The GAMA event, now in its 13th year, is designed to encourage teens to seek careers in the aviation sector. The contest is open to high school students enrolled in aviation-focused STEM courses.

• READ MORE: Raisbeck Aviation High Awarded GAMA Honors

“This program provides a great introduction for students to learn more about aviation and the diverse career opportunities that the industry has to offer,” GAMA president and CEO Pete Bunch said in a statement. “We continue to upgrade and refine the experience so that we can further engage both students and teachers. Each year, we are awed by the creativity and devotion to detail from each team’s submissions, and we look forward to seeing what they come up with for this year’s challenge.”

How It Works

The challenge is open to the first 150 schools that register. Each school receives a free “Fly to Learn” curriculum, which meets national STEM standards and is designed to teach the principles of airplane design and flight. 

At the end of the program, which covers four to six weeks, the teams apply their newly acquired knowledge to virtually modify an airplane design. These modified designs will then participate in a fly-off using X-Plane software.

• READ MORE: Students Modify a CubCrafters NX Cub for GAMA’s Aviation Design Challenge

The designs are then evaluated during the fly-off and other performance parameters set by GAMA judges. The first-place team will receive an all-expenses-paid GA experience, which includes a CubCrafters manufacturing opportunity. The second-place team will get a Redbird Flight STEM Lab. The third-place winners will earn one-year ForeFlight Performance Plus subscriptions.

According to GAMA, the Aviation Design Challenge has attracted the participation of more than 900 teams from 475 high schools from around the country since its inception.

More information about the competition may be found here. Registration closes December 20, or once all available slots are filled.

The post GAMA’s Aviation Design Challenge Underway for High School Teams appeared first on FLYING Magazine.

We’re multifaceted individuals with diverse interests that usually make meeting new people a fascinating experience. Case in point, I once met a person who collects banana stickers—that’s right, the Dole, Chiquita, and countless other brand stickers that we all see and ignore. He can’t get enough, and as it turns out, he’s not alone.

Aside from the fun of amassing a collection of thousands of stickers, being part of a group of people with a shared interest also enabled him to build a network of friends, all assisting each other around the globe (which also allows him to travel to far-flung reaches of the planet). I suspect global travel wasn’t his initial plan when he started collecting banana stickers, but it was certainly a nice byproduct of the process.

Being part of a group of like-minded people has many benefits beyond personal connection.

In aviation, aircraft owners, pilots, and aficionados band together in model- and manufacturer-specific groups. Collectively, a powerful block of consumers can help resolve a common issue or move an OEM in a certain direction to improve a product for everyone. 

• READ MORE: The Great Circle Route

On the OEM side, I once worked for an early stage aircraft manufacturer who, like all aircraft OEMs, had its share of aircraft squawks that generated customer complaints at a pace commensurate with production increases. 

Rather than attempting to address an array of individual squawks from a growing consumer base, we asked the owners group to form a committee whose job it was to survey members to identify the most common complaints with the biggest pain points. 

Working in partnership with the committee, we agreed to focus on the top 10 issues identified by the members of the owners group. Once we came to an agreement that any one issue was resolved satisfactorily, that item was removed from the list and another squawk was added.

The feedback and process helped improve customer satisfaction, fostered brand affinity, increased trust, improved the production process and ultimately, the finished product. Working together in good faith led by a team of dedicated people helped both parties move the needle farther, faster.

On a much larger scale, our industry associations play a similar role. Associations like AOPA, EAA, NBAA, GAMA, and others, all serve specific constituents, and in some cases, have overlapping purposes that increase their collective power. But what’s most important is that we as individuals find the association(s) whose objectives and purpose align most closely with our own interests and support them through membership, proxy voting, letter writing, fundraising, and more. 

If we don’t have the time, energy, or connections to lobby lawmakers ourselves in order to help preserve rights or advocate for legislation that protects our vested interests, we need to support the groups that do. In this case, our industry associations are the full-time professionals who work diligently to protect something we all hold dear, our freedom to fly in whatever form that takes.  

While associations have an essential function in preserving our freedom to fly, they also play an equally important role in the process of cultivating the next generation of private, commercial, and military aviators and aviation enthusiasts. 

