
OHS extends deadlines for child care programs seeking accreditation
Oklahoma Human Services and the Oklahoma Partnership for School Readiness collaborated to revise emergency rules, extend deadlines and support accreditation for child care centers across the state, according to a joint press release from the agencies.
Revised child care emergency rules, released by OHS in 2023, required 'all 5-star child care programs to obtain accreditation from a nationally recognized accrediting organization approved by Child Care Services at Oklahoma Human Services in order to maintain their current quality rating,' the release reads.
The updates made by OHS and OPSR are part of a plan to strengthen the infrastructure of early child care and to support providers to meet the elevated standards, the release said.
The changes include OHS reopening the submission portal and extending the deadline to June 20 for licensed providers who are submitting proof of application for accreditation or achieved accreditation.
Providers who can't meet the Sept. 1 deadline 'for full national accreditation may request an extension in writing,' the release said, and those extensions must be submitted no later than Sept. 12.
For providers showing 'substantial and verifiable progress toward accreditation,' an extension will be granted through Dec. 31. Providers who demonstrate they have 'completed all necessary steps toward accreditation' could receive an additional extension to Dec. 31, pending the accrediting body's final decision.
Federal funds of $500,000 from the Preschool Development Grant will also be used to help programs working toward accreditation. The funding will cover self-study kits and accreditation-related materials, and offer hands-on support through regional Child Care Resource and Referral offices.
'We're committed to ensuring Oklahoma children receive the highest quality care,' said Jaesha Quarrels, director of child care services for OHS. 'National accreditation is the gold standard, and these new supports and adjusted timelines will help providers meet that goal while keeping our child care system strong.'
Carrie Williams, executive director of OPSR, said the agency is proud to offer support to providers through the Preschool Development Grant.
'By partnering with Oklahoma Human Services and the Legislature, we've created new, realistic options for providers committed to reaching national accreditation,' Williams said.
The grant may help child care providers across the state, who lost federal pandemic funding for their programs in September 2024. But new emergency subsidized child care rules set in place by OHS last year have caused a mixed bag of problems.
'In 2022, only about 300 facilities in the state were able to reach the highest star level, which at the time required national accreditation. Smaller providers say accreditation is too costly and time-consuming, so many were stuck at the mid-tier reimbursement rates,' according to a March article by The Frontier.
The new five-star Quality Rating and Improvement System – previously a three-star rating system – helped give child care centers alternate pathways to achieve accreditation and program incentives.
'Within two years, about 1,000 child care facilities were newly rated at the highest level, according to agency data,' The Frontier reported.
But a jump in child care facilities drove up rates for families seeking subsidized child care, prompting OHS to roll out emergency rules to 'reduce the number of families eligible to receive the child care subsidy and make it easier to lower provider's star ratings, as well as bring back national accreditation requirements for the highest star levels,' The Frontier reported.
The new emergency subsidy rules drew criticism from the public and caused financial and staffing concerns for child care providers. In January, OHS revised the emergency rules again – ultimately not changing the subsidy eligibility rules, but once again requiring national accreditation, The Frontier reported.
The extended deadlines are meant to help providers maintain national accreditation while still following OHS' Child Care revised rules, which go into effect this year.
Hashtags

Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles


Washington Post
06-08-2025
- Washington Post
4 people die in crash of medical transport plane on Navajo Nation in northern Arizona
A small medical transport plane crashed and caught fire Tuesday on the Navajo Nation in northern Arizona, killing four people, the tribe said in a statement. A Beechcraft King Air 300 from the CSI Aviation company left Albuquerque, New Mexico, with two pilots and two health care providers, according to the Federal Aviation Administration and CSI Aviation. It crashed in the early afternoon near the airport in Chinle, about 300 miles (483 kilometers) northeast of Phoenix.


CNN
01-08-2025
- CNN
NTSB probes collision avoidance technology, safety systems in final day of midair collision investigative hearings
The National Transportation Safety Board questioned witnesses Friday on collision avoidance technology and organizational systems to manage risk. It is the third and final day of investigative hearings probing January's midair collision between a US Army Black Hawk helicopter and an American Airlines regional jet, operated by PSA airlines. It was the first major midair collision in the United States in decades, killing 67 people over the Potomac River, near Ronald Reagan Washington National Airport. The first two days of testimony highlighted critical moments leading up to the collision as investigators probed witnesses about standard safety practices that should have occurred, altimeters that displayed incorrect altitude, and the helicopter route that came perilously close to the path planes use landing at the airport. There were over ten hours of testimony on each of the first two days of the hearing. Friday could go even longer to make sure everyone has an opportunity to ask questions, NTSB Chairwoman Jennifer Homendy said. The NTSB asks questions, but parties to the investigation including the Army, PSA Airlines, air traffic controller's union and Federal Aviation Administration can also examine witnesses. On Thursday, an FAA witness acknowledged the air traffic control tower failed to warn the pilots flying the American Airlines regional jet, operated by PSA Airlines. 'No safety alerts,' were given, Nick Fuller, the FAA's acting deputy chief operating officer of operations, testified. 'Should the local controller have let the PSA crew know that there was a helicopter there?' Homendy asked. 'Yes,' Fuller acknowledged. The tower did warn the pilots of the Black Hawk helicopter about the approaching regional jet and they said they would avoid it, transcripts of the cockpit voice recorders and air traffic control audio released revealed. Yet, moments later, the aircraft collided. Multiple air traffic controllers and pilots at Reagan National Airport told the NTSB they struggled with the constant stream of planes, leading to a 'make it work' attitude among them. 'This is 'we just make it work,' because we don't have another choice,' NTSB investigator Brian Soper said they told him in on-site interviews. 'There are airplanes coming in and everything was related to the capacity, the demand or the amount of traffic.' Another witness, Rich Dressler of Metro Aviation, which operates medical helicopters in Washington said the way the Army flies helicopters around the city makes him uneasy. 'Is there any unit that when you hear it makes you feel uncomfortable?' Soper asked. 'Sadly, yes,' Dressler responded. 'I don't like saying that 12th aviation battalion gives us all pause in the community. And I'm speaking from my group there; we are all very uncomfortable when those two units are operating.' An NTSB determination of the collision's probable cause is expected in January.
Yahoo
30-07-2025
- Yahoo
NTSB finds Army chopper in fatal midair crash was above altitude limit
Investigators probing the January midair collision of a passenger plane and an Army helicopter over Washington that killed 67 people found the chopper was flying higher than it should have been and the altitude readings were inaccurate. The details came out of the first day of National Transportation Safety Board hearings in Washington, where investigators aim to uncover insights into what caused the crash between the American Airlines plane from Wichita, Kansas, and the Black Hawk helicopter over Ronald Reagan National Airport. The board opened the three days of hearings by showing an animation and playing audio and video from the night of the collision, as well as questioning witnesses and investigators about how the Federal Aviation Administration and the Army may have contributed to nation's deadliest plane crash since November 2001. It's likely too early for the board to identify what caused the crash. The January incident was the first in a string of crashes and near misses this year that have alarmed officials and the traveling public, despite statistics that still show flying remains the safest form of transportation. Animation, altimeter discrepancy The hearing opened Wednesday with a video animation showing where the helicopter and airliner were leading up to the collision. It showed how the helicopter flew above the 200 feet (61 meters) altitude limit on the helicopter route along the Potomac River before colliding with the plane. Investigators said Wednesday the flight data recorder showed the helicopter was actually 80 feet to 100 feet (24 to 30 meters) higher than the barometric altimeter the pilots relied upon showed they were flying. So the NTSB conducted tests on three other helicopters from the same unit in a flight over the same area and found similar discrepancies in their altimeters. Dan Cooper with Sikorsky helicopters said that when the Black Hawk helicopter involved in the crash was designed in the 1970s, it used a style of altimeter that was common at the time. Newer helicopters have air data computers that didn't exist back then that help provide more accurate altitude readings. Chief Warrant Officer Kylene Lewis told the board that she wouldn't find an 80 to 100 foot discrepancy between the different altimeters on a helicopter alarming because at lower altitudes she would be relying more on the radar altimeter than the barometric altimeter. Below 500 feet (152 meters), Lewis said she would be checking both instruments and cross referencing them. DC helicopter route permanently closed after fatal Black Hawk crash She said as long as an altimeter registers an altitude within 70 feet of the published altitude before takeoff the altimeter is considered accurate under the checklists. Army officials said a discrepancy of 70 to 100 feet (21 to 30 meters) between the Black Hawk's altimeters is within the acceptable range because pilots are expected to maintain their altitude plus or minus 100 feet. The greater concern is that the FAA approved routes around Reagan airport that included such small separation distances between helicopters and planes when planes are landing. 'The fact that we have less than 500 foot separation is a concern for me,' the Army's Scott Rosengren said. But Rosengren said that 'if he was king for a day' he would immediately retire all the older Black Hawk models like the one involved in this crash and replace them with newer versions of the helicopters. Previously, NTSB Chairwoman Jennifer Homendy highlighted that the published helicopter routes around Washington D.C. would allow planes and helicopters to routinely come within 75 feet of each other during landing. Army officials said Wednesday that the flight manual for these older Black Hawks doesn't highlight the discrepancies in altimeters that has been documented previously, but typical flight separations are at least 500 feet (152 meters) around airports. Previously disclosed air traffic control audio had the helicopter pilot telling the controller twice that they saw the airplane and would avoid it. The animation ended with surveillance video showing the helicopter colliding with the plane in a fiery crash. Investigations have already shown the FAA failed to recognize a troubling history of 85 near misses around Reagan airport in the years before the collision, and that the Army's helicopters routinely flew around the nation's capitol with a key piece of locating equipment, known as ADS-B Out, turned off. Aviation attorney Bob Clifford, who is working to file one of the first lawsuits against the government next month, said he hopes NTSB will look beyond the immediate factors that caused this crash to highlight the bigger ongoing concerns in the crowded Washington airspace. Proposed changes Even though the final NTSB report won't be released until sometime next year, U.S. Sen. Ted Cruz introduced legislation Tuesday to require all aircraft operators to use both forms of ADS-B, or Automatic Dependent Surveillance Broadcast, the technology to broadcast aircraft location data to other planes and air traffic controllers. Most aircraft today are equipped with ADS-B Out equipment but the airlines would have to add the more comprehensive ADS-B In technology to their planes. 'There cannot be a double standard in aviation safety,' Cruz said. 'We should not tolerate special exceptions for military training flights, operating in congested air space.' The legislation would revoke an exemption on ADS-B transmission requests for Department of Defense aircrafts. It also would require the FAA to evaluate helicopter routes near airports and require the Army Inspector General to review the Army's aviation safety practices. Homendy said her agency has been recommending that move for decades after several other crashes. Transportation Secretary Sean Duffy said that while he'd like to discuss 'a few tweaks,' the legislation is 'the right approach.' He also suggested that the previous administration 'was asleep at the wheel' amid dozens of near-misses in the airspace around Washington's airspace. 'Fact-finding proceeding' Homendy said the hearings over the next few days will be a 'fact-finding proceeding.' The NTSB will also post thousands of pages of evidence from the crash investigation online. FAA Administrator Bryan Bedford said that he expects 'we're going to have some very uncomfortable conversations over the next two and a half days' but that 'they need to be had in the clear light of day – and simply put the best interest of the traveling public ahead of any of our personal interests, perhaps.' The hearings in Washington involve NTSB board members, investigators and witnesses for organizations involved in the crash. Federal officials have also raised concerns over the nation's outdated and understaffed air traffic control system. During January's mid-air crash above Washington, one controller was handing both commercial airline and helicopter traffic at the busy airport. Associated Press writers Leah Askarinam, Ben Finley and Rio Yamat contributed to this story.