The NTSB yesterday issued an urgent safety recommendation to address a potentially catastrophic maintenance error that could cause main landing gear separation on all Bombardier Learjet models except the Model 40/45 and 70/75 variants. In all, the NTSB urged the FAA to require operators of about 1,883 Learjets in service in the U.S. to comply with Bombardier service bulletins covering landing gear attachment inspections.

A second recommendation called for the FAA to require Bombardier to revise maintenance procedures to include a post-maintenance visual check confirming that the aft landing gear trunnion pin and retaining bolt are correctly engaged. The NTSB warned that without such a verification step, a mechanic could install the retaining bolt without it passing through the trunnion pin, leaving the main gear unsecured to the airframe.

Recommendations stem from the ongoing investigation of a Feb. 10, 2025 accident in Scottsdale, Arizona, involving a Learjet 35A. After touchdown, the airplane entered a left-wing-low attitude and veered left, leaving the runway and striking a parked Gulfstream G200, killing one and injuring three. The Learjet’s left main gear separated during the accident sequence.

Bombardier issued a service bulletin after the Scottsdale crash instructing operators to perform a one-time inspection to confirm correct gear attachment, but only 12% of affected airplanes have been checked so far.

The Federal Communications Commission (FCC) has drafted a proposal to auction up to 180 megahertz of spectrum in the 3.87 to 4.2 GHz band for next-gen wireless services. To come under consideration by the FCC at its November open meeting, the proposal will seek opinions on a range of options “with the ultimate goal of maximizing the amount of spectrum to be repurposed as generational aviation safety upgrades occur in the adjacent band,” according to the agency.

Under the One Big Beautiful Bill, Congress directed the agency to complete a competitive bidding for at least 100 MHz in the Upper C-band no later than July 2027. Specifically, it requires the auction of “prime, mid-band spectrum” in the Upper C-Band.

The FCC previously issued a notice of inquiry seeking stakeholder input, and the draft proposal would push forward on the proposal with plans to generally apply existing 3.7 GHz service rules to any new wireless operations.

It is seeking comment on how much of the Upper C-band spectrum, beyond the minimum requirement, should be repurposed. In addition, the proposal solicits comments on ways to “promote co-existence with adjacent band radio altimeters,” along with other issues that may arise for repurposing a portion of the Upper C-band.

The sole-occupant pilot of the Cessna Citation CJ4 that overran the runway and struck a house near Mayfield, Kentucky, on September 18 reported “no braking action” after landing, according to an NTSB preliminary report. He told investigators that the airplane, registered N577RT, had just completed maintenance at St. Louis Regional Airport (KALN) and was returning to its base at Mayfield Graves County Airport (M25).

According to the report, the pilot performed a straight-in visual approach to Runway 19 and “configured the airplane for landing later than intended,” though he said it was stabilized for touchdown. He touched down on the runway centerline and “deployed the ground spoilers and pressed firmly on the brakes” but observed no braking action.

“The pilot applied greater force to the brakes; however, the airplane began to veer to the right, and there was still no observed slowing of the airplane,” the report notes. Determining there was insufficient runway to go around, the pilot continued rolling with the engines at idle, maintaining directional control while “applying downward force to the yoke.” The airplane exited the runway end, went through the airport’s perimeter fence, crossed Kentucky Route 58, and hit a house. There were no reported injuries.

Weather was reported as clear with light winds and good visibility, and the aircraft was retained for further examination.

After the flight crew of a United Airlines Boeing 737 Max reported a cracked windshield and glass particles hitting them on October 16, speculation arose that it may have been caused by impact with falling space debris. However, weather balloon company WindBorne has acknowledged that the foreign object debris (FOD) event, which occurred at FL360, likely was caused by one of its balloons and payloads.

According to a WindBorne blog post, “We learned about UA1093 and the potential that it was related to one of our balloons at 11 p.m. PT on Sunday (October 19) and immediately looked into it. At 6 a.m. PT October 20, we sent our preliminary investigation to both NTSB and FAA, and are working with both of them to investigate further.”

The company added, “We believe that the FOD was likely a WindBorne balloon…We are grateful that to our knowledge there were no serious injuries and no loss of pressurization. The flight, which was en route from Denver to Los Angeles, diverted to Salt Lake City. The plane itself later flew to Chicago.”

Weather balloons and their payloads are “designed to be safe in the event of a midair collision,” according to WindBorne. “This is the purpose of the FAA Part 101 and ICAO weight limits. Our balloon is 2.4 pounds at launch and gets lighter throughout flight.”

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Sustainable aviation fuel (SAF) producer Montana Renewables has reached a milestone with the commissioning of onsite blending and shipping facilities at its refinery in Great Falls, Montana. As a result, the Calumet subsidiary is now offering a 50% SAF blend known as MaxSAF, the highest ratio currently allowed under ASTM standards.

While recent tests have proven that modern aircraft can operate on 100% SAF without concern, the fuel systems in older, legacy aircraft benefit from the aromatic compounds present in conventional jet fuel to form tight gasket seals; hence, the SAF blend is currently capped at 50%. The most commonly available blend ratio on the market is 30% SAF, which accounts for an approximate 25% reduction in life cycle CO2 emissions, compared to jet-A.

