Regulations & Safety
Boeing Seeks FAA Waiver to Sell 35 More 777 Freighters Amid Delays
Boeing petitions FAA for exemption to sell 35 additional 777 Freighters past 2028 emissions deadline due to 777-8F certification delays and economic impact concerns.
Boeing has formally petitioned the Federal Aviation Administration (FAA) for an exemption from upcoming emissions regulations, seeking permission to sell 35 additional 777 Freighters (777F) beyond the regulatory deadline of January 1, 2028. As reported by Reuters, the aerospace giant filed the request in December 2025, citing significant delays in the certification of its next-generation replacement aircraft.
The request highlights a critical “freighter gap” facing the U.S. manufacturer. With the successor 777-8F now delayed until at least 2029, Boeing argues that failing to grant this waiver would sever a vital supply line for global logistics and inflict billions of dollars in damage to the U.S. export economy.
At the center of Boeing’s petition is a carbon emissions standard adopted by the International Civil Aviation Organization (ICAO) in 2017 and subsequently enforced by the U.S. Environmental Protection Agency (EPA) and the FAA. These regulations prohibit the production of aircraft that do not meet specific fuel-efficiency benchmarks after January 1, 2028.
According to the filing details summarized by Reuters, the current 777F, powered by older GE90 engine technology, does not meet these stricter 2028 limits. Without a waiver, Boeing would be legally barred from selling these widebody freighters to U.S. carriers or international operators adhering to FAA standards.
Boeing’s proposed solution is a capped exemption. Rather than an open-ended rollback of the rules, the company is asking for authorization to produce exactly 35 additional units of the legacy freighter to bridge the gap until the new technology is ready.
The primary driver for this request is the slippage in the timeline for the 777-8F, the modern freighter based on the 777X airframe. Originally intended to enter service before the 2028 deadline, the 777-8F has faced certification hurdles similar to the passenger variant.
According to Reuters, Boeing confirmed in October 2025 that the 777-8F entry into service (EIS) had slipped to 2029 or potentially 2030. This creates a multi-year period where Boeing would have no large freighter product to offer customers if the legacy 777F line is forced to close.
Boeing’s petition leans heavily on the economic implications of a denial. The manufacturer asserts that widebody freighters are a cornerstone of U.S. trade infrastructure. Data cited in the report indicates that each 777F carries an export value of approximately $440 million. If the FAA blocks the sale of these 35 aircraft, Boeing estimates the total economic fallout could be substantial.
“Blocking these 35 sales could cost the U.S. economy roughly $15 billion,” the report notes, citing Boeing’s projections.
Furthermore, the company argues that the global air cargo market is already facing a capacity shortage. With major carriers like FedEx and UPS retiring aging MD-11 fleets, the demand for reliable widebody lift is acute. Boeing contends that the 777F remains the most fuel-efficient option currently available until the next generation of aircraft can be delivered.
The request does not occur in a vacuum. In 2024, Congress granted a statutory exemption for the Boeing 767 Freighter, allowing that aircraft, which also fails the 2028 emissions standards, to remain in production through 2033. This legislative move set a significant precedent for prioritizing economic stability and logistics continuity over immediate adherence to the 2028 timeline.
However, the competitive pressure is mounting. Airbus is developing the A350F, a direct competitor that complies with the new emissions standards. While the A350F has also experienced delays, pushing its entry to the 2026/2027 timeframe, a denial of Boeing’s waiver could theoretically hand Airbus a monopoly in the large freighter segment for several years.
The Tension Between Climate Policy and Industrial Strategy
Boeing’s request places the FAA and the current administration in a difficult bind. On one hand, the 2028 deadline was established nearly a decade ago to force the aviation industry toward greener technology. Granting another waiver, following the 767 exemption, could be viewed by environmental groups as “backsliding” on climate commitments. Organizations like the Sierra Club have historically opposed such exemptions, arguing they undermine the efficacy of international agreements.
