Flight Safety Information - March 19, 2024 No. 057 In This Issue : Incident: United B738 near Chicago on Mar 17th 2024, air data indication issue : Incident: Alaska B738 enroute on Mar 17th 2024, cracked windshield : Aircraft Cabin Air International Conference - 17 & 18 September - London : Airbus A330-343 - Smoke in the cabin (Greece) : Seat belt saved passenger's life on Boeing 737 jet that suffered a blowout, new lawsuit says: : United Airlines addresses air travel safety fears : Southwest Airlines admits it has a significant problem : FAA Remote ID Rule for Drones Takes Full Effect : Aviation industry calls for UK investment in hydrogen fuel : Russian Airlines & Air Safety: Is 2024 the Breaking Point? : Korean Air Eyeing Airbus Widebody Order : CALENDAR OF EVENTS Incident: United B738 near Chicago on Mar 17th 2024, air data indication issue A United Boeing 737-800, registration N18223 performing flight UA-638 from New York La Guardia,NY to Chicago O'Hare,IL (USA), was descending towards Chicago when the crew reported an air data indication issue. The aircraft continued for a safe landing on runway 27C. The aircraft is still on the ground in Chicago about 28.5 hours after landing. The FAA reported: "United Airlines Flight 623 landed safely at Chicago O’Hare International Airport around 10:30 a.m. local time on Sunday, March 17, after the crew reported an issue with the air data indication. The Boeing 737-800 departed from LaGuardia Airport in New York. The FAA will investigate." https://www.avherald.com/h?article=5164e2cd&opt=0 Incident: Alaska B738 enroute on Mar 17th 2024, cracked windshield An Alaska Airlines Boeing 737-800, registration N588AS performing flight AS-9 from Washington National,DC to Portland,OR (USA), was descending towards Portland when the crew reported a cracked windshield. The aircraft continued for a safe landing on Portland's runway 28L. The aircraft is still on the ground in Portland about 21 hours after landing. The FAA reported: "Alaska Airlines Flight 9 landed safely at Portland International Airport in Oregon around 9 p.m. local time on March 17 after the crew reported a cracked windshield. The Boeing 737 departed from Ronald Reagan Washington National Airport. The FAA will investigate." https://www.avherald.com/h?article=5164e1eb&opt=0 Airbus A330-343 - Smoke in the cabin (Greece) Date: Monday 18 March 2024 Time: 15:15 UTC Type: Airbus A330-343 Owner/operator: Lufthansa Registration: D-AIKL MSN: 905 Year of manufacture: 2008 Engine model: Rolls-Royce Trent 772-B60 Fatalities: Fatalities: 0 / Occupants: Aircraft damage: None Category: Incident Location: Rhodes - Greece Phase: En route Nature: Passenger - Scheduled Departure airport: Frankfurt International Airport (FRA/EDDF) Destination airport: Rhodes/Paradisi-Diagoras Airport (RHO/LGRP) Confidence Rating: Information is only available from news, social media or unofficial sources Narrative: Lufthansa flight LH630, an Airbus A330-343, diverted to Rhodes/Paradisi-Diagoras Airport (RHO) after after reporting smoke in the cabin. https://www.aviation-safety.net/wikibase/363840 Seat belt saved passenger's life on Boeing 737 jet that suffered a blowout, new lawsuit says • More passengers aboard an Alaska Airlines Boeing 737 jet when part of its fuselage blew out in January are suing — including one who says his life was saved by a seat belt SEATTLE -- More passengers who were aboard an Alaska Airlines Boeing 737 jet when part of its fuselage blew out in January are suing — including one who says his life was saved by a seat belt. The latest lawsuit, representing seven passengers, was filed in Washington’s King County Superior Court Thursday against Boeing, Alaska Airlines, Spirit AeroSystems and 10 people listed as John Does. Cuong Tran, of Upland, California, was sitting in the row behind where the side of the aircraft tore away and left a door-sized hole on Alaska Airlines Flight 1282 on Jan. 5, according to a news release from attorney Timothy A. Loranger. Loranger, who filed the lawsuit, said air rushed out of the hole, pulling on Tran and others nearby. The suction tore Tran's shoes and socks from his feet and he felt his body lift off his seat, the news release said, adding that Tran's foot was hurt when it was jerked into the seat structure in front of him. “Our clients — and likely every passenger on that flight — suffered unnecessary trauma due to the failure of Boeing, Spirit AeroSystems, and Alaska Airlines to ensure that the aircraft was in a safe and airworthy condition,” Loranger said. The lawsuit