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Central Bank Digital Currencies: The Argument for.
There are those that believe that central bank digital currencies (CBDCs) would be a net benefit for the world economies and by extension the aviation industry. As promised last week in our OnAviation full article, here are some arguments for CBDCs.
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Lately, there's been a lot of talks about central bank digital currency (CBDC). So much so That last week in our article.‘Central Bank Digital Currencies: Net Positive For Aviation?’ We ask whether or not this would be a net positive for the aviation industry, and share some insights into the argument against central bank digital currencies (CBDCs).

According to the U.S. Federal Reserve (Fed): 

CBDC is generally defined as a digital liability of a central bank that is widely available to the general public. Today in the United States, Federal Reserve notes (i.e., physical currency) are the only type of central bank money available to the general public. Like existing forms of money, a CBDC would enable the general public to make digital payments. As a liability of the Federal Reserve, however, a CBDC would be the safest digital asset available to the general public, with no associated credit or liquidity risk. 

The Fed further stated that: 

The Federal Reserve Board has issued a discussion paper that examines the pros and cons of a potential U.S. CBDC. As part of this process, we sought public feedback on a range of topics related to CBDC. The Federal Reserve is committed to hearing a wide range of voices on these topics.

As we promised in last week's article, we would like to share some insights into arguments for CBDCs. It is worth noting that there is not a flood of arguments - in the private sector - for CBDCs. Most of the arguments for CBDCs are from organizations such as the world economic forum and central banks themselves.

In our article.‘Central Bank Digital Currencies: Net Positive For Aviation?’ we stated that: 

On one hand, you have skeptical economists that believe that CBDCs will allow central banks to intricately control the market and allow for even greater inflation which destroys the wealth of individuals. This is vitally important for individuals operating within the aviation industry since inflation and economic shocks will affect us in this industry more severely than many others. On the other hand, there is an argument that states with CBDCs will allow their central banks to be better able to curtail economic shocks. If true, this would benefit the aviation industry by reducing or eliminating economic shocks throughout the economy which in turn will be a net positive for the aviation industry since it is so sensitive to these shocks.

In last week's article, we laid out the arguments against CBDCs. As promised, in this week's article we would like to lay out an argument for CBDCs. As always, we expect you, our astute readers, to read both sides of the argument, think for yourselves, and come up with your own conclusion.

For more readings on economic challenges and the aviation industry, please see also: ‘3 Ways Aviation Businesses Are Coping With Inflation’, ‘The Aviation Industry and Economic Uncertainties’, ‘Inflation: Higher costs and their effects on Flight Schools’, ‘High Interest Rates/Cost of Borrowing and Their Effects on Aviation Businesses’,’Debt: Its effects on the Aviation Industry’, ‘Economic Crisis and the Aviation Industry’, ‘Inflation and Aviation’, ‘How The Aviation Industry Needs To Look At Inflation’, ‘The Aviation Industry Must Not Mistake A Recession’, ‘Understanding Recessions’, ‘Understanding Inflation’, ‘Money and Recessions.’, ‘Breaking Down Inflation.’ , ‘Inflation: Here we go again...’’, ‘Recession: Should we still be concerned?’, ‘Stagflation: Should the Aviation Industry be Concerned?’ ‘Aviation: Producer and Consumer Prices’, ‘Aviation: Are We In BIG Trouble?’, ‘Aviation: Recession Red Flags?’, ‘Aviation, Pay Attention To The ‘Canary In The Coal Mine’’, and Central Bank Digital Currencies: Net Positive For Aviation?’ 

 


What is a central bank digital currency?

Digital currency is simply electronic, rather than physical, money.

Central bank digital currencies are digital versions of a country’s physical currency – for example, a digital dollar, euro, pound or yuan.

This means “£10 of a UK digital currency would always be worth the same as a £10 note,” explains the Bank of England in the United Kingdom.

The central banks issuing and managing these digital currencies are national financial authorities that oversee a country’s currency, supply of money and monetary policy – like setting interest rates, which change the cost of borrowing.

How safe are central bank digital currencies?

Central bank money is “a risk-free form of money that is guaranteed by the state,” according to the European Central Bank (ECB), which expects to introduce a digital euro across its 27 member states by mid-decade.