At present, Montana Renewables is one of only three SAF producers with commercial-scale output in North America, and this first shipment of MaxSAF demonstrates its ability to move product from the loading rack to bring SAF to local and regional airports in addition to major airports. The fuel—with its SAF component produced from fats and oils—will initially be distributed via the AEG Fuels network to select markets in Montana, Washington, and Oregon.

Gama Aviation is in the home stretch on the construction of its $65 million business aviation center at the UAE’s Sharjah International Airport (OMSJ)—a facility it believes will establish a benchmark for private aviation services in the Middle East and beyond. While Gama has been providing business aviation ground-handling services in the emirate for more than a decade, its new facility—scheduled to open early next year—will include a 21,500-sq-ft, two-story terminal designed from the ground up to serve private aviation passengers.

Among its slated amenities: onsite immigration and customs services; a luxurious main lounge; private lounges with dedicated entertainment systems, business facilities, and staff attendants; a relaxation area with recliners and ambient lighting; and a cigar bar. Upstairs, an observation bar overlooking the ramp will provide gourmet dining and refreshments. For crews, it will offer a lounge facing the ramp for pre-flight briefings and planning, sleep rooms, shower facilities, 24-hour on-demand catering and refreshments for aircrew, and priority parking adjacent to the terminal.

The complex will also offer a 130,000-sq-ft hangar designed to accommodate Gama’s line maintenance operations with multiple OEM-type authorizations, as well as greatly increase the region’s secure aircraft shelter space. With wide-span doors and a clear internal height, it will allow direct taxi-in/taxi-out capability, minimizing the need for towing and allowing faster aircraft turnaround.

The Civil Aviation Administration of Vietnam (CAAV) has approved China-based ExecuJet Haite Aviation Services to handle line and heavy maintenance on locally-registered Dassault, Gulfstream, and Embraer business jets. This certification covers the maintenance, repair, and overhaul group’s facilities at Tianjin Binhai International Airport (ZBTJ) and Beijing Daxing International Airport (ZBAD).

Under the terms of the Vietnamese approval, ExecuJet Haite can specifically work on the following types: Dassault Falcon 7X and 8X, Gulfstream G650/650ER, and Embraer Legacy 600/650. The company is a wholly owned subsidiary of Dassault Aviation and is an authorized service center for the French manufacturer, as well as for Gulfstream and Embraer.

ExecuJet Haite is also now certified by the CAAV to perform inspections and maintenance on the engines that power these aircraft. This approval specifically covers the Pratt & Whitney Canada PW307D, as well as the Rolls-Royce BR700-725A1 and AE3007 turbofans.

“Aircraft owners and operators of these business aircraft in Vietnam can now seamlessly schedule their heavy maintenance checks with us, confident in our regulatory compliance, technical expertise, and commitment to service excellence,” said Paul Desgrosseilliers, ExecuJet Haite’s general manager. “This approval from the CAAV is a testament to the rigorous standards and exceptional quality of our technical services in both Tianjin and Daxing.”

On October 15, Darrin Smedsmo was flying from Roseau Municipal Airport (KROX) to Bemidji Regional Airport (KBJI) in Minnesota when the Franklin engine quit in his 1946 Stinson 108. He was at 3,500 feet near Lower Red Lake, and the sole option was a road near the lake. The land around the lake is swampy and not suitable for an emergency landing, he told AIN.

What happened after his successful emergency landing took Smedsmo by complete surprise when his airplane was seized by the Red Lake Band of Chippewa Indians.

In a happy coincidence, a state Department of Transportation worker who happened to be Smedsmo’s neighbor was the first to pull up, and he had a radio, warning lights, and signs to mark off the airplane. “We got it off the road,” he recalled, “and he called the tribal cops. They came and they were great. I arranged to have an A&P [mechanic] come and disassemble the Stinson and haul it off.”

But then one of the tribal police said, “Bad news. We’re going to do what the [tribal] chairman said, we’re going to seize [the airplane].” They gave Smedsmo a ticket, alleging that he violated the tribe’s 1978 resolution that prohibits any airplane from flying over the Red Lake Band’s reservation below 20,000 feet. A tribal trial is scheduled for Monday.

The owners of the nearly 400 Kodiak turboprop singles that have been produced now have an owners group to provide a community resource for safety, adventure flying, and advocacy. The Kodiak Owners and Pilots Society (KOPS) was created earlier this year, soft-launched at EAA AirVenture Oshkosh in July, and formally launched earlier this month. KOPS held its first member event, the inaugural 2025 Fly-Out and Convention in Sonora, Texas, from October 3 to 5.

KOPS was founded by Mark Brown, owner of aircraft management firm 11 Aviation and, with more than 8,000 hours in Kodiaks, the highest-time Kodiak pilot; John Hunt, former v-p of sales for Kodiak; and Kodiak owner Brett Ekblom. Quest Aircraft received FAA certification for the Kodiak 100 in 2007, with an aim to serving the missionary market. In 2019, Daher purchased the company and expanded the product lineup with the speedier Kodiak 900.

“We saw there was a need for an owners group,” said Brown, who is leading KOPS’ training and operational initiatives. “Community is the big one, getting owners and pilots together. Safety is number two. We have a good start on quite a few initiatives dealing with training, safety, and insurance. We have some partnerships in the works to bring sizable insurance discounts predicated on training events, but nothing official to announce just yet.”