seeks punitive, compensatory and general damages for alleged negligence, product construction/manufacturing defect liability and failing in its duty to protect passengers from harm. Boeing responded to an email Thursday seeking comment saying, “We have nothing to add.” Alaska Airlines and Spirit AeroSystems didn't immediately respond to emails seeking comment. The first six minutes of the flight from Portland, Oregon, to Southern California’s Ontario International Airport had been routine, the Boeing 737 Max 9 about halfway to its cruising altitude and traveling at more than 400 mph (640 kph). Then the piece of fuselage covering an inoperative emergency exit behind the left wing blew out. The pilots made an emergency landing back where they started in Portland. No one was seriously hurt. Another lawsuit against Boeing and Alaska Airlines was filed last month on behalf of 22 other passengers on the flight, also accusing the companies of negligence. In a preliminary report last month, the National Transportation Safety Board said four bolts that help keep the door plug in place were missing after the panel was removed so workers could repair nearby damaged rivets last September. The rivet repairs were done by contractors working for Boeing supplier Spirit AeroSystems. Boeing, under increased scrutiny since the incident, has acknowledged in a letter to Congress that it cannot find records for work done on the door panel of the Alaska Airlines plane. The Department of Justice has also launched a criminal investigation. The probe would assist the department’s review of whether Boeing complied with a settlement that resolved a federal investigation into the safety of its 737 Max aircraft after two deadly crashes in 2018 and 2019. https://abcnews.go.com/Business/wireStory/seat-belt-saved-passengers-life-boeing-737-jet-108138629 United Airlines addresses air travel safety fears The head of United Airlines is seeking to directly reassure travellers that his company's flights are safe, after recent mishaps have spooked customers. In a letter to the airline's millions of passengers, chief executive Scott Kirby said "safety is our highest priority". Last week, a panel from a plane's body fell off mid-flight and earlier this month a plane engine caught fire. United is reviewing what happened, Mr Kirby wrote. "I want you to know that these incidents have our attention and have sharpened our focus," wrote Mr Kirby, adding that safety is at the centre of "everything we do". He said the company was already planning to expand training for pilots and new maintenance technicians and would increase resources to manage its network of suppliers. United carried a record 165 million passengers on its planes last year and brought in $2.6 bn (£2 bn). The company is counting on strong demand for travel to continue. Mr Kirby said the incidents - which also included a plane that lost a tire after take-off, among others - were all "unrelated". But it comes amid elevated attention on air travel incidents large and small. In January, an emergency exit door on a nearly brand new Boeing plane blew off in mid-air, reviving wider questions about the quality of the jets produced by the company, one of the world's two major jet-makers. That was on Alaska Airlines. Alaska Airlines blowout: Passenger describes being on Flight 1282 The Federal Aviation Administration said, as is customary, it was investigating the United incident involving the missing panel, which occurred on a 25-year-old plane. Its absence was discovered after landing and pictures spread widely on social media. United attributed the fire on the other plane, which made a safe emergency landing, to an "engine issue". https://www.bbc.com/news/business-68599242 Southwest Airlines admits it has a significant problem Having fixed many of its biggest issues, the value-priced airline has been very open about its latest struggles. Southwest Airlines has cleared a lot of hurdles since its December 2022 holiday meltdown. That failure, which left tens of thousands of passengers stranded during the Christmas season, exposed a lot of the company's deeper problems. The airline, which had a long history of seemingly positive relations with its employees, was blasted by its pilots' union. Instead of staying quiet or even showing support, the Southwest Airlines Pilots Association, blasted the airline on multiple occasions. "How did we get here? How did we go from the most stable and profitable airline in history to the greatest meltdown in airline history? As with most organizations, the