Flight Safety Information - January 10, 2024 No. 008 In This Issue : Incident: Delta B739 and Iceland B38M at Minneapolis on Jan 7th 2024, loss of separation at runway : Incident: Virgin Atlantic A333 at Manchester on Jan 7th 2024, smoke in cockpit : Why a Panel Tore Off an Alaska Airlines Jet Midair : Only one pilot in cockpit of Westwind badly damaged in Las Vegas overrun : FAA faces tough questions about Boeing oversight after 737 MAX emergency : Boeing CEO admits error, says mid-air blowout 'can never happen again' : FAA Voluntary Safety Reporting Program Provides Protections for Aviation Whistleblowers : United States Pilot Hiring Dropped 6.2% In 2023 : PSA Airlines' mission: Hire pilots, get planes in the air : CALENDAR OF EVENTS Incident: Delta B739 and Iceland B38M at Minneapolis on Jan 7th 2024, loss of separation at runway A Delta Airlines Boeing 737-900, registration N858DZ performing flight DL-1888 from Cancun (Mexico) to Minneapolis,MN (USA), was on final approach to runway 30L cleared to land with tower adding that an aircraft was holding in position. An Icelandair Boeing 737-8 MAX, registration TF-ICF performing flight FI-656 from Minneapolis,MN (USA) to Keflavik (Iceland), was cleared to line up runway 30L when the Delta was about 4nm out and was instructed to be ready for departure. About a minute later the aircraft was cleared for takeoff and began their departure roll when the arriving Delta was descending through 1200 feet about 1.3nm before the runway threshold. About 35 seconds after the Iceland was cleared for takeoff Tower instructed the Delta to go around and turn left 30 degrees. Tower handed both aircraft off to departure when the aircraft were on diverging trajectories. According to ADS-B and FAA radar data the separation had reduced to about 0.9nm horizontal and 300 feet vertical. Icelandair continued to destination without further incident, the Delta positioned for another approach to runway 30L and landed without further incident about 9 minutes after the go around. https://www.avherald.com/h?article=51376aa5&opt=0 Incident: Virgin Atlantic A333 at Manchester on Jan 7th 2024, smoke in cockpit A Virgin Atlantic Airbus A330-300, registration G-VKSS performing flight VS-77 from Manchester,EN (UK) to Bridgetown (Barbados), was climbing out of Manchester's runway 05L when the crew stopped the climb at FL270 reporting an acrid smoke in the cockpit and decided to return to Manchester. The aircraft landed safely on Manchester's runway 05R about 50 minutes after departure. The rotation was cancelled. The aircraft remained on the ground in Manchester for about 20 hours before returning to service. https://www.avherald.com/h?article=51375da2&opt=0 Why a Panel Tore Off an Alaska Airlines Jet Midair A panel called a door plug may have blown off an Alaska Airlines Boeing 737 Max 9 jet shortly after takeoff on Friday because four critical bolts meant to keep it in place were missing or improperly installed, federal investigators said. Two pairs of bolts keep the door plug from moving upward, unseating it from its position. Twelve stop fittings on the door plug and an equal number of stop pads on the door frame press against one another to keep the panel in place as pressure inside and outside the plane changes. The door plug, which looks like a regular window from the inside, was placed where an emergency door would have been if the plane had more seats. The one that tore off was on the plane’s left side at Row 26. No passengers were seated next to it, federal officials said. The blowout did not injure anyone, but it exposed passengers to powerful winds while 16,000 feet in the air and has raised questions about Boeing’s quality control. The flight on Friday was carrying 171 passengers and six crew members. A big hole was left in the fuselage of Alaska Airlines Boeing 737 Max 9 where the door plug used to be. Instagram/@Strawberrvy via Reuters The door plug was recovered on Sunday in a Portland, Ore., backyard. The National Transportation Safety Board said the four bolts have not been found yet. All Boeing 737 Max 9 jets with a door plug remain grounded. The Federal Aviation Administration said on Tuesday that Boeing’s instructions for how airlines should check the planes were being revised. https://www.nytimes.com/interactive/2024/01/09/business/boeing-737-max-bolts.html Only one pilot in cockpit of Westwind badly damaged in Las Vegas overrun US investigators have determined that only one pilot – rather than the two required – was flying an IAI Westwind Astra business jet when it landed long and overran at North Las Vegas airport. Both occupants of the cockpit provided false names after the accident, but investigators later determined that only one of them was a pilot. The aircraft (N771DX) had taken off from the airport on 14 November 2021 and operated within the traffic pattern. But after conducting its approach, it touched down 2,000ft along runway 30R which has a length of about 4,200ft. The aircraft skidded off the runway end, crossing the non-intersecting runway 25/07, and travelling over a culvert which sheared off its nose-gear and main landing-gear before coming to rest, its wings having been substantially damaged. After overrunning 30R the jet crossed another runway before its landing-gear sheared off US FAA field evidence submitted to the National Transportation Safety Board states that the two occupants “gave false names” to airport personnel after the accident, and left the scene. When the FAA tracked down the pilot, he said he had been one of two contract pilots hired to carry out a pre-sale flight of the Westwind, and claimed he did not known the name of the other pilot. He also said this other pilot had been commanding, and sitting in the left-hand seat. But after discovering that the other contract pilot had been in Florida on the date of the accident, the FAA learned that the second occupant of the aircraft was not a pilot but a passenger. The inquiry eventually determined that the passenger was a family friend. It points out that the Westwind requires a minimum of two pilots at the controls. Two crew were supposed to be flying the jet but the inquiry found the other occupant was not a pilot No relevant information could be obtained from the cockpit-voice recorder, which was found to be damaged, with the limited audio recording consistent with the recorder’s having failed in operation prior to the accident. Investigators were informed that the nose-gear indicator had been “intermittent” when the undercarriage was extended before landing, and that the initial approach was aborted. Surveillance video from the scene shows the aircraft subsequently touched down nearly halfway along 30R, with its landing-gear fully extended, but its thrust-reversers were not deployed. The aircraft stopped nearly 1,000ft off the runway end. https://www.flightglobal.com/safety/only-one-pilot-in-cockpit-of-westwind-badly-damaged-in-las-vegas-overrun/156423.article FAA faces tough questions about Boeing oversight after 737 MAX emergency The fuselage plug area of Alaska Airlines Flight 1282 Boeing 737-9 MAX, which was forced to make an emergency landing with a gap in the fuselage, is seen during its investigation by the National Transportation Safety Board (NTSB) in Portland, Oregon, U.S. January 7, 2024. WASHINGTON, Jan 9 (Reuters) - The Federal Aviation Administration is facing questions about its oversight of planemaker Boeing (BA.N) following the emergency landing on Friday of an Alaska Airlines 737 MAX 9. Mike Whitaker, who took over as the agency's head in late October, will testify before the U.S. House Transportation and Infrastructure Committee on Feb. 6, sources said. The hearing was in the works before the Alaska Airlines (ALK.N) flight and is expected to cover a broad range of issues. The 737 MAX is certain to come up at the hearing, the sources said. The FAA, which was without a permanent administrator for 18 months until Whitaker's 98-0 confirmation, has come under growing scrutiny after a series of potentially catastrophic near-miss aviation safety incidents, persistent air traffic control staffing shortages and a January 2023 pilot messaging database outage that disrupted 11,000 flights. Democratic Senator Richard Blumenthal on Tuesday asked the FAA to answer detailed questions about its handling of the Alaska Airlines incident. The FAA MAX 9 grounding order "is the least that should be done," Blumenthal said, adding he wanted to know "what more the FAA is doing to ensure our skies are safe." Blumenthal added: "This disturbing event is another black mark for Boeing’s 737 MAX aircraft fleet and troublingly, appears to be part of a wider pattern." The FAA grounded 171 MAX 9 airplanes on Saturday and said on Tuesday they would remain out of the sky until the agency was satisfied with Boeing's inspection and maintenance instructions. Republican Senator J.D. Vance on Tuesday urged the Senate Commerce Committee to hold a hearing. "Every American deserves a full explanation from Boeing and the FAA on what’s gone wrong and on the steps that are being taken to ensure another incident does not occur in the future," he said. The FAA has scrutinized Boeing's quality and other issues in recent years as it faced harsh criticism for its actions in the run-up to the MAX certification. Following two fatal crashes in 2018 and 2019, the FAA grounded the plane for 20 months and mandated significant software and training improvements. Boeing declined to comment on Tuesday. The FAA continues to inspect each 737 MAX before an "airworthiness certificate is issued and cleared for delivery," the agency has noted. Typically the FAA delegates the final signoff on individual airplanes to the manufacturer once the model has been certified. Alaska Airlines and the other U.S. 737 MAX 9 operator, United Airlines (UAL.O), said on Monday they found loose parts on multiple grounded aircraft. The FAA did not directly answer questions about how it typically inspects those bolts before approving a plane for service. "The FAA inspects every airplane prior to issuing an airworthiness certificate," a spokesperson said. The agency is still deciding whether to certify the smaller MAX 7. Whitaker told Reuters in an interview last month that he has no "specific timetable" to certify the plane, adding the agency will certify the plane when "we have all the data that we need and it is safe." A 2020 congressional report concluded the MAX crashes "were the horrific culmination of a series of faulty technical assumptions by Boeing’s engineers, a lack of transparency on the part of Boeing’s management, and grossly insufficient oversight by the FAA." After the Alaska Airlines data from last Friday's emergency landing was lost, National Transportation Safety Board Chair Jennifer Homendy this week criticized the FAA's decision not to require retrofitting of airplanes with recorders that capture 25 hours of data. The FAA has boosted Boeing oversight staffing and in 2022, the agency gave Boeing a shorter regulatory compliance program extension than the planemaker sought in order to "verify that Boeing completes required improvements." https://www.reuters.com/business/aerospace-defense/new-us-faa-administrator-testify-before-congress-2024-01-09/ Boeing CEO admits error, says mid-air blowout 'can never happen again' WASHINGTON, Jan 9 (Reuters) - Boeing (BA.N) CEO Dave Calhoun acknowledged errors by the U.S. planemaker as more than 170 jets remained grounded for a fourth day, telling staff the company would ensure an accident like the mid-air Alaska Airlines panel blowout "can never happen again." The company's top planemaking official, Stan Deal, also told a somber town hall meeting at its Renton, Washington 737 factory that Boeing acknowledges "the real seriousness of the accident" as it launches checks into its quality controls and processes. Calhoun's remarks were Boeing's first public acknowledgment of errors since a so-called door plug snapped off the fuselage of a nearly full 737 MAX 9 on Friday, leaving a gaping hole next to a miraculously empty seat. Calhoun said he had been "shaken to the bone" by the accident, which rekindled pressure on Boeing over its troubled small plane family almost five years after a full-blown MAX safety crisis sparked by deadly crashes in Indonesia and Ethiopia. "We're going to approach this, number one, acknowledging our mistake," Calhoun told employees, according to an excerpt released by Boeing. "We're going to approach it with 100% and complete transparency every step of the way." Alaska Airlines (ALK.N) and United Airlines (UAL.O), the two U.S. carriers that use the temporarily grounded planes, have found loose parts on similar aircraft, raising fears such an incident could have happened again. 'QUALITY CONTROL ISSUE' In a separate meeting on Tuesday, Boeing told staff the findings were being treated as a "quality control issue" and checks were under way at Boeing and fuselage supplier Spirit Aerosystems (SPR.N), sources familiar with the matter said. Boeing has sent written orders to its own plants and those of its suppliers to ensure such problems are addressed and to carry out broader checks of systems and processes, they said. Boeing shares fell 1.4% on Tuesday as United canceled 225 daily flights, or 8% of its total, while Alaska Airlines canceled 109, or 18%. Similar cancellations were expected on Wednesday. Calhoun also told Boeing employees the company would "ensure every next airplane that moves into the sky is in fact safe." He praised the Alaska Airlines crew that swiftly landed the plane, with only minor injuries to the 171 passengers and six crew. Calhoun, who was a Boeing board member when all MAX jets were grounded in 2019, also praised Alaska Airlines for quickly grounding its 737 MAX 9 jets, adding he knew "how hard it is to ground planes, much less the fleet," the sources said. Some industry leaders have privately criticized Boeing for not grounding planes faster on Saturday. People familiar with the matter say it had been drawing up plans to order inspections when the Federal Aviation Administration (FAA) intervened with an emergency order to ground 171 planes. Boeing voiced support for the FAA's action, and the company's contrite tone on Tuesday contrasted with statements that were criticized as legalistic after the 2018 crash of a Lion Air 737 MAX in Indonesia. U.S.-based crisis communications expert Paul Oestreicher, who critiqued Boeing in 2019 for taking weeks to acknowledge its mistakes after the Lion Air and Ethiopian Airlines crashes, said this time Calhoun was "acting with much more speed, acknowledging the importance of transparency, expresses some empathy, and commits to a fix." Boeing declined to comment on Calhoun's remarks beyond the official excerpt. The panel that blew off Alaska Air Flight 1282 replaces an optional exit door on 737 MAX 9 planes used by airlines that have denser seating configurations. Boeing has checked the service records of earlier Boeing 737-900ER aircraft that had a similar door plug, but all have undergone extensive maintenance since being delivered and none has shown a sign of similar problems, the sources said. Airlines have not yet started official inspections of their grounded aircraft. The FAA said Tuesday that Boeing was revising its instructions for inspections and maintenance, which the regulator must still approve before checks can begin. The FAA said it "will conduct a thorough review" and public safety will determine the timeline for returning the MAX to service. Boeing ended 2023 in second place behind rival Airbus (AIR.PA) in aircraft deliveries for the fifth year running, after seeing its roughly 50% share of the market eroded by the earlier crisis, sources said. The latest problems could prompt the FAA to take a harder line on certifying designs for other models, including required changes to the smaller MAX 7. Boeing has sought an exemption to allow certification before the design changes that analysts say is much less likely now. Two senior industry sources said they expected the plane awaited by Southwest Airlines (LUV.N) to face another six-month delay. FAA head Mike Whitaker, who took the job in October, will testify before Congress next month and could face questions about approval of the 737 MAX planes. The hearing was in the works before the incident on the Alaska Airlines flight. https://www.reuters.com/business/aerospace-defense/us-investigators-probing-whether-boeing-737-max-panel-was-properly-bolted-2024-01-09/ FAA Voluntary Safety Reporting Program Provides Protections for Aviation Whistleblowers Federal Aviation Administration Aviation Whistleblower Protections In light of the recently reported problems resulting in significant damage of a Boeing 737 MAX 9 aircraft on Alaska Airlines Flight 1282, we believe that information about the U.S. Department of Transportation’s Federal Aviation Administration (“FAA” or “the Agency”) Voluntary Safety Reporting Program (“the Program”), may help individuals in the aviation industry who have questions about their protections as whistleblowers under the law. This Program was created in response to two major technical issues resulting in the crashes of Boeing 737 MAX airplanes in 2018 and 2019. The FAA announced the Program to enable the more than 7,000 professionals in its Aviation Safety office to report safety-related concerns confidentially and without fear of disciplinary or enforcement action. While investigations about the exact circumstances of the recent Alaska Airlines Flight 1282 incident are still ongoing, it has been reported that a large portion of the Boeing 737 MAX 9 aircraft broke off the airplane in midair shortly after takeoff. The plane then made an emergency landing. There were no fatalities, though rapid decompression of the cabin damaged the interior of the plane and caused a loss of property. The FAA has since ordered the inspection of 171 MAX 9 planes, which has led to the discovery of similar technical flaws in that plane that led to the 737 MAX-9 damage to Flight 1282. Submitting Safety-Related Complaints Through the FAA’s Voluntary Safety Reporting Program According to the FAA, its Safety Reporting Program “allows the [A]gency to address safety sensitive issues that may otherwise have gone unnoticed due to fear of repercussion.” The order establishing the Program, Aviation Safety employees can submit safety-related complaints through the Program online. Complaints are reviewed by the Program’s Event Review Team (“ERT”) and either accepted for investigation or, if the complaint is outside the Program’s purview, referred to the appropriate FAA office for further handling. At the conclusion of its investigation, the ERT can (1) issue a Corrective Action Request to the appropriate office providing recommendations for resolving the matter; (2) in instances where a report “highlights the need for…training…to resolve proficiency issues,” assign individualized training to the complainant; or (3) decline to take corrective action. The ERT may reconsider a decision to decline corrective action if additional information becomes available that either increases the risk reported or identifies the matter as “systemic.” Protecting Aviation Whistleblowers from Retaliation As the FAA acknowledged in the order establishing the Program, the Program’s success “depends on its ability to maintain confidentiality”: if employees fear retaliation, they will not come forward. Employees’ names and other identifying information are redacted from complaints prior to review by the ERT, subject matter experts, and the Executive Board, or posting to the Program’s website. Redacted information will be shared only when required to gather additional contextual information, and in that case limited to those who have a “need-to-know.” ERT members, analysts, and any other individuals with access to confidential Program information also are required to sign confidentiality and non-disclosure agreements obligating them to keep that information confidential. Unfortunately, whistleblowers do not always remain anonymous, and those whose identities are revealed during or after an investigation may face job-related retaliation because of their