On the other hand, the “35 aircraft” cap is a strategic calculation by Boeing. By framing the request as a limited, temporary bridge rather than an indefinite extension, they are attempting to minimize political blowback while protecting a massive revenue stream. We believe the FAA’s decision will likely hinge on whether the administration views the risk of ceding market share to European competitors as a greater threat than the incremental emissions of 35 legacy aircraft.
Why does Boeing need a waiver for the 777F? The current 777 Freighter engines do not meet international carbon emissions standards that take effect on January 1, 2028. Boeing needs a waiver to continue selling the jet until its replacement, the 777-8F, is certified.
When will the FAA make a decision?
Boeing has requested a decision by May 1, 2026, to maintain its production schedule and secure supply chain commitments.
What is the alternative to the 777F?
The direct successor is the Boeing 777-8F, but it is delayed until at least 2029. The primary competitor is the Airbus A350F, which meets emissions standards but is also not yet in service.
Has this happened before?
Yes. In 2024, the U.S. Congress granted a similar waiver for the Boeing 767 Freighter, allowing it to be produced until 2033 despite not meeting the new emissions rules.
Boeing Seeks FAA Waiver to Sell 35 Additional 777 Freighters Amid Certification Delays
The Regulatory Hurdle: The 2028 Emissions Deadline
Delays and Economic Consequences
The $15 Billion Risk
Competitive Landscape and Precedents
AirPro News Analysis
Frequently Asked Questions
Sources
Photo Credit: Boeing
Regulations & Safety
Starsky Aviation Fokker 50 Runway Excursion at Mogadishu Airport
A Starsky Aviation Fokker 50 skidded off the runway during emergency landing at Mogadishu’s Aden Adde Airport; all 55 aboard safe with minor injuries.
This article summarizes reporting by ABC News / Associated Press and Omar Faruk.
On Tuesday, February 10, 2026, a passenger aircraft operated by Starsky Aviation suffered a significant runway excursion during an emergency landing at Aden Adde International Airport (MGQ) in Mogadishu, Somalia. According to reporting by the Associated Press, the aircraft skidded off the runway and came to a rest on the sandy shoreline of the Indian Ocean.
Despite the severity of the crash landing, which resulted in the detachment of the aircraft’s right wing, authorities have confirmed that there were no fatalities among the passengers and crew.
The flight, identified as a domestic service operated by a Fokker 50 turboprop, departed Mogadishu in the early afternoon. Conflicting reports from local sources suggest the flight was bound for either Guriel or Galkayo. Approximately 15 minutes after departure, the flight crew declared an emergency due to a suspected technical malfunction, specifically citing engine failure, and requested an immediate return to Aden Adde International Airport.
According to verified details released by the Somali Civil Aviation Authority (SCAA), the pilots attempted to land on Runway 05/23. However, upon touchdown, the aircraft failed to stop within the designated tarmac area.
SCAA Director General Ahmed Moalim Hassan provided a statement regarding the sequence of events:
“The pilot tried to land the aircraft back in Mogadishu, but after touchdown, he was unable to maintain control.”
, Ahmed Moalim Hassan, SCAA Director General (via AP/Local Media)
The aircraft subsequently breached the airport’s perimeter fence and slid onto the adjacent beach. Emergency services, including airport fire crews, responded immediately to evacuate the aircraft. While the Associated Press initially reported “up to 50” people on board, updated reports indicate a total manifest of 55 people, comprised of 50 passengers and 5 crew members. All were evacuated safely, with only minor injuries reported. The aircraft involved is a Fokker 50, a turboprop commonly used for regional flights in East Africa. The operator, Starsky Aviation (formerly known as Starsom Air), is a Mogadishu-based carrier founded in 2013. The airline utilizes a fleet primarily consisting of Fokker 50 and Embraer aircraft for domestic passenger and cargo logistics.
Images circulating from the scene depict the aircraft resting on the sand with substantial structural damage, including a severed right wing. Airport officials noted that preventing a post-impact fire was a primary concern given the fuel load and the crash site’s proximity to the water.
Aden Adde International Airport is geographically unique, with its primary runway running parallel to the Indian Ocean coastline. This layout leaves little margin for error during runway excursions. As noted in historical data regarding the airport, this is not an isolated event.