answer can be distilled down to one word: Leadership. Actually, in our case, it’s three words: Lack of leadership," the association said. Swapa also made clear that Southwest Airlines (LUV) pilots saw the meltdown coming and believed it was preventable. The union's president, Capt. Casey Murray, was not shy about expressing his frustration even after the airline committed to invest $1.3 billion in technology, infrastructure and people. "Yes, $1.3 billion does need to be spent,” Murray said in a July interview. “With the focus on dividends and buybacks over the last decade, there has been a lack of investment in infrastructure and IT, and that does have to be done. "But none of that is going to solve the process problems of connecting pilots and airplanes. ... [There] has to be a refocusing on efficiency." A crowd of people at a Southwest Airlines counter. Lead JS 102122 Southwest has made deals with most of its employee unions. Southwest Air overcame multiple problems While it seemed impossible for Southwest to win back customer trust, it has done so relatively quickly. The airline has moved from questions about its viability to setting records. "Our network is in a healthy place, and it shows in our operational improvement. In fact, we improved in nearly every operational metric," Chief Executive Bob Jordan said during the airline's fourth-quarter-earnings call. "Our completion factor performance, in particular, was fantastic at 99% for the full year with fourth quarter being our best quarterly performance in more than a decade at 99.6%." The results were good not just in performance but also in revenue. "We saw close-in performance strengthened in November and December for both leisure and corporate travel. This led the fourth quarter 2023 to be yet another record at just over $6.8 billion in operating revenue, and we are seeing that strength continue into 2024," he shared. Jordan also noted that the airline had made peace with the pilots union and its other unions. "We also made significant progress on our labor agreements, including the ratification earlier this week of an agreement that secures industry-leading pay for our best-in-class pilots," he added. Southwest does have a problem it can't control Southwest has initiated a hiring freeze and plans to cut overall hiring by 50% in 2024. That's because the airline does not expect to receive all the planes it had hoped to from Boeing (BA) . "This is not business as usual. We are being very aggressive in controlling what we can control," Jordan said during a presentation at the JPMorgan Industrials Conference, Travel Weekly reported. Southwest expects the delay in deliveries to cost it 1% to 1.5% of its planned 2024 capacity. Boeing has told Southwest to expect 46 of the 58 737 Max 8 airplanes it expected to take delivery of in 2024. Jordan made clear in his remarks that Southwest thinks the airplane maker may well fall short of that number. "We need Boeing to be strong five years from now, 10 years from now. That takes precedent over delivery delays," Jordan said. Southwest's entire fleet consists of Boeing planes. Boeing has been dealing with quality issues that have led to delays in delivering its 737 Max 7 planes. The airline also had planned to receive 21 737 Max 7 airplanes in 2024, but it has removed those planes from its plans for the year. https://www.thestreet.com/travel/southwest-airlines-admits-it-has-an-airplane-problem FAA Remote ID Rule for Drones Takes Full Effect The agency began discretionary enforcement of remote ID compliance in September, but all drone pilots now face penalties for violating the rule. Nearly all drones in the U.S. weighing more than 0.55 pounds, such as Skydio’s X10 for enterprise customers, must now include remote ID broadcast capabilities. Drone pilots and manufacturers in the U.S. now face fines or suspensions if their drones are not equipped with remote identification technology. As of Saturday, the FAA’s Remote ID rule—which mandates that all drones required to be registered with the agency include a “digital license plate” that broadcasts information such as ID number, location, and altitude—is in full effect. The rule is intended to allow the FAA, law enforcement, and other federal agencies to monitor unsafe flights as more drone pilots earn their wings. Congress in 2016 directed the FAA to develop standards and regulations for remote identification of uncrewed aircraft systems (UAS) pilots and operators. The agency delivered its final remote ID guidelines in 2021 and began enforcing them