Flight Safety Information - May 23, 2025 No. 103 In This Issue : Incident: Canadian North AT42 at Iqaluit on May 14th 2025, smoke in cockpit : Incident: Helvetic E195 at Zurich on May 22nd 2025, flaps problem : 22 May 2025 - Daviator LLC, opf Sound Talent Group Cessna S550 Citation S/II accident 6 dead : IndiGo flight turbulence: India and Pakistan rejected pilot’s request to use Pak airspace : Why an airline pilot training is 'similar to a specialist surgeon' : United training director says reacting to air traffic control issues in ‘pilots’ DNA’ : This redundant aviation safety net helps keep planes safe when controllers lose contact : Senator Wants FAA To Eliminate Class B ADS-B Exemptions : Uzbekistan charts new course in aviation safety with ICAO collaboration : Caribbean Airlines and Worldwide Airlines Grapple with Extensive Boeing 737 Flight Delays Triggered by Satellite Communication Failures in the Widely Used SITA Aviation Platform : Boeing Speeds Up 737 MAX Production To Nearly 40 Aircraft Per Month : FAA Expands Aircraft Hazard Area for Starship’s Next Flight : Flight Risk Assessment Tool released for ag pilots : Textron Aviation secures major jet order from ALE : Firm tapped to modify Qatar jet for Trump admin agrees to $62 million settlement in false claims case : Nominations for ISASI - Jerry Lederer Award - Please submit before May 30 : Calendar of Events Incident: Canadian North AT42 at Iqaluit on May 14th 2025, smoke in cockpit A Canadian North Avions de Transport Regional ATR-42-300, registration C-GHCP performing flight 5T-823 from Iqaluit,NU to Pangnirtung,NU (Canada) with 11 passengers and 3 crew, was climbing through 15000 feet out of Iqaluit when the crew noticed the smell of smoke in the cockpit. Shortly afterwards the crew noticed smoke emanating from the left side maintenance control panel. The crew declared PAN PAN and returned to Iqaluit for a safe landing about 45 minutes after departure. The Canadian TSB reported maintenance found an internal failure of a warning light on the left of the left hand maintenance control panel. https://avherald.com/h?article=528133ad&opt=0 Incident: Helvetic E195 at Zurich on May 22nd 2025, flaps problem A Helvetic Airways Embraer ERJ-195 on behalf of Swiss, registration HB-JVA performing flight LX-1019 from Dusseldorf (Germany) to Zurich (Switzerland), was on final approach to Zurich's runway 14 when the crew requested to discontinue the approach and enter a hold reporting problems with the flaps. While in the holding the crew advised they could not fully extend their flaps, their approach speed would be 162 knots. The aircraft landed safely on runway 14 at a higher than normal speed and taxied to the apron. https://avherald.com/h?article=528128e7&opt=0 22 May 2025 - Daviator LLC, opf Sound Talent Group Cessna S550 Citation S/II accident 6 dead Date: Thursday 22 May 2025 Time: c. 03:47 LT Type: Cessna S550 Citation S/II Owner/operator: Daviator LLC, opf Sound Talent Group Registration: N666DS MSN: S550-0056 Year of manufacture: 1985 Engine model: P&W Canada JT15D-4 Fatalities: Fatalities: 6 / Occupants: 6 Other fatalities: 0 Aircraft damage: Destroyed Category: Accident Location: near Montgomery-Gibbs Executive Airport (MYF/KMYF), San Diego, CA - United States of America Phase: Approach Nature: Private Departure airport: Wichita-Colonel James Jabara Airport, KS (KAAO) Destination airport: San Diego-Montgomery-Gibbs Executive Airport, CA (MYF/KMYF) Investigating agency: NTSB Confidence Rating: Information verified through data from accident investigation authorities Narrative: A Cessna S550 Citation S/II crashed while on approach to runway 28R at Montgomery-Gibbs Executive Airport (MYF/KMYF), San Diego, California. The pilot and five passengers perished and the aircraft was destroyed and at least three victims were members of Sound Talent Group, including the co-founder with a pilot licence and the pilot of the flight. The aircraft came down in the Tierrasanta military housing community and and about ten homes and various cars were damaged or destroyed by fire. According to preliminary ADS-B data, On May 22, 2025, at about 2315 LT, the airplane departed Teterboro Airport (TEB/KTEB), Teterboro, New Jersey, on a 3h30m flight to Colonel James Jabara Airport (KAAO), Wichita, Kansas. Later that midnight, at 0236 LT, the aircraft departed Wichita on a flight to San Diego. According to air traffic control data, during the final portion of the flight, the pilot(s) enquired about the conditions at other nearby airports, because the ASOS at KMYF was not working. At one point, they were considering Brown Field Municipal Airport (KSDM), but decided against it because it has higher minimums. The crew were eventually cleared to fly the RNAV 28R approach at point NESTY (3600 ft). A few seconds later, when the aircraft reached point PENYY, it was flying at 2500 ft (which is correct altitude per the RNAV 28R plate). The final seconds of the ADS-B data show that the airplane descended below the glideslope and had most likely impacted (marked) high tension powerlines before descending into the residential area. These powerlines are marked as an obstruction on the approach plate, standing at 554 ft. At the time of the accident, there was an AIRMET active for IFR conditions; CIG BLW 010/VIS BLW 3SM BR/FG. Runway 28R at Montgomery Field is equipped with an ILS approach, with an inbound course of 281 degrees magnetic heading. The charted Category A and B aircraft landing minimums are a descent altitude of 673 feet msl (250 feet agl), and a visibility of 3/4 mile. The touchdown zone elevation is 427 feet msl. https://asn.flightsafety.org/wikibase/513483 IndiGo flight turbulence: India and Pakistan rejected pilot’s request to use Pak airspace The Delