Regulations & Safety
Senator Ted Cruz Proposes ROTOR Act to Enhance Aviation Safety
The ROTOR Act mandates ADS-B technology and reforms helicopter routes to improve aviation safety after a fatal D.C. mid-air collision.
Sen. Ted Cruz Unveils Aviation Safety Bill After Deadly D.C. Plane Crash
(Edited 7-31-2025) In the wake of a tragic mid-air collision near Washington, D.C., that claimed 67 lives, Senator Ted Cruz (R-TX) has introduced the ROTOR Act, a legislative effort aimed at closing critical gaps in safety. The crash, involving an American Airlines regional jet and a U.S. Army Black Hawk helicopter, marked the deadliest aviation disaster in the United States in over two decades. The incident has since spurred a national conversation about flight-tracking technologies and airspace accountability, particularly when military and civilian aircraft share congested skies.
The ROTOR Act, short for Rotorcraft Operations Transparency and Oversight Reform, seeks to mandate the use of Automatic Dependent Surveillance–Broadcast (ADS-B) technology across virtually all aircraft, including military helicopters. The bill also proposes enhanced oversight of helicopter routes near commercial service airports and demands increased transparency from military aviation operations in civilian airspace, including quarterly reports on ADS-B Out compliance and a study on potential improvements to the airspace around Ronald Reagan Washington National Airport (DCA). With support from several Republican senators and concern from key aviation agencies, the legislation reflects a significant shift in how the U.S. might manage mixed-use airspace moving forward.
The legislation is not only a response to a singular tragedy but also a broader attempt to modernize U.S. air traffic control and align with international safety standards. As the National Transportation Safety Board (NTSB) continues to investigate the circumstances surrounding the crash, the ROTOR Act represents a proactive step toward preventing similar incidents in the future.
Background: The Tragic Catalyst
On January 29, 2025, American Airlines Flight 5342, a Bombardier CRJ700 operated by PSA Airlines, collided mid-air with a U.S. Army Black Hawk helicopter designated Priority Air Transport 25 (PAT25). The crash occurred during the jet’s final approach to Ronald Reagan Washington National Airport, resulting in both aircraft plunging into the Potomac River and the loss of all 67 people on board (64 on the jet, including 2 pilots, 2 flight attendants, and 60 passengers; and 3 crew on the helicopter).
Investigators identified multiple contributing factors, including the Black Hawk’s ADS-B Out system being turned off and altimeter discrepancies that led the helicopter to fly above the maximum allowable altitude for its route. The ADS-B system, which broadcasts an aircraft’s position, altitude, and speed to air traffic control and other aircraft, is a cornerstone of modern airspace safety. With it off, the helicopter did not broadcast enhanced position data, though its Mode S transponder remained active, allowing it to be tracked by ATC radar and visible to the jet’s Traffic Alert and Collision Avoidance System (TCAS).
Military aircraft are currently allowed to disable ADS-B systems during certain operations, even in non-sensitive missions. In this case, the helicopter was flying a routine training mission, not a classified or sensitive operation, yet its ADS-B system remained off. The NTSB later revealed that between October 2021 and December 2024, there were over 15,000 close proximity events (aircraft within one nautical mile) in the DCA airspace, underscoring the systemic risks posed by such exemptions and route overlaps.
Key Provisions of the ROTOR Act
Universal ADS-B Requirements
The cornerstone of the ROTOR Act is the requirement for universal adoption of ADS-B Out and ADS-B In systems across all aircraft in controlled airspace. ADS-B Out ensures that an aircraft’s location and velocity are broadcast to air traffic control and nearby aircraft. ADS-B In allows pilots to receive this data in real-time, providing a comprehensive view of surrounding traffic on cockpit displays.
Under the bill, all aircraft, including military and civilian, must operate with ADS-B Out enabled when flying in congested or controlled airspace. Exceptions are granted only for sensitive government missions, which must be coordinated with the FAA and require temporary airspace closures. It closes a loophole allowing the Department of Defense to fly domestically without ADS-B Out.
This mandate aligns with long-standing NTSB recommendations and reflects growing consensus among aviation experts that ADS-B technology is essential for preventing mid-air collisions, particularly in busy corridors like the D.C. region.
“ADS-B In is a game-changer… It will save lives by giving pilots and controllers a clear view of what’s happening in the skies.”, NTSB Chair Jennifer Homendy
Helicopter Route Reforms
The ROTOR Act also addresses the physical routes taken by helicopters near major airports. One key provision is enhanced oversight of helicopter corridors, including those that pass close to commercial flight paths near Reagan National Airport. Helicopter Route 1, which the Black Hawk was following and had been flagged in earlier assessments, had a maximum altitude of 200 feet but remained active until the January 2025 crash.
The FAA is now tasked with redesigning helicopter corridors to ensure they do not intersect or closely parallel commercial aircraft approaches. These changes are intended to reduce the chances of future conflicts between slow-moving helicopters and fast-approaching jets.
By codifying these route changes into law, the ROTOR Act prevents future administrative reversals and ensures that safety improvements remain in place regardless of changes in leadership or policy priorities.
Accountability and Oversight
The bill includes several oversight mechanisms to ensure compliance and transparency, such as quarterly reports to the FAA detailing any flights conducted without ADS-B Out in civilian airspace. These reports will be made available to Congress and the public, increasing pressure on agencies to adhere to safety protocols.
This level of scrutiny is designed to ensure that military training does not compromise the safety of civilian air traffic and that any deviations from standard procedures are justified and documented.
Recent Developments and Support
NTSB Hearings and Recommendations
In July 2025, the NTSB held a three-day public hearing to investigate the crash. Key topics included the operational status of the Black Hawk’s ADS-B system (which was off), the transponder (which was active), and the actions of air traffic controllers in the moments leading up to the collision. Findings confirmed altimeter discrepancies on the Black Hawk, with the helicopter flying at approximately 278 feet—above the 200-foot limit—and potential issues with ATC transmission reception.
The NTSB issued urgent safety recommendations, including mitigating mid-air collision risks at DCA through route redesigns and ADS-B mandates. These recommendations are reflected in the ROTOR Act, indicating a strong alignment between investigative findings and legislative action.
The hearings also revealed that air traffic controllers received a conflict alert about 20 seconds before the crash, and the jet’s TCAS issued a traffic advisory at the same time, but they were unable to resolve it in time due to the rapid closure and altitude overlap.
FAA and Department of Transportation Actions
In response to the crash and subsequent investigations, the FAA temporarily suspended use of the helicopter route involved in the collision. Transportation Secretary Sean Duffy also announced a $31.5 billion modernization plan for U.S. air traffic control systems, which includes widespread deployment of ADS-B technology.
This plan aims to replace outdated radar systems and integrate more advanced surveillance tools, enhancing situational awareness for both pilots and controllers. Though the ROTOR Act focuses on immediate safety gaps, the broader modernization effort represents a long-term commitment to airspace safety.
The FAA has also begun reviewing its policies on military flight exemptions and is expected to issue new guidance in coordination with the Department of Defense.
Public and Industry Support
The ROTOR Act has received support from victims’ families, aviation industry leaders, and safety advocates. Doug Lane and Tim Lilly, who lost family members in the crash, publicly endorsed the bill, calling it a necessary step to ensure that no other families suffer a similar loss.
American Airlines also voiced its support, emphasizing that the bill would enhance safety for all passengers and crew members. Industry analysts have highlighted that the cost of installing ADS-B systems is minimal compared to the human and economic toll of a major aviation disaster.
With backing from cosponsors including Sens. Jerry Moran (R-KS), Marsha Blackburn (R-TN), and others, and endorsements from key stakeholders, the ROTOR Act appears poised to become a cornerstone of U.S. aviation safety reform.
Conclusion
The introduction of the ROTOR Act marks a significant shift in how the United States approaches aviation safety, particularly in mixed-use airspace where military and civilian aircraft operate side by side. By mandating universal ADS-B usage, reforming helicopter routes, and increasing oversight, the legislation addresses long-standing vulnerabilities that were tragically exposed in the January 2025 crash.
As the bill moves through Congress, its passage could set a new standard for transparency and accountability in aviation operations. With strong support from regulators, industry leaders, and the public, the ROTOR Act has the potential to reshape the future of airspace safety in the U.S. and bring it in line with global best practices.
FAQ
What caused the D.C. plane crash in January 2025?
The crash was caused by a mid-air collision between a regional jet and a military helicopter. Key factors included the helicopter flying above its route’s maximum altitude due to altimeter discrepancies, incomplete reception of ATC instructions, and the helicopter’s ADS-B Out system being turned off, which limited enhanced visibility—though the helicopter remained trackable via its transponder and the jet’s TCAS issued an alert about 20 seconds prior.
What is ADS-B technology?