on a discretionary basis in September, allowing additional time for some noncompliant models to be updated. However, with the rule now in full effect, businesses, law enforcement agencies, and even recreational flyers face the possibility of their drone pilot license being revoked or civil penalties up to $27,500 for flying a drone without remote ID. What Is Remote ID, and How Can You Comply? Put simply, remote ID is like a drone’s digital license plate. The technology transmits information such as the UAS’s unique ID number, location, altitude, velocity, and plenty more over a 2- to 3-mile range. That data (which does not include personal identifying information) is then made available to private and public stakeholders, which can alert the FAA of unsafe flight, request an aircraft be grounded, or simply find out more information about a drone. A good rule of thumb is that if your UAS must be registered with the FAA, it needs to have remote ID. But as with many FAA rules and regulations, there are a few exceptions. Drones weighing less than 0.55 pounds, for example, are exempt under the regulator’s Exception for Limited Recreational Operations. The agency can also waive remote ID compliance for operators conducting aeronautical research or in special cases under Part 89, such as for home-built drones. Flights without remote ID in FAA-recognized identification areas (FRIAs)—areas of highly monitored airspace dedicated to drone flight, a full list of which can be found here—are also permitted. But the pilot must keep the drone within their visual line of sight. Educational institutions and FAA-recognized community-based organizations can apply to establish FRIAs. According to the FAA, the vast majority of drones manufactured since September 2022 contain remote ID-compliant hardware. The catalogs of major brands such as DJI and Parrot, for example, largely contain models with the technology already installed. If a drone was purchased before December 2022—the month the FAA began enforcing remote ID compliance for UAS manufacturers—owners can check the FAA website for a Declaration of Compliance (DOC), which confirms the model is equipped with the proper systems. Additionally, recreational and Part 107 pilots can retrofit drones with remote ID capabilities using a remote ID broadcast module. Firms such as uAvionix and Dronetag offer FAA-approved modules that can make just about any drone compliant, though these limit pilots to visual-line-of-sight operations. Adding a module to a noncompliant drone requires the operator to register it with the FAA, even if it is already listed. If the remote ID-compliant drone being registered is the user’s first, FLYING’s Part 107 remote pilot certification guide explains those steps. Recreational and Part 107 flyers with one or more drones already registered, meanwhile, can add new devices on FAADroneZone. For Part 107 pilots, each device must be registered individually with a unique ID number. Recreational flyers can use the same registration number to cover all devices in their inventory and transfer broadcast modules from drone to drone. More information on registering remote ID drones and broadcast modules can be found in FLYING’s remote ID guide. Manufacturers will also need to comply with the remote ID rule, unless an exception applies. These include exceptions for drones built at home, produced for the U.S. government, weighing less than 0.55 pounds, or designed exclusively for aeronautical research or to show compliance with another rule. Type-certified UAS are also exempt in many cases. Otherwise, the manufacturer must produce drones with remote ID systems already installed. Further, UAS manufacturers must allow the FAA to audit their facilities, technical data, and any remote ID drone or broadcast module produced. Recurring audits must be performed and results provided to the FAA upon request. On Monday, the Association for Uncrewed Vehicle Systems International (AUVSI) and Commercial Drone Alliance (CDA)—two of the drone industry’s largest nonprofit organizations—published answers to frequently asked questions about remote ID, providing more guidance to pilots and manufacturers. “Remote ID harmonizes the needs of UAS operators and law enforcement stakeholders, and compliance is absolutely necessary for the secure and scalable integration of UAS into the airspace,” said Michael Robbins, chief advocacy officer at AUVSI. “By providing a resource that addresses our community’s questions around the rule, our aim is to support widespread commercial