Regulations & Safety
FAA Mandates 25-Hour Cockpit Voice Recorders for New Aircraft
The FAA requires new aircraft to have 25-hour cockpit voice recorders by early 2027, aligning with global standards and improving safety data.
This article summarizes reporting by Reuters and publicly available elements.
FAA Finalizes 25-Hour Cockpit Voice Recorder Mandate for New Aircraft
On January 30, 2026, the Federal Aviation Administration (FAA) announced a final rule requiring newly manufactured aircraft to be equipped with cockpit voice recorders (CVRs) capable of retaining the last 25 hours of audio. This regulatory shift marks a significant increase from the previous two-hour standard, aiming to preserve critical data for accident investigators.
According to reporting by Reuters, the new rule applies strictly to newly built planes and requires compliance starting one year after publication, effectively setting a deadline in early 2027. The mandate necessitates the use of solid-state recorders that can capture pilot conversations, engine sounds, and cockpit alerts for a duration sufficient to cover even the longest commercial flights.
The decision follows years of advocacy by safety officials who have argued that the two-hour loop often results in the loss of vital evidence, particularly in incidents where the aircraft continues to fly after a malfunction.
Closing the Data Gap
The primary driver behind this regulation is the need to prevent data loss during investigations. Under the previous two-hour standard, CVRs would continuously overwrite older audio. If a flight crew did not immediately pull the circuit breaker after an incident, or if the plane continued to fly to a destination, the recording of the precipitating event would often be erased.
The National Transportation Safety Board (NTSB) has cited at least 14 investigations since 2018 that were hampered by overwritten CVRs. The most prominent recent catalyst was the January 2024 Alaska Airlines Flight 1282 incident, where a door plug blew out of a Boeing 737 MAX 9 mid-flight. By the time the aircraft landed and the recorder was secured, the audio of the explosion and the pilots’ immediate reaction had been lost.
“The loss of the CVR recording is unacceptable and a loss for safety.”
, NTSB Chair Jennifer Homendy (referencing the Alaska Airlines Flight 1282 investigation)
Global Alignment
With this ruling, the United States aligns its domestic standards with international norms. The European Union Aviation Safety Agency (EASA) mandated 25-hour recorders for new heavy aircraft in 2021, and the International Civil Aviation Organization (ICAO) adopted the standard for new designs as far back as 2016. Consequently, many U.S.-manufactured aircraft destined for foreign markets are already equipped with this technology.
The Retrofit Challenge and Privacy Concerns
While the FAA’s January 30 announcement specifically targets new aircraft, the aviation industry faces a broader mandate regarding existing fleets. The FAA Reauthorization Act of 2024, passed by Congress, separately requires that existing aircraft be retrofitted with 25-hour recorders by 2030.
AirPro News Analysis: The Two-Step Implementation
We observe a critical distinction between the regulatory rule announced by the FAA and the legislative mandate passed by Congress. The FAA’s current rule focuses on the “low-hanging fruit” of new production lines, where manufacturers like Honeywell and Curtiss-Wright have already integrated 25-hour capability for international customers. However, the Congressional mandate for 2030 presents a more complex logistical hurdle. Retrofitting thousands of in-service jets will require significant downtime and labor, a cost that Airlines for America (A4A) has previously flagged as a concern.
Pilot Privacy vs. Safety
The transition to longer recordings has faced resistance from pilot unions. The Air Line Pilots Association (ALPA) has historically opposed the extension, citing privacy concerns. Their primary argument is that 25-hour recordings could be utilized by airlines for disciplinary actions or leaked to the public, rather than being used strictly for accident investigation. To mitigate this, unions have demanded robust protocols to ensure data privacy.
Frequently Asked Questions
When does the new rule take effect?
For newly manufactured aircraft, compliance is required one year after the rule’s publication, placing the effective date in early 2027.
Does this rule require airlines to upgrade their current planes immediately?
No. The FAA rule announced on January 30 applies only to new aircraft. However, a separate Congressional mandate requires the existing fleet to be retrofitted by 2030.
Why was the limit previously two hours?
The two-hour standard was established when recording technology relied on magnetic tape, which had limited capacity. Modern solid-state drives can easily store 25 hours of high-quality audio, rendering the storage limitation obsolete.
Sources: Reuters, Federal Register
Photo Credit: Honeywell
Regulations & Safety
FAA Awards L3Harris Contract to Modernize US Airspace Through 2045
The FAA awarded L3Harris a contract to upgrade 700+ ground stations and operate the US aircraft tracking network through 2045.
