This article is based on an official press release from the National Transportation Safety Board (NTSB).

On May 26, 2026, the National Transportation Safety Board (NTSB) issued a press release urging the Federal Aviation Administration (FAA) to overhaul how runway conditions are assessed during heavy rainfall. The safety board warns that the current framework leaves flight crews vulnerable to runway overruns by failing to capture the true impact of severe weather on aircraft braking performance.

Stemming from investigations into 11 runway overrun accidents and incidents that occurred on wet runways between 2008 and 2022, the NTSB has issued three new safety recommendations. These directives focus on updating the Runway Condition Assessment Matrix (RCAM) and expanding aviation weather reporting standards to better equip pilots with accurate data.

According to the NTSB, the current system fails to adequately account for the progressive loss of wheel braking friction as rainfall intensity increases. This creates a critical blind spot for pilots and dispatchers when calculating safe landing distances during intense storms.

The Limitations of Current Weather Reporting and RCAM

The RCAM is a standardized framework utilized by airport operators and flight crews to evaluate and report runway surface conditions. As noted in the NTSB release, it plays a vital role in calculating required landing distances, particularly on wet or contaminated runways.

However, the NTSB’s Aviation Investigation Report 26-04 (AIR-26-04), titled “Accounting for the Progressive Decrease in Runway Friction Associated with Increasing Rainfall Intensity,” highlights a significant flaw. The current matrix does not factor in the progressive decrease in runway friction that correlates with heavier rainfall.

Expanding Rainfall Descriptors

Currently, aviation weather reports cap the “heavy rain” threshold at 0.3 inches per hour. The NTSB points out that this limitation prevents flight crews from accurately assessing runway slipperiness when rainfall exceeds this rate.

To address this, the NTSB recommends that the FAA add new rainfall intensity descriptors to aviation weather reports. This would allow pilots to identify rainfall rates that surpass the 0.3 inches per hour mark, enabling more accurate landing distance calculations and better aeronautical decision-making.

Case Study: Miami Air International Flight 293

The NTSB’s recommendations are heavily informed by historical data, notably the crash of Miami Air International Flight 293. On May 3, 2019, a Boeing 737-81Q carrying 142 passengers and crew overran ungrooved runway 10 at Jacksonville Naval Air Station in Florida, coming to rest in the shallow waters of the St. Johns River.

While there were no serious injuries, the aircraft sustained substantial damage. The NTSB investigation determined that the probable cause was directly linked to the runway conditions and the intensity of the precipitation.

Extreme Conditions and Pilot Decision-Making

Crucially, the NTSB found that rainfall intensities during the Miami Air incident were two to eight times higher than the FAA’s heavy rain threshold of 0.3 inches per hour.

“an extreme loss of braking friction due to heavy rain and the water depth on the ungrooved runway, which resulted in viscous hydroplaning”

In its official report, the NTSB attributed the above cause to the Jacksonville overrun. The safety board noted that under such extreme conditions, braking effectiveness is reduced so severely that pilots should not even attempt to land.

NTSB’s Three Core Recommendations

Based on these findings, the NTSB has formally issued three safety recommendations to the FAA to mitigate future risks and improve operational safety.

First, the FAA must revise the RCAM to account for the progressive decrease in the wheel braking friction coefficient associated with increasing rainfall intensity. The NTSB advises that progressively higher rainfall intensities should correspond to progressively lower runway condition codes.

Second, as previously noted, the FAA should expand rainfall intensity descriptors in aviation weather reports to capture data beyond the current 0.3 inches per hour maximum.

Third, the NTSB emphasizes the need to improve flight crew awareness. By providing a broader range of descriptors, pilots will be better equipped to associate heavy rainfall with lower runway condition codes, preventing the dangerous underestimation of required landing distances.

AirPro News analysis

We view these recommendations as a necessary and overdue evolution in aviation safety protocols. If the FAA adopts these changes, it will fundamentally alter how pilots and dispatchers calculate landing performance during severe weather events, likely leading to an increase in weather-related diversions but a significant decrease in runway excursions.

The NTSB’s findings underscore that pilots are currently forced to make critical landing decisions based on incomplete weather data. Providing accurate descriptors for extreme rain will empower flight crews to confidently divert flights rather than risk a catastrophic runway overrun. Furthermore, the specific mention of an “ungrooved runway” in the Miami Air case highlights the ongoing need for airports to evaluate their infrastructure. The interaction between pavement types (grooved versus ungrooved) and heavy rainfall remains a critical variable in RCAM calculations that airport operators must prioritize.

Frequently Asked Questions (FAQ)

What is the RCAM?
The Runway Condition Assessment Matrix (RCAM) is a standardized framework used by airport operators and flight crews to assess and report runway surface conditions. It is essential for calculating safe landing distances.

Why is the NTSB recommending changes to the RCAM?
The NTSB found that the current RCAM and weather reporting standards do not adequately account for the progressive loss of braking friction during rainfall that exceeds 0.3 inches per hour, leading pilots to underestimate required landing distances.

How many accidents prompted this NTSB report?
The NTSB based its recommendations on data gathered from investigations into 11 runway overrun accidents and incidents that occurred on wet runways between 2008 and 2022.

