Regulations & Safety
EASA Mandates Takeoff Safety Systems for Large Aircraft by 2027
New EU regulations require real-time performance monitoring systems to reduce runway excursions using predictive algorithms and sensor data starting 2027.
Enhancing Takeoff Safety: EASA’s Push for Take-off Performance Monitoring Systems (TOPMS)
In July 2025, the European Union Aviation Safety Agency (EASA) released Notice of Proposed Amendment (NPA) 2025-01, aiming to mandate the integration of Take-off Performance Monitoring Systems (TOPMS) in certain large aeroplanes. This move represents a significant shift in aviation safety strategy, targeting a long-standing vulnerability in commercial flight operations: erroneous takeoff performance calculations. By focusing on real-time monitoring and predictive analytics, EASA intends to reduce the risk of runway excursions and loss-of-control incidents during takeoff, two of the most frequent and dangerous types of aviation accidents.
This proposal is not only about adding another layer of safety but also about modernizing aircraft systems to match the capabilities of current sensor and computing technologies. The regulation applies to both new aircraft designs and in-production aircraft still being manufactured and used in commercial air transport. With this initiative, EASA is attempting to close a safety gap that has persisted for decades due to technological, regulatory, and economic constraints.
Understanding TOPMS: Functionality and Certification
How TOPMS Works
TOPMS integrates several subsystems to monitor and validate takeoff performance in real-time. At its core, the system relies on a combination of sensors, predictive algorithms, and pilot interfaces. The sensor array collects data on acceleration, thrust, and speed using inertial measurement units (IMUs), engine pressure ratio (EPR) sensors, and wheel tachometers. This data feeds into a predictive algorithm that compares actual performance against pre-calculated models based on aircraft weight, flap settings, and environmental conditions.
If the system detects a deviation, for example, thrust output that is 8% below the expected value within four seconds of brake release, it triggers an alert. These alerts are displayed via head-up displays (HUDs) or electronic flight bags (EFBs), providing pilots with a visual cue on whether to continue or abort the takeoff. The system can also detect incorrect runway entry points before the aircraft reaches 60 knots, further enhancing situational awareness.
TOPMS does not replace pilot judgment but augments it with real-time data and decision support. By acting as a last line of defense, it helps prevent errors that might otherwise go unnoticed until it’s too late.
“This technology closes a critical gap in our decades-old reliance on pilot calculation accuracy, finally giving crews real-time decision support against one of aviation’s most persistent killers.” — David Learmount, FlightGlobal aviation safety analyst
Certification and Implementation Requirements
EASA’s proposal outlines specific technical and operational requirements for TOPMS certification. For new aircraft designs seeking CS-25 approval, compliance will be mandatory starting in 2027. For aircraft still in production and operated under EU Part-CAT rules, retrofitting will be required by 2029. The system must detect thrust deviations of 8% within four seconds of brake release and identify incorrect takeoff positions before reaching 60 knots.
Additional requirements include integration with Terrain Awareness and Warning Systems (TAWS) and continuous updates on runway friction coefficients using wheel-slip measurements. These features aim to ensure the system provides meaningful, timely alerts without overwhelming pilots with false positives.
Manufacturers are expected to demonstrate a false alert rate of less than 1% during certification trials, a crucial metric given the potential for nuisance alerts to distract or confuse flight crews.
Safety Impacts and Industry Implications
Reducing Runway Excursions
Runway excursions remain a significant concern in aviation safety. According to the International Air Transport Association (IATA), runway excursions accounted for 24% of all accidents prior to the COVID-19 pandemic. Over the past decade (2012–2021), there were 138 runway excursion incidents worldwide.
Several high-profile accidents could have been prevented with TOPMS in place. These include the 2008 Spanair Flight 5022 crash, where incorrect weight calculations led to insufficient thrust, and the 2022 Cargolux 747 incident, where a thrust-setting error resulted in a high-speed aborted takeoff. EASA estimates that TOPMS could reduce takeoff-related runway excursions by up to 40% among equipped aircraft.
Financially, the potential savings are substantial. The International Air Transport Association (IATA) estimates that runway excursions cost the industry $900 million annually. A 40% reduction could translate to $360 million in avoided costs per year.
Operational and Technical Challenges
Despite its benefits, implementing TOPMS is not without challenges. For one, the system adds complexity to cockpit operations. A United Airlines trial reported a 22% increase in pilot scanning time during high-alert scenarios. This raises concerns about workload and potential distraction during takeoff, a critical phase of flight.