The Bank of England explains that CBDCs – because they’re pegged to a country’s national currency – don’t have the volatility of privately issued digital currencies like Bitcoin, Ether (Ethereum) and XRP.

America’s central bank, the Federal Reserve, says that if it introduced a CBDC, it would be “the safest digital asset available to the general public, with no associated credit or liquidity risk”.

No alt text provided for this image

A growing number of central banks, like the European Central Bank, are exploring central bank digital currencies. Image: European Central Bank 

How do central bank digital currencies work?

People are using cash less, and could use a CBDC to pay for things digitally, the Bank of England says.

They can hold the digital currency either in an account with the central bank, or as electronic tokens, the World Economic Forum explains in its Central Bank Digital Currency Policy‐Maker Toolkit. The electronic tokens could be held on mobile devices, prepaid cards or other forms of digital wallets.

Businesses and other financial institutions, like high-street banks, could also use CBDC.

A digital currency would complement, rather than replace, physical cash, according to the ECB.

Would society benefit from CBDCs?

The digital euro would be a “fast, easy and secure” way for people to make daily payments, the ECB says. It would give people more “choice about how to pay” and also increase financial inclusion.

About 1.7 billion adults globally don’t have access to a bank account, according to World Bank data. This is a barrier to reducing poverty. By making money easier and safer to access, central bank digital currencies could potentially improve financial inclusion, says the Atlantic Council, an American think tank.

The resilience of financial systems could also be boosted. If a natural disaster or the failure of a payments company made cash unavailable, aCBDC could provide a back-up, the International Monetary Fund says.

Reducing financial crime is another motivator. Cash is essentially untraceable and this helps to facilitate crime. Central bank digital currencies, on the other hand, can improve the transparency of money flows, says the Atlantic Council.

How many countries are considering central bank digital currencies?

More than 100 countries are exploring CBDCs, according to the Atlantic Council’s Central Bank Digital Currency Tracker, an interactive map tool.

Ten countries have already launched their own digital currency, including Nigeria in Africa and Jamaica in the Caribbean. The Bahamas in the West Indies was the first country in the world to roll out a national central bank digital currency, called the Sand Dollar, in October 2020. China is due to launch a CBDC in 2023. Nineteen countries in the G20 – which represents the world's largest economies – are exploring central bank digital currencies, including Japan, India, Russia and South Korea.

As mentioned above, the US and UK are researching CBDCs, but have not yet committed to introducing them.

In September 2022, the Swedish, Norwegian and Israeli central banks launched a project with the Bank for International Settlements to test international retail and remittance payments with central bank digital currencies, according to Reuters. 

What successes have CBDCs had?

In the Bahamas, introducing the Sand Dollar has made it easier for people to transact money across “an otherwise vast archipelago,” says Deloitte.

The island of Jamaica, which started rolling out its JAM-DEX digital currency earlier this year, expects savings of about $7 million a year on replacing, storing and handling cash, according to the Atlantic Council’s CBDC tracker tool.

And what are the challenges of central bank digital currencies?

For Ecuador in South America, low levels of trust in the central bank led to its digital currency being cancelled three years after launch in 2017.

Challenges for central banks exploring digital currencies include potential cybersecurity threats.

With digital money, risks from counterfeiting, theft and network failure could have “more catastrophic consequences” than for cash, the World Economic Forum warns.

Another challenge is how to make central bank digital currencies widely available enough in a country to ensure they improve – rather than worsen – financial inclusion, the Forum adds.

Countries also need to have suitable technical and legal frameworks in place before they can issue digital currencies.

_________________

Author: 

Victoria Masterson is the Senior Writer, Formative Content at the World Economic Forum. 

_____________________

This article was originally published on the World Economic Forum website August 2022 and updated in October 2022, with the title ‘What is a central bank digital currency?’. The views expressed are the author’s, and do not constitute an endorsement by or necessarily represent the views of On Aviation™ or its affiliates.

 


Thank you for reading this week's On Aviation™ full article. Do you believe CBDCs would be a net negative for the aviation industry? Please share your thoughts in the comments below and remember to continue the conversation on our Twitter and Instagram.

Orlando - On Aviation™

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‘It’s DEI!’: ‘Nonsense, It’s DOGE!’
Is it possible that the recent Delta CRJ-900 accident at Toronto Pearson International Airport had nothing to do with either DEI (Diversity, Equity, and Inclusion) or DOGE (Department of Government Efficiency)?

