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
ICAO Proposes Platform to Fix Cross-Border Flight Rule Enforcement
ICAO’s Legal Committee proposes new guidance and a communication platform after finding 75% of countries lack violation-sharing systems.
The International Civil Aviation Organization (ICAO) Legal Committee has proposed a new communication platform and comprehensive legal guidance to address widespread gaps in how countries enforce international flight rules.
Announced in an October 27, 2026, press release, the proposals target inconsistent enforcement and notification failures regarding aviation violations, particularly those occurring over the high seas or involving foreign-registered aircraft. The initiative aims to standardize accountability under Article 12 of the Convention on International Civil Aviation.
Addressing the data-sharing deficit
Recent reviews by ICAO highlighted significant vulnerabilities in global aviation safety accountability. According to the organization, enforcement of the “Rules of the Air” remains highly inconsistent, with national authorities frequently failing to coordinate on safety infractions.
A legal survey conducted by ICAO revealed that 75% of responding countries currently lack established systems to share information regarding violations committed by foreign aircraft. This data-sharing deficit often results in delayed or lost notifications. The problem is particularly acute for incidents occurring on flights over the high seas, where jurisdictional authority is frequently unclear.
Privacy concerns and legal liabilities have historically discouraged open communication among national aviation authorities. This environment hinders the proactive safety reporting culture that ICAO promotes, leaving regulators unaware of potential repeat offenses by operators crossing international borders.
Standardizing Article 12 enforcement
Article 12 of the Chicago Convention establishes the foundational “Rules of the Air.” Under this framework, every contracting country must enforce these regulations for any aircraft operating within its airspace, as well as for its own registered aircraft regardless of their location. Countries are required to align their national rules with ICAO standards to the greatest extent possible and must prosecute violations.
In practice, national approaches to enforcement vary drastically. Depending on where an incident takes place, pilots and operators might face criminal prosecution, financial penalties, or mandatory retraining. The ICAO Legal Committee, which has drafted 24 international air law treaties since its establishment in 1947, developed the new proposals to bridge these regulatory disparities.
Implementation and next steps
To resolve these inconsistencies, ICAO plans to introduce a first-of-its-kind comprehensive guidance document detailing how member states should implement Article 12.
Alongside the written guidance, the United Nations agency will launch a dedicated communication platform. This system will serve as a centralized point of contact, enabling countries to securely notify one another of potential violations and coordinate cross-border enforcement actions.
AirPro News analysis
The introduction of a centralized communication platform for violation reporting represents a significant shift in international aviation oversight. While ICAO cannot force sovereign nations to harmonize their penal codes, providing a secure channel for data sharing removes the technical and administrative barriers that currently allow operators to evade scrutiny when crossing borders. If widely adopted, this platform could effectively close the loophole where a pilot or airline accumulates a record of infractions in foreign airspace without their home regulator ever being notified.
Photo Credit: ICAO
Regulations & Safety
EASA Annual Safety Review 2026 European Aviation Safety
EASA’s Annual Safety Review 2026 shows European aviation safety remained stable in 2025, with one fatal CAT aeroplane accident recorded.
The European Union Aviation Safety Agency (EASA) published its Annual Safety Review 2026 on October 22, 2026, indicating that European aviation safety performance remained stable throughout the 2025 operational year. The comprehensive statistical analysis, formally announced on October 26, 2026, tracks safety performance across all aviation domains to guide practical risk reduction actions and regulatory updates.
Commercial Air Transport safety performance
The review of the 2025 operational year showed that fatal accidents and fatalities remained at or below the 10-year average across most aviation domains. In Commercial Air Transport (CAT) operations involving aeroplanes, EASA recorded one fatal accident. The event involved an air taxi flight that crashed after declaring an emergency, resulting in eight fatalities.
Beyond the single fatal accident, CAT aeroplane operations in 2025 experienced 16 non-fatal accidents and 51 serious incidents. The agency also recorded 17 serious injuries within this domain. EASA attributed these injuries to a variety of operational events, including turbulence, airstair disembarkation, wake vortex encounters, Traffic Collision Avoidance System (TCAS) maneuvers, emergency evacuations, and pushback operations.
In a press release accompanying the report, EASA noted the overall stability of the European aviation system.
“The overall picture shows that, in almost all domains, the number of fatal accidents and fatalities remained at or below the average for the previous 10 years. This suggests that safety performance remained broadly stable or has been improved in most areas,” the agency stated.
Rotorcraft operations and leading safety risks
The safety data for Commercial and Specialised Helicopters operations in 2025 included one fatal accident, which resulted in three fatalities. The rotorcraft sector also recorded four non-fatal accidents and 14 serious incidents during the same 12-month period.
The Annual Safety Review identified and ranked the leading safety risks for Commercial Air Transport based on the 2025 data. The top five risks were identified as fire, smoke and pressurisation events, followed by aircraft upset, airborne collision, collision on runway, and runway excursions.
While the broader statistical trends point to a stable safety environment, EASA emphasized that risk levels fluctuate depending on the specific aviation sector. “However, the results varied between different types of operation, underlining the need for continued vigilance and targeted safety action,” the agency noted.