Data security is another concern. TOPMS relies on wireless data transfers for performance validation, creating potential cybersecurity vulnerabilities. Ensuring secure, encrypted communication channels will be essential for widespread adoption. Additionally, ICAO estimates that pilots will require around eight hours of simulator training to become proficient in handling TOPMS alerts and failure modes.
From a technical standpoint, retrofitting older aircraft poses significant hurdles. Airbus, for instance, has flagged compatibility issues with legacy A330 models. Embraer estimates an 18-month certification timeline for its E-Jets E2 series, highlighting the time and resources required for integration.
Cost-Benefit Analysis and Industry Readiness
EASA’s cost-benefit analysis projects a 20-year net present value (NPV) of €290 million, with a benefit-cost ratio of 3.8:1. Development costs are estimated at $2.1–$4.8 million per aircraft type, with recurring maintenance costs of around $18,500 per aircraft. These figures suggest that the safety and financial benefits far outweigh the implementation costs.
Major manufacturers are already preparing for compliance. Airbus is developing a TOPMS that integrates with EFBs for real-time validation, while Boeing’s OPTIM system uses GPS and thrust monitoring to achieve similar objectives. These developments indicate that the industry is moving toward readiness, even as regulatory frameworks are still being finalized.
However, discrepancies remain between global regulators. While EASA is pushing for mandatory retrofits, the U.S. Federal Aviation Administration (FAA) favors voluntary adoption. Similarly, ICAO recommends a 7% thrust deviation threshold for alerts, compared to EASA’s 8%. These differences could complicate international harmonization efforts.
Conclusion
EASA’s proposal to mandate TOPMS in large commercial aircraft marks a pivotal moment in aviation safety. By leveraging advancements in sensor technology and predictive analytics, TOPMS provides pilots with real-time decision support, directly addressing the root causes of many takeoff-related accidents. The system is not a silver bullet, but it represents a significant step forward in mitigating one of aviation’s most persistent risks.
Looking forward, successful implementation will depend on harmonized global standards, effective pilot training, and financial support for smaller operators. If these conditions are met, TOPMS could become a cornerstone of modern flight safety, aligning with ICAO’s goal of reducing runway excursions by 50% by 2030. The technology is ready, now it’s up to the industry and regulators to act.
FAQ
What is TOPMS?
Take-off Performance Monitoring Systems (TOPMS) are onboard systems that monitor aircraft acceleration and performance during takeoff to detect anomalies such as incorrect thrust settings or takeoff positions.
Why is EASA mandating TOPMS?
EASA aims to reduce the number of runway excursions and loss-of-control incidents during takeoff, which are often caused by performance calculation errors. TOPMS provides real-time alerts to help pilots make informed decisions.
When will the regulation take effect?
For new aircraft designs, the mandate will apply starting in 2027. For in-production aircraft still being manufactured and used in commercial transport, retrofitting will be required by 2029.
Is TOPMS already in use?
Some manufacturers like Airbus and Boeing have developed prototype systems, but widespread implementation is pending regulatory approval and certification.
Will all aircraft be required to install TOPMS?
The current proposal applies to large aeroplanes over 60,000 kg MTOW. Smaller aircraft are not currently included, though some regulators are considering broader applications.
Photo Credit: AirPro News
Regulations & Safety
Marine One Loss of Separation at DCA: NTSB Preliminary Report
NTSB cites radio line-of-sight failure after Marine One and Envoy Air E-170 came within 0.82 NM at Reagan National.
This is a developing story. Information may change as official details are released.
This is original reporting and analysis by AirPro News.
A loss of separation occurred on August 4, 2026, between a Sikorsky VH-3D operating as Marine One and an Envoy Air Embraer E-170 departing Ronald Reagan Washington National Airport (DCA). The incident took place approximately two miles north of the airport at 14:34 EDT and prompted an immediate Federal Aviation Administration (FAA) relocation of radio equipment after investigators identified a communication failure.
According to a preliminary report released on August 27, 2026, by the National Transportation Safety Board (NTSB), air traffic controllers at DCA did not receive a required three-minute pre-departure warning from the helicopter. The event triggered a review of strict Safety protocols implemented following a fatal midair collision in the same airspace in January 2025.
Incident timeline and separation data
The loss of separation occurred when Marine One departed The Ellipse simultaneously with Envoy Air flight 3742 departing runway 1 at DCA. Preliminary FAA estimates indicate the aircraft came within 0.82 nautical miles (NM) laterally and 700 feet vertically. The NTSB is currently analyzing surveillance data to establish the exact closest point of approach.