On July 1, 2026, the Federal Aviation Administration (FAA) awarded L3Harris Technologies a contract to upgrade and operate the United States aircraft tracking network through 2045. The modernization effort will overhaul ground infrastructure to support the integration of advanced air mobility (AAM) vehicles and drones into the National Airspace System.
In a press release issued on July 1, 2026, L3Harris announced the agreement, which mandates the upgrade of at least 700 ground stations across the country. The enhanced network will provide real-time, satellite-based flight positioning data while bolstering cybersecurity measures to protect air traffic management systems. The exact monetary value of the contract was not disclosed.
Expanding surveillance for next-generation airspace
The contract extends the role of L3Harris in managing the FAA surveillance infrastructure for nearly two more decades. The upgraded ground stations are designed to handle increased network capacity, a requirement as the airspace becomes more crowded with non-traditional aircraft.
Kathy Crandall, President of Mission Networks, Space & Mission Systems at L3Harris, emphasized the operational impact of the upgrades.
“L3Harris is propelling the FAA’s modernization vision forward by delivering an advanced surveillance infrastructure that will define the future of our airspace system and ensure increased safety for all air travelers.”
Crandall added that expanding network capacity ensures the United States maintains its position in global air traffic management.
Alignment with broader FAA modernization initiatives
This surveillance contract aligns with ongoing FAA efforts to replace aging infrastructure across the National Airspace System. The agency has been executing its Facility Replacement and Radar Modernization (FRRM) strategy, which targets the replacement of over 370 air traffic control facilities and 618 radars that average 36 years of age.
L3Harris is already involved in parallel infrastructure projects for the FAA. The company is currently executing the FAA Telecommunications Infrastructure (FTI) upgrade. That project replaces legacy copper wire connections with high-speed fiber optic networks across FAA facilities, providing the bandwidth necessary to support emerging aviation technologies like electric aviation vertical takeoff and landing (eVTOL) aircraft and uncrewed aerial systems.
AirPro News analysis
The extension of the L3Harris mandate through 2045 highlights the reliance of the FAA on established defense and aerospace contractors to execute its long-term modernization goals. As the National Airspace System transitions to accommodate AAM and widespread drone operations, the data bandwidth and latency requirements for air traffic control will increase exponentially. We view the concurrent execution of the surveillance network upgrade and the FTI fiber optic rollout as a necessary synchronization. Without high-speed ground data transmission, the benefits of satellite-based, real-time tracking for low-altitude and autonomous aircraft would be severely bottlenecked.
Sources: L3Harris Technologies
Photo Credit: L3Harris Technologies
Regulations & Safety
FAA Proposes Supersonic Noise Standard to Repeal 1970s Ban
The FAA announced noise-based certification standards for supersonic overland flight on June 30, 2026, targeting final rules by mid-2027.
The Federal Aviation Administration (FAA) has proposed a new noise-based certification standard for supersonic aircraft, initiating the formal regulatory process to repeal the 1970s ban on commercial supersonic flight over United States territory.
Announced on June 30, 2026, by U.S. Transportation Secretary Sean P. Duffy and FAA Administrator Bryan Bedford, the rulemaking aims to establish acceptable noise thresholds for overland flights. The proposal provides aerospace Manufacturers with the regulatory framework required to finalize next-generation supersonic designs that utilize quiet boom and “Mach cutoff” technologies.
Regulatory framework and timeline
The initial proposal focuses on noise-based certification standards during cruise flight. According to the FAA press release, the agency plans to introduce a second rule covering landing and takeoff noise standards later in 2026. The FAA has set a target date of mid-2027 to finalize both sets of rules.
U.S. Transportation Secretary Sean P. Duffy characterized the initiative as a move to safely enable the next quantum leap in aviation technology. FAA Administrator Bryan Bedford noted that advances in aerospace engineering, materials science, and noise reduction will eliminate the traditional sonic boom.
“This means we can ultimately repeal the ban from the 1970s on supersonic flight over U.S. territory while minimizing noise impacts to residents in communities along the route and near airports,” Bedford stated.
The White House Office of Science and Technology Policy (OSTP) is also involved in the initiative. OSTP Director Michael Kratsios stated that the updated rules will strengthen the industrial base and ensure the future of aviation is built in America.
Technological foundations and industry response
The June 30 announcement follows a series of preparatory steps by both regulators and the aerospace industry. On January 27, 2026, the FAA unveiled a new agency structure that included the creation of the Office of Advanced Aviation Technologies, a division specifically tasked with overseeing the integration of supersonic aircraft into U.S. airspace.
The technical basis for the new noise thresholds draws on data from the NASA and Lockheed Martin X-59 quiet supersonic research aircraft. The X-59 completed its First-Flight on October 28, 2025. The aircraft was explicitly designed to reduce sonic booms to a gentle thump, providing regulators with the acoustic data necessary to establish new overland flight standards.
