The FAA took the next step toward its ambitious plans to move forward expeditiously on an ATC system overhaul, formally releasing a request for solutions (RFS) for an integrator to manage the effort. Issued yesterday, the RFS gives a September 21 deadline for proposals. Contract award is anticipated to follow soon after that.

Release of the RFS follows a request for information on a potential integrator that was issued a few months ago as Transportation Secretary Sean Duffy and FAA officials worked with various stakeholders to map out plans on how best to move forward.

The integrator would oversee the upgrade of facilities, acquisition and deployment of new technologies, and management of integration in concert with stakeholders. “The integrator will play a central role in fulfilling the modernization initiative,” the RFS states. “This role is both technical (system integration) and managerial (risk, contracts, subcontractor coordination), and it represents a paradigm shift in how the FAA manages major infrastructure programs.”

“This once-in-a-generation plan to upgrade the [ATC] system will be challenging, but the American public deserves a world-class air traffic control system. There is unprecedented support from all aviation stakeholders for this upgrade and investment," said Air Traffic Control Association president and CEO Stephen Creamer.

An investor from Indonesia will be visiting for two days and wants to see five locations across three states. The Augusta National Golf Club calls with an open foursome tomorrow morning, just before the U.S. Open tees off. The perfect house out east overlaps with Camp Faraway for the kids, a nine-hour drive into Pennsylvania, and there’s only one day to visit. The decision to fly privately is often clear and memorable, but the timing of when to upgrade can be less obvious.

For many, the first experience is a simple charter flight: someone has a connection, and options arrive quickly in your inbox. After a few flights, preferences take shape: newer aircraft, a flat floor, a more reputable operator. Mix in some great trips, a few challenging ones, maybe a different broker, and before long, a 25-hour jet card seems like the natural next step.

What comes after a 25-hour card? Often, a 50-hour card or a fractional share. These typically bring lower hourly costs, better response times, and fewer restrictions. Over time, though, limitations emerge: 10 to 30 days a year with blackout periods, extra fees, or constrained service. Travel needs continue to grow, and soon usage climbs to 150 to 200 hours per year.

At that point, the question arises: Does it get better? It often does, and whole aircraft ownership joins the conversation.

Fifty years ago, on Aug. 28, 1975, Frank Robinson lifted off in his R22 helicopter for the first time, from a ramp at Zamperini Field in Torrance, California. The R22 was the culmination of Robinson’s dream of designing and building his own helicopter, after having worked as an engineer at Cessna Aircraft (on its Skyhook helicopter), Umbaugh, McCulloch Aircraft, Kaman Aircraft, Bell Helicopter, and Hughes Helicopters.

In 1973, Robinson resigned from Hughes, mortgaged his house to raise money, and founded Robinson Helicopter to bring a “safe, reliable, affordable” new helicopter to market.

“I started working on it before I graduated from college, and kept at it while I worked for other companies,” Robinson said in a 2007 interview. “I bought machine tools and riveting equipment and set it up in my basement or garage, where I did a lot of experimenting. I was married at the time, and it always created a bit of a conflict—whether to spend money on an engine lathe or new drapes for the house. I continued to pitch the idea of a small, two-seat personal helicopter at just about every company I worked for, but could never convince them.”

Since certification of the R22 in 1979, Robinson Helicopter has delivered nearly 5,000 R22s, and it spawned a series that includes the piston-powered R44, turbine R66, and the company’s newest design, the in-development R88.

EBAA this week launched the new Climbing Fast Europe website as an advocacy platform for the industry. Based on the campaign launched by NBAA in concert with other industry groups, the initiative was announced during the EBACE show in May.

The European version of Climbing Fast is part of a wider initiative backed by IBAC and the British Business and General Aviation Association. Announcing the launch of the site on Wednesday, EBAA said the content posted there will promote and defend the value of business aviation and include specific information for EU policymakers.

In June, EBAA made a formal request for the European Commission to suspend the application of the ReFuelEU regulation for what it defined as small aircraft operations. In effect since January 1, the rule requires European operators to uplift at least 90% of their annual fuel at EU airports in an effort to severely restrict tankering.

Meanwhile, business aviation companies continue to face new regulatory challenges at both the European and national levels. For instance, charter flights in France continue to be subject to a punitive tax for each passenger, which has greatly increased costs. The French chapter of EBAA has been lobbying to have the tax scrapped in the government’s 2026 budget, with debates around this plan expected to intensify next month. 

Joby Aviation completed its acquisition of Blade Air Mobility’s passenger flight services today. Simultaneously, Blade’s medical transportation unit has begun trading under its new name, Strata Critical Medical, with its own listing on the Nasdaq stock exchange.

According to Strata, Joby has elected to pay the first $80 million installment of the $125 million price agreed on August 4 in stock. An additional $35 million will be paid in two tranches, 12 and 18 months from now, based on Joby retaining key employees such as Blade founder and CEO Rob Wiesenthal and achieving certain financial performance targets. A further $10 million in indemnity holdbacks, payable in cash or stock, will also be paid at a later date.

Joby has said Blade will provide it with a network of private terminals and an established customer base in regions such as New York and Southern Europe. The eVTOL aircraft manufacturer believes this will provide part of the foundation for its planned air-taxi services.

Blade’s passenger operations, which currently use chartered helicopters provided by other operators, will continue as a wholly-owned subsidiary of Joby under the leadership of Wiesenthal. Strata, which has been part of Blade’s asset-light business model, arranges aircraft for organ transportation and other medical flights.

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