reports. But FAA employees who experience retaliation for reports they make through the Program may be entitled to relief. For example, they can file a complaint for retaliation with the U.S. Office of Special Counsel (“OSC”) and, if OSC has reasonable grounds to believe an adverse personnel action is retaliatory, it can delay the action. If OSC concludes after an investigation that the action was retaliatory, it can seek corrective or disciplinary action on behalf of the employee. FAA employees who experience retaliation for reports they make through the Program also may hold legal claims under the federal Whistleblower Protection Act, 5 U.S.C. § 2302 et seq., which provides for monetary relief including back pay and compensatory damages for emotional distress. FAA employees experiencing retaliation should consult with an employment attorney to learn more about filing a complaint with OSC or seeking monetary relief under the Whistleblower Protection Act. https://www.natlawreview.com/article/faa-voluntary-safety-reporting-program-provides-protections-aviation-whistleblowers United States Pilot Hiring Dropped 6.2% In 2023 2023 was still the second-highest year on record for pilot hiring. SUMMARY • Pilot hiring in the United States decreased by 6.2% in 2023, with some airlines even halting their hiring process and training programs. • Despite the overall decrease, several airlines, including Allegiant, American, Delta, and Southwest, hired a record number of pilots in 2023. • While recruitment is expected to level off in 2024, pilot hiring is still projected to remain at around 75% compared to pre-pandemic levels. Per the Future and Active Pilot Advisors (FAPA), which is a pilot career advisory firm, the United States experienced a slight decline in the number of pilots hired throughout 2023. FAPA reported that major US airlines recorded 12,335 total new hires in the pilot position. This was a 6.2% decrease when compared to the previous year. FAPA receives data and tracks information from thirteen major airlines that are located in the United States. Decrease in the hiring of pilots Overall hiring slightly decreased from 2022, by about 6.2%. Several airlines were affected, with some even halted the hiring process entirely. In November, the ultra-low-cost carrier Spirit Airlines revealed it was offering voluntary exit packages for existing employees. In October, Spirit Airlines also halted all pilot hiring and ceased pilot training for those already hired. Additionally, Delta Air Lines announced earlier this year that it was planning to scale back pilot recruitment in 2024. The airline plans to hire fewer pilots overall compared to previous years when hiring was increased due to the end of the COVID-19 pandemic. Overall, Delta Air Lines plans to hire just over 1,000 pilots, which is less than half the number of pilots hired in 2023. Delta Air Lines officials commented to Skift about scaling back hiring, saying, "Delta’s 2024 hiring projections are representative of a continued healthy and robust demand for pilots. What we anticipate for the coming year is a very strong, yet more normalized, growth pattern that is reflective of Delta’s full operational restoration post-pandemic and continued focus on industry leadership." Also affected were major cargo carriers. In November, FedEx announced it was encouraging pilots to begin moving to regional carriers as possible alternative opportunities. FedEx also recently began imposing flight hour cuts for pilots due to overstaffing issues. The cargo carrier also began implementing early retirement incentives for pilots. Continuing high rates of hiring Even with the slight decrease in the number of pilots hired overall, several airlines recorded record-breaking numbers in hiring. According to data from FAPA, Allegiant Airlines, American Airlines, Delta Air Lines, and Southwest Airlines all hired a record number of pilots. Southwest Airlines recorded the largest increase, as the airline hired 776 more pilots in 2023 than in 2022, per AirlineGeeks. Additionally, American Airlines, Delta Air Lines, and United Airlines hired a combined 57% of all pilots in 2023. United Airlines recorded the highest number of hirings in October, in which it recruited 270 total pilots. The airline hired 2,296 pilots through October and almost reached the 2,500 pilots it hired in 2023 with two months to go. This is largely due to recent developments in the training and recruitment programs. United Airlines launched a new training facility - the United Aviate Academy (UAA) - in 2022 in Arizona, also investing over $100 million in upgrades to its pilot training center in Denver, Colorado. Even as recruitment begins to level off for many airlines, FAPA predicts that pilot hiring in 2024 will remain at approximately 75% compared to 2022 and 2023. This, however, is still higher than trends before the COVID-19 pandemic. https://simpleflying.com/united-states-pilot-hiring-dropped-6-percent-2023/ PSA Airlines' mission: Hire pilots, get planes in the air As president of regional aircraft operator