Efforts to introduce youth to careers in aerospace, cyberspace, and outer space through STEM education and education career training need support, volunteers, and funding. My charge to all of us is to find something that interests you like AOPA Airport Support Network, EAA Young Eagles, Civil Air Patrol aerospace education, or any number of other public benefit flying organizations and associations and get even more involved where you can.

Chief among our roles as aviators and enthusiasts is to also be good stewards of general aviation so future generations can build on what has been accomplished thus far and enjoyed for more than 120 years. 

Even if joining one more thing isn’t something you have bandwidth for, invite an acquaintance to fill an empty seat and introduce someone new to the joy of flying.

This column first appeared in the September Issue 950 of the FLYING print edition.

The post It’s All in the Power of Association appeared first on FLYING Magazine.

WASHINGTON, D.C.—Within the next month, the FAA will release a final rule outlining pilot certification and initial operations for electric vertical takeoff and landing (eVTOL) air taxis and other powered-lift aircraft, a U.S. Department of Transportation (DOT) official said Thursday.

At Honeywell’s third annual Advanced Ait Mobility (AAM) Summit in Washington, D.C., Christopher Coes, acting undersecretary of transportation for policy within the DOT, said a highly anticipated special federal aviation regulation (SFAR) defining the rules will be published in the next few weeks.

“The department has a final rule for our powered-lift operations, and we expect that that will be published in the next month,” Coes said. “And I think you will see it is quite responsive to the industry’s comments.”

Industry Raises Concerns

The FAA published a notice of proposed rulemaking (NPRM) for the powered-lift SFAR in June 2023. The rule would set alternative training and eligibility requirements for certifying powered-lift pilots as well as create operational rules for passenger and cargo transport.

But the document was decried by a collective of stakeholders, spearheaded by the General Aviation Manufacturers Association (GAMA), who took issue with many of the agency’s proposals.

Namely, industry groups believe powered-lift training courses should credit existing rotorcraft and airplane category certificates, and pilots should be able to add a powered-lift rating directly to those permissions. They urged the FAA to lower the threshold for powered-lift flight hours, remove a requirement that limits training to dual control aircraft, and allow more training in simulators.

The groups also argue that performance-based—rather than prescriptive—rules should be used for powered-lift flight, such as by applying airplane and rotorcraft rules as appropriate rather than creating a new category of operations.

Kristie Greco Johnson, senior vice president of government affairs for the National Business Aviation Association (NBAA), said Thursday that members are seeking a “practical pathway” to AAM integration. And the SFAR could be that pathway.

“AAM isn’t a future Jetsons concept,” Johnson said. “It is actually happening right now in our airspace.”

Amanda Joyner, managing director of government affairs for GAMA, agreed with Johnson and said members are hopeful that the SFAR will help them to get their products on the market quickly. Eventually, investment into AAM manufacturers will dry up if the firms are unable to demonstrate a product, so a final rule could help them begin to turn a profit.

What It Means

The deadline for a powered-lift SFAR is December 16, as mandated by the FAA Reauthorization Act of 2024 signed into law on May 16—a provision that was lauded by industry organizations, private companies, and lawmakers alike.

The FAA earlier this week missed the bill’s September 16 deadline to issue a NPRM for beyond visual line of sight (BVLOS) drone flight. But Andrew Miller, a staffer on the Senate Commerce Minority Committee, and Alexander Simpson, a staffer on that chamber’s majority counterpart, said they are confident the FAA will meet the SFAR timeframe. Hunter Presti, a staffer on the House Majority Transportation Committee, is optimistic but believes it will be tight.

According to Simpson, should the agency miss its deadline, existing standards and regulations for rotorcraft and fixed-wing aircraft would apply to powered-lift models.

Coes said his office is simultaneously developing a U.S. national strategy to safely integrate AAM operations alongside conventional aircraft. That plan has been in the works for over a year and is under department review.

The initiative will require an interagency review and final briefing to Congress, “but I am confident that this will be a set of documents that can be championed by the industry, by academia, by labor, our state and local partners, as well as Congress,” Coes said.

Coes added that his team is working with the International Civil Aviation Organization’s AAM study group to harmonize international consensus on AAM standards, practices, and procedures. The goal, he said, is to ensure the U.S. takes the reins on those provisions.

Conference attendees including Coes hope the FAA and other federal agencies will be able to use the Los Angeles Olympic Games in 2028 as a showcase for AAM technology. The event could also serve as a proving ground for the integration of AAM aircraft with other transportation systems.