While the survival of all 55 occupants is a testament to the durability of the airframe and the quick response of rescue teams, this incident reinforces concerns regarding operations at Aden Adde International Airport. The recurrence of runway excursions ending on the beach suggests that environmental factors, such as coastal wind shear, combined with aging turboprop fleets, present persistent risks.
The Fokker 50 has long been a workhorse in Somali aviation, but the frequency of hull-loss incidents involving this type in the region may prompt increased regulatory scrutiny regarding maintenance standards and pilot training for emergency return scenarios.
Starsky Aviation Fokker 50 Veers Off Runway in Mogadishu; All 55 Aboard Safe
Incident Overview and Timeline
Aircraft and Airline Background
Context: A History of Shoreline Excursions
AirPro News Analysis
Sources
Photo Credit: X
Regulations & Safety
NJASAP Supports H.R. 7148 Enhancing FAA Funding and Aviation Safety
NJASAP applauds H.R. 7148 for securing FAA funding, staffing increases, and infrastructure upgrades to strengthen U.S. aviation safety and stability.
This article is based on an official press release from the NetJets Association of Shared Aircraft Pilots (NJASAP).
The NetJets Association of Shared Aircraft Pilots (NJASAP), the independent labor union representing more than 3,700 pilots who fly for NetJets Aviation, Inc., has issued a formal statement applauding the enactment of the Consolidated Appropriations Act, 2026 (H.R. 7148). Signed into law by the President on February 3, 2026, the legislation secures full-year funding for the federal government, averting the operational risks associated with government shutdowns.
According to the union’s statement, the passage of H.R. 7148 represents a critical victory for the stability of the National Airspace System (NAS). NJASAP leadership highlighted that the bill not only ensures continuous operation of essential agencies but also directs significant resources toward modernizing avionics infrastructure and addressing long-standing staffing shortages at the Federal Aviation Administration (FAA).
A primary focus of the NJASAP’s praise centers on the specific financial allocations designed to bolster the FAA’s operational capacity. The union noted that the legislation provides $13.71 billion for FAA operations, a figure intended to stabilize the agency’s day-to-day functions.
In its release, NJASAP emphasized the importance of the bill’s provisions for workforce expansion. The legislation funds the hiring of approximately 2,500 new air traffic controllers. This surge in staffing is aimed at mitigating the persistent shortages that have strained the air traffic control system, contributed to delays, and reduced safety margins across the network.
Additionally, the bill allocates resources for 54 additional aviation safety inspectors. NJASAP views these hires as essential for maintaining rigorous oversight within the industry.
Beyond operational staffing, the union highlighted the bill’s investment in physical and technological infrastructure. The Consolidated Appropriations Act allocates $4 billion to the Airport Improvement Program (AIP). According to the press release, these funds are designated for replacing aging radar systems and telecommunications infrastructure, as well as upgrading navigation and surveillance systems.
The union also drew attention to a $100 million allocation for the FAA Office of Aerospace Medicine. This funding is targeted at modernizing technology systems to reduce the backlog in pilot medical certifications, a bureaucratic bottleneck that has historically kept qualified pilots grounded for extended periods. On the policy front, NJASAP celebrated the inclusion of language explicitly prohibiting the privatization of the U.S. air traffic control system. The union has long opposed privatization efforts, arguing that the NAS must remain a public asset accountable to safety standards rather than profit motives.
Capt. Pedro Leroux, President of NJASAP, commented on the significance of the legislation in the official release:
“Congress has taken a decisive step to protect the safety and continuity of the National Airspace System by passing a full-year appropriation that prioritizes modernization, staffing and FAA readiness. As professional aviators who rely on these systems every day, we commend lawmakers for recognizing that airspace safety and stability are not optional, but are fundamental to the U.S. aviation industry.”
While the funding measures in H.R. 7148 benefit the entire aviation sector, they hold specific relevance for NetJets pilots. Unlike commercial airline pilots who primarily operate between major hubs with robust support infrastructure, fractional pilots frequently fly into a vast network of smaller, regional airports. The $4 billion investment in the Airport Improvement Program is therefore critical for maintaining safety standards at the diverse range of airfields utilized by business aviation.