PSA Airlines, an American Airlines subsidiary that operates a portion of American Eagle-branded flights, Dion Flannery has faced a wild ride over the past few years. The pandemic, and then a dogged pilot shortage, led American to slash PSA's flight activity. But Flannery says that for 2024, he has been given a straightforward goal from American: get airplanes back in the sky. "As part of the American Eagle portfolio, our business plan is very, very clear to us, which is go have the success needed on the recruiting trail and the training side of things to activate all your aircraft and fly all of them," Flannery said. As of December, 20 of PSA's 141 aircraft were grounded, a product of the U.S. pilot shortage that evolved more specifically into a captain shortage at regional carriers. PSA operates 65-seat and 76-seat Bombardier CRJ aircraft on American Eagle routes, mostly east of the Mississippi. Data provided by PSA shows that its flight count during the third Friday of December was 576, down from 895 during the equivalent Friday in 2019. But the trajectory was positive last year as the pilot shortage began to ease. On the equivalent Friday in 2022, PSA operated just 483 American Eagle flights. That trend is echoed more broadly across American's regional network, on which American also partners with its subsidiaries Envoy and Piedmont as well as with SkyWest, Republic Airways and Air Wisconsin. American Eagle-branded planes flew 103,000 flights in December 2019. The number was down to 65,000 in December 2022, but it climbed to 73,000 last month, according to Cirium flight schedule data. The American Eagle regional brand was serving 230 destinations in December, compared with 257 in December 2019. American pulled out of a net total of 10 regional destinations during that time and upsized to only mainline flying in 16 airports. In addition, service in Acapulco is suspended through the winter because of the damage caused by Hurricane Otis to the Mexican city. As at American, the pilot shortage, which the consulting firm Oliver Wyman estimates to be approximately 14,000 for North American carriers, contributed to rapid cutbacks in regional operations by Delta and United through the pandemic. But American is more focused on rebuilding its small-city network than its more long-haul-oriented legacy competitors. Year over year in December, American Eagle flight operations were up 11.7%, compared with 4.9% for United Express and 3.1% for Delta Connection, Cirium data shows. "We serve 300 cities in North America. In 200 of them, we have a network advantage," chief commercial officer Vasu Raja said during American's third-quarter earnings call in October. Bringing back more regional jets, Raja said, will enable the carrier to have a bigger presence in many markets where competition is limited. In total, American had 75 regional planes grounded at the end of the third quarter, with a goal of getting them all in the air as pilot shortfalls are resolved. The search for more captains At PSA, it's the job of Flannery and his executive team to get those cockpit seats filled. For each new aircraft that PSA flies, he said, it requires a net increase of six captains and six first officers. Captains, though, are the true constraint. During the peak of the pilot shortage last year, mainline carriers were hiring captains out of the regional airlines at a rate that was unsustainable for regional operations. For example, said Flannery, PSA lost 62 captains in April 2022 alone. The good news is that the attrition rate stabilized after the mainline carriers replenished their crews. Last April, PSA lost just six captains. Still, finding the 120 captains PSA needs this year to activate its 20 grounded aircraft will take diligence. The airline can get a newly certified pilot into the first officer seat within 15 weeks of hiring, but it will take more than two years for that pilot to accrue the requisite 1,000 hours of PSA flying to move to the captain's chair, Flannery said. PSA is offering a $200,000 hiring bonus for direct-entry captains who sign on by the end of this month. The airline also partners on pilot pathway programs with approximately 50 universities, colleges and flight training schools. Currently, approximately 500 PSA cadets are enrolled in those programs nationwide. "It appears we have plenty of first officer demand in terms of applications. That is fairly healthy," Flannery said. "We're just in a constraint world of captains." https://www.travelweekly.com/Travel-News/Airline-News/PSA-Airlines-mission CALENDAR OF EVENTS • SINGAPORE AIRSHOW 2024 - February 20 - 25 • HAI Heli-Expo 2024 - February 26 - 29 - Anaheim, CA • 2024 Women in Aviation International Conference - March 21-23 (Orlando) • 2024 ACSF Safety Symposium – Air Charter Safety Foundation - April 1-3, 2024 • Airborne Public Safety Association, Inc. (APSCON 2024) - July 29 - August 3; Houston TX • 2024 ISASI - Lisbon, Portugal - September 30 to October 4, 2024 • 2024 NBAA Business Aviation Convention & Exhibition - Oct. 22-24 (Vegas) Curt Lewis