Sources

• NTSB Press Release: NTSB Recommends FAA Update Runway Condition Assessment Matrix

According to the official AAIB report, the critical defect was only discovered during a routine post-flight MRO check at Norwich Airport. The helicopter had spent the day transporting passengers to North Sea oil rigs. The findings highlight a severe safety issue, as investigators noted that continued operation would likely have resulted in a complete loss of tail rotor control.

This incident has raised fresh concerns within the aviation industry, drawing stark parallels to the fatal 2018 Leicester City helicopter crash, which involved a similar Leonardo rotorcraft and a comparable bearing failure. In response to the findings, the AAIB has issued three new safety recommendations.

The Incident and Investigation Findings

Routine Inspection Averts Disaster

The incident on June 13, 2022, involved a Leonardo AW139 flying offshore routes from Norwich Airport. Upon returning to base, maintenance engineers conducting a standard post-flight inspection noticed a glaring anomaly: a hole had worn completely through the protective bearing and actuator cover over the tail rotor duplex bearing assembly.

When personnel removed the cover, they discovered extensive internal damage. The AAIB report details that the assembly contained exposed ball bearings, heavy wear, and significant accumulations of carbon dust. The degradation was so severe that the bearing completely disintegrated when engineers attempted to remove it from the aircraft.

AAIB Conclusions and Safety Recommendations

Despite a comprehensive forensic assessment by investigators, the exact root cause of the initial failure remains inconclusive because the bearing was too badly damaged and degraded. However, the AAIB was unequivocal about the potential consequences of the mechanical fault.

“A loss of tail rotor control event would likely have occurred had the helicopter continued to operate with the bearing fitted,” the AAIB stated in its official report.

In response to these alarming findings, the AAIB has issued three specific Safety Recommendations. According to the agency, these measures are aimed at addressing ongoing Safety concerns related to the failure of tail rotor duplex bearings across the AW139 fleet.

Historical Context and Industry Impact

Echoes of the 2018 Leicester City Tragedy

The failure mechanism identified in the G-CIMU incident closely mirrors one of the most high-profile helicopter accidents in recent UK history. On October 27, 2018, a Leonardo AW169 helicopter crashed outside the King Power Stadium, resulting in the deaths of all five people on board, including Leicester City Football Club owner Vichai Srivaddhanaprabha.

The AAIB’s Investigation into the 2018 fatal crash concluded that the root cause was the failure of the tail rotor control system, specifically the tail rotor duplex bearing. According to the latest AAIB report, the bearing on the AW139 is defined as a “critical part” and shares a similar design with the component that failed on the AW169.

AirPro News analysis

At AirPro News, we observe that the recurrence of a tail rotor duplex bearing failure, four years after the Leicester City tragedy, highlights a persistent engineering vulnerability within this family of Leonardo rotorcraft. The fact that this 2022 incident occurred on a passenger-carrying offshore flight underscores the critical reliance on rigorous maintenance protocols.

The offshore helicopter industry operates in notoriously harsh environments over the North Sea, where component stress is high. This near-miss scenario demonstrates that while engineering flaws may still exist, strict adherence to post-flight inspections serves as a vital, life-saving safety net. Industry reporting, including recent coverage by aviation journalist Joanna Bailey, indicates that these findings will likely prompt operators to scrutinize tail rotor assemblies even more closely to prevent future catastrophic failures.

Frequently Asked Questions (FAQ)

What caused the Leonardo AW139 tail rotor bearing failure?

According to the AAIB, the exact root cause of the initial failure is inconclusive because the bearing was too severely damaged and degraded by the time it was inspected. However, investigators found exposed ball bearings, heavy wear, and large accumulations of carbon dust.

Was anyone injured in the June 2022 incident?

No. The helicopter safely completed its passenger flights to North Sea oil rigs and returned to Norwich Airport. The severe damage was discovered during a routine post-flight maintenance check, preventing a potential in-flight disaster.

How does this relate to the 2018 Leicester City helicopter crash?

The 2018 crash of a Leonardo AW169 was caused by the failure of its tail rotor duplex bearing. The AAIB notes that the bearing on the AW139 is a “critical part” of a similar design, highlighting a recurring engineering concern across these aircraft models.

Sources:

• AAIB Report: Leonardo AW139, G-CIMU – GOV.UK

On May 22, 2026, the U.S. Department of Transportation (DOT) and the Federal Aviation Administration (FAA) officially launched the “Modern Skies” website. According to an official press release from the FAA, this new platform is designed to offer the public “radical transparency” into the ongoing $12.5 billion overhaul of the nation’s aging air traffic control (ATC) infrastructure.

The initiative, funded by the “One Big Beautiful Bill Act” (OBBBA) of 2025, targets the replacement of obsolete technology, including legacy copper wires and 1960s-era radar systems, by a strict 2028 deadline. The DOT strategically timed the launch of the tracker just ahead of the Memorial Day weekend, marking the beginning of a summer travel season that is expected to see 5.4 million flights, with 54,000 flights occurring on the Friday of the website’s launch alone.