ADS-B (Automatic Dependent Surveillance–Broadcast) is a surveillance technology that allows aircraft to broadcast and receive real-time position data, improving situational awareness for pilots and controllers.
Who supports the ROTOR Act?
The bill is supported by Senator Ted Cruz and cosponsors including Sens. Jerry Moran, Marsha Blackburn, Ted Budd, Shelly Moore Capito, Roger Marshall, Eric Schmitt, Tim Sheehy, and Todd Young; Transportation Secretary Sean Duffy; NTSB Chair Jennifer Homendy; victims’ families; and American Airlines, among others.
Sources
Photo Credit: Austin American-Statesman
Regulations & Safety
Thales to Upgrade Slovenian Airspace with New Radar System by 2027
Thales partners with Slovenia Control to install advanced co-mounted radar system enhancing air traffic surveillance and cybersecurity by mid-2027.
This article is based on an official press release from Thales Group.
On May 27, 2026, French aerospace and defense technology company Thales announced a major contracts with Slovenia Control, the national Air Navigation Services Provider (ANSP) for Slovenia. According to the official press release, the agreement covers the delivery and installation of a co-mounted primary and secondary surveillance radar system designed to modernize the country’s air traffic management capabilities.
The new infrastructure, slated for deployment by mid-2027, aims to provide continuous, redundant 24/7 surveillance of Slovenian airspace. As European flight volumes continue to climb past pre-pandemic levels, ANSPs are increasingly tasked with upgrading legacy systems to handle denser, more complex traffic flows safely.
We note that this upgrade aligns with the latest EUROCONTROL and International Civil Aviation Organization (ICAO) recommendations, ensuring Slovenia remains fully compliant with European Mode S Station (EMS) standards while bolstering its defenses against modern cyber threats.
Upgrading Slovenia’s Airspace Infrastructure
Building on a 30-Year Partnership
Thales and Slovenia Control have collaborated for nearly three decades. The press release highlights that Thales has previously supplied the ANSP with various Air Traffic Management (ATM) solutions, including Automatic Dependent Surveillance–Broadcast (ADS-B) systems, Instrument Landing Systems (ILS), and an upgraded Air Traffic Services Message Handling System (AMHS). Additionally, Thales previously won a tender to deliver and install a wide area multilateration (WAM) system at Ljubljana Joze Pucnik Airport.
For this latest project, the new radar system will be mounted on a newly constructed 30-meter tower. To ensure uninterrupted and reliable operation during severe weather conditions, the equipment will be enclosed within a protective radome.
Next-Generation Radar-Systems
STAR NG and RSM NG Capabilities
The contract specifies a “co-mounted” configuration, integrating two distinct but complementary radar technologies on the same physical structure to track both cooperative (transponder-equipped) and non-cooperative aircraft.
The primary surveillance radar, the STAR NG, is an S-Band system tailored for Approach Control. It offers a surveillance range of up to 80 nautical miles and detects physical objects without relying on aircraft transponders. Notably, the STAR NG features advanced clutter reduction technology to filter out interference from wind farms and 4G mobile communication networks. It is also capable of detecting small, slow-moving targets such as Unmanned Aerial Vehicles (UAVs) and Drones.
Operating alongside it is the RSM NG, a digital secondary surveillance radar described by Thales as a “Meta Sensor.” This system communicates with aircraft transponders to gather identity, altitude, and speed data. It combines Monopulse Secondary Surveillance Radar (MSSR) architecture with fully integrated, redundant ADS-B. According to the provided technical specifications, the RSM NG can track up to 2,000 aircraft per scan and conduct simultaneous Mode S interrogations.
Cybersecurity at the Forefront
With critical aviation infrastructure increasingly targeted by digital threats, both radar systems are engineered to be “cybersecure by design.” The RSM NG utilizes a cybersecurity framework based on National Institute of Standards and Technology (NIST) standards. It incorporates a virtual machine designed to preserve the radar’s operational behavior while actively protecting the system against jamming, spoofing, and unauthorized cyber intrusions.
“We are honoured that Slovenia Control has once again placed its trust in Thales with the order of this new co-mounted air traffic control radar. This contract reflects not only our commitment to delivering advanced radar surveillance solutions, but also the strength of our long-standing Partnerships in ensuring safe and efficient air operations across Europe.”
, Lionel de Castellane, Vice President of Thales’ Air Traffic Control radars segment, via company press release.
