Saturday, January 20, 2024

 



Casino Capitalism and the Derivatives Market: Time for Another “Lehman Moment”?


Reading the tea leaves for the 2024 economy is challenging. On January 5th, Treasury Secretary Janet Yellen said we have achieved a “soft landing,” with wages rising faster than prices in 2023. But critics are questioning the official figures, and prices are still high. Surveys show that consumers remain apprehensive.

There are other concerns. On December 24, 2023, Catherine Herridge, a senior investigative correspondent for CBS News covering national security and intelligence, said on “Face the Nation,” “I just feel a lot of concern that 2024 may be the year of a black swan event. This is a national security event with high impact that’s very hard to predict.”

What sort of event she didn’t say, but speculations have included a major cyberattack; a banking crisis due to a wave of defaults from high interest rates, particularly in commercial real estate; an oil embargo due to war; or a civil war. Any major black swan could prick the massive derivatives bubble, which the Bank for International Settlements put at over one quadrillion (1,000 trillion) dollars as far back as 2008. With global GDP at only $100 trillion, there is not enough money in the world to satisfy all these derivative claims. A derivative crisis helped trigger the 2008 banking collapse, and that could happen again.

The dangers of derivatives have been known for decades. Warren Buffett wrote in 2002 that they were “financial weapons of mass destruction.” James Rickards wrote in U.S. News & World Report in 2012 that they should be banned. Yet Congress has not acted. This article looks at the current derivative threat, and at what might motivate our politicians to defuse it.

What Regulation Hath Wrought

Derivatives are basically just bets, which are sold as “insurance” — protection against changes in interest rates or exchange rates, defaults on loans and the like. When one of the parties to the wager has a real economic interest to be protected – e.g. a farmer ensuring the value of his autumn crops against loss — the wager is considered socially valuable “hedging.” But most derivative bets today are designed simply to make money from other traders, degenerating into what has been called “casino capitalism.”

In 2008, derivative trading brought down investment bank Bear Stearns and international insurer A.I.G. These institutions could not be allowed to fail because the trillions of dollars in credit default swaps on their books would have been wiped out, forcing the counterparty banks and financial institutions to write down the value of their own risky and now “unhedged” loans. Bear and A.I.G. were bailed out by the taxpayers; but the Treasury drew the line at Lehman Brothers, and the market crashed.

Under the rubric of “no more bailouts,” the Dodd Frank Act of 2010 purported to fix the problem by giving derivatives special privileges. Most creditors are “stayed” from enforcing their rights while a firm is in bankruptcy, but many derivative contracts are exempt from these stays. Counterparties owed collateral can grab it immediately without judicial review, before bankruptcy proceedings even begin. Depositors become “unsecured creditors” who can recover their funds only after derivative, repo and other secured claims, assuming there is anything left to recover, which in the event of a major derivative crisis would be unlikely. We saw this “bail-in” policy play out in Cyprus in 2013.

That’s true for deposits, but what of stocks, bonds and money market funds? Under the Uniform Commercial Code (UCC) and the Bankruptcy Act of 2005, derivative securities also enjoy special protections. “Safe harbor” is provided to privileged entities described in court documents as “the protected class.” Derivatives enjoy “netting” and “close-out” privileges on the theory that they are a major source of systemic risk, and that allowing claimants to jump ahead of other investors in order to net and close out their bets reduces that risk. However, critical analysis has shown that derivative “super-priority” in bankruptcy can actually increase risk and propel otherwise viable financial entities into insolvency.

It is also highly inequitable. The collateral grabbed to close out derivative claims may be your stocks and bonds. In a 2016 American Banker article called “You Don’t Really Own Your Securities; Can Blockchains Fix That?”, journalist Brian Eha explained:

In the United States, publicly traded stock does not exist in private hands.

It is not owned by the ostensible owners, who, by virtue of having purchased shares in this or that company, are led to believe they actually own the shares. Technically, all they own are IOUs. The true ownership lies elsewhere.

While private-company stock is still directly owned by shareholders, nearly all publicly traded equities and a majority of bonds are owned by a little-known partnership, Cede & Co., which is the nominee of the Depository Trust Co., a depository that holds securities for some 600 broker-dealers and banks. For each security, Cede & Co. owns a master certificate known as the “global security,” which never leaves its vault. Transactions are recorded as debits and credits to DTC members’ securities accounts, but the registered owner of the securities — Cede & Co. — remains the same.

What shareholders have rather than direct ownership, then, “is a [contractual] right against their broker…. The broker then has a right against the depository institution where they have membership. Then the depository institution is beholden to the issuer. It’s [at least] a three-​step process before you get any rights to your stock.”

This attenuation of property rights has made it impossible to keep perfect track of who owns what.

Fifty Years of Dematerialization

In a 2023 book called The Great Taking (available for free online), Wall Street veteran David Rogers Webb traces the legislative history of these developments. The rules go back 50 years, to when trading stocks and bonds was done by physical delivery – shuffling paper certificates bearing titles in the names of the purchasers from office to office. In the 1970s, this trading became so popular that the exchanges could not keep up, prompting them to turn to “dematerialization” or digitalization of the assets.

The Depository Trust Company (DTC) was formed in 1973 to alleviate the rising volumes of paperwork. The DTCC was established in 1999 as a holding company to combine the DTC and the National Securities Clearing Corporation (NSCC).

The DTCC is a central clearing counterparty (CCP) sitting at the top of a pyramid of banks, brokers and exchanges. All have agreed to hold their customers’ assets in “street name,” collect those assets in a fungible pool, and forward that pool to the DTCC, which then trades pooled blocks of stock and bonds between brokers and banks in the name of its nominee Cede & Co. The DTCC, a private corporation, owns them all. This is not a mere technicality. Courts have upheld its legal ownership, even in a dispute with client purchasersAccording to the DTCC website, it provides settlement services for virtually all equity, corporate and municipal debt trades and money market instruments in the U.S., and central safekeeping and asset servicing for securities issues from 131 countries and territories, valued at $37.2 trillion. In 2022 alone, the DTCC processed 2.5 quadrillion dollars in securities.

The governing regulations are set out in Uniform Commercial Code (UCC) sections 8 and 9, covering investment securities and secured transactions. The UCC is a set of rules produced by private organizations without an act of Congress. It is not itself the law but is only a recommendation of the laws that states should adopt; but the UCC has now been adopted by all 50 U.S. states and has been “harmonized” with the rules for trading securities in Europe and most other countries.

The Wikipedia summary of the relevant UCC provisions concludes:

The rights created through these links [up the collateral chain] are purely contractual claims ….  This decomposition of the rights organized by Article 8 of the UCC results in preventing the investor to revindicate [demand or take back] the security in case of bankruptcy of the account provider [the broker or bank], that is to say the possibility to claim the security as its own asset, without being obliged to share it at its prorate value with the other creditors of the account provider.

You, the investor, have only a contractual claim against your broker, who no longer holds title to your stock either, since title has been transferred up the chain to the DTCC. Your contractual claim is only to a pro rata share of a pool of the stock designated in street name, title to which is held by Cede & Co.

Rehypothecation: The Problem of Multiple Owners

The Wikipedia entry adds:

This re-characterization of the proprietary right into a simple contractual right may enable the account provider [the “intermediary” broker or bank] to “re-use” the security without having to ask for the authorization of the investor. This is especially possible within the framework of temporary operations such as security lendingoption to repurchasebuy to sell back or repurchase agreement.

“Security lending” by your broker or other intermediary may include lending your stock to short sellers bent on bringing down the value of the stock against your own financial interests. Illegal naked short selling is also facilitated by the impenetrable shield of the DTCC, and so is lending to “shadow banks” for the re-use of collateral. As Caitlin Long, another Wall Street veteran, explains:

[T]he shadow banking system’s lifeblood is collateral, and the issue is that market players re-use that same collateral over, and over, and over again, multiple times a day, to create credit. The process is called “rehypothecation.” Multiple parties’ financial statements therefore report that they own the very same asset at the same time. They have IOUs from each other to pay back that asset—hence, a chain of counterparty exposure that’s hard to track. Although improving, there’s still little visibility into how long these “collateral chains” are.

