This article is based on an official press release from the Federal Aviation Administration (FAA) and background data regarding civil aviation regulations.

FAA Invalidates Registration of 800 Aircraft Managed by Southern Aircraft Consultancy

The Federal Aviation Administration (FAA) has taken decisive enforcement action against UK-based Southern Aircraft Consultancy Inc. (SACI), effectively grounding approximately 800 aircraft immediately. In a notice issued on January 13, 2026, the agency declared that SACI does not meet the strict U.S. citizenship requirements necessary to act as a trustee for N-registered aircraft.

This ruling invalidates the registration certificates of hundreds of private jets, turboprops, and helicopters currently held in trust by the company. According to the FAA’s official statement, the agency has ordered SACI to surrender all physical aircraft registration certificates within 21 days. The move represents a significant escalation in the regulator’s ongoing efforts to tighten oversight of Non-Citizen Trusts (NCTs) and ensure transparency in the U.S. civil aviation registry.

The Enforcement Action Explained

The core of the FAA’s decision rests on the statutory requirement that a trustee of a U.S.-registered aircraft must be a U.S. citizen or a resident alien. While foreign nationals are permitted to own N-registered aircraft beneficially, they must do so through a valid NCT where the legal title is held by a compliant U.S. trustee.

In its notification to SACI, the FAA determined that the company, a UK-registered entity based in Norwich, Norfolk, failed to meet these citizenship criteria. Consequently, the agency stated that SACI is “not eligible” to serve as a trustee.

“The FAA has notified Southern Aircraft Consultancy Inc. (SACI) that it is not eligible to act as a trustee because it is not a U.S. citizen or resident alien. As a result, the registration of all aircraft held in trust by SACI is invalid.”

, Federal Aviation Administration

The invalidation is effective immediately. This means that any aircraft currently operating under a registration certificate issued to SACI is legally grounded. These aircraft cannot conduct flight operations until they are properly reregistered under a compliant structure.

Immediate Requirements for SACI

The regulator has issued a strict timeline for compliance. SACI must return all invalid registration certificates to the FAA Registry within three weeks. Failure to comply with such orders typically carries significant legal and civil penalties, though the primary immediate consequence is the operational paralysis of the affected fleet.

Impact on Aircraft Owners

For the beneficial owners of the estimated 800 affected aircraft, the ruling creates an urgent administrative crisis. Because their aircraft currently lack valid registration, they cannot legally fly within the United States or internationally.

According to the FAA, owners have two primary remedies:

• Reregister in the U.S.: Owners may retain their N-number by transferring the legal title to a new, compliant U.S. citizen trustee.
• Export the Aircraft: Owners may choose to register the aircraft in another country’s civil aviation registry.

The FAA has indicated it may grant “temporary authority” for owners to operate their aircraft within the United States while their new registration applications are processed. However, this temporary authority does not extend to international flights, potentially stranding assets that are currently abroad or disrupting cross-border travel plans.

SACI’s Response

In communications to its clients, SACI acknowledged the FAA’s letter. The company noted that it had operated for over two decades using trust agreements it claimed were previously accepted by FAA legal teams. However, the regulator’s current stance indicates a zero-tolerance approach to trustees that do not strictly adhere to the citizenship definition found in 14 CFR Part 47.

AirPro News Analysis: The Context of the Crackdown

While the FAA’s press release focuses on the technical violation of citizenship rules, this action must be viewed against the backdrop of increasing scrutiny on “grey charter” operations and opaque ownership structures.

The Emiliano Sala Connection

SACI has previously faced intense public scrutiny. The company acted as the trustee for the Piper Malibu (N264DB) involved in the tragic 2019 crash that killed footballer Emiliano Sala and pilot David Ibbotson. That accident highlighted the complexities of the NCT system, where a UK-based trustee held the legal title for an aircraft that was beneficially owned by others and operated largely in Europe.

The Sala investigation by the Air Accidents Investigation Branch (AAIB) raised serious questions about regulatory oversight of N-registered aircraft based permanently overseas. It underscored the difficulty regulators face in enforcing maintenance and licensing standards when the legal owner (the trustee) is detached from the day-to-day operation of the aircraft.

Precedent: The AGC Indictment

The move against SACI follows a similar, high-profile enforcement action against Aircraft Guaranty Corp (AGC) in 2021. In that case, federal prosecutors indicted the trustee company and its owner for enabling transnational drug trafficking by registering aircraft for foreign cartels under opaque trusts.

The AGC scandal was a watershed moment for the FAA. It exposed how the NCT loophole could be exploited to bypass national security checks and Know Your Customer (KYC) protocols. Since then, the agency has been under pressure to “clean the registry” and ensure that trustees are not merely signing paperwork but are actual U.S. citizens exercising genuine oversight.