In today's polarized climate, it has become almost instinctive to attribute aviation accidents to either DEI-driven hiring practices or efforts to improve government inefficiencies, depending on which side of the political spectrum you lean toward. However, while these debates are often heated, they may not always be grounded in fact. The reality is that aviation is an incredibly complex system, involving numerous factors that contribute to incidents and accidents.

While it is understandable that emotions are high and that political narratives often shape public perception, it is essential to base our conclusions on factual, verifiable information. In the case of the Delta Connection CRJ-900 operated by Endeavor Air, which crashed upon landing at Toronto Pearson International Airport, preliminary evidence suggests that the cause of this accident had little to do with DEI or DOGE.

Thus, before rushing to judgment, let’s examine what actually happened, using open-source information and expert analysis, to piece together a probable cause. Ultimately, the Transportation Safety Board of Canada (TSB) will release its official findings, but we can already draw important insights based on what is currently known.

Get Involved: Do you believe structural fatigue played a role in this crash? Could crosswind mismanagement have been a factor? Please share your thoughts in the comments below.

On Aviation™ Note: Once again, we must underscore the need for peer-reviewed research to determine whether DEI initiatives have impacted aviation safety trends. What we do know is that becoming an airline pilot remains one of the most rigorously regulated professions in the world, with stringent training and qualification requirements reviewed every six months. Additionally, as financial pressures mount on airlines, maintenance concerns have become an increasingly relevant factor in aviation safety investigations. For this accident, investigators will be scrutinizing maintenance records to determine why the right wing detached so easily upon impact.

With that in mind, let’s examine the known facts surrounding this incident.


What Happened?

On February 17, 2025, a Delta Connection CRJ-900 operated by Endeavor Air suffered a hard landing at Toronto Pearson International Airport (YYZ). The aircraft was carrying 80 passengers and crew, and while there were no fatalities, 18 individuals sustained injuries.

Key Facts About the Incident

  • The aircraft was on final approach to Runway 23 at 2:12 PM local time.
  • Winds at the time of landing were reported as 270° at 23 knots, gusting to 33 knots, creating a right-quartering crosswind.
  • The aircraft landed hard, causing the right wing to detach, flipping the aircraft onto its roof.
  • The crash resulted in a fire, but prompt emergency response ensured all passengers were evacuated safely.
  • There was blowing snow reported at the time of landing, but it was less than 1/8 of an inch.

One of the most critical questions investigators are asking is: Did the aircraft impact the runway with such force that it snapped the wing, or was there an existing structural weakness?

Analysis of the Approach and Landing

From the available ADS-B flight data, we can reconstruct the aircraft’s final moments before impact.

Was the Approach Stabilized?

A stabilized approach is a critical factor in safe landings. If an approach is unstable—meaning high descent rates, improper speeds, or last-second corrections—it increases the risk of a hard landing.

Examining preliminary flight data, the descent rate in the final moments was:

  • 576 feet per minute at 1,725 feet altitude.
  • 928 feet per minute at 110 knots (ground speed).
  • 672 feet per minute just before touchdown.

A descent rate of 1,000 feet per minute or higher at low altitudes is generally considered unstable, but this data suggests a mostly stabilized approach.

However, the final data point indicates a sudden increase in descent rate. This "sinker" effect—a rapid descent right before landing—may have led to an excessive impact force on touchdown.

The Role of Crosswind Conditions

Crosswind landings require precise handling. In strong gusting winds, pilots must: Keep the upwind wing (right wing, in this case) slightly lower to prevent drift;  Use opposite rudder to keep the aircraft aligned with the runway; Manage power carefully to avoid a sudden drop in descent rate.

If power was reduced too early, or if gusts shifted suddenly, the aircraft could have suffered a momentary loss of lift, resulting in a sudden, hard impact—a possible contributing factor.

Structural Integrity: Was the Wing Already Compromised?

A major concern in this crash is how easily the right wing detached upon impact. Investigators will be reviewing: Past maintenance records of the aircraft; Structural fatigue or previous damage to the wing; Material failure under stress conditions.

In a similar incident in Scottsdale, Arizona, a Learjet suffered a landing gear collapse, and investigators later found a pre-existing maintenance issue that contributed to the failure.