“We are pleased to take this important step forward together with our partner Thales, with whom we share a common goal: safe, efficient and modern air traffic management. This cooperation further strengthens our commitment to continuously enhancing the safety and performance of air navigation services in Slovenia and beyond.”
, Rok Marolt, CEO of Slovenia Control, Ltd., via company press release.
Industry Context: The Pressure on European Skies
The necessity of this infrastructure upgrade is underscored by current European air traffic trends. According to EUROCONTROL’s Spring 2026 forecast cited in the provided research data, European air traffic fully recovered to pre-pandemic levels in 2025, recording 11.05 million flights.
Despite geopolitical disruptions, traffic within the European Civil Aviation Conference (ECAC) area is projected to grow by an additional 2.7% in 2026, reaching approximately 11.3 million flights. This rising volume places immense strain on the European airspace network. In May 2026, EUROCONTROL reported that Air Traffic Control (ATC) capacity and staffing issues accounted for 44% of all en-route delays across Europe.
AirPro News analysis
As the skies become more crowded, structural capacity limits are being severely tested. ANSPs like Slovenia Control are effectively forced to invest in high-precision, automated, and redundant surveillance technologies. Systems like the STAR NG and RSM NG combination are critical for safely reducing aircraft separation distances and managing complex traffic flows efficiently. Furthermore, the specific capability to filter out modern airspace “noise”, such as drone proliferation, wind farms, and 4G interference, demonstrates how technological leaps are required just to maintain baseline safety in an increasingly congested and digitized airspace.
Frequently Asked Questions
What is a co-mounted radar system?
A co-mounted radar system integrates two different types of radar, typically a primary radar (which bounces radio waves off physical objects) and a secondary radar (which communicates with aircraft transponders), onto the same physical tower or structure. This provides comprehensive tracking of both cooperative and non-cooperative aircraft.
When will the new radar system in Slovenia be operational?
According to the Thales press release, the new radar system is scheduled to be delivered and installed by mid-2027.
Why is cybersecurity important for air traffic control radars?
Modern air traffic control relies heavily on digital data and automated systems. Protecting these systems from jamming, spoofing (broadcasting fake aircraft signals), and cyber intrusions is critical to preventing airspace disruptions and ensuring passenger safety.
Sources: Thales Group Press Release
Photo Credit: Thales Group
Regulations & Safety
FAA Proposes $336,000 Fine Against Planet Nine Private Air
The FAA alleges Planet Nine Private Air misclassified 21 international commercial charter flights, proposing a $336,000 civil penalty.
This article is based on an official press release from the Federal Aviation Administration (FAA).
The Federal Aviation Administration (FAA) has proposed a $336,000 civil penalty against Planet Nine Private Air, a luxury private jets operator based in Van Nuys, California. The agency alleges that the company intentionally misclassified a series of international commercial charter flights to bypass strict regulatory requirements.
According to the FAA’s May 28, 2026, press release, the enforcement action targets operations conducted between November 2023 and August 2024. The agency claims that Planet Nine filed inaccurate flight plans for 21 passenger flights, labeling them as general aviation rather than commercial charter operations.
This alleged misclassification allowed the operator to circumvent the need for specific overflight and landing permits from foreign aviation authorities. The FAA’s enforcement letter emphasizes the severity of these actions, noting that the company failed to follow its own internal procedures during these international routes.
Details of the FAA Allegations
The core of the FAA’s allegations revolves around the strict regulatory boundaries that separate private flying from paid passenger transport. By filing the 21 flights in question as general aviation, Planet Nine allegedly avoided the rigorous oversight and international permitting processes required for commercial operators.
The FAA alleges that the luxury private jet operator violated international aviation regulations by intentionally misclassifying commercial charter flights… and operating in a “careless and reckless manner.”
In addition to the misclassification, the FAA states that Planet Nine failed to adhere to its own Oceanic and International Procedures Manual. The agency views the circumvention of these established safety and operational protocols as a serious breach of aviation regulations.
International Scope and Procedural Failures
The 21 flights cited in the FAA’s enforcement letter highlight a broad international scope. According to the provided research report, the operations took place between the United States and eight foreign nations: Canada, Costa Rica, the Czech Republic, France, Germany, Ireland, Sweden, and the United Kingdom.
Operating commercial charters in these jurisdictions typically requires extensive documentation, costly fees, and significant lead times for approval. The FAA alleges that by misidentifying the flights, Planet Nine bypassed these international bureaucratic requirements entirely.