By invalidating SACI’s fleet, the FAA is signaling that the era of loose interpretation regarding trustee citizenship is over. We assess that this action is likely part of a broader strategy to eliminate “flag of convenience” risks within the U.S. registry, particularly regarding sanctions evasion and safety oversight.

Frequently Asked Questions

What is a Non-Citizen Trust (NCT)?

An NCT is a legal mechanism that allows non-U.S. citizens to register aircraft in the United States. The aircraft’s legal title is transferred to a U.S. trustee (a citizen or corporation), while the foreign owner retains beneficial use. This allows foreign owners to enjoy the benefits of N-registration, such as higher resale value and flexible maintenance standards.

Can the affected aircraft fly right now?

No. The registrations are invalid effective immediately. Flying an aircraft without valid registration is a violation of federal aviation regulations and international law. Owners must secure temporary authority or complete reregistration before resuming operations.

Is SACI the same as Southern Air Transport?

No. Southern Aircraft Consultancy Inc. (SACI) is a UK-based trustee firm. It is distinct from Southern Air Transport (a defunct airline) and Southern Cross Aviation. The current enforcement action applies strictly to SACI and the aircraft held in its specific trusts.

Disclaimer: This article is for informational purposes only and does not constitute legal advice. Affected aircraft owners should consult with aviation counsel immediately.

Sources: FAA Press Release

This article is based on an official preliminary report from the National Transportation Safety Board (NTSB) and verified data regarding the investigation.

NTSB Releases Preliminary Findings on Hammonton Midair Collision

The National Transportation Safety Board (NTSB) has issued its preliminary report regarding the fatal midair collision between two Enstrom helicopters that occurred on December 28, 2025, near Hammonton, New Jersey. The report confirms that the two aircraft were operating in close proximity in uncontrolled airspace shortly before impact.

According to the NTSB’s initial factual findings, the accident took place at approximately 11:25 a.m. EST, about 1.5 miles from the Hammonton Municipal Airport (N81). Both pilots, who were the sole occupants of their respective helicopters, sustained fatal injuries. The investigation highlights that visual meteorological conditions (VFR) prevailed at the time, with clear weather and light winds reported in the area.

While a final determination of probable cause is expected to take 12 to 18 months, this preliminary document establishes the factual timeline and conditions surrounding the tragedy.

Flight Details and Sequence of Events

The collision involved an Enstrom F-28A (registration N520H) and an Enstrom 280C Shark (registration N280MG). Investigators established that both aircraft departed from Hammonton Municipal Airport shortly before the accident. Data retrieved from ADS-B flight tracking and witness statements indicate that the helicopters were flying near each other, with some witnesses describing the flight path as “tandem” or formation-style.

The NTSB report notes that the collision occurred at a low altitude. Following the impact, both helicopters descended rapidly into a farm field near Basin Road and the White Horse Pike. The wreckage distribution spanned approximately 100 yards, consisting of separated rotor blades and fuselage components.

Wreckage and Post-Crash Fire

The preliminary examination of the crash site revealed distinct outcomes for the two airframes:

• N280MG (Enstrom 280C): Upon impacting the ground, this aircraft was immediately engulfed in a post-crash fire which consumed the majority of the fuselage. The pilot, identified as 71-year-old Michael Greenberg, sustained fatal injuries at the scene.
• N520H (Enstrom F-28A): This helicopter impacted the ground nearby but did not catch fire. First responders extricated the pilot, 65-year-old Kenneth L. Kirsch, who was transported to a trauma center where he later succumbed to his injuries.

Pilot Background and Operational Environment

Information gathered by investigators and local authorities paints a picture of two experienced pilots who were familiar with one another. According to the report details, the pilots were friends who frequently flew together. On the morning of the accident, they had shared breakfast at the Apron Cafe located at the airport prior to their departure.

The airspace surrounding Hammonton Municipal Airport is Class G/E uncontrolled airspace, meaning there is no operating air traffic control tower to direct separation. In this environment, pilots rely strictly on “see and avoid” principles and communication via the Common Traffic Advisory Frequency (CTAF).

Investigation Focus Areas

The NTSB has stated that the ongoing investigation will focus on several key areas to determine why the aircraft collided:

• Visual Lookout: Investigators will analyze cockpit visibility and potential blind spots inherent to the Enstrom F-28 and 280 series to determine if physical obstructions prevented the pilots from seeing one another.
• Formation Protocols: The inquiry will assess whether a formation flight was pre-briefed and if standard safety protocols for formation flying were adhered to.
• Electronic Data Analysis: Recovered GPS units and mobile devices will be analyzed alongside ADS-B data to reconstruct precise flight paths and closure rates.