Was something similar at play here?

The Runway Condition Factor

Another area of focus is the runway condition at the time of landing. The Runway Condition Report (RCR) was rated 5-5-5, meaning the runway was mostly clear with some light frost or snow. However, blowing snow across the surface can create visual illusions, potentially making it difficult for pilots to judge height and distance before landing.

This visual disorientation, combined with gusting winds, may have led to a misjudged flare (the moment before touchdown), increasing the impact force.

Conclusion

Based on available data, the possible contributing factors to this accident are: A sudden sinker effect in the final seconds before landing; Gusty crosswinds affecting the flare and touchdown; Possible pre-existing structural weaknesses in the right wing; Visual disorientation caused by blowing snow.

There is no evidence at this time to suggest that DEI hiring practices or DOGE inefficiencies efforts played a role in this accident. Instead, standard aviation safety factors—such as weather, aircraft integrity, and pilot inputs—appear to be the primary contributors.

On Aviation™ Note: While the public debate around DEI and government efficiency in aviation continues, we must remain grounded in factual analysis rather than political narratives. The NTSB’s final report will provide a definitive cause, but based on preliminary data, this crash appears to be a classic case of environmental challenges, pilot technique, and aircraft integrity.


Thank you for reading this week's On Aviation™ full article. Do you believe structural fatigue played a role in this crash? Could crosswind mismanagement have been a factor? Please share your thoughts in the comments below. Remember to check out our On Aviation™ Podcast and continue the conversation on our Twitter and Instagram.

Orlando Spencer - On Aviation™


References

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Potomac Collision: The Real Cause?
As new details emerge regarding the Potomac River mid-air collision, we can now establish several key facts that point toward the real cause of this tragic accident.

As new details emerge regarding the Potomac River mid-air collision, we can now establish several key facts that point toward the real cause of this tragic accident. While the National Transportation Safety Board (NTSB) will ultimately determine the official cause, open-source information and independent investigators have provided compelling evidence that allows us to piece together the probable cause before the NTSB's final report.

Additionally, it is now believed that there was not just a single controller in the tower that night—multiple controllers, including supervisors and supporting personnel, were present. However, not all were on the radio, which is a standard practice in air traffic control operations.

Key Takeaways:

  • ATC initiated "visual separation," reducing safety margins to near zero.
  • The controller ignored multiple warning signs that a collision was imminent.
  • The helicopter misidentified the CRJ and failed to pass behind it as directed.
  • The crash highlights the dangers of transferring separation responsibility in busy airspace.

Get Involved: Do you believe ATC is primarily at fault, or does the helicopter crew bear equal responsibility? Could systemic FAA policies be a factor in this tragedy? Please share your thoughts in the comments below.

With this context in mind, let’s take a deeper look into what may have truly caused this disaster.


Was This a Clear Case of ATC Error?

A new analysis by aviation investigator Dan Gryder presents a strong case that this mid-air collision was the result of an Air Traffic Control (ATC) error. Gryder argues that the controller facilitated an unsafe scenario by using a specific ATC provision known as "Visual Separation."

The ATC’s Responsibility: Preventing Collisions

According to the FAA’s ATC manual (7110.65AA), the primary purpose of the Air Traffic Control system is to prevent collisions and ensure separation between aircraft. This separation can be maintained in three ways:

  1. Vertical Separation – Keeping aircraft at least 1,000 feet apart.
  2. Lateral Separation – Ensuring aircraft remain at least 3 to 5 miles apart.
  3. Visual Separation – A special clearance where one aircraft takes responsibility for avoiding another, reducing separation standards to near zero.

ATC must ensure that at least one of these separation standards is always maintained. However, in the case of the Potomac collision, all three failed.

The Critical ATC Communication Breakdown

The "Visual Separation" Loophole

Before the crash, the DCA Tower controller instructed the National Guard helicopter (Pat 25) to confirm it had the regional jet (CRJ-700) in sight and to request visual separation—a critical phrase in ATC terminology.

  • The helicopter responded: "Request visual separation."
  • The controller approved: "Visual separation approved."

This ATC clearance shifted responsibility from the controller to the helicopter crew. In other words, the controller was no longer responsible for ensuring safe separation—it was entirely up to the helicopter pilot.

This move is technically legal, but as this tragedy demonstrates, it is not always safe.