In support of that effort, the FAA last year released its Innovate28 blueprint for air taxi integration. Earlier this year, the agency proposed comprehensive certification criteria for AAM aircraft, laying the groundwork to get them approved to fly.

But there is still a long way to go, and the powered-lift SFAR—whenever it is released—will be a key part of the process.

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The post DOT: Final Rule on Air Taxi Pilot Training, Operations Coming Soon appeared first on FLYING Magazine.

Deliveries of piston aircraft totaled 761 units, an increase of 7.3 percent over Q2 of 2023, according to GAMA. Bizjet deliveries were up 8.8 percent to 322 units, and the value of all airplane deliveries through the second quarter was up 24.2 percent to $11.3 billion. Among the fixed-wing segment, only turboprops lagged with a decrease in shippings of 3.4 percent to 280 units.

Piston helicopters increased 2.7 percent to 115 units, while turbine rotorcraft sagged to 313 units, a decrease of 7.7 percent from 2023. Overall value of helicopter deliveries was $1.7 billion.

“Through the first half of 2024, we continue to see robust demand for new aircraft, as indicated by the impressive backlogs and plans for facility expansion by many of our OEMs,” said GAMA president and CEO Pete Bunce.

Bunce cited as constraints ongoing supply chain and workforce recapitalization issues that are “routinely compounded by unacceptable turn times in terms of responsiveness and lack of decision making by the FAA specialists on such things as issue papers, certification plans and regular correspondence.”

“Our industry is the incubator of safety enhancing and aviation sustainability technology, which in turn serves as a catalyst for economic growth and exemplary employment for millions around the globe,” added Bunce. “It is vital that our regulators continue to improve effectiveness and efficiency of certification and validation processes, appropriately apply the safety continuum across the spectrum of general aviation products and respond to applicants in a timely manner. For the continued vitality of our industry and to facilitate all the great innovations that are taking place, it is imperative that we tackle these ongoing challenges.”

Editor’s Note: This article first appeared on AVweb.

The post GAMA Q2 Numbers Reveal Strong Market appeared first on FLYING Magazine.

The U.S. House of Representatives on Wednesday passed the legislation with a 387-26 vote after the Senate approved it last week, meaning the only thing standing in the way of the bill becoming law is a signature from President Joe Biden. The bill would reauthorize the FAA for the next five years.

Drone and AAM industry stakeholders have plenty of reasons to be excited. Within the legislation are several critical provisions intended to move the industries forward and assert the U.S. as a global leader in emerging aviation technology.

For example, the bill would require the FAA, within four months of passage, to issue a Notice of Proposed Rulemaking (NPRM) for drone flights beyond the visual line of sight (BVLOS) of a human operator. A BVLOS regulation has long been sought by the drone industry, as it would allow drones to fly farther than they do with humans directly watching them, opening new use cases.

The bill also contains a mandate for the FAA to publish a final special rule for operations of powered-lift aircraft—a new category that includes eVTOL air taxis—within seven months of passage. It would expand FAA research into preparing the U.S. for the safe integration of electric, hydrogen-electric, and other new aircraft types, including type and pilot certification, the electrification of existing aviation infrastructure, and the installation of vertiports.

Immediate reactions to the legislation’s House passage have been overwhelmingly positive.

The Commercial Drone Alliance (CDA), which comprises U.S. uncrewed aircraft systems (UAS) companies and organizations, offered general praise for the long-awaited bill.

“The FAA Reauthorization Act of 2024 brings much-needed stability to both the FAA and aviation industry and enables the U.S. drone industry to keep pace with other countries,” said Lisa Ellman, executive director of the CDA. “This legislation reflects years of dedicated collaboration between lawmakers and industry stakeholders, including the CDA.”

The Association for Uncrewed Vehicle Systems International (AUVSI), a global nonprofit, highlighted a few provisions in particular, such as the progress toward a final BVLOS rule and powered-lift aircraft operations.

“We look forward to working with the FAA and Administrator [Michael] Whitaker on the implementation of congressional mandates on key issues for our industries, including a Part 108 BVLOS rule and a special final rule for powered lift aircraft operations, which will safely unlock scalability and new, high-value commercial drone and AAM operations,” said Michael Robbins, president and CEO of AUVSI.