President Donald Trump was on board the Sikorsky VH-3D at the time of the incident. In a statement provided to CBS News, White House spokesman Kush Desai confirmed the President was never in danger.
Marine One flights are piloted by the finest aviators in the world, and the White House maintains the utmost confidence in these patriots and other security officials who are responsible for ensuring the President’s safety.
No injuries were reported among the occupants of either aircraft, and both flights continued to their respective destinations without further incident.
Communication failure and FAA response
The NTSB preliminary report points to inadequate radio line-of-sight coverage between The Ellipse and the DCA tower as the primary factor in the missed pre-departure warning. A DCA tower controller reported that the transmission attempt from the helicopter was “broken and unreadable,” according to CBS News.
Following the August 4 incident, FAA technicians evaluated the infrastructure and confirmed the line-of-sight deficiency. To resolve the issue, the agency relocated the helicopter-control radio equipment to the top of the DCA control tower. Subsequent communication checks were successful.
CBS News also reported that recent construction at the White House may have contributed to the radio line-of-sight degradation, though the NTSB has not yet issued a final determination on the cause.
Regulatory context and prior airspace changes
The airspace surrounding DCA operates under highly specific procedural rules designed to deconflict fixed-wing airline traffic from frequent VIP helicopter movements. These procedures were significantly tightened following a fatal midair collision on January 29, 2025, involving an airliner and an Army Black Hawk helicopter near the airport.
Following the 2025 accident, regulators instituted a requirement for a ground stop at DCA anytime a Helicopters passes on a conflicting route. The failure of the three-minute warning on August 4 prevented controllers from initiating this required ground stop for the Envoy Air departure.
Air traffic controllers and Marine One pilots had previously met on July 28, 2026, exactly one week prior to the incident, to discuss ongoing communication challenges in the sector.
AirPro News analysis
The August 4 loss of separation highlights the fragility of procedural deconfliction in the Washington, D.C. airspace. While the FAA characterized the event as a momentary loss of separation, the failure of a critical communication link reveals a single point of failure in the safety protocols established after the 2025 collision. We note that the rapid relocation of the radio equipment by the FAA demonstrates an acknowledgment of the infrastructure gap. As the NTSB continues its Investigation, we will monitor the docket for potential systemic recommendations regarding how VIP helicopter movements integrate with high-volume Commercial-Aircraft traffic at DCA, particularly concerning redundant communication systems.
Sources: National Transportation Safety Board
Photo Credit: National Transportation Safety Board
Regulations & Safety
FAA Moves to Fire Two LaGuardia Controllers After Fatal Collision
FAA initiates termination proceedings against two LaGuardia controllers for early shift departures on the night of the March 22, 2026 runway collision.
This is a developing story. Information may change as official details are released.
This article summarizes reporting by Reuters by David Shepardson and Doyinsola Oladipo.
The FAA has initiated termination proceedings against two air traffic controllers accused of leaving their shifts early on the night of a fatal runway collision at LaGuardia Airport (LGA) in March 2026. The agency is classifying the unauthorized early departures as timecard fraud amid a broader national crackdown on the practice.
The disciplinary action follows the March 22, 2026, accident in which Air Canada Express Flight 8646, operated by Jazz Aviation LP, collided with an aircraft rescue firefighting (ARFF) vehicle while landing on Runway 4. According to Reuters, the two controllers allegedly departed the facility approximately one hour before their scheduled shifts ended, a practice colloquially known as an “early shove.”
Disciplinary actions and union response
The FAA stated its commitment to holding employees accountable, emphasizing that it will not compromise the safety or efficiency of the national airspace system. U.S. Secretary of Transportation Sean Duffy condemned the practice, stating that while most controllers complete their full shifts, the department will not tolerate fraud from individuals who unfairly burden their colleagues and impact the airspace.
The National Air Traffic Controllers Association (NATCA) confirmed it is actively discussing the allegations with FAA leadership. The union indicated that these internal discussions are the appropriate forum for addressing the matter. Reuters reports that the FAA is currently conducting a nationwide enforcement effort targeting employees who leave on break at the end of their shifts and fail to return.
The March 22 collision and investigation
The NTSB continues to investigate the March 22 collision under investigation ID DCA26MA161. The official cause of the accident remains undetermined. The aircraft involved was an MHI RJ Aviation CRJ-900, and the ground equipment was an Oshkosh Striker 1500 ARFF vehicle.