Industry Context and Company Background
Planet Nine Private Air, often branded as Planet 9, is a boutique charter and aircraft management company. Co-founded in 2018 by CEO Matt Walter and Director of Operations James Seagrim, the company operates a “floating fleet” of ultra-long-range business jets, including Dassault Falcon 7Xs, Bombardier Global series, and Gulfstream G550/G650s.
Historically, the operator has touted high safety standards, holding an FAA Part 135 operating certificate alongside Wyvern Wingman and ARGUS Platinum safety ratings. The company maintains a presence in London and New York, in addition to its California headquarters.
The Regulatory Divide: Part 91 vs. Part 135
Understanding the FAA’s proposed penalty requires distinguishing between Part 91 and Part 135 regulations. General aviation (Part 91) governs private, non-commercial flights, which generally face fewer regulatory hurdles and faster approval times for international routing.
Conversely, commercial charter operations (Part 135) involve paying passengers and are subject to much stricter safety, maintenance, and crew rest regulations. Foreign governments mandate that Part 135 operators secure specific permits, which demand rigorous oversight. The FAA’s categorization of Planet Nine’s actions as “careless and reckless” stems from the alleged intentional evasion of these commercial safety standards.
Next Steps for Planet Nine
Following the receipt of the FAA’s enforcement letter, Planet Nine Private Air has a 30-day window to formally respond to the agency. The company has several legal avenues available to address the proposed civil penalty.
The operator can choose to pay the $336,000 fine, attempt to negotiate a settlement with the FAA, or formally contest the allegations and the penalty amount through an administrative legal process.
AirPro News analysis
We note that this proposed $336,000 fine underscores the FAA’s ongoing commitment to strictly enforcing the boundaries between Part 91 and Part 135 operations, particularly in complex international airspace. While Planet Nine Private Air is a well-established operator with premium safety ratings, these allegations highlight the immense logistical pressures and costs associated with global commercial charters.
If the FAA successfully levies this penalty, it will likely serve as a strong deterrent to other boutique charter operators. The enforcement action sends a clear message that the agency is actively monitoring international flight plan accuracy and will penalize attempts to bypass the bureaucratic and financial requirements of commercial aviation.
Frequently Asked Questions
What is the proposed fine against Planet Nine Private Air?
The FAA has proposed a civil penalty of $336,000.
How many flights are involved in the allegations?
The FAA alleges that 21 international flights were misclassified between November 2023 and August 2024.
What is the difference between Part 91 and Part 135?
Part 91 regulations govern private, general aviation flights with fewer regulatory hurdles. Part 135 regulations govern commercial charter flights, requiring stricter safety oversight, maintenance standards, and specific international permits.
Sources
Photo Credit: Planet Nine Private Air
Regulations & Safety
TSB Reports Fatal 2023 Helicopter Accident During Maintenance Run
TSB Canada details a fatal 2023 helicopter accident at Smithers Airport caused by skipped checklists and pilot distraction. Mustang Helicopters updates safety policies.
This article is based on an official press release from the Transportation Safety Board of Canada.
On May 27, 2026, the Transportation Safety Board of Canada (TSB) released its final investigation report (A23P0040) detailing the circumstances surrounding a fatal incident that occurred three years prior. The incident, which took place on May 6, 2023, at Smithers Airport (CYYD) in British Columbia, involved an Airbus Helicopters AS 350 B3 operated by Mustang Helicopters Inc.
According to the official TSB press release and accompanying report, the accident occurred during a maintenance ground run, resulting in the death of one ground worker and serious injuries to another. The investigation highlights critical safety issues, specifically the severe dangers of procedural complacency and digital distraction in the cockpit during ground operations.
The Incident at Smithers Airport
Maintenance Ground Run Turns Fatal
The TSB report outlines that on the day of the accident, the Airbus AS 350 B3 helicopter (registration C-GUXR) was undergoing maintenance ground run operations. The specific procedure was designed to balance the tail rotor drive shaft, a highly technical task that requires the helicopter’s rotor system to be operated at nearly full RPM.
During the third maintenance ground run of the day, the aircraft suddenly entered an uncommanded and rapid rotation. At the time, two maintenance staff members were positioned on the ground near the helicopter’s left cargo door to monitor the balancing equipment. As the helicopter spun out of control, both workers attempted to evade the aircraft but were struck multiple times by the tail rotor. Tragically, one worker was fatally injured at the scene, while the other sustained serious injuries and was airlifted to a local hospital.