Commercial developers have responded positively to the regulatory clarity. Boom Supersonic CEO Blake Scholl confirmed that the FAA rulemaking includes provisions for the “Boomless Cruise” or Mach cutoff approach. Boom has been demonstrating this operational concept with its Boom XB-1 test aircraft. Scholl described the FAA announcement as a major step toward the supersonic renaissance.
AirPro News analysis
We view the establishment of a definitive noise standard as the single most significant regulatory hurdle for the revival of commercial supersonic travel. For the past several years, manufacturers have been developing quiet supersonic technologies without a finalized target for acceptable noise levels. By defining the Certification standards, the FAA is shifting the primary challenge for companies like Boom Supersonic from regulatory uncertainty to engineering execution. The mid-2027 target for finalizing both cruise and terminal area noise rules sets a tight timeline, but it aligns with the development schedules of the next-generation supersonic aircraft currently in testing.
Sources: Federal Aviation Administration
Photo Credit: Boom Supersonic
Regulations & Safety
Pilatus PC-6 Crash in France Kills 11 on Skydiving Flight
A Pilatus PC-6 crashed near Nancy-Essey aerodrome on June 28, 2026, killing all 11 aboard in France’s deadliest skydiving accident in 30 years.
This is a developing story. Information may change as official details are released.
This article summarizes reporting by the Associated Press, Reuters, and CBS News, alongside official statements from the Bureau d’Enquêtes et d’Analyses pour la Sécurité de l’Aviation Civile (BEA).
Eleven people sustained fatal injuries on June 28, 2026, when a Pilatus PC-6/B2-H4 Turbo Porter Commercial-Aircraft crashed shortly after takeoff during a skydiving flight in northeastern France.
The Accident occurred at approximately 09:00 UTC (11:00 local time) near the Nancy-Essey aerodrome (ENC/LFSN). According to French Transport Minister Philippe Tabarot, the event represents the deadliest general aviation accident involving skydiving operations in France in approximately 30 years. The Bureau d’Enquêtes et d’Analyses pour la Sécurité de l’Aviation Civile (BEA) has deployed four Investigations to the site to determine the circumstances of the crash.
Aircraft departure and impact
The aircraft, registered in Germany as D-FIPS and reportedly owned by Classic Wings GmbH, departed Nancy-Essey for a tandem skydiving excursion. Less than one minute after takeoff, the aircraft banked left and descended almost vertically, impacting a grassy area in the town of Tomblaine, approximately 300 meters from the runway.
The Meurthe-et-Moselle Prefecture confirmed that all 11 occupants died in the crash. The victims included one pilot, five skydiving instructors, and five students. Thierry Pechey, president of the Meurthe-et-Moselle branch of the Order of Independent Nurses, told CBS News that the students were local nursing colleagues participating in a first-time jump.
Local officials noted the aircraft crashed near a residential neighborhood and shopping center. Yves Séguy, Prefect of the Meurthe-et-Moselle department, told the Associated Press that the accident could have caused collateral casualties had the impact occurred just a few dozen meters away. No injuries on the ground were reported.
Safety investigation and witness reports
The BEA is leading the Safety investigation, working in coordination with the Paris Criminal Investigation Department and the Air Transport Gendarmerie Brigade (GTA). The official cause of the accident remains under investigation.
While the BEA has not confirmed any mechanical faults, Reuters reported that witnesses on the ground heard the aircraft engine noise stop suddenly before the descent. Hervé Féron, the mayor of Tomblaine, stated that the aircraft fell in an unexplained manner during its initial ascent.
French Interior Minister Laurent Nunez noted that families of the victims were present at the aerodrome and witnessed the accident, resulting in significant psychological trauma.
AirPro News analysis
We note that this accident follows another fatal skydiving flight earlier in June 2026 in Missouri, which resulted in 12 fatalities. While the two events involve different operators, aircraft types, and regulatory jurisdictions, the proximity of these high-fatality accidents will likely bring renewed regulatory scrutiny to general aviation skydiving operations globally. The Pilatus PC-6 involved in the Tomblaine accident was 35 years old, a common age for utility turboprops in the skydiving sector, where aircraft are subjected to high-cycle operations characterized by rapid ascents and descents. The BEA preliminary report will be critical in establishing the sequence of events following takeoff.
Sources: Bureau d’Enquêtes et d’Analyses pour la Sécurité de l’Aviation Civile (BEA), Associated Press
Photo Credit: ALEXANDRE MARCHI – L’EST REPUBLICAIN – MAXPPP
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