Pete Bunce, president and CEO of the General Aircraft Manufacturers Association (GAMA), applauded the bill for “furthering air traffic and airport operations through…electric aircraft infrastructure, fostering future improvements in certification and production oversight, expanding sustainability research programs, and following through on initiatives focused on a safe transition to unleaded avgas.”

U.S. lawmakers—on both sides of the aisle—similarly applauded the bill’s passage in the House.

Representative Steve Cohen (D-Tenn.), who authored provisions in the legislation that would invest $1 billion into airport improvement projects, praised the bipartisanship of the House vote and several forward-thinking provisions within the bill.

“Our reauthorization legislation addresses several critical priorities, including…addressing environmental resiliency, strengthening the general aviation sector, [and] ensuring the safe operation and integration of Unmanned Aircraft Systems (UAS) and Advanced Air Mobility (AAM) aircraft,” said Cohen.

Senator Todd Young (R-Ind.) highlighted the bill’s benefits to the domestic drone industry. The legislation would ban federal procurement and use of drones produced by Chinese manufacturers—a longtime target of U.S. lawmakers, who perceive the foreign drones as a threat to U.S. industry and national security. Attempts to restrict Chinese-made drones have been the subject of controversy among industry stakeholders.

“This bill contains many provisions important to the Hoosier [State] aviation industry and the flying public,” said Young. “I am pleased that it passed the Senate in a strong bipartisan vote and urge the House to pass this critical bill.”

Manufacturers of electric vertical takeoff and landing (eVTOL) air taxis have heaped praise on the bill’s AAM provisions.

Joby Aviation singled out language around the type certification of novel aircraft and propulsion sources, training of eVTOL pilots, development of AAM operational rules, and production of sustainable aviation fuel (SAF).

Joby board members Michael Huerta, who was FAA administrator from 2013 to 2018, and Dan Elwell, who served as deputy and acting FAA administrator from 2017 to 2020, went into more detail in a blog post.

“This congress has implemented foundational legislation that sets the stage for U.S. leadership in the next hundred years of aviation,” Huerta and Elwell wrote. “By mandating the FAA to lean into AAM, Congress aims to ensure that the FAA will serve as a driving force for innovation and continued U.S. leadership while keeping safety at the heart of its mission.”

Across the Atlantic, German eVTOL manufacturer Lilium, which is seeking type certification with both the European Union Aviation Safety Agency (EASA) and FAA, spoke highly of the bill’s commitment to modernizing AAM and eVTOL infrastructure in particular.

“We commend the United States Congress for their dedication to electrifying aviation and for recognizing the vital role that our industry will play in the future of transportation,” said Matt Broffman, head of partnerships and public affairs for the Americas at Lilium.

Added Klaus Roewe, CEO of Lilium: “The U.S. is a globally important market for aircraft like the Lilium Jet and we welcome this additional guidance from the U.S. Congress as we seek dual certification in both the U.S. and at home in Europe.”

Similarly, U.S. manufacturer Beta Technologies, which is building a network of proprietary electric aircraft chargers nationwide, praised the legislation’s emphasis on eVTOL infrastructure. The company shared with FLYING last year’s congressional testimony from CEO Kyle Clark, in which Clark lauded several measures. Among them are provisions around building new infrastructure, such as vertiports, as well as the electrification of existing airports.

“This is the first comprehensive piece of federal legislation that specifically advances the priorities of the AAM industry, which feels like a big win,” Beta told FLYING. “It’s the result of a multiyear effort by the whole industry, and we look forward to working with the FAA and DOT to implement these provisions.”

While FAA reauthorization still awaits the president’s signature, the industry, evidently, expects it to happen soon. At first glance, it appears to be a crowd pleaser: the rare piece of legislation that satisfies the demands of all, or nearly all, parties. The next challenge will be to ensure that the implementation of these provisions goes smoothly.

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The post Stakeholders Commend Drone, AAM Measures in FAA Reauthorization Bill appeared first on FLYING Magazine.

The House vote was 387-26, following last week’s Senate vote of 88-4. Passing the long-term funding bill ended a frustrating chain of four short-term extensions.

The bill faced much less contention in the House than it had in the Senate, where a string of unrelated controversial amendments threatened to scuttle passage. House leadership declined to schedule votes on amendments, specifically to avoid the same sort of logjam negotiations.

• READ MORE: FAA Reauthorization Bill Exempts Boeing 767 From 2028 Production Cutoff

That said, a controversial measure adding airline slots to Washington Reagan National Airport (KDCA) was among the more prominent provisions of the bill. Members of Congress were divided for and against the measure, dependent on their homes. Those from states close to Washington, D.C., were opposed based on congestion and the fear of midair collisions. Those from states farther away were in favor of adding slots. Their opponents accused them of advocating for their own convenience.

Other important measures included agreeing to hire and train up to 3,000 new air traffic controllers; increasing the length of cockpit voice recordings to 25 hours (from two hours); and extending the time frame for airline passengers to redeem travel credits to at least five years.

From the general aviation side, the General Aviation Manufacturers Association (GAMA) praised passage of the long-term legislation to fund and support the FAA.\

“The final bill contains many of the important provisions that GAMA strongly advocated for throughout the process, including during our Capitol Hill Day last week, when our board members met with over 120 lawmakers while the Senate was finalizing the bill,” GAMA president and CEO Pete Bunce said. “Overall, the bill supports safety, innovation, infrastructure investment, sustainability, and the aviation workforce.”

Bunce listed some key provisions, including adding a new assistant administrator for rulemaking and regulatory improvement, which mandates a review of the rulemaking process to reduce bureaucratic delays. He said the bill also strengthens workforce development grants for pilots and maintenance technicians by adding manufacturing workers to the eligibility list.

Bunce also added that the bill includes “furthering air traffic and airport operations through pilot programs for mobile delivery of air traffic clearances and electric aircraft infrastructure; fostering future improvements in certification and production oversight; expanding sustainability research programs; and following through on initiatives focused on a safe transition to unleaded avgas.”

Editor’s Note: This article first appeared on AVweb.

The post FAA Reauthorization Passes House, Heads to Biden for Signature appeared first on FLYING Magazine.

In an online forum Tuesday, GAMA provided an industry update on the initiative to Eliminate Aviation Gasoline Lead Emissions, or EAGLE.

The forum included representatives from the FAA and GAMA.  Eric Blinderman, senior director of communications for the Aircraft Owners and Pilots Association (AOPA), acted as moderator, introducing the co-chairs of the EAGLE initiative that represent supply chain infrastructure and deployment; research, development and innovation; unleaded fuel evaluation and authorization; regulation policy; and programmatic activities.

• READ MORE: EAGLE Initiative Shows Measured Progress, Fuel Contenders Say at Oshkosh

Curt Castagna of the National Air Transportation Association (NATA) said fulfilling the EAGLE initiative will require a continued effort to educate users and other stakeholders— including the FAA—”to work as fast and as safely as we can.” Castagna said the goal is “to eliminate the use of leaded aviation fuels for piston engine aircraft in the United States by the end of 2030 without adversely impacting the general aviation fleet.”

Several speakers noted that the safety considerations and liability involved with the production of aviation fuel dictates that a considerable amount of testing be involved in the creation of unleaded (UL) products.

The UL100E unleaded fuel testing protocols include:

• Determining fuel compatibility with materials used in aviation, from the metal of the wings to fuel bladders, hoses, aircraft sealants, and elastomers.
• Determining engine performance for rated power as compared to the same engines running on 100LL and determining if detonation is a factor. The tests involve hundreds of engines. The impact of vibration of the aircraft propellers attached to those engines is also being studied.
• Determining the durability of the fuel and its effect on engine parts, especially testing for deposits that may form after hundreds of hours of operation.

The fuel tests will take place both on the ground and in the air under a variety of conditions, including cold soak and high temperatures and humidity.

The testing will involve multiple engines and multiple aircrafts. According to a graphic provided during the stakeholder meeting, this work has just begun, with the exception of the testing involving a Continental TSIO-550K.

“After testing, the engines are torn down to look for damage,” said Tim Owen, who has spent several years in product development at Continental Motors Inc. and been part of the Piston Aviation Fuels Initiative (PAFI).

Supply Chain

In addition to the development of a replacement fuel for 100LL, a seamless transition to UL fuel must also be developed. A support policy and regulatory proposal for maintaining 100LL availability is also needed, as are safety measures to prevent improper fueling during the transition.

Stakeholders noted during the meeting that many FBOs are already looking into means to accommodate both 100LL and UL fuels, such as acquiring a fuel truck for UL. In addition, there will be more training required for line crew and placards in aircraft to prevent accidental misfueling.