The TSB investigation notes that the pilot eventually managed to move the engine control to IDLE, shut off the fuel supply, and apply the rotor brake. The helicopter came to a rest after rotating approximately 540 degrees. The aircraft remained upright throughout the event, and no post-impact fire occurred.
Investigation Findings and Human Factors
Skipped Checklists and Unseen Hazards
In its analysis of the events leading up to the uncommanded rotation, the TSB identified several critical human factors and procedural deviations. Following the first maintenance run of the day, the pilot abbreviated the operator’s official checklist to expedite the process.
The pilot abbreviated the operator’s official checklist to expedite the process, viewing the task as “routine and repetitive.”
According to the TSB, this deviation meant that crucial safety steps were missed. Specifically, pressure was left in the hydraulic system, and the right anti-torque pedal remained engaged in a fully forward position. Because the checklist was skipped, this critical hazard went completely undetected prior to the third engine start.
The Role of Digital Distraction
A central finding of the TSB report is the role of digital distraction in the cockpit. Investigators found that the pilot’s attention was split between the highly sensitive maintenance operation and a cellphone, which was connected to a Bluetooth earpiece.
Because the pilot was looking down when the rapid rotation began, he was not expecting the sudden movement. The TSB concluded that his delayed response to the rotational yaw force was insufficient to stop the helicopter from spinning quickly. Investigators emphasized that the minimal time saved by skipping the official checklist was negligible and ultimately contributed to the fatal outcome.
Industry Implications and Safety Actions
Regulatory Blind Spots
The TSB report highlights a significant regulatory gap within the Canadian aviation framework. Currently, there are no Transport Canada regulations that explicitly prohibit the use of cellphones or personal electronic devices in the cockpit during operations.
The safety board has previously identified the severe risks associated with cellphone use in aviation accidents, noting that electronic devices can fatally divert a pilot’s attention from activities necessary for safe operations. The TSB presents this incident as a grim case study on the dangers of complacency during ground operations, which are often falsely perceived by crews as lower-risk than active flight.
Operator Corrective Measures
Following the tragic occurrence, Mustang Helicopters Inc. implemented several corrective safety measures aimed at preventing future incidents. According to the TSB report, the company introduced a strict new distraction policy that explicitly requires the stowing of all electronic devices during operations.
Additionally, Mustang Helicopters added a new standard operating procedure (SOP) specifically tailored for maintenance ground runs to its operations manual. The company also thoroughly revised and strengthened its hazard assessments and safety briefings for both maintenance personnel and pilots.
AirPro News analysis
We note that this tragic event underscores a critical vulnerability in modern aviation operations: the intrusion of personal electronics into safety-critical environments. While active flight operations often command a pilot’s full attention, ground operations, such as maintenance runs, can falsely appear lower-risk, inviting a dangerous level of complacency. The TSB’s findings suggest that regulatory bodies like Transport Canada may need to urgently modernize their frameworks to explicitly address digital distractions. Ensuring that the cockpit remains a sterile, focused environment, even when the aircraft is firmly on the ground, is paramount to preventing similar tragedies in the future.
Frequently Asked Questions (FAQ)
What caused the helicopter to spin during the maintenance run?
According to the TSB, the pilot skipped portions of the checklist, leaving hydraulic pressure in the system and the right anti-torque pedal in a fully forward position. When the engine was started for the third run, this caused an uncommanded and rapid rotation of the aircraft.
Why didn’t the pilot stop the rotation immediately?
The TSB investigation found that the pilot was distracted by a cellphone connected to a Bluetooth earpiece and was looking down when the rotation began. This distraction led to a delayed and insufficient reaction to the sudden yaw force.
Are pilots allowed to use cellphones in the cockpit in Canada?
The TSB report highlights that there are currently no Transport Canada regulations explicitly prohibiting the use of cellphones or personal electronic devices in the cockpit during operations, identifying this as a significant regulatory blind spot.
Sources
Photo Credit: TSB
-
Regulations & Safety5 days agoNTSB Urges FAA to Update Runway Condition Assessment Matrix for Heavy Rain
-
Space & Satellites4 days agoFAA Orders SpaceX Investigation After Starship Flight 12 Booster Mishap
-
Space & Satellites4 days agoUS Space Force Awards SpaceX $2.29B Contract for Military Satellite Network
-
Space & Satellites2 days agoBlue Origin’s New Glenn Rocket Explodes During Test at Cape Canaveral
-
Route Development5 days agoHong Kong International Airport Opens Expanded Terminal 2 for Departures