The Fatal Mistake: The Helicopter’s Misjudgment

Once the controller handed off separation responsibility, the helicopter pilot failed to maintain safe clearance.

Several critical errors likely played a role:

  • Misjudged the CRJ's location: The helicopter crew may have mistaken another aircraft for the CRJ, leading them to track the wrong plane.
  • Limited visibility at night: City lights can make aircraft difficult to see.
  • NVG (Night Vision Goggle) Limitations: The helicopter crew was reportedly using NVGs, which reduce peripheral vision and depth perception.

Could ATC Have Prevented the Crash?

Despite transferring responsibility to the helicopter, the controller still had multiple warnings before impact:

  • Visual alarms in the tower indicated the two aircraft were converging.
  • Audible collision alerts sounded in the ATC tower.
  • The controller had a clear visual of the aircraft through the tower window.

However, instead of issuing an emergency correction—such as ordering the helicopter to turn or descend—the controller simply reaffirmed the "Visual Separation" clearance, making sure it was on record before the crash.

This last-minute confirmation of visual separation suggests the controller was more focused on protecting the legality of the clearance rather than preventing the actual collision.

Conclusion: A Systemic Failure?

The Potomac River collision was likely a preventable ATC failure due to an overreliance on "visual separation" procedures. While the helicopter pilot ultimately failed to avoid the CRJ, the controller’s clearance enabled an unsafe situation to develop. So, ATC initiated "visual separation," reducing safety margins to near zero; the controller ignored multiple warning signs that a collision was imminent; the helicopter misidentified the CRJ and failed to pass behind it as directed; and the crash highlights the dangers of transferring separation responsibility in busy airspace.

On Aviation™ Note: This case underscores a major flaw in ATC procedures—the reliance on "visual separation" in complex, high-risk environments. If an ATC controller can legally absolve themselves of separation responsibility, should this procedure be allowed at all in dense, urban airspace?


Thank you for reading this week's On Aviation™ full article. Do you believe ATC is primarily at fault, or does the helicopter crew bear equal responsibility? Could systemic FAA policies be a factor in this tragedy? Please share your thoughts in the comments below. Remember to check out our On Aviation™ Podcast and continue the conversation on our Twitter and Instagram.

Orlando - On Aviation™


References

  • Gryder, D. (2025, February 4). What Caused This? A Deal Was Made [Video]. YouTube.
  • Blocolario. (2025, January 29). Potomac Mid-Air Collision DCA 1/29/25 [Video]. YouTube.
  • The Aviation Safety Network. (2025). Potomac Mid-Air Collision DCA 1/29/25. Retrieved from https://asn.flightsafety.org/wikibase/474365
  • VasAviation. (2025, January 30). Audio of MID-AIR CRASH into Potomac River | Regional Jet and Black Hawk Helicopter [Video]. YouTube.
  • VasAviation. (2025, January 30). Audio of MID-AIR CRASH into Potomac River | Regional Jet and Black Hawk Helicopter [Video]. YouTube.
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Potomac Mid-Air Collision: DEI?
In the aftermath of the mid-air collision over the Potomac River in Washington, DC, many are asking: what caused this tragedy?

Unsurprisingly, the conversation surrounding diversity, equity, and inclusion (DEI) in aviation has resurfaced. But is DEI truly a factor in this disaster?

In this newsletter, we aim to review the facts as they stand approximately one week after the tragedy. While some are discussing a change in FAA hiring standards for air traffic controllers, with claims that traditional hiring qualifications were adjusted and more qualified individuals were rejected in favor of DEI-based hiring policies, we will focus on the available facts before drawing conclusions.

For reference, here are links to some of the ongoing reports on FAA hiring practices:

Get Involved: Who do you believe is ultimately at fault for this tragedy? Pilot error? ATC mismanagement? A systemic failure? Please share your thoughts in the comments below.

Now, let’s examine the facts of the accident as they stand today.


What Happened?

On January 29, 2025, a PSA Airlines CRJ-700 regional jet (operating for American Eagle) collided mid-air with a U.S. Army National Guard UH-60 or VH-60 Black Hawk helicopter near Ronald Reagan Washington National Airport (DCA). The crash occurred at approximately 400 feet above the ground while the CRJ-700 was on final approach to Runway 33 at DCA.

A Breakdown of the Events

  • The Regional Jet's Approach: The CRJ-700 was flying a sidestep maneuver from Runway 1 to Runway 33—a standard but demanding approach at DCA. The aircraft was performing a stabilized approach and was where it was supposed to be.
  • The Helicopter's Route: The National Guard helicopter was operating out of Joint Base Anacostia-Bolling and crossing the Potomac River as per a published and approved helicopter transit procedure.
  • Air Traffic Control (ATC) Interaction:
  • The Collision:

Analyzing the Possible Causes

Investigators are examining several critical factors that may have contributed to the crash:

Did the Helicopter Misjudge the Situation?

Despite confirming that it had the CRJ-700 in sight, the helicopter did not successfully pass behind the jet as instructed. Possible contributing factors include:

  • Background Lighting Issues: Nighttime conditions can camouflage an aircraft’s lights against city lights, making detection difficult.
  • Aircraft Confusion: The helicopter crew may have mistakenly tracked the wrong aircraft (another American Airlines jet was also in the vicinity).
  • Limited Situational Awareness: Helicopters and commercial jets were operating on separate radio frequencies, reducing the ability to hear each other’s communications.

The Role of Night Vision Goggles (NVGs)

Reports suggest that the helicopter crew was using NVGs during the flight. While NVGs enhance vision in low-light conditions, they also:

  • Restrict peripheral vision, making it harder to spot nearby aircraft.
  • Reduce depth perception, complicating the ability to judge distance and trajectory accurately.
  • May have contributed to the misjudgment of the CRJ’s position.

Air Traffic Control and Procedural Factors

  • Runway Change: The CRJ was originally cleared for Runway 1 but was asked to circle and land on Runway 33, potentially increasing the risk of conflict.
  • Tightly Controlled Airspace: Washington, DC’s airspace is one of the most restrictive and congested in the world, with numerous aircraft operating in close proximity.

The Limitations of TCAS (Traffic Collision Avoidance System)

  • TCAS does not issue a resolution advisory (RA) below 1,000 feet, meaning that:
  • If the helicopter did not have its transponder on, it may not have been visible to the CRJ’s TCAS system.

The DEI Debate: Fact or Speculation?

There has been speculation that FAA hiring practices influenced air traffic control decisions leading up to the accident. What do we know?

  • There is an ongoing lawsuit alleging that the FAA changed hiring criteria for air traffic controllers, rejecting some traditionally qualified candidates in favor of DEI-based selections.
  • However, there is no direct evidence linking this policy change to the Potomac mid-air collision.
  • The FAA’s role in this specific incident remains under investigation and should not be prematurely linked to DEI without concrete findings.

On Aviation™ Note: At this time, no peer-reviewed research or official investigation has confirmed that DEI initiatives contributed to this accident. While the FAA’s hiring policies deserve scrutiny, it is essential to rely on facts and data rather than speculation.


Conclusion

This tragic accident has shaken the aviation industry, marking the first major airline accident in the U.S. since 2009. As investigations unfold, key questions remain: Did the helicopter misjudge the CRJ’s position? Did night vision goggles play a role in obscuring the pilot’s depth perception? Was there a failure in air traffic control procedures? Was there an issue with TCAS or transponder functionality? While some are quick to blame FAA hiring policies and DEI initiatives, the actual causes are still under investigation. It is essential to wait for the full NTSB report before making definitive conclusions.


Thank you for reading this week's On Aviation™ full article. Who do you believe is ultimately at fault for this tragedy? Pilot error? ATC mismanagement? A systemic failure? Please share your thoughts in the comments below. Remember to check out our On Aviation™ Podcast and continue the conversation on our Twitter and Instagram.

Orlando - On Aviation™

References

Blocolario. (2025, January 29). Potomac Mid-Air Collision DCA 1/29/25 [Video]. YouTube.

The Aviation Safety Network. (2025). Potomac Mid-Air Collision DCA 1/29/25. Retrieved from https://asn.flightsafety.org/wikibase/474365

VasAviation. (2025, January 30). Audio of MID-AIR CRASH into Potomac River | Regional Jet and Black Hawk Helicopter [Video]. YouTube.

VasAviation. (2025, January 30). Audio of MID-AIR CRASH into Potomac River | Regional Jet and Black Hawk Helicopter [Video]. YouTube.

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