EASA’s evolving safety framework
The Annual Safety Review serves as a critical data-driven input for the European Safety Risk Management (SRM) process. The findings from the 2026 report will feed directly into future updates of the European Plan for Aviation Safety (EPAS), which dictates the regulatory and safety priorities for EU member states.
For the 2026 edition, EASA introduced a new six-page Annual Safety Review Summary. This addition was designed to present headline figures and leading safety risks in a more accessible format for commercial air transport aeroplanes, rotorcraft, and general aviation.
The publication of the safety review aligns with a broader push by EASA to address emerging and persistent operational risks in European airspace. Throughout October 2026, the agency updated several safety guidelines, including revisions to the Easy Access Rules for Aircrew on October 16, 2026, and the CS-GEN-MMEL on October 15, 2026. EASA also recently hosted a joint workshop with EUROCONTROL to address Europe’s Global Navigation Satellite System (GNSS) interference Action Plan, targeting a growing operational safety concern for flight crews operating in and around European airspace.
Photo Credit: EASA
Regulations & Safety
HKIA and Air New Zealand Earn First IATA One ID Certification
Hong Kong International Airport and Air New Zealand are the first to achieve IATA One ID Certification for biometric travel systems.
Hong Kong International Airport (HKG) and Air New Zealand (NZ) have become the first aviation organizations globally to achieve One ID Certification from the International Air Transport Association (IATA) for their digital identity and biometric processing systems.
The certifications, officially presented on October 28, 2026, at the IATA World Passenger Symposium in Macao, provide independent validation that the biometric passenger processing technologies deployed by both entities meet global industry standards for contactless travel, data handling, and privacy governance. In a press release issued by the Airport Authority Hong Kong (AAHK), the airport operator confirmed it had achieved the full set of certification areas applicable to airports.
Validating biometric processing
IATA recently formalized the One ID Certification program to establish an independent assessment framework for digital identity processes in commercial aviation. The program evaluates an organization’s implementation of digital identity controls, governance frameworks, and system capabilities against established IATA requirements.
The certification covers four principal areas: digitalization of admissibility, contactless travel, biometric handling, and privacy, consent, and governance. Hong Kong International Airport achieved the full set of certification areas applicable to airport operators, which include contactless travel, biometric handling, and privacy, consent, and governance. Air New Zealand was simultaneously certified, marking the first time an airline has achieved the standard.
“We are honoured that HKIA is the world’s first airport to achieve IATA One ID Certification,” Vivian Cheung, Chief Executive Officer of AAHK, stated in the release. She noted that the certification affirms the airport’s commitment to enhancing the passenger experience through innovation and demonstrates that its digital identity processes meet global standards.
The mechanics of Flight Token
The foundation of the airport’s certification is its proprietary self-service biometric identification system, known as Flight Token. The system allows passengers to navigate various departure checkpoints using facial recognition technology instead of repeatedly presenting physical travel documents and boarding passes.
Introduced in 2021, the biometric verification spans the entire departure process. Passengers can utilize the technology at check-in, bag drop, security screening, and final boarding. The AAHK, a statutory body wholly owned by the Hong Kong Special Administrative Region Government that manages and operates the airport, reports that the system has processed over 93 million passengers to date.
The infrastructure required to support this volume of biometric processing has been deployed extensively across the facility. Currently, 80% of departing passengers at the airport are eligible to utilize the Flight Token system across all departure checkpoints.
Industry shift toward paperless travel
The dual certification of a major international hub and a flag carrier represents a measurable step toward standardized paperless travel in international aviation. The broader IATA One ID initiative aims to reduce repeated document checks by allowing travelers to verify their identity before reaching the airport and use facial recognition at participating checkpoints.
Consumer acceptance of such technologies appears to be growing alongside implementation. According to IATA’s 2026 Global Passenger Survey, 78% of respondents indicated a willingness to share biometric data to avoid presenting physical travel documents at airport checkpoints.
Nick Careen, Senior Vice President for Operations, Safety and Security at IATA, emphasized the importance of standardized frameworks and stakeholder confidence, as reported by TRAICY Global.
“Digital identity can significantly simplify travel, but only when all stakeholders involved in the journey can trust how others verify identity, handle biometric data, and protect privacy,” Careen said.
AirPro News analysis
We view the introduction and initial awarding of the IATA One ID Certification as a critical mechanism for overcoming the primary barrier to global biometric travel: interoperability built on trust. While individual airports and airlines have deployed proprietary biometric systems for years, these isolated ecosystems often require passengers to re-enroll or present physical documents when transferring between different carriers or jurisdictions.
By establishing an independent baseline for privacy governance and data handling, IATA is creating the necessary framework for cross-border digital identity acceptance. The simultaneous certification of an airport and an airline highlights the dual-stakeholder cooperation required to make seamless, paperless international transit a reality. Wider global adoption of the One ID standard will now depend on ongoing cooperation between airlines, airports, and national governments regarding the legal acceptance of digital travel credentials.
Photo Credit: Hong Kong International Airport
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