We note that this rollout represents a significant shift in how the FAA communicates its infrastructure projects, emphasizing public accountability and rapid execution under the leadership of Transportation Secretary Sean P. Duffy and FAA Administrator Bryan Bedford.

Tracking the $12.5 Billion Overhaul

The “Modern Skies” Platform

The newly launched website, located at Modernskies.FAA.gov, currently tracks over 10,000 active ATC modernization projects across the United States. According to the FAA’s announcement, the platform will be updated monthly and features several public-facing tools. Users can utilize an interactive map and local search function to filter projects by city, state, airport code, ZIP code, or congressional district. This allows the public to generate personalized reports on completed improvements and view work scheduled for the next 30 days.

Additionally, the site includes a macro-level progress tracker and detailed project summaries that explain the specific technologies being installed and their direct impact on airspace safety and efficiency.

Progress to Date and 2028 Goals

The $12.5 billion investment is earmarked for deployment across more than 4,600 FAA sites. The agency’s stated goals for 2028 include the installation of 27,000 new radios across 1,581 sites, 612 new radar systems, 450 digital voice switches, and 5,170 high-speed network connections to replace legacy copper with fiber-optic and wireless alternatives. Furthermore, surface awareness surveillance systems are slated for installation at over 200 airports to monitor aircraft on the ground.

According to DOT data provided in the release, the FAA has made measurable progress in the first year of the program. As of May 2026, the agency has replaced 51% of all legacy copper telecommunications wires and converted 282 radio sites nationwide. Additionally, 69 new Surface Awareness Initiative systems have been installed, 17 control towers have transitioned to electronic flight strips, and 62 IP voice switches have been deployed at control towers.

Overcoming Past Failures and Current Challenges

The Shadow of NextGen

The current administration is heavily framing this initiative as a departure from past modernization attempts.

Secretary Duffy explicitly noted that past modernization efforts failed due to a “lack of transparency.”

This remark directly references the FAA’s heavily criticized “NextGen” program, which launched in 2003. NextGen cost taxpayers an estimated $14 billion over two decades but suffered from severe delays and delivered only a fraction of its promised technological benefits. To avoid repeating these mistakes, the current administration is utilizing private-sector project management, having hired Peraton as the Prime Integrator.

Safety Imperatives and Workforce Strain

The push for rapid modernization follows intense scrutiny of the national airspace system. A tragic mid-air collision near Ronald Reagan Washington National Airport (DCA) on January 29, 2025, resulted in 67 fatalities. Administrator Bedford has publicly stated that while the airspace system provided warning signals prior to the crash, the FAA’s outdated systems failed to translate that data into actionable prevention.

These technological upgrades are occurring alongside a severe human capital crisis. The FAA is currently operating with a shortage of nearly 3,000 air traffic controllers. The OBBBA funding includes specific provisions for targeted recruitment and training to help alleviate this workforce strain.

Industry Reception and Future Funding

Bipartisan and Cross-Industry Support

The modernization push has garnered rare, unified support across the aviation sector. In April 2026, the DOT hosted the Modern Skies Summit, bringing together government officials, labor unions, and airline executives. The “Modern Skies Coalition”, which includes Airlines for America (A4A) and the National Air Traffic Controllers Association (NATCA), has publicly praised the rapid pace of the rollout.

The Need for Continued Investment

While the $12.5 billion OBBBA allocation is a historic investment, officials consider it a “down payment.” During congressional hearings in May 2026, Secretary Duffy requested additional funding and authority to create a $7 billion “common automation platform” that would run concurrently with the ongoing hardware upgrades.

AirPro News analysis

At AirPro News, we view the launch of the “Modern Skies” tracker as a critical transparency test for the FAA. The public-facing dashboard is a stark contrast to the opaque, decades-long delays characteristic of the NextGen era. By committing to monthly updates and granular, localized tracking, the DOT is effectively forcing itself into a corner of public accountability ahead of its strict 2028 deadline.

Furthermore, framing the website launch against the backdrop of the 5.4 million flights expected this summer highlights the urgent need for these upgrades. The rapid deployment of surface awareness systems and fiber-optic networks directly addresses the vulnerabilities that contributed to the tragic 2025 DCA collision. However, while the hardware is receiving a much-needed $12.5 billion facelift, the ultimate success of the Modern Skies initiative will heavily depend on how effectively these new digital tools integrate with and support the overworked, understaffed air traffic controller workforce.

Frequently Asked Questions

What is the Modern Skies website?

Modern Skies (Modernskies.FAA.gov) is a public-facing website launched by the DOT and FAA to track over 10,000 active air traffic control modernization projects across the United States. It features interactive maps and progress trackers updated monthly.

How much is the FAA modernization costing?

The current overhaul is funded by a $12.5 billion “down payment” from the “One Big Beautiful Bill Act” of 2025. Transportation Secretary Sean P. Duffy has also requested an additional $7 billion for a common automation platform.

When will the modernization be complete?

The FAA has set a strict deadline of 2028 to replace obsolete technology, including legacy copper wires and 1960s-era radar systems, across more than 4,600 sites.

Sources: Federal Aviation Administration (FAA)