• READ MORE: The EAGLE Has Launched to Get Lead Out of Avgas

Discussions are underway with FBOs in remote areas, such as in Alaska, Hawaii, and Puerto Rico, to determine how fuel can be economically delivered to these locations.

It is still incumbent on the FAA to authorize the use of a new unleaded fuel in GA aircraft.

That can be done one of two ways: through the fleet authorization process established by Congress and in conjunction with the PAFI, or through the FAA’s traditional aircraft type certification/supplemental type certification (STC) process.

In March 2023, the FAA issued a Fleet Authorization Policy Statement, which describes the process to obtain a fleet authorization of a qualified unleaded fuel candidate.

“The FAA anticipates that approximately 68 percent of the [GA] fleet will be eligible to use UL 94/UL 91 fuels,” according to the EAGLE industry partnership.

Stakeholders also noted that the adoption of unleaded fuels will likely require extra placards on aircraft and extra pages in the pilot’s operating handbook (POH) to advise pilots of the changes, but that is likely years away.

The FAA is expected to issue a notice of proposed rulemaking (NPRM) and accept industry comments before EAGLE becomes law.

The post Forum Stresses More Work Needed to Meet GA Unleaded Fuel Goals appeared first on FLYING Magazine.

President Joe Biden’s 2025 budget proposal would boost the current tax of 22 cents per gallon to $1.06 by 2030, raising an estimated $1.1 billion over the five years. The administration states business aircraft account for 7 percent of FAA airspace workload, but at the present time the current fuel tax only covers 1 percent of the revenue for the federal trust fund for aviation and airports. 

The proposal also includes a major funding increase for the FAA, including money to hire 2,000 air traffic controllers.

• READ MORE: Biden Administration Proposes Fivefold Jet Fuel Tax Hike For Bizjets

According to a background source on Biden’s recent State of the Union address, the administration wants to make private jet operators “pay their fair share.” In the speech itself Biden said he wanted “end tax breaks for big pharma, big oil, private jets, massive executive pay.” 

A coalition of aviation industry groups, however, is pushing back, contending the proposal is draconian and lacks supporting data to justify an increase that would prove detrimental to the small and midsize businesses that rely on business jets.

In a letter sent to Congress on Thursday,  leaders of the Aircraft Owners and Pilots Association (AOPA), Experimental Aircraft Association (EAA), General Aviation Manufacturers Association (GAMA), International Association of Machinists and Aerospace Workers (IAM), National Air Transportation Association (NATA), National Business Aviation Association (NBAA), NetJets Association of Shared Aircraft Pilots (NJASAP), and Vertical Aviation International (VAI) outlined their concerns with the plan.

“According to a 2018 Harris Poll, 85 percent of companies relying on an airplane to meet their transportation challenges are small and midsize enterprises,” the aviation coalition said. “The passengers aboard a business airplane are typically technicians, midlevel managers and customers, not C-suite executives.”

The Biden administration’s budget plan also seeks to modify the depreciation schedule on purchased aircraft from five to seven years to match it to the depreciation schedule of commercial airline aircraft.

“It is incongruous to compare the extensive aircraft fleet owned by a commercial airline and offered to the full marketplace for commercial service to the one or two planes owned by a company of a different industry with a different business model,” the coalition said, noting the five-year cost recovery rule applies to many other business assets.

“Reclassifying noncommercial aircraft without a broader look at all depreciation rules lacks valid policy rationale, would upset decades of sound legal precedent, and would negatively impact American businesses’ access to capital, job creation, and growth opportunity.”

The policy and regulatory proposals from the administration would harm business aviation, which also encompasses nonprofit agencies, agriculture, emergency response and air ambulance services, and law enforcement and government agencies, according to the aviation groups. 
“These vehicles facilitate efficient mobility for businesses to create jobs throughout our nation, particularly in communities underserved by commercial service,” the groups said.

The post Aviation Coalition Pushes Back on Biden Fuel Tax Hike Plan appeared first on FLYING Magazine.

According to Daher and GAMA, four students, two from North America and two from Europe, will be selected. The interns will spend eight weeks exploring their areas of interest at the facilities of Daher’s aircraft division outside their home countries.