It is this reuse of the collateral to back multiple speculative bets that has facilitated the explosion of the derivatives bubble to ten times the GDP of the world. It should be the collateral of the actual purchaser, but you, the purchaser, are at the bottom of the collateral chain. Derivative claims have super priority in bankruptcy, ostensibly because the derivative edifice is so risky that their bets need to be cleared.

What About the “Customer Protection Rule”?

Broker-dealers argue that their customers’ assets are protected under the “Customer Protection Rule” of the Securities Investor Protection Corporation (SIPC). The SIPC provides insurance for stocks similar to FDIC insurance for bank deposits, maintaining a pool that can be tapped in the event of a member bankruptcy. But a 2008 memorandum on The Customer Protection Rule from the law firm Willkie Farr & Gallagher asserts:

With respect to cash and securities not registered in the name of the customer, but held by the broker- dealer for the customer’s benefit, the customer would receive a pro rata portion of the aggregate amount of the cash and securities actually held by the broker- dealer. If there is a remaining shortfall, SIPC would cover a maximum of $ 500,000, only $ 100,000 of which may be a recovery for cash held at the broker- dealer.

… [M]ost securities are held by broker-dealers in street name and would be available to satisfy other customers’ claims in the event of a broker- dealer’s insolvency.

If the member has a large derivatives book (JPMorgan holds $54.4 trillion in derivatives and a mere $3.4 trillion in assets), derivative customers with priority could wipe out the pool and the SIPC fund as well.

What Webb worries about, however, is the bankruptcy of the DTCC itself, which could wipe out the entire collateral chain. He says the DTCC is clearly under-capitalized, and that the startup of a new Central Clearing Counterparty is already planned and pre-funded. If the DTCC fails, certain protected creditors can take all the collateral, upon which they will have perfected legal control.

Defensive Measures

In the event of a cyberattack that destroys the records of banks and brokers, there could be no way for purchasers to prove title to their assets; and in the event of a second Great Depression, with a wave of 1930s-style bank bankruptcies, derivative claimants with super-priority can take the banks’ assets without going through bankruptcy proceedings. In today’s fragile economy, these are not remote hypotheticals but are real possibilities, which can wipe out not just the savings of middle class families but the fortunes of billionaires.

And there, argues Webb, is our opportunity. The system by which Cede & Co. holds title to all “dematerialized” securities is clearly vulnerable to being exploited by “the protected class,” and Congress could mitigate those concerns by legislation. If our representatives realized that they are not the owners of record of their assets but are merely creditors of their brokers and banks, they might be inspired to hold some hearings and take action.

The first step is to shine a light on the obscure hidden workings of the system and the threat they pose to our personal holdings. Popular pressure moves politicians, and the people are waking up to many issues globally, with protests on the rise everywhere — economic, political and social. Possible action that could be taken by Congress includes reversing the “special privileges” granted to the derivatives casino in the form of “super priority” in bankruptcy. A 0.1% Tobin tax or financial transaction tax is another possibility. For protecting title to assets, blockchain is a promising tool, as discussed by Brian Eha in the American Banker article quoted above. These and other federal possibilities, along with potential solutions at the local level, will be the subject of a followup article.

• Article was first published on  ScheerPost.


Ellen Brown is an attorney, founder of the Public Banking Institute, and author of twelve books, including the best-selling Web of Debt, The Public Bank Solution, and Banking on the People: Democratizing Money in the Digital Age. She also co-hosts a radio program on PRN.FM called “It’s Our Money.” Her 400+ blog articles are posted at EllenBrown.com. This article was first published in Scheer Post. Read other articles by Ellen.




POSTMODERN FEMINISM & WORLD PEACE

Air Force Officer Nabs Miss America Crown

Madison Marsh is the first active duty service member to win the pageant title.
January 16, 2024

U.S. Air Force 2nd Lieutenant Madison Marsh has been crowned Miss America 2024. [Courtesy: U.S. Air Force]

Air Force officer Madison Marsh earned a new title Sunday night. The 2nd lieutenant and recent U.S. Air Force Academy (USAFA) graduate was crowned Miss America 2024.

Winning the top prize in the pageant marks a first for both the event’s organizers and the U.S. military.

“Marsh is the first active duty service member to ever win the title,” the Air Force said in a statement on X, formerly Twitter.


Though competing as Miss Colorado, Marsh is originally from Fort Smith, Arkansas. She recently earned a degree in physics from the Air Force Academy in Colorado Springs.

The pilot took her first flight lesson when she was 15 and has interned with NASA researching gamma-ray bursts. She also has worked with the Etelman Observatory conducting limiting magnitude studies in the U.S. Virgin Islands, according to Air Force Air Education and Training Command (AETC).

“Upon graduation from USAFA and commissioning into the Air Force, Marsh received a pilot slot and is currently determining the career opportunities and personal projects she wants to pursue,” AETC said in November.

Marsh is now pursuing a master’s degree from Harvard Kennedy School in public policy, KXRM-TV in Colorado Springs reported.

Her course of study is rooted in personal loss, according to Colorado Springs’ TV station KKTV.

“I began advocating for greater research…following my mom Whitney’s diagnosis with pancreatic cancer when I was still in high school,” Marsh told KKTV in an email. “I have since dedicated myself to the cause, including being accepted to the Harvard Kennedy School to obtain my master’s in public policy to create a future in which no one has to suffer the way my family did following my mom’s passing. I especially love showing that women within our nation’s military are multifaceted and capable of serving both the community and our country at the same time.”

India’s JetSetGo Orders $1.3B Worth of Electric Aircraft from 3 Manufacturers

The private charter marketplace signed agreements with Horizon Aircraft, Overair, and Electra.aero to acquire as many as 280 aircraft.

January 19, 2024

JetSetGo has signed agreements to acquire Overair’s Butterfly (left), Electra.aero’s eSTOL, and Horizon Aircraft’s Cavorite X7—all full- or hybrid-electric designs. [Courtesy: JetSetGo]


Three North American manufacturers will deliver electric air taxis to India to help jump-start the country’s advanced air mobility (AAM) industry.

JetSetGo, an Indian marketplace for private jet and helicopter charters that also operates its own fleet, on Friday announced strategic partnerships with Horizon Aircraft, Overair, and Electra.aero to order as many as 280 aircraft, which would value the deal at a whopping $1.3 billion.

Each of the electric or hybrid-electric aircraft will bring unique capabilities to JetSetGo’s fleet, which comprises five midsize Hawkers and six other aircraft, ranging from large cabin jets to helicopters.

Horizon’s vertical takeoff and landing (VTOL) Cavorite X7 and Electra’s ultra-short takeoff and landing (STOL) nine-seater—both hybrid-electric designs—will be the first to fly JetSetGo routes since they can utilize existing infrastructure, the company said. Overair’s Butterfly electric VTOL (eVTOL) air taxi will follow as Indian cities add the necessary infrastructure, such as charging stations.


The three designs will offer an “optimal mix” for five use cases identified by JetSetGo: airport transfers, regional connectivity, intercity commute, intracity shuttles, and urban air taxis. The company says India—which is plagued by road congestion issues, infrastructure challenges, and aviation emissions—will make an “ideal testbed” for AAM services.

“Our partnership with these three leading innovators will introduce unique technologies like ‘blown lift’ and ‘fan-in-wing’ lift systems, hybrid and electric propulsion, and super-quiet optimal speed tilt rotors to India,” said Kanika Tekriwal, co-founder and CEO of JetSetGo. “We want to lead the transformation of urban and regional connectivity and believe we have the right partners and technologies to make this vision a reality.”

The agreements lock JetSetGo into 150 firm orders—50 from each manufacturer—for a combined $780 million. But all three contracts include the option for it to acquire more aircraft.

Horizon, which announced its agreement earlier this week, will ship an initial batch of 50 Cavorite X7s to JetSetGo for $250 million. The firm has the option to acquire 50 more, which would double that deal’s value. Overair and Electra did not specify the initial order value or number of options JetSetGo could acquire.


Horizon founder and CEO Brandon Robinson characterizes the company’s X7 as a “normal” aircraft with eVTOL capabilities, rather than an eVTOL with features of a traditional airplane. It uses a patented “fan-in-wing” configuration, similar to the Lilium Jet: 14 electric ducted fans are embedded in the wing to provide lift. During cruise, movable surfaces cover the fans.

The X7’s mix of features from traditional and electric aircraft make it something of an amalgamation. It can take off vertically or conventionally from the runway, for example, and a gas-powered range extender can charge its batteries during cruise. The air taxi won’t reduce emissions as much as all-electric designs, but Horizon says it will offer greater range, speed, and payload.

“This evolution will serve as a catalyst to accelerate our growth by providing the resources to continue the development and testing of our practical, real-world-use hybrid eVTOL, the Cavorite X7,” said Robinson.

Like the X7, Overair’s Butterfly offers some unique capabilities. The eVTOL deploys two technologies the firm says have never been integrated on an eVTOL design: optimum speed tilt rotor (OSTR) and individual blade control (IBC).


OSTR, which varies propeller revolutions per minute during vertical, forward, and transition flight, acts as a power saver, reducing energy demand in hover by as much as 60 percent. IBC, which is being researched by the U.S. Navy, limits the vibration of each blade to reduce propeller load and enable safer, smoother flights.

The combination of OSTR and IBC produces efficient, quiet propulsion through nearly any weather, temperature, or altitude, Overair says. Butterfly also features four oversized rotors, large cabin, and payload of about 1,100 pounds—enough for five passengers and their luggage. The company says it is ideal for passenger, medical, cargo, and military applications.

“Butterfly will provide a safe, quiet, and efficient mobility solution for urban and regional transport across the broadest range of weather conditions and geographic environments,” said Valerie Manning, chief commercial officer at Overair. “In addition, the associated advanced air mobility ecosystem will create a multitude of jobs and fuel economic growth.”

As the lone all-electric VTOL manufacturer included in JetSetGo’s agreements, Overair will also support its new customer with infrastructure advisement, pilot training, infrastructure and software integration, operational guidance, and vertiport software integration.


Electra’s nine-seat design is also all-electric, but it won’t require VTOL infrastructure to get flying. The eSTOL design needs just 150 feet of runway for takeoff—that’s enabled through a unique technology called blown-lift, which allows the aircraft to take off at speeds as slow as a car driving through a residential neighborhood.

The eSTOL has a range of 500 nm and can carry up to 2,500 pounds of cargo. Compared to vertical takeoff alternatives, Electra claims the model offers more than twice the payload, 10 times the range, and 70 percent lower operating costs.

“Our aircraft’s unique ability to operate from soccer field-sized spaces, with the capacity to transport nine passengers up to 500 miles enables JetSetGo to identify new routes using eSTOL capability and deliver sustainable, affordable air connections to India’s communities previously underserved by flight,” said Marc Ausman, chief product officer of Electra.

Electra’s design was part of another massive hybrid-electric aircraft order from Dallas-based regional air carrier JSX. In December, the semiprivate operator signed letters of intent to acquire as many as 332 aircraft, including 32 firm orders and 50 options from Electra. JSX will also purchase Aura Aero’s Era and Heart Aerospace’s ES-30.

Several other American operators, including Surf Air Mobility and Bristow Group, have agreed to order or retrofit hybrid-electric designs as they seek to introduce new, sustainable, and potentially more cost-effective aircraft to their routes. In India, meanwhile, travel conglomerate InterGlobe in November agreed to purchase as many as 200 Midnight air taxis from Archer Aviation.

Horizon Aircraft Goes Public, Secures Order for Up to 100 Hybrid-Electric Models

The manufacturer signed a letter of intent with Indian regional air operator JetSetGo for the purchase of up to 100 aircraft, valued at up to $500 million.
January 17, 2024


Horizon Aircraft’s Cavorite X5 model, which will soon be replaced by the seven-seat Cavorite X7. [Courtesy: Horizon Aircraft]


Canadian manufacturer Horizon Aircraft is the latest advanced air mobility (AAM) firm to put down roots in Asia.

Horizon, maker of the seven-seat, hybrid-electric vertical takeoff and landing (VTOL) Cavorite X7, on Tuesday announced an agreement with Indian regional air operator JetSetGo for the purchase of up to 100 aircraft. The deal, worth up to $500 million, comes within a week of the manufacturer’s initial public offering (IPO) on the Nasdaq Stock Market.

A letter of intent between Horizon and JetSetGo calls for the latter to purchase 50 X7s at $5 million apiece, for a total of $250 million. The Indian operator has the option to acquire 50 more aircraft, which would double the value of the agreement.

Capable of taking off vertically like a helicopter or conventionally from the runway, the X7 blends features of a traditional airplane with those of eVTOL air taxis. However, Horizon claims the design offers a greater range, speed, and payload than air taxi designs from Joby Aviation, Archer Aviation, Lilium, and EHang, considered four of the leading firms in the industry.

The X7 will have a variety of use cases: medical evacuation, critical supply delivery, disaster relief, and military missions, to name a few. But JetSetGo, which offers services such as private jet charter and aircraft management, will fly it on passenger-carrying AAM routes. The deal gives Horizon access to the most populous market on the planet.

“We ultimately decided to partner with a company with a deep operational and aerospace technology background that will deliver a product that will help usher in a new era of sustainable air travel, while also providing significant value for our customers,” said Kanika Tekriwal, co-founder and CEO of JetSetGo. “This partnership will help JetSetGo profitably enter new markets by leveraging the versatility of the Cavorite platform to bring about the vision of AAM in India.”

This week’s agreement comes just a few days after Horizon went public via a merger with special purpose acquisition company (SPAC) Pono Capital Three. As of Tuesday, the firm’s common stock is trading on the Nasdaq under the symbol “HOVR.”

Brandon Robinson, founder, CEO, and board chairman of Horizon, will continue to lead the company. Management team members Jason O’Neill (chief operating officer), Brian Robinson (chief engineer), and Brian Merker (chief financial officer) will also stay on.

A SPAC IPO can be a good way for a young firm to raise money, and many eVTOL manufacturers—including Archer, Joby, and Lilium—have gone that route. But they can also be tricky, as in the case of Archer. Following its 2021 merger, Archer brought in $242 million less revenue than expected after shareholders exercised redemption rights. Joby and Lilium also saw significantly lower proceeds than anticipated.

However, Horizon is bullish on its ability to buck the trend. And a large aircraft order within a few days of going public is a positive sign.

“This evolution will serve as a catalyst to accelerate our growth by providing the resources to continue the development and testing of our practical, real-world-use hybrid eVTOL, the Cavorite X7,” said Brandon Robinson.
Not Your Normal Aircraft

Horizon announced the Cavorite X7 in September as a replacement for its Cavorite X5, which was originally expected to become its flagship aircraft. But testing revealed that the design could be expanded from five seats to seven, and customers had been clamoring for a larger aircraft with lower passenger seat mile costs.

Enter the X7. Robinson characterized the hybrid-electric design as a “normal” aircraft with eVTOL capabilities, rather than an eVTOL with features of a traditional airplane.


The configuration is expected to reduce hydrocarbon emissions by up to 30 percent compared to conventional aircraft conducting the same missions—far from the zero-emission operations promised by all-electric air taxi manufacturers.

But the mixture of electric and conventional propulsion will deliver greater size, speed, range, and capacity, Horizon claims. At the same time, the company says it will reduce direct operating costs by up to 30 percent versus a helicopter conducting the same regional flight.

While the X7 is expected to fly missions spanning 43 to 434 nm, its maximum range of 500 sm (434 nm) exceeds the air taxi routes planned by Joby and Delta and Archer and United, for example. Its 250 mph (217 knots) top speed and 1,500-pound useful load—which rises to 1,800 pounds in conventional takeoff configuration—are also greater than Joby, Archer, Lilium, and EHang. Among those firms, only Lilium is building a seven-seater.

Lilium is also one of the few eVTOL firms that opted to produce lift using electric ducted fans embedded in the aircraft’s wings. Horizon too went with the fan-in-wing configuration, which the company says it has patented. Fourteen redundant electric ducted fans will be installed, but the X7 has successfully hovered with 30 percent of them disabled during testing. Movable surfaces cover the fans during cruise to boost lift across the wings and canards.


The X5 placed fans in both the wings and forward canards, with a pusher prop at the rear of the fuselage aiding in forward flight. It’s unclear whether the X7 will maintain that configuration.

Horizon’s design may eventually go full-electric, but it currently runs on a mixture of electric and gas. The hybrid power system can recharge the X7’s battery packs within 30 minutes between missions.

But using a range extender motor, it can also charge the batteries in the air when the aircraft flies like a conventional airplane: on fixed wings, in a low-drag configuration. The company claims the X7 can spend a whopping 98 percent of its mission flying this way—its patented HOVR wing system makes the transition after takeoff.

In addition, the X7 is designed for both VFR and IFR operations, capable of flying in inclement weather. Flight into known icing conditions, for example, is a certification goal, the company says. Certification will most likely happen in Canada: Horizon received development and type certification support for the X5 from Cert Center Canada (3C), an independent flight test and certification design approval organization approved by Transport Canada.


Horizon so far has yet to announce a manufacturing and entry into service projected timeline for the X7. Archer, Joby, and a few others are targeting commercial launches in 2025, while others, such as Boeing’s Wisk Aero or Overair, are looking further out.

Archer in November also laid plans for operations in India with a tentative order for up to 200 air taxis. In addition, Archer, Joby, Lilium, EHang, and others have signed agreements with firms in the Middle East, a nearby market with similar demand potential.




Air Taxi Firms Joby, Archer, Beta Announce Plans to Electrify Airports

The manufacturers will install electric aircraft chargers from coast to coast as they quarrel over whose charging system—Joby’s or Beta’s—should be the industry standard.
January 17, 2024

A digital illustration depicts Atlantic Aviation’s Los Angeles FBO modified for eVTOL air taxi operations. [Courtesy: Archer Aviation]

A trio of electric vertical takeoff and landing (eVTOL) air taxi manufacturers signed separate deals to electrify airport infrastructure—all with the same partner.

On Wednesday, Joby Aviation and Archer Aviation joined Beta Technologies in collaborating with Atlantic Aviation, an FBO network and aviation services provider, to add electric charging stations to Atlantic locations across the U.S. The new infrastructure will open up the airfields to Joby’s S4, Archer’s Midnight, Beta’s Alia, and other electric air taxi designs.

Atlantic’s goal is to build technology-agnostic aviation infrastructure—in other words, it plans to work with a variety of firms to electrify its terminals. Joby said its agreement will initially focus on FBOs in New York and Los Angeles. Archer is also eyeing those two markets, in addition to San Francisco and Miami.

Beta, which announced its partnership last week, is targeting the East and Gulf coasts. The firm has already installed a system at New York’s Elmira Regional Airport (KELM) and agreed to add infrastructure to Birmingham International Airport (KBHM) in Alabama, Jackson-Medgar Wiley Evers International Airport (KJAN) in Mississippi, and Westfield-Barnes Regional Airport (KBAF) in Massachusetts.

All three manufacturers have hinted that more sites are on the horizon. In addition, each will work with Atlantic to study how its air taxi design can operate safely alongside traditional aircraft.

Joby and Beta did not provide timelines for their initial projects, but Archer said its early systems will come online in 2025.

“These initial eVTOL vertiport locations will provide a launching pad for future expansion across Atlantic’s portfolio and ensure that our Midnight aircraft has safe, centrally located landing facilities for our future passengers,” said Nikhil Goel, chief commercial officer of Archer.

In addition, a memorandum of understanding between Archer and Atlantic calls for the two to enter a strategic partnership down the line, based on Archer’s commitments for landing and infrastructure investments.

Beta, meanwhile, expects its collaboration to produce a “template” for FBO-OEM relationships. The blueprint would speed the execution of host site agreements (HSAs), which permit manufacturers such as Beta to install electric infrastructure at sites they do not own. Doing so would help the industry prepare for the first passenger-carrying air taxi flights in the U.S., which are expected to begin in 2025.

Clash of the Chargers

While Joby, Archer, and Beta are all working with Atlantic, they will be delivering slightly different systems. In fact, Joby has publicly clashed with Archer and Beta over the firms’ conflicting charging frameworks, both of which attempt to set the industry standard.

Interestingly, Archer will actually be installing Beta’s charging systems at Atlantic sites. The firms partnered in November to expand the latter’s infrastructure under the combined charging system (CCS) standard, which was originally developed for electric ground vehicles to make chargers accessible to any automobile. As part of the deal, Archer purchased several Beta systems and expanded the latter’s network to the West Coast.

The CCS has been proposed as a standard for electric aircraft and was recently endorsed by the General Aviation Manufacturers Association (GAMA), which enjoys significant sway in the aviation industry. Beta and Archer contributed to the endorsement, which also garnered support from Boeing’s Wisk Aero, Lilium, Volocopter, Overair, and other air taxi manufacturers.

Beta describes its solution as an “interoperable rapid charging system” for all kinds of electric aircraft and ground vehicles alike. According to Beta and Archer, “several top OEMs” in the aviation industry are designing for the CCS-aligned systems.

As of Monday, Beta chargers are online at 17 locations nationwide, with a further 55 sites in the permitting or construction process. The network includes the first electric aircraft charger at a U.S. Department of Defense site, which was delivered in September to Eglin Air Force Base’s Duke Field (KEGI) in Florida. Earlier in the year, Beta flew its electric conventional take off and landing (eCTOL) aircraft to the base, testing chargers in its network along the way.

“Over the past several years, Beta has been focused on deploying a reliable, well-distributed network of fast chargers to enable the entire advanced air mobility industry, and we are aligned with the team at Atlantic on our mission,” said Nate Ward, head of charge network development at Beta.

Joby’s Alternative


One of the few large manufacturers to snub GAMA’s endorsement of the CCS was Joby, which has come up with its own standard—the global electric aviation charging system (GEACS).

Like CCS, GEACS—which was unveiled the same day Beta and Archer announced their partnership—calls for chargers to be widely accessible. Joby also agrees with its rivals that air taxi manufacturers, not industry outsiders, should be the ones to build the charging systems. But while the proposals have similar aims, there are a few key differences.

Unlike Beta’s system, Joby’s includes a coolant mechanism that keeps batteries at an optimal temperature during charging. Beta opted instead to separate the two systems. Joby’s charger also includes several DC channels, which can be used to juice up multiple isolated battery packs simultaneously. Conversely, Beta’s system requires only one channel—its and Archer’s air taxis concentrate the battery packs in a single location, while Joby’s spreads them across the airframe.

Joby also intends to use an Ethernet connection to download data—such as battery charge level and temperature—while the aircraft charges. That means operations won’t be bogged down by ground personnel. Beta and Archer have not mentioned such a system.

“Through more than 30,000 miles of all-electric vertical flight with full-scale prototype aircraft, our team has fine-tuned a ground support system that allows for the simultaneous recharging of multiple battery packs, external coolant exchange, and secure data offload after flight—making it suitable for all electric aircraft,” said JoeBen Bevirt, CEO of Joby.

According to the manufacturer, GEACS is already in place at its flight test center in Marina, California, and Edwards Air Force Base (KEDW) outside Los Angeles. In addition, at least one other FBO is interested in the system. Joby last week partnered with Clay Lacy Aviation to install chargers at its John Wayne Airport (KSNA) terminal in Santa Ana, California. Clay Lacy Aviation replaced Atlantic as a service provider at John Wayne in 2020.

It’s still unclear which standard—CCS or GEACS—will win out in electric aviation. But for the industry to be accessible, chances are only one will be adopted.

A parallel conflict is unfolding in the electric ground vehicle industry, which may or may not be a harbinger for electric aircraft. In that space, the CCS is steadily losing ground to the North American charging standard (NACS) developed by industry leader Tesla, as Ford, General Motors, Toyota, and other automakers switch over. The NACS is equivalent to GEACS—an alternative standard proposed by a firm unsatisfied with the industry’s recommendation. The comparison isn’t perfect, however, since Joby has yet to reach the scale of Tesla.

If it can, Joby has a real chance at setting the industry standard, despite its rivals’ support of the CCS. But as each manufacturer looks to increase industrywide reliance on its tech, Beta and Archer will likely fight fiercely to be the top dog.




Jack Daleo is a staff writer covering advanced air mobility, including everything from drones to unmanned aircraft systems to space travel—and a whole lot more. He spent close to two years reporting on drone delivery for FreightWaves, covering the biggest news and developments in the space and connecting with industry executives and experts. Jack is also a basketball aficionado, a frequent traveler and a lover of all things logistics.


In Depth with JoeBen Bevirt Illuminates the Joby Vision

In the quest to free vertical flight, the engineer makes good on a childhood dream.
January 16, 2024


JoeBen Bevirt spoke with FLYING at the Paris Air Show 2023. [Credit: Stephen Yeates]


In the folds of the Santa Cruz Mountains in California, a boy grew up dreaming of a different kind of flight—one that wouldn’t be constrained by the traditional means of lifting off and landing in challenging places, just like the remote enclave his parents called home in the 1970s and ’80s. Yes, helicopters would, in theory, take him where he wanted to go, but the noise produced by a typical combustion engine and rotor blades shattered the quiet he wished to preserve.

This dream provoked a vision for JoeBen Bevirt—one he has singularly pursued ever since.

After finding his natural engineering mind on a track at the University of California-Davis, and a graduate degree in mechanical engineering at Stanford University, Bevirt founded a series of successful companies in the tech sector. He started Velocity11 in 1999, developing robotic systems for laboratory work. The first iterations of “Joby”—Joby Inc., which produced the Gorillapod, and Joby Energy, focused on aerial wind turbines—came into being prior to the main event, Joby Aviation, which he founded in 2009.

Joby Aviation launched to coalesce Bevirt’s vision of an all-electric vertical takeoff and landing (VTOL) aircraft and the transportation system to support and deploy it. Now, as the company surpasses 1,400 employees and celebrates the reveal of its conforming production prototype, the vision sits on the cusp of being fully realized. FLYING talked with Bevirt to illuminate the source of that vision and where it will take Joby next.Bevirt showed an early predisposition to engineering. [Courtesy of JoeBen Bevirt]

FLYING Magazine (FM): So what was it that set off that spark for you when you were that young boy?

JoeBen Bevirt: (JB): I was born and raised far from civilization in a place called Last Chance. Our house was at the edge of a beautiful meadow with fruit trees and a garden nestled among the redwoods overlooking the Pacific Ocean. In the morning I would get a ride to school with one of my parents on their way to work. In the af- ternoon I would either go to a friend’s house and wait or I would take the city bus to the transit station and then take another bus up the coast. I would get off at the bot- tom of Swanton Road and then walk a mile up to Last Chance and then the 4 miles back from Last Chance to my home. It gave me a lot of time to dream about bet- ter ways [of] getting from [point] A to B. I loved where I lived, and I loved my school, but I wanted to be able to expediently get between them.


I imagined an aircraft could take off and land in the meadow. But it was also pretty quiet, and peaceful, and the idea of a really loud aircraft didn’t appeal to me. For me, it was a question of “how do I build an aircraft that is suitable for this serene, beautiful place but that I can take off and land vertically?”

FM: How did you first try to solve that problem?

JB: I inherited my uncle’s collection of model airplane parts including a whole bunch of little model engines—and they were horrifically loud. So, I thought, this is not the answer. They were really fun but really loud. [laughs] Then I started playing with remote-control car motors, and at this point in time, they were these little brushed motors and NiCad batteries, and I mounted props to them, and built many crazy contraptions. This was one of my first experiences with iterative engineering even before I knew what engineering was.

FM: You began working with electric motors, but it took time for them to reach a usable capacity, right?

JB: In 1993 when I was in college, my proficiency with engineering had improved, and I had the opportunity to work for a company doing pioneering work on vertical take off and landing aircraft. Unfortunately, they were horrifically loud. I became convinced that electric propulsion was the critical unlock to make VTOL aircraft part of daily life. NiCad batteries had gotten to 40 or 50 watt hours per kilogram, and there were rumors that the lithium-ion battery was going to move from the lab into production and that Sony was getting close with a cell specific energy of 70 watt hours per kilogram. But even 70 watt hours per kilogram didn’t feel sufficient for a useful endurance.

There were researchers at the DOE [Department of Energy] projecting that lithium ion had the potential to get us to 200 watt hours a kilogram in 20 years. Batteries had been improving by 6 percent a year since the late 1800s, and I figured that it was going to stay on that ramp. But I was 19 years old, and I was thinking, 6 percent a year—it’s going to take 20 years to get to a useful specific energy— that felt like an eternity, and so I put my dream of electric


flight on hold. At Stanford in 1998, I met a guy named JB Straubel who was fixated on building an electric car, and over the years I had the opportunity to experience a few exhilarating test drives in his prototypes. This gave me a front-row seat to the progress being made on batteries. By 2008 I had sourced batteries with a specific energy of 170 watt hours per kilogram and a specific power of more than 1 kilowatt per kilogram, which I believed was sufficient to build a vertical takeoff and landing aircraft with 100 miles of range. After a bit of design work and analysis, I founded Joby to bring electric vertical takeoff and landing aircraft to life. Today we are certifying our aircraft with cells that are more than 280 watt hours per kilogram. And we’ve moved from the idea of making something for an enthusiast to something that could be a new mode of transportation.

FM: So, with that early introduction into electrical and mechanical engineering, it was pretty clear that was your passion. Were there any other directions you thought about going?

JB: No. I loved building things and creating things. But there were no engineers in my family. I remember in seventh grade, my math teacher said, “You’re gonna be an engineer,” and I said, “I don’t wanna drive trains!” and he’s like “No, no, no, no, no…my son’s studying to be an engineer, and I think that you’re going to be an engineer.” And he explained what an engineer was, and I’m like, “That’s it!” So I had my calling since I was really little, but I first had somebody put a name to it in seventh grade. From that point, I was on cruise control, so focused. In high school, I was also really into cycling, so I designed and built one of the world’s first full-suspension mountain bikes, and it was really fun to watch the cycling industry emerge. It was funny back then because all my friends would make fun of me for putting a suspension on a bike, and I said, “But it’s so much better!” And they thought I was weak, like your legs are supposed to be the shock ab- sorbers. But it’s fun to have watched that industry evolve.Early engineering projects included work on high-end cycling equipment. [Courtesy of JoeBen Bevirt]

FM: So, in graduate school, were there mentors or fellow students that you worked with on the vision?

JB: Right at the beginning of my sophomore year, I went to the dean of the engineering school and said, “You’re teaching computer-aided design wrong. And you’re do- ing a massive disservice to the students, and we have to fix it.” And he said, “‘OK, that’s amusing.” And so he picks up the phone, “Paul, I’ve got somebody for you. Can I send him over?” Click. I ride over to the research park, and I knock on the door, and it says Moller International. There was something that went off in my head, but it didn’t really click. And I walked inside, and there was a picture of this vertical takeoff and landing aircraft, and I’m like— wow! And so it was serendipity.


So I went and interned for Paul [Moller] for a quarter, and then I convinced him that I should create an internship program. I had four interns for the next quarter. And then I convinced him that we should expand and have like 12 interns, and this was with a team of like 40 engineers at the time—awesome engineers—and all of a sudden there were 12 interns and the engineers were looking at themselves wondering, “What just happened?” It was my first experience of leading a larger team. Moller had built a whole bunch of breakthrough vertical takeoff and landing aircraft through the ’70s and ’80s. It was cool for me to be able to see the integration of composites and mechanical engineering and electrical engineering and software engineering—and what was needed to…make vertical takeoff and landing aircraft possible.

FM: You’ve built a company centered around a vertically integrated enterprise. You’re not just making the part— you’re figuring out is this the right composition of this base material. Why is having that depth of control over the process critical to the transformative thing that you’re trying to do?

JB: I think to engineer and build the most performant things—whether that’s at the aircraft level or whether that’s at the system level or the component level, or the individual part—you really need to understand all the nuance[s]. And whether that’s in the material properties or that’s in the way that the pieces integrate together, [or] whether [it’s] the way that the systems communicate with one another. I think that one of the pieces that I’m so excited about and passionate about is the technology that runs both the electronics and the software that run each of the components and the controls, whether it’s the flight computers or the actuators or the air data systems or the navigation systems. All of these different systems across the aircraft share a common hardware and software stack. It gives us the ability to innovate and to move aviation to the next level from a technological standpoint. The rate at which we’re able to collect data from each of those devices, the richness of the data, the temperatures and the currents and the voltages and the acceleration levels…we know so much about everything that’s going on across the aircraft…which is valuable from a product maintenance standpoint…and [provides] the ability to really understand the aircraft at a substantially more sophisticated level than we’ve ever been able to do before.

It also enables us to build a fly-by-wire control system [that] we hope will substantially improve safety by reducing pilot workload and allowing the pilot to focus on things that pilots are really good at doing. Our aircraft—you could just design it in a way that had more pilot workload than traditional aircraft. But we’ve decided to make it substantially easier and safer to fly.Joby Aviation had been flying a full-scale prototype (above) for a couple of years before unveiling its conforming production prototype in June. [Credit: Stephen Yeates]

FM: You’ve built a transparent culture. Is this something that you’ve driven into your organization purposefully?

JB: I think because we grew the organization organically, with that as the ethos from the beginning, I think that helps you see it [and know it’s something] that you always have to continue to nurture and focus on and foster, but it is something we cherish.


FM: Were there any challenges with getting the FAA to ac- cept and get through the first set of papers, putting it all into motion?

JB: We started working informally with the FAA back in 2015. We had conversations well back before that, but by that point in time, there was momentum building. We started the Electric Propulsion & Innovation Committee [EPIC] at GAMA. We then began a formal certification in 2018. We’d been flying our full-scale prototype for a [little more than a] year at that point, and the level of engagement and forward lean from the FAA was increasing steadily. We’ve continued to foster a really constructive relationship with everyone that we work with at the FAA. The degree with which the FAA has leaned into this industry is really fantastic. I mean, they see it as you see it, that it has the potential to transform flight both in the degree of relevancy that it has to large por- tions of the population on a daily basis but also to make it safer. And… more accessible, sustainable. So there’s a lot of value in each of these different dimensions.

FM: Can you pick a specific challenge so far that you’ve solved that has curved things up?

JB: I think that the one right now that I’m super excited about is getting this first aircraft off our pilot manufacturing line. And that it is just so exciting to have used all of our quality processes and have built all the procedures to not just build the experimental aircraft but to have the pieces in place to begin building conforming aircraft. So it’s a monumental achievement from the team. It took a spectacular amount of work, and I’m just so proud.
Bevirt grew up in the Santa Cruz Mountains in California, which inspired his desire for short-distance, low-impact vertical transport. [Courtesy of JoeBen Bevirt]
Quick 6

Is there anyone living or dead that you would most like to fly with?

Kelly Johnson

If you could fly any aircraft that you haven’t flown yet, what would that be?

The F-22

What is your favorite airport that you’ve flown into?

Orcas Island Airport (KORS) in Washington

What do you believe has been the biggest innovation breakthrough or event in aviation?

Frank Whittle’s invention of the turbine

What is one important life lesson from being a pilot and inventor?

Dare to look over the horizon.

When not working towards the first TCed eVTOL aircraft, what would you rather be doing?

Catching up on the latest from our advanced research team

This profile first appeared in the August 2023/Issue 940 of FLYING’s print edition.


Julie Boatman
Based in Maryland, Julie is an editor, aviation educator, and author. She holds an airline transport pilot certificate with Douglas DC-3 and CE510 (Citation Mustang) type ratings. She's a CFI/CFII since 1993, specializing in advanced aircraft and flight instructor development. Follow Julie on Twitter @julieinthesky.

Bushliner Teams Up with JAARS to Create Safer Seats

The companies announce they are enhancing crashworthiness and versatility for new and legacy aircraft.
January 17, 2024

JAARS S-Seats for Bushliner Aircraft are being touted as revolutionary for safety standards and versatility. [Courtesy: Bushliner Aircraft]

Bushliner Aircraft has announced what it is calling a groundbreaking collaboration with Jungle Aviation and Relay Service (JAARS Inc.), securing design rights for upgraded seats for the Bushliner 1850. The companies say this joint effort promises enhanced safety, crashworthiness, and versatility.

These cutting-edge seats, renowned for their advanced S-frame inertia-absorbing technology, are being touted as redefining the standards for the Bushliner 1850 aircraft. The companies maintain the seats are engineered to enhance crashworthiness and adaptability. One of the standout features is their ability to withstand forces of up to 30 Gs—a critical development stemming from an accident that left one pilot paralyzed.

The modular and easily removable design of the seats adds another layer of versatility, according to the companies. Operators can rearrange cabin configurations, with unused seats folded and stored in cargo compartments. Notably lighter than the original seats, the JAARS S-Seats also contribute to improved fuel efficiency and overall performance.

The proven S-frame design, engineered to absorb energy during accidents, outperforms original seats lacking essential crush zones, the companies said. The seats also feature track compatibility with Brownline-style cargo and seat tracks, offering superior strength compared to T-rails.

Since safety is paramount, all seats are equipped with a four-point shoulder harness/seat belt assembly. Crew seats offer height, back angle, and fore and aft adjustability, ensuring comfort and safety for all occupants. The modifications allow for easy transition between all-cargo and all-passenger configurations.

“The agreement with JAARS Inc. also grants Bushliner Aircraft exclusive distribution rights for North America, providing manufacturers and operators across the continent with access to these innovative, crashworthy seats for multiple types of STC’d certified aircraft and experimentals,” Bushliner said in a news release.

Bushliner said the seats are available for a variety of retrofit installations, including the Cessna 206 and 185.



Amy Wilder is managing editor for Plane & Pilot magazine. She fell in love with airplanes at age 8 when her brother-in-law took her up in a Cessna 172. Pretty soon, Amy's bedroom walls were covered with images of vintage airplanes and she was convinced she'd be a bush pilot in Alaska one day. She became a journalist instead, which is also somewhat impractical—but with fewer bears. Now she's working on her private pilot certificate and ready to be a lifelong student of the art of flying.
Additional Passengers Sue Alaska Airlines, Boeing

Fallout continues from Flight 1282 decompression.

By Meg GodlewskiJanuary 17, 2024

The Boeing 737 Max 9 makes up 20 percent of Alaska Airlines’ fleet. 
[Courtesy: Alaska Airlines]

Four more passengers aboard Alaska Airlines Flight 1282 are suing the air carrier along with Boeing for allegedly endangering them by allowing the Boeing 737 Max 9 to fly on January 5. According to the lawsuit filed Tuesday in Superior Court in Seattle, the airline was aware of problems with the aircraft’s pressurization system.

There were 177 on board when the aircraft lost a door plug while climbing through 16,000 feet and experienced explosive decompression, resulting in a door-sized hole on the left side of the fuselage. The accident happened 13 minutes after takeoff from Portland International Airport (KPDX) in Oregon. The aircraft was bound for Ontario, California.

The four passengers are represented by Mark Lindquist, a Seattle-area personal injury attorney who also represented the families of dozens of victims after the 2018 and 2019 fatal crashes involving the Boeing 737 Max 8.

The airliner that became Flight 1282 was delivered to Alaska Airlines in October 2023. Prior to the Flight 1282 blowout, three different flight crews noticed issues with the aircraft pressurization system and wrote it up after receiving warning lights. The system has a triple redundancy. The first and second systems are activated by computer. The third system requires manual activation. The FAA allows the aircraft to fly with warnings from the system because of the triple redundancy.

READ MORE: Passengers Sue Boeing

In response to the maintenance write-ups, Alaska Airlines pulled the aircraft from overwater operations but allowed it to fly over land.

According to Lindquist, Alaska Airlines is also named as a defendant.

“Alaska Airlines management decided the subject plane was not safe to fly over the ocean but was somehow safe enough to fly over land,” Lindquist said. “[This] risky decision [endangered passengers]. There’s no reasonable way for an airline executive to explain to the jury how they thought the plane was not safe to fly over the ocean but was safe to fly over land.”

At the time of the blowout, the airplane was still climbing, and all the passengers were still wearing their seat belts. The flight back to KPDX was terrifying, Lindquist alleged, as the “passengers did not know if the plane could continue to fly while depressurized with a gaping hole in the fuselage.”

The seats directly next to the door plug were unoccupied, although a 15-year-old boy sitting close to it had his shirt torn from his body by the force of the decompression, and loose objects in the cabin, such as cellphones and stuffed animals, were sucked out into the night sky.

The airplane returned safely to Portland, where some passengers were treated for non-life-threatening injuries. Alaska Airlines swiftly grounded its fleet of 737 Max 9s, and within hours the FAA made the grounding a countrywide event.

READ MORE: Alaska Airlines Grounds 737 Max Fleet Following Explosive Decompression

“It took the FAA three months and a second crash to ground the Max 8,” Lindquist said, “so it’s good to see this quick action. Lessons were learned by the FAA, if not Boeing.”

According to information Lindquist sent to FLYING, the passengers aboard Flight 1282 described hearing “a loud bang and blare as a door plug blew out of the fuselage and the plane rapidly depressurized. This shocking blowout caused intense fear, distress, anxiety, trauma, physical pain, and other injuries to plaintiffs and fellow passengers.”

Lindquist added that Boeing “has long been on notice of quality control issues” and faced allegations the company “puts profits ahead of safety.”

The lawsuit alleges that “Boeing delivered a plane with a faulty door plug that blew out of the fuselage at 16,000 feet and air masks that apparently did not function properly. Plaintiffs feared the gaping hole in the fuselage, rapid depressurization, and general havoc was a prelude to the plane’s destruction and their own likely death.”

According to Lindquist, “Some passengers were sending what they thought would be their final text messages in this world.”

One plaintiff wrote, “Mom our plane depressed. We’re in masks. I love you.”

The lawsuit charges three counts: one count of negligence against Boeing, one count of strict product liability against Boeing under Washington state’s Product Liability Act of 1981, and one count of negligence against Alaska Airlines.

A few days after the Max 9 incident, Boeing CEO Dave Calhoun referred to the blowout as a “quality escape,” which Lindquist cited in the lawsuit. Calhoun explained “quality escape” was “anything that could potentially lead to an accident.” The lawsuit alleges the CEO thus admitted “a mistake” by Boeing.

In the Max 8 disasters, Boeing initially denied responsibility. “It’s encouraging to see the CEO step up this time and recognize the importance of accountability,” Lindquist said.

The Investigation

The door plug was recovered in the backyard of a Portland high school teacher. The door has been shipped to the NTSB lab in Washington, D.C., for study. Investigators want to know if the four bolts designed to hold the door in place failed, or if they were mistakenly left out of the aircraft at assembly.

“Though it’s too soon to know for sure what exactly went wrong, we do know Boeing is ultimately responsible for the safety of their planes, and Alaska Airlines is ultimately responsible for the safety of their passengers,” Lindquist said.

After the aircraft returned to Portland, passengers were offered other flights to get to their destination of Ontario, California. In addition, the airline sent an email to each passenger offering them $1,500 each. According to Lindquist, many passengers were offended by both the amount and lack of a personal touch.

“While all the passengers have some things in common, their injuries are different based on where they were seated, their individual reactions, and how they are faring,” Lindquist said. “Each passenger is an individual with individual interests.”

FLYING reached out to both Alaska Airlines and Boeing for comment. Boeing replied that it had nothing to add, and Alaska Airlines stated that it does not comment on pending litigation.

On Wednesday morning, Alaska Airlines CEO Ben Minicucci sent an explanatory email to its customers to update them on the situation.

Minicucci apologized to the passengers of Flight 1282 and also to customers whose travel plans have been upset by the grounding of the Max 9. The model makes up 20 percent of Alaska Airlines’ fleet.

“Since Alaska Airlines and the FAA have grounded these aircraft, that means we are canceling between 110 to 150 flights every day,” said Minicucci, adding that because of the cancellations he has asked the reservations team to notify customers as soon as possible.

“Our reservations team is working around the clock to accommodate people on other flights. To all who’ve been impacted by these interruptions, I am sorry. When you make plans, you put your trust in us, and we haven’t been able to deliver over the past week.”
About the Inspections

According to Minicucci, the inspections of the aircraft began on Saturday, January 13, and are a joint effort by the airline, FAA, and Boeing. The information gathered will be compiled by Boeing and the FAA to determine the appropriate next steps in order to return the Max 9 fleet safely back to service.

“At this time we do not yet know how long this process will take, but we will keep you updated as much as we can,” Minicucci said. “Aviation safety is based on having multiple levels of quality control and safety assurance, much like system redundancies that are built into an aircraft for operational safety together.”READ MORE: Boeing Bolstering Its Quality Inspections

In addition, Alaska Airlines is having its quality and audit team begin a thorough review of production, quality, and control systems, including vendor oversight.

“They will partner with our maintenance team on the design of enhanced processes for our own quality control over aircraft and Boeing,” Minicucci said. “And starting this week, we will have our own quality oversight of Alaska aircraft on the Boeing production line, adding more experienced professionals to the teams that validate work and quality on the production line for the 737.”
Canada Awards $2.28B Contract for CH-146 Griffon Sustainment

Under the deal, Bell Textron Canada will provide services to extend the life of the Royal Canadian Air Force's fleet of helicopters.
January 17, 2024


 CH-146 Griffon [Courtesy: Government of Canada]


The government of Canada has awarded Bell Textron Canada Ltd. (BTCL) a $2.28 billion contract to sustain the Royal Canadian Air Force (RCAF) fleet of CH-146 Griffon helicopters, it said Wednesday.

Under the contract, BTCL is to provide services including component repair and overhaul, procurement of spares, and heavy maintenance services on the utility tactical-transport helicopter. The award is expected to extend the life of the aircraft until at least the mid-2030s.

“The CH-146 Griffon provides crucial tactical aviation, special operations aviation, and search and rescue capabilities to the Royal Canadian Air Force, at home and abroad. This in-service support contract will be key in keeping this fleet going for the next 15 years,” Bill Blair, Canada’s national defense minister, said in a statement.

READ MORE: Canadian Air Force Makes $2.49B MQ-9B Combat Drone Buy

According to RCAF, its fleet of 82 CH-146 helicopters supports troop and materiel transport, search and rescue operations, as well as surveillance and reconnaissance. As of this year, the CH-146 operates out of 11 locations across the country, the government said.


“This in-service support contract with Bell Textron Canada Ltd. will help sustain the Canadian Armed Forces’ fleet of CH-146 Griffon helicopters, while also maintaining good jobs here in Canada,” Jean-Yves Duclos, minister of public services and procurement, said.

READ MORE Chinese Fighters Accused of Intercepting Canadian Surveillance Aircraft

The contract is set to begin in April. The support work is expected to create or maintain 1,130 jobs and will primarily be completed in provinces of British Columbia, Alberta, Quebec, Ontario, New Brunswick, and Newfoundland and Labrador.
Google’s Wing Introduces New Delivery Drone with Double the Payload

The new design doesn’t yet have a name, but it’s built to carry orders the company requires two drones to deliver.
January 17, 2024

An early look at Wing’s latest drone, which boasts double the payload of its aircraft in service. [Courtesy: Wing]

Wing—the drone delivery arm of Google parent Alphabet so far responsible for more than 350,000 deliveries across three continents—is ready to think bigger.

The company on Wednesday unveiled a new larger drone, which it said will be added to its fleet to “simplify and streamline” bigger orders. Wing will work with partners and regulatory stakeholders to introduce the unnamed model—which boasts double the payload of its predecessor—to service areas worldwide in the next 12 months.

The news follows Wing’s recent Dallas-Fort Worth expansion with Walmart, which the retailer claims to be the largest drone delivery expansion of any U.S. company. Wing began flying in DFW in 2022, partnering with Walmart in August to add service out of two regional Supercenters. Combined, the stores serve 60,000 homes.

The company also picked up new permissions from the FAA in December, allowing it to fly drones beyond the visual line of sight (BVLOS) of the operator, without human observers on the ground. Only a handful of drone delivery providers have that approval, which can improve range and reduce costs by cutting down on human capital.


According to internal company data, 70 percent of Wing’s U.S. orders are delivered by a single aircraft. That means the remaining 30 percent, however, require two or more drones. The company’s revamped design is intended to address that issue.

“Think of it like how airlines operate different aircraft for different routes: This new aircraft will streamline our deliveries of larger orders,” said Adam Woodworth, CEO of Wing. “For example, you could order last-minute ingredients for dinner—pasta, marinara sauce, parmesan cheese, canned olives, and garlic.”

Wing’s larger design was borne out of its Aircraft Library approach, wherein engineers develop a variety of aircraft configurations that build on the core components of its flight-proven aircraft. This allows the firm to quickly adapt its design to meet needs identified in the market—such as a bigger drone.

The latest design shares much of its hardware and architecture with the drones comprising Wing’s fleet. These can carry up to 2.5 pounds on 12 sm (10 nm) flights, cruising at 65 mph (56 knots). The new drone maintains that range and speed but doubles the payload to 5 pounds, using the same standardized cardboard delivery box. It also keeps a hybrid aircraft configuration, which combines vertical takeoff and landing (VTOL) and precision hovering capability with fixed wings for cruise flight.


The updated model is also designed to work with the infrastructure and automation supporting the company’s current fleet, which comprise the Wing Delivery Network. Announced last year, the system aims to streamline deliveries by intelligently calculating routes, allocating drones based on demand, and flying fluidly between Wing hubs.

It also introduces new technologies to simplify operations on the customer side, such as the Autoloader. In lieu of loading the aircraft themselves, store associates can simply leave packages to be picked up. Essentially, it’s curbside delivery for drones.

Crucially, Wing’s new drone won’t replace other aircraft within its fleet. Part of the Wing Delivery Network philosophy is using multiple aircraft for different mission profiles.

“It’s always been our vision to implement a multimodal drone delivery model, in the same way that ground delivery uses different vehicle sizes for different orders,” said Woodworth. “We’re committed to making that vision a reality so more shoppers can experience the convenience of drone delivery. With the new aircraft carrying more food, medicine, and household essentials, customers in urban and suburban areas will be able to bundle their orders better—and receive them in one quick trip.”


The introduction of a larger aircraft could add to Wing’s momentum. Outside of Zipline, which focuses primarily on medical deliveries (and is also partnered with Walmart), it boasts more deliveries than any other firm. By cutting back on the number of inefficient two-drone deliveries, that figure could rise even faster.

And while the new model has the same range as Wing’s other aircraft, the company’s entire fleet may soon fly farther. Before receiving FAA approval to remove visual observers, the firm was limited to 6 sm (5 nm) trips, which needed to be monitored continuously by human eyes. Now, computers can do the tracking, which should enable longer routes.



Jack Daleo is a staff writer covering advanced air mobility, including everything from drones to unmanned aircraft systems to space travel—and a whole lot more. He spent close to two years reporting on drone delivery for FreightWaves, covering the biggest news and developments in the space and connecting with industry executives and experts. Jack is also a basketball aficionado, a frequent traveler and a lover of all things logistics.
U.S. Senate Has Until Early March to Finalize FAA Reauthorization Bill

The legislation offers a chance to improve flight training by increasing loggable simulator hours.
January 18, 2024


Now is the ideal time to modernize and update flight training in America.
 [Courtesy: Scott Firsing]

With the holidays over, the new countdown for Congress to finalize the FAA bill is on. The twice extended, nearly 800-page draft FAA reauthorization bill is due March 8.

The FAA bill initially passed the House in July, but the agency’s existing authorization has since been extended twice because of debates in the Senate ranging from aviation to global politics. December was a particularly chaotic time with senators using their valuable pre-holiday time to talk about border security and aid to Ukraine and Israel. They hoped to debate the list of FAA-related items over the past two weeks. However, the Boeing 737 Max 9 midair door plug incident and concerns over the FAA’s diversity and inclusion hiring plans have dominated the media and absorbed attention. Discussions around the FAA bill are now expected to take place in February.

The overall aim of the bill is to help improve aviation technologies and the workforce by improving FAA efficiency and operations, growing the aviation workforce, upholding America’s gold standard in safety, and encouraging aviation innovation. More specifically, there has been debate around several key issues, including raising the mandatory pilot retirement age from 65 to 67 and increasing the simulator hours a pilot can log as part of the 1,500 hours needed to become an airline transport pilot. In November, Senator John Thune (R-S.D) put forth a compromise proposal to increase loggable simulator hours from 100 to 150.

As part of the National Flight Training Alliance (NFTA), made up of American leaders in the pilot training space, I believe that good will come from raising the simulator hours.


The simulators of 2024 are not a 1990s DOS-run PC flight simulators with a joystick. The latest advanced simulators often contain an exact replica of a specific aircraft with the same avionics and controls you will find in a real airplane. This enables pilots to practice a whole range of skills, from teamwork and communication to aircraft systems and actual stick and rudder flying, if needed. Moreover, advancements in recent simulator technology, particularly in computer software and graphics, have pushed the immersion and data collection to a whole new level. The advanced data-driven training systems enable pilots and instructors to receive real-time insights and standardized evaluations for continuous pilot training improvement. This is important because efficient and economical performance evaluation is critical to the aviation industry.

These simulations promote the use of critical and evaluative thinking. Events in newer high-fidelity simulators enable students to enthusiastically contemplate the implications of a given scenario. This is vital, especially in recreating and practicing emergency procedures and scenarios, which you don’t want to do in the aircraft. Furthermore, scientific studies, including high-level, peer-reviewed journal articles on human factors, have shown that adding in unpredictability and variability into simulator training sessions improves pilot responses. It requires the pilot to apply the practiced skills and reinforces learning.

Another often overlooked benefit of simulators is teaching in one. The Roman philosopher Seneca said, “When we teach, we learn.” Scientific studies have proven this is true—teaching a topic to your student helps the teacher learn. It’s known as the “protégé effect.” NFTA board members, who include FAA Part 141/161 flight school owners and their CFIs, can attest to this. Many of us view the flight time while teaching, especially in a simulator, as superior compared to other more uneventful and repetitious methods allowed for logging flight experience.

One can write a full-length book on this “flight training” topic, and if you did, it would be imperative to include the expertise and experience of the individuals involved in the day-to-day flight school world. This FAA bill shouldn’t be any different. It is these individuals who train the private pilots who eventually become commercial pilots who feed the airlines and other institutions. They know that time in an advanced flight simulator is highly beneficial to student pilots and instructors. They see raising the loggable simulator hours from 100 to 150 as a step in the right direction.


Overall, now is the ideal time to modernize and update flight training in America. The pilot shortage, combined with often outdated and inefficient regulations, makes it vital that the final version of the Securing Growth and Robust Leadership in American Aviation Act allows for innovation in aircraft simulation and education. Aviation is critical to our country’s national infrastructure. This bill will provide industry and FAA Administrator Michael Whitaker with guidance on the next five years—and beyond.


Scott Firsing Ph.D., is the owner of Scott Sky Advisors, an aviation consultancy in Austin, Texas, that assists aircraft OEMs, including Elixir Aircraft, and simulator companies such as Loft Dynamics. He also serves on the board of the University National Flight Training Alliance (NFTA), and has served on the board of the University Aviation Association (UAA).