AirPro News Analysis

The tragedy in Hammonton underscores the critical risks associated with formation flying in general aviation, particularly in low-wing or rotorcraft environments where visibility can be restricted. While Enstrom helicopters are widely regarded for their stability and safety, with no history of systemic defects that would suggest a mechanical cause for this event, the geometry of a helicopter’s structure can create significant blind spots.

In uncontrolled airspace, the “see and avoid” concept is the primary defense against midair collisions. However, when aircraft intentionally operate in close proximity for formation flight, the margin for error evaporates. We anticipate the final NTSB report will heavily scrutinize the pre-flight coordination between the two pilots, as effective formation flying requires rigorous briefing and standardized procedures that go beyond casual coordination.

Sources

Sources: NTSB Preliminary Report, FAA, Local Authorities (Hammonton Police Department)

This article summarizes reporting by Reuters and journalists Dan Catchpole and David Shepardson.

Boeing 737 MAX 10 Cleared for Critical Phase 2 Certification Testing

The Federal Aviation Administration (FAA) has granted authorization for the Boeing 737 MAX 10 to enter the second phase of its flight testing program, marking a significant regulatory step for the largest variant of the manufacturer’s narrowbody jet. According to reporting by Reuters, this approval moves the aircraft from internal company trials to formal, regulator-supervised testing.

This development represents a pivotal moment for the delayed program, which is essential to Boeing’s strategy in the high-capacity single-aisle market. While the authorization signals technical maturity in key systems, the aircraft still faces a timeline extending into late 2026 or 2027 due to outstanding engineering hurdles, specifically regarding the engine anti-ice system.

Moving to “Type Inspection Authorization”

The transition to Phase 2, known technically as Type Inspection Authorization (TIA), is a major gate in the certification process. According to sources cited by Reuters, the FAA approved this move recently, allowing FAA personnel to board the aircraft for official evaluation.

During Phase 1, flight tests are conducted primarily by the manufacturer to gather preliminary data. Phase 2 shifts the responsibility to FAA pilots and engineers, who validate safety-critical systems such as avionics, structural integrity, and handling qualities. Data collected during these flights contributes directly to the final certification credit required for the aircraft to enter commercial service.

Market reaction to the progress was positive. Following the public emergence of the news on January 9, 2026, Boeing shares (NYSE: BA) rose nearly 3%, reflecting investor optimism that the program is stabilizing.

Commercial Momentum and Backlog

The certification progress coincides with renewed commercial interest in the MAX 10. Just days prior to the certification news, Alaska Airlines finalized a record order for 105 MAX 10 jets, underscoring the industry’s demand for the airframe despite its prolonged gestation.

The MAX 10 is critical for Boeing as it competes directly with the Airbus A321neo, which currently dominates the high-capacity narrowbody segment. Boeing holds a backlog of over 1,200 orders for the MAX 10 from major carriers including United Airlines, Delta, Ryanair, and Alaska Airlines. These airlines have been forced to adjust fleet plans repeatedly as the certification timeline has slipped from original estimates.

Remaining Hurdles: The Anti-Ice System

Despite the TIA milestone, the MAX 10 is not expected to enter service immediately. The primary obstacle remains a required redesign of the engine anti-ice system. In specific dry air conditions, the current system can cause overheating in the engine inlet’s composite structure, posing a potential safety risk.

Boeing has developed a permanent fix for this issue, but the solution itself must undergo certification and implementation. This engineering work is a primary driver behind the projected entry-into-service window of late 2026 or 2027. Additionally, the aircraft must meet updated requirements for pilot alerting systems, a mandate strengthened by Congress and the FAA following historical safety incidents.

AirPro News Analysis

We view the entry into Phase 2 testing as a necessary “proof of life” for the MAX 10 program, but not a finish line. The gap between TIA approval and final certification is typically 12 to 18 months, particularly given the FAA’s current “safety first” regulatory posture. The regulator has capped Boeing’s production rates to ensure quality control, meaning that even once certified, the ramp-up in deliveries will likely be gradual.

For airlines like United and Alaska, this progress validates their decision to stick with the MAX 10 rather than defecting entirely to Airbus, whose A321neo production lines are already sold out for years. However, the 2027 timeline means carriers will continue to face capacity constraints in the near term.

Frequently Asked Questions

What is the difference between Phase 1 and Phase 2 testing?
Phase 1 is manufacturer-led, where Boeing collects data to prove the aircraft is ready. Phase 2 is regulator-led, where FAA pilots conduct the testing to validate that data for certification.

When will the 737 MAX 10 carry passengers?
Current projections estimate entry into service in late 2026 or early 2027, pending the certification of the engine anti-ice fix and final FAA approval.

Why is the MAX 10 important?
It is Boeing’s largest narrowbody jet, designed to carry more passengers and compete with the popular Airbus A321neo. It allows airlines to lower the cost per seat on busy routes.

Sources

• Reuters