely, which will likely prompt further regulatory updates once certified.
Tracing the servo-control vulnerability
The engineering investigation that led to the current NPRM originated with a different Airbus Helicopters product line. In 2024, the European Union Aviation Safety Agency (EASA) received reports of two separate instances where torque was lost between the upper ball bearing end and the MR servo-control on Dauphin and EC155 helicopters. In one of those documented cases, the components completely disconnected in flight.
That discovery prompted EASA to issue an AD for the Dauphin family on June 6, 2024. The FAA subsequently mirrored that action with its own directive for U.S.-registered Dauphin helicopters on July 10, 2025. Following those initial reports, Airbus Helicopters launched a broader engineering analysis to determine the root cause of the torque loss. The manufacturer concluded that the presence of paint or protective coating on the lock washer and nut retainer compromised the friction required to maintain proper tightening torque over time.
During this investigation, the manufacturer determined that the AS350, AS355, and EC130 families share this exact design vulnerability in their main rotor flight control systems. In response to these findings, Airbus Helicopters issued Alert Service Bulletins on April 1, 2026, mandating torque checks across the affected Ecureuil fleet. EASA followed up by issuing AD 2026-0132 on July 8, 2026, to mandate the inspections for European operators. The FAA publication of the NPRM on October 19, 2026, aligns U.S. regulations with the European mandates.
Market context and fleet impact
The Airbus Helicopters Ecureuil family, currently marketed under the H125 and H130 designations, represents one of the most successful light utility helicopter programs in aviation history. Airbus Helicopters has delivered more than 7,200 Ecureuil family aircraft worldwide.
The large number of affected U.S. aircraft reflects the heavy utilization of the type across the country. The AS350 and EC130 platforms are heavily utilized across the aviation industry for critical missions, including law enforcement, emergency medical services, aerial firefighting, powerline maintenance, and passenger transport. The 980 helicopters of U.S. registry represent a significant portion of the active domestic rotorcraft fleet.
AirPro News analysis
The sheer volume of U.S.-registered aircraft affected by this NPRM highlights the industry reliance on the AS350 and EC130 platforms. With 980 airframes requiring initial and recurring torque checks, maintenance providers and fleet operators will need to carefully schedule these inspections to avoid grounding critical public service assets. Because the FAA 165-hour compliance window is relatively short for high-utilization operators like air medical and police units, we expect a rapid mobilization of maintenance personnel once the final rule is published. The recurring inspection requirement for newly installed parts will also add a layer of logistical complexity for maintenance, repair, and overhaul facilities until Airbus Helicopters can field its permanent hardware redesign.
Photo Credit: Airbus
Regulations & Safety
Istanbul to Host International Aviation Law Conference on Sanctions, Drones and AI
Hudson Morgan Williams’ International Aviation Law Conference, November 5–6, 2026, features former ICAO Council President Salvatore Sciacchitano as keynote speaker and six panels ranging from arbitration to eVTOLs.
The International Aviation Law Conference will take place in Istanbul, Türkiye, on November 5–6, 2026, bringing together aviation lawyers, regulators, academics and airline and airport executives. The event opens with an invitation-only gala dinner on Thursday, November 5, followed by a full conference day at the Çırağan Palace Kempinski on Friday, November 6. The organisers expect more than 300 attendees and more than 20 speakers.
The conference is organised by Hudson Morgan Williams, a London-based law firm, which describes it as the first Aviation Law Conference in Istanbul. AirPro News is a media partner of the conference.
Six panels, from arbitration to eVTOLs
The conference day opens with a panel on the future of aviation law and the role of arbitration courts, covering aircraft lease and financing disputes, aviation insurance and liability, and contract enforcement. A second panel looks at sanctions and their impact on aviation, including leasing and finance, compliance and jurisdictional challenges. A third turns to the integration of drones into global airspace, from defence and border-security drones to unmanned traffic management and passenger drones.
After the networking lunch, Salvatore Sciacchitano gives the keynote speech at 13:50. The afternoon panels cover how AI will shape the future of aviation, including liability, insurance and regulation; how smart airports and cost-effective airlines can make aviation cheaper to operate; and urban air mobility and eVTOL aircraft, with certification, vertiport regulation, passenger rights, insurance and noise on the agenda.
The organisers note that the programme and speakers are subject to change, and the line-up for each panel has not been announced yet.
Speakers
Sciacchitano led the ICAO Council from 2020 to 2025, a period that included the adoption of the long-term goal of net-zero carbon emissions for international aviation by 2050. He previously served as Executive Secretary of the European Civil Aviation Conference (ECAC) and as Deputy Director General of ENAC, Italy’s civil aviation authority, and is now an ICAO Goodwill Ambassador.
Güliz Öztürk has been CEO of Pegasus Airlines since 2022, after serving as the airline’s Chief Commercial Officer from 2010.
Speakers listed on the conference website also include:
- Selahattin Bilgen, CEO of İGA Istanbul Airport
- Utku Coşar, independent arbitrator and Vice President of the LCIA Court
- Prof. Dr. Elmar Giemulla, professor of aviation law and attorney in Berlin and New York
- Prof. Francesca Pellegrino, Professor of Air and Space Law at the University of Messina
- Haydar Yalçın, former Deputy Director General of Türkiye’s Directorate General of Civil Aviation
- Tasman Tam, barrister in Hong Kong
- Afgan Bakhishov, Advisor to the Chairman of Azerbaijan Airlines
- Mesut Yılmaz, eVTOL Program Director at Gözen Holding
Pegasus Airlines and Corendon Airlines are among the conference’s sponsors, alongside the Turkic Arbitration Association, the International Institute of Air and Space Law at Leiden University, Özyeğin University and Studio Legale Pierallini, with Argela as a supporter.
Why Istanbul
Istanbul is the home base of Turkish Airlines and Pegasus Airlines, and İGA Istanbul Airport ranks among Europe’s busiest airports. The city will also host the Istanbul Aviation Forum on April 27–28, 2027.
How to attend
Tickets for the conference day cost €250 per attendee, and the gala dinner is by invitation only. The full programme, speaker list and registration are available on the International Aviation Law Conference 2026 website.
The conference is also listed in the AirPro News Aviation & Aerospace Events Calendar 2026–2027.
Photo Credit: Hudson Morgan Williams
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