Official NTSB figures confirm that 76 people were on board the aircraft, including 72 passengers, two flight attendants, and two pilots. The captain and first officer sustained fatal injuries. Thirty-nine individuals were transported to local hospitals, with six reported to have serious injuries.
It remains unverified whether the controllers’ early departure directly influenced the events leading to the collision. Speaking in March 2026, NTSB Chair Jennifer Homendy noted that operating with two controllers in the tower cab during a midnight shift is common practice across the national airspace system, suggesting the facility may have been operating at standard staffing levels at the time of the accident.
Regulatory response to surface safety
Following the LaGuardia accident, the FAA accelerated initiatives to improve surface visibility at airports. On May 13, 2026, the agency announced a $16.5 million investment to equip all airport vehicles with transponders.
These vehicle movement area transponders (VMATs) are designed to provide ATC with better situational awareness of ground equipment operating on runways and taxiways.
AirPro News analysis
We note that the FAA’s decision to pursue termination for timecard fraud rather than operational errors highlights a strict administrative approach to facility management. By focusing on the unauthorized absence, the agency addresses the “early shove” culture directly without preempting the NTSB’s ongoing safety investigation into the collision’s root causes. The distinction between administrative violations and operational fault will likely remain a focal point as NATCA engages with FAA leadership.
Photo Credit: Mike Segar – Reuters
Regulations & Safety
FAA Opens $40M ATC Manufacturing Facility in Maryland
The FAA opened a $40M Rohde & Schwarz USA plant in Frederick, MD to produce VoIP switches for national ATC modernization by 2028.
On August 25, 2026, the Federal Aviation Administration (FAA) and the U.S. Department of Transportation (USDOT) inaugurated a new $40 million manufacturing facility in Frederick, Maryland, dedicated to producing digital Voice over IP (VoIP) switches for the nation’s air traffic control network.
The 87,000-square-foot plant, operated by Rohde & Schwarz USA, represents a critical node in the FAA’s aggressive timeline to complete a nationwide air traffic control modernization overhaul by the end of 2028. According to an agency press release, the facility will build the CERTIUM Voice Communication System (VCS) to facilitate communication between air traffic controllers, pilots, and other control facilities.
Accelerating Air Traffic Control Modernization
The modernization effort is backed by a $12.5 billion down payment from the Working Families Tax Cut. U.S. Transportation Secretary Sean P. Duffy and FAA Administrator Bryan Bedford attended the opening to highlight the administration’s focus on domestic Manufacturing for critical aviation Infrastructure.
“Under President Trump, we aren’t just modernizing our skies at record speed—we’re putting American workers, American manufacturing, and American innovation first,” Duffy stated. “We’re making sure our air traffic control system is American made.”
Bedford emphasized the strict timeline driving the agency’s current procurement Strategy. He noted that the new facility supports the aggressive schedule to complete the new system by the end of 2028 while strengthening domestic production capabilities and creating high-quality jobs. Bedford described the equipment as a critical part of the landmark modernization effort.
Infrastructure Overhaul and Deployment Milestones
The opening of the Frederick plant follows a year of rapid infrastructure deployment by the FAA. The agency recently completed Wave 1 of its nationwide CERTIUM VCS deployment ahead of schedule. This milestone was marked by the installation of the 140th system at the Rapid City Regional Airport (RAP) control tower in South Dakota.
Beyond voice communication systems, the FAA has executed a massive infrastructure overhaul over the past year. The agency reports that 63 percent of legacy copper wires in air traffic control facilities nationwide have been replaced with high-speed fiber, 5G wireless, or Low Earth Orbit (LEO) capabilities.
Additional upgrades completed over the past year include the conversion of 388 radio sites and the installation of 176 IP voice switches. The FAA also deployed Surface Awareness Initiative technology at 96 towers, transitioned 21 towers to electronic flight strips, installed SMR4 Surface Movement Radars at five Airports, and added nine new Tower Simulation systems for controller Training.
AirPro News analysis
The opening of the Rohde & Schwarz USA facility in Maryland underscores a strategic shift toward localizing the supply chain for critical aviation infrastructure. By anchoring the production of digital VoIP switches domestically, the FAA mitigates supply chain risks that have historically delayed large-scale aerospace and infrastructure projects. We view the $12.5 billion funding injection as a substantial catalyst, though the 2028 completion target remains highly ambitious given the historical complexities of integrating new technologies into the national airspace system without disrupting active operations.
Sources: Federal Aviation Administration
Photo Credit: Federal Aviation Administration
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