Furthermore, the stability provided by a full-year appropriations bill is vital for long-term planning. Stop-gap funding measures often freeze training pipelines; by securing funding through the fiscal year, the FAA can proceed with the training of the 2,500 new controllers without interruption, a key factor in reducing system-wide congestion.
NJASAP Commends Congress on H.R. 7148 Passage, Citing Safety and Stability Wins
Strengthening FAA Operations and Staffing
Addressing the Controller Shortage
Infrastructure and Policy Protections
Aeromedical Reform and Privatization
AirPro News Analysis
Sources
Photo Credit: The NetJets Association of Shared Aircraft Pilots
Regulations & Safety
Garmin GHA 15 Height Advisor Receives FAA Approval for Certified Aircraft
Garmin’s GHA 15 Height Advisor, a radar-based altitude device, gains FAA approval for over 500 certified aircraft models, enhancing general aviation safety.
This article is based on an official press release from Garmin.
Garmin has announced that its GHA 15 Height Advisor, a radar-based altitude monitoring device, has received Federal Aviation Administration (FAA) Supplemental Type Certificate (STC) approval. Previously available only for the experimental market, this certification allows the installation of the device in over 500 models of Class I and Class II certified aircraft.
The approval marks a significant shift in the accessibility of radar altimetry for general aviation pilots. According to the company, the GHA 15 is available immediately at a price of $2,695. This pricing strategy positions the device as a cost-effective alternative to traditional radar altimeters, which have historically been priced significantly higher and reserved for business jets or commercial airliners.
The GHA 15 is designed to provide pilots with precise Height Above Ground Level (AGL) readings during the critical final phases of flight. While standard barometric altimeters rely on air pressure and can be subject to calibration errors or terrain variations, the GHA 15 uses radio frequency technology to measure the actual distance between the aircraft and the ground.
Garmin states that the device is capable of providing AGL data from 500 feet down to the surface. The system integrates with the Garmin GI 275 electronic flight instrument to display altitude data and generate audible callouts directly to the pilot’s headset. These callouts, such as “50 feet,” “20 feet,” and “10 feet”, are user-configurable and intended to assist pilots in judging flare height and landing timing.
“The GHA 15 provides a cost-effective solution that helps reduce pilot workload and provides confidence during the approach and landing phases of flight.”
, Garmin Press Release
The unit is a compact, all-in-one module that mounts to the underside of the aircraft fuselage. Weighing less than one pound (approximately 0.45 kg), the device is roughly the size of a deck of cards, minimizing the structural impact of installation. According to the technical details released by Garmin, the GHA 15 offers the following accuracy levels:
The FAA STC covers a broad range of single-engine and twin-engine piston aircraft (Class I and Class II). This includes popular general aviation airframes such as the Cessna 172, Piper PA-28, Beechcraft Bonanza, and Mooney M20 series. To function, the GHA 15 must be interfaced with a Garmin GI 275 electronic flight instrument. For experimental aircraft, the device remains compatible with the G3X Touch flight display.
The certification of the GHA 15 represents a notable development in the “democratization” of avionics safety features. Historically, radar altimeters (such as the Garmin GRA 55) have cost upwards of $7,000, placing them out of reach for the average private pilot. By offering a certified “Height Advisor” for under $3,000, Garmin is effectively bridging the gap between recreational flying and professional-grade situational awareness. We believe this technology will be particularly valuable in three specific scenarios:
It is important to note the distinction Garmin makes by labeling this product a “Height Advisor” rather than a TSO-certified radar altimeter. While it provides similar functionality, it is intended for advisory purposes and does not replace the higher-end equipment required for complex instrument approaches like CAT II or CAT III landings.
Sources: Garmin
Garmin GHA 15 Height Advisor Receives FAA Approval for Certified Aircraft
Bringing Radar Altimetry to General Aviation
Technical Specifications and Accuracy
Installation and Compatibility
AirPro News Analysis: The Democratization of Safety Tech
Sources
Photo Credit: Garmin
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