The North American interns will be assigned to the division’s Tarbes, France, headquarters and production facility for TBM aircraft. The interns coming from Europe will be based at the division’s Sandpoint, Idaho, operation, where Kodiak aircraft are produced. The company noted that the internship covers travel and living expenses, and lodging costs.

• READ MORE: GAMA, Daher International Internship Aims to Build Aerospace Workforce

“These internships provide students with an invaluable educational experience that will further their knowledge of the incredible opportunities in our robust and global industry,” said Pete Bunce, GAMA president and CEO, adding that he was particularly impressed after spending time with last year’s interns in Tarbes and Sandpoint.”[It was] inspiring to see these extraordinary experiences spark their enthusiasm toward future opportunities in the industry.”

Nicolas Chabbert, senior vice president of Daher’s aircraft division, echoed Bunce’s enthusiasm.

“More than ever, the general aviation sector must motivate those who will lead the industry of tomorrow, facing challenges that range from reducing its environmental impact and finding new global supply chain solutions to strengthening the talent pipeline for all types of jobs,” Chabbert said.

All four interns will be part of Daher’s team at EAA AirVenture at the end of July. During the annual gathering in Oshkosh, Wisconsin, they will have the chance to explore the aviation world and potential careers.

Who Is Eligible?

The internship is open to ages 21 to 24  who are citizens of the United States, Canada, or Europe. They must be enrolled as full-time students pursuing associate, undergraduate, or graduate degrees. Applicants should be able to demonstrate an interest in an aeronautical career, such as engineering, flying, aircraft maintenance, manufacturing, marketing, or related areas.

Candidates need to submit a résumé and cover letter that explains why they are the optimum candidate for the experience and provide supporting examples of interests and achievements. They must also submit a 40-second video introducing themselves and describing expectations for the internship.

North American students can apply here.

European students should apply at the GAMA-Daher U.S. internship experience or via email at w.ferreira@daher.com.

The deadline for submissions is March 30. The selections for this year’s internships will be announced by Daher and GAMA at the Sun ’n Fun Aerospace Expo on April 9 in Lakeland, Florida.

The post Daher, GAMA International Internship Program Looking for Candidates appeared first on FLYING Magazine.

GAMA found that aircraft shipments rose across all segments compared to 2022, coming in at 3,050 airplanes and 962 helicopters delivered in 2023. The numbers represent year-on-year increases of 9 percent and 9.8 percent, respectively. Overall airplane billings for last year rose 2.2 percent to $23.4 billion while total helicopter billings increased 11.2 percent to $4.4 billion.

“For the first time in more than a decade, the general aviation manufacturing industry has eclipsed 4,000 aircraft delivered,” said GAMA president and CEO Pete Bunce. “In addition to this strong showing, there are robust and growing order backlogs for all segments of aircraft. This is a testament to the resilience of our industry and the integral role that general and business aviation plays in our communities.”

Breaking down the numbers, piston airplane deliveries were up 11.8 percent from 1,505 in 2022 to 1,682 in 2023. Turboprop shipments also surged, hitting 638 delivered last year and improving 9.6 percent over the previous year. While business jet deliveries saw the least change, the segment still increased 2.5 percent with 730 delivered.

On the rotorcraft side, 209 piston helicopters shipped last year, up from 194 in 2022. Turbine helicopter deliveries jumped 10.4 percent. GAMA noted that fourth-quarter data from Leonardo Helicopters was not available when the report was published, so it excluded Leonardo’s Q4 2022 data from its comparison.

• READ MORE: GAMA Reports Year-Over-Year Increase in Aircraft Shipments In a ‘Governed’ Recovery

“While the deliveries from 2023 are very encouraging, our industry faces headwinds from ongoing supply chain issues, workforce shortages, uncertainty and unpredictability from global regulators, and shortsighted efforts aimed at curbing business and general aviation, particularly in Europe,” said Bunce. “As civil aviation’s innovation incubator, our entire GA industry is focused on new aircraft and technologies that will lead the way in safety and sustainability for the entire aviation sector. This progress is dependent on having effective, predictable, and accountable regulatory processes, and a supportive business environment.

“Therefore, it is crucial that the U.S. Congress passes a long-term FAA reauthorization bill, a fiscal year 2024 appropriations bill for the FAA, and a tax measure, which is pending, that promotes research and development.”

GAMA’s full report is available on its website.

The post GAMA: 2023 Aircraft Shipments Up Across All Segments appeared first on FLYING Magazine.