drone operations and the benefits they bring to the communities where they operate.” The reference document contains additional information about what remote ID is, how to comply with the new rule, and conditions for exemptions, among other guidance. Both AUVSI and CDA applauded the FAA’s commitment to enforcing provisions they believe will enable safer drone flight. “Addressing safety and security is necessary in order to achieve scaled commercial drone operations,” said Lisa Ellman, executive director of the CDA. “Ultimately, industry [remote ID] rule compliance will enable communities across the United States to fully realize the safety, security, sustainability, public health, and equity benefits of drone technology.” https://www.flyingmag.com/faa-remote-id-rule-for-drones-takes-full-effect/ Aviation industry calls for UK investment in hydrogen fuel EasyJet, Rolls-Royce and others ask for help in scaling up new technologies to develop zero emission flights The boss of easyJet airline has led an aviation industry call for the UK government to put more public money into helping hydrogen-powered passenger planes get off the ground. The low-cost airline on Monday joined an alliance of companies including Rolls-Royce, Airbus and GKN Aerospace in urging ministers to help fund the development of the nascent technology, which offers the possibility of flying with zero emissions in the coming decades but is commercially unproven. Johan Lundgren, easyJet’s chief executive, said the UK had a “leading” hydrogen sector, but needed to improve its record in scaling up promising start-up technologies. “We need to do something that the UK has not always had a good track record for — turning our innovative and exciting research and development into a long-term productive industrial sector,” he said. The aerospace companies published a report on Monday acknowledging that the UK government had supported the sector through initiatives such as the Aerospace Technology Institute, the body that allocates state funding for innovation in civil aviation, but that significantly more help was needed. “We need the conditions to be right. The right government policy, standards and regulations,” said Russ Dunn, chief technical officer of GKN Aerospace. EasyJet and its long-term aircraft manufacturer Airbus have argued that hydrogen will be an important part of the aviation industry’s pledge to reach net zero by 2050, even as other airlines and Boeing have appeared more circumspect. Airbus plans to have a zero-emissions hydrogen-powered plane ready for service by 2035 and is exploring four different concepts based on either hydrogen combustion or hydrogen fuel cell technology. Matt Finch, UK policy manager at environmental NGO Transport & Environment, which is not part of the hydrogen alliance, said that while technical problems were being overcome, there were still “massive hurdles”, including around the supply of hydrogen to airports, as well as the certification of hydrogen-powered aircraft. ZEROe is an Airbus concept aircraft: Airbus’s ambition is to bring to market the world’s first hydrogen-powered commercial aircraft by 2035 © Airbus Airbus is working with airports, airlines and energy groups on ways to scale up the infrastructure needed to make hydrogen fuel a reality, but executives have warned that a lack of green production of the gas could hamper progress. Alan Newby, director of research and technology at Rolls-Royce, said that finding a supply of hydrogen would be one of the industry’s biggest challenges. “It is currently extremely hard to get hold of hydrogen . . . it is just not around,” he said. Lundgren admitted the costs of developing and using hydrogen seemed “staggering”, but he expected the airline’s next aircraft order, due in the 2030s, to include hydrogen-powered planes. While he said this could come from either Airbus or Boeing, the European manufacturer has placed a far greater emphasis on developing a hydrogen aircraft than its US rival. Although the company has yet to finalise the size or range of the aircraft executives have previously suggested it will initially produce a regional or shorter-range aircraft that could seat about 100 passengers. The call for more state support in the development of hydrogen technology echoes an aviation industry-wide push for government help in scaling up sustainable aviation fuels, which are less polluting than jet fuel and currently only available in small quantities. The Department for Transport said hydrogen had an important role to play in the government-endorsed industry roadmap to net zero, adding: “We will continue to work with industry leaders to create a sustainable sector fit for the future — it’s great to see the Hydrogen in Aviation [alliance] leading the way.” https://www.ft.com/content/0f79b095-3e13-44c3-a28a-3f9fe8cbd81e Russian Airlines & Air Safety: Is 2024 the Breaking Point? Russia’s commercial aviation industry has now faced an extended period of challenges wrought by a shortage of spare parts. This problem, resulting from sanctions imposed following the invasion of Ukraine, has led to a worrying rise in technical malfunctions and safety concerns. 2023 saw a concerning rise in Russian incidents and emergency landings – a tripling of technical malfunctions and incidents was reported. Analysts predict the situation is likely to worsen in 2024, potentially posing a serious threat to air safety. So will this year see a serious breaking point for Russian commercial aviation? Sanctions Bite: Restricted Access to Parts and Maintenance Following the international condemnation of Russia’s actions in Ukraine, a wave of sanctions targeted the country’s aviation sector. These sanctions restricted Russia’s access to critical spare parts and maintenance services typically obtained from Western manufacturers like Boeing and Airbus. Western-made aircraft dominate Russia’s commercial fleet, and they are left without access to genuine parts and qualified technicians for these planes. As a consequence, Russian airlines have been forced to find alternative solutions. These alternatives can be risky and raise safety concerns. Signs of Trouble: Rise in Malfunctions and Incidents 2023 Several news reports documented a threefold rise in technical malfunctions and incidents involving Russian passenger jets in 2023. Many of these occurrences are likely linked to the difficulties airlines face in maintaining their aging fleets due to the lack of essential parts. News source Newsweek revealed a concerning trend of emergency landings in Russia due to what was described as ‘technical issues’. In the period between September 2023 to early December 2023, there were 60 safety incidents involving aircraft diversions or emergency landings. This spike in incidents in the latter quarter of 2023 was noticeable, with 15 occurring in September, rising to 25 in October. This dropped slightly to 12 in November, before seeing another surge in December. While not every incident can be definitively attributed to the parts shortage, the correlation between the sanctions and the rise in problems is a cause for serious concern. Sanctions, Aging Parts, and Cannibalization Several factors suggest that the parts shortage problem for Russian airlines is likely to worsen in 2024. Firstly, there is no indication that the sanctions will be lifted soon. Continued restrictions will make it extremely difficult for Russian airlines to obtain the parts they need. Secondly, the existing parts on these aircraft will continue to deteriorate with age. As these parts near the end of their lifespan and are not replaced, they become more prone to failure, raising the risk of in-flight problems. Thirdly, there are fears that Russian airlines may be forced to resort to “cannibalizing” parts from some aircraft to keep others operational. This involves removing functional parts from one plane to repair another. While this practice might keep a limited number of aircraft flying in the short term, it significantly reduces the overall number of airworthy planes and further compromises safety standards. Then there is the attendant human factors issue. All major components need to be traced, in order to track their whereabouts and their time to overhaul or replacement. Robbing components and moving them form aircraft to aircraft increases the risk of human error – mismanagement or mistakes in tracking and maintenance cycles. The longer the situation draws out, the larger is the potential can of worms. 2023 saw a concerning tripling of incidents. That casts a dark shadow over 2024. Looking Ahead: A Looming Safety Crisis? The situation facing Russian airlines is complex and concerning. The combination of persistent sanctions, aging parts, and potential cannibalization of critical components creates a perfect storm that could lead to a significant decline in aviation safety standards. The longer the situation draws out, the larger is the potential can of worms. 2023 saw a concerning tripling of incidents. That casts a dark shadow over 2024. While it’s difficult to predict the future with certainty, the current trajectory suggests a challenging year for Russian commercial aviation. Regulatory bodies and international aviation organizations will likely be closely monitoring the situation and may need to take further action to ensure passenger safety. Will 2024 be the Tipping Point? The possibility of 2024 being a tipping point for Russian aviation safety is a very real concern. Here’s why: Exponential Growth in Incidents: Incidents tripled in 2023 compared to previous years. This trend suggests a rapid deterioration in safety. This sharp rise indicates that the current situation is unsustainable, and further decline could be catastrophic. Compounding Issues: The factors contributing to the problem, like sanctions and aging parts, are not one-time events. They will continue to exert pressure on the system, potentially leading to an exponential increase in malfunctions and accidents. Limited Alternatives: Russia explored alternative parts suppliers and attempted to develop domestic replacements. These solutions are unlikely to provide a quick fix. Finding reliable, compatible parts from non-Western sources can be challenging, and developing domestic alternatives typically takes years. Indicators of a Tipping Point Several events could signal that 2024 has become a tipping point for Russian aviation safety: A Major Accident: A high-profile accident with significant casualties could trigger a public outcry and force international intervention. Grounding of Fleets: If airlines are forced to ground a significant portion of their fleets due to a lack of airworthy aircraft, it would be a strong indicator that the system is failing. Airline Bankruptcies: Financial strain due to rising maintenance costs and operational disruptions is a warning sign. This could eventually lead to airline bankruptcies, further destabilizing the industry. https://aviationsourcenews.com/analysis/russian-airlines-air-safety-is-2024-the-breaking-point/ Korean Air Eyeing Airbus Widebody Order The airline's latest order may come as early as this week, according to reports. Korean Air, South Korea’s flag carrier, is in the works to order 20 Airbus A350 jets from Airbus. An official announcement might come as early as this week, according to Bloomberg. The Order The order of 20 Airbus A350 aircraft comes as the carrier takes part in a fleet modernization plan. With the Korean Air merger with Asiana awaiting the U.S.’s approval, Korean Air is aiming to expand and restructure its growing fleet. According to Korean Air CEO Walter Cho, the airline will “simplify” its fleet after the merger for efficient cost of operations. The merger will allow the airline to operate aircraft from Airbus and Boeing with a variety of engine types. As this might bring operational challenges to the carrier, Cho stated that the airline will “simplify” its fleet after the merger in an interview with the International Air Transport Association (IATA). Future Fleet This marks a major change for the airline since its last widebody purchase in 2019. Korean Air will be replacing its Boeing 777 aircraft of which most are over 17 years of age and some being more than 20 years old. With Korean Air’s 10th Airbus A321neo added to its fleet back on March 12, the airline ordered 20 more A321neo aircraft. As of today, Korean Air is expected to have 50 Airbus A321neos delivered. Why the Airbus? The airline took note of the Boeing 777X for the new fleet. According to Cho, however, as the Boeing 777X is awaiting certification, which is planned for 2025, Korean Air will put orders of Boeing aircraft on a halt. https://airlinegeeks.com/2024/03/18/korean-air-eyeing-airbus-widebody-order/ CALENDAR OF EVENTS • 2024 Women in Aviation International Conference - March 21-23 (Orlando) • SMU Air Law Symposium - March 21-22, 2024 ( Dallas, TX) • 2024 ACSF Safety Symposium – Air Charter Safety Foundation - April 1-3, 2024 • Blazetech - Aircraft Fire Hazards, Protection, and Investigation Course June 4 - 7, 2024 • Airborne Public Safety Association, Inc. (APSCON 2024) - July 29 - August 3; Houston TX • Asia Pacific Airline Training Symposium - APATS 2024, 0-11 September, 2024, Singapore • Aircraft Cabin Air International Conference - 17 & 18 September - London • 2024 ISASI - Lisbon, Portugal - September 30 to October 4, 2024 • International Congress of Aerospace Medicine ICAM 2024 in Lisbon, Portugal, 3 - 5 October 2024 • Aviation Health Conference back on Monday 7th and Tuesday 8th October 2024 • 2024 NBAA Business Aviation Convention & Exhibition - Oct. 22-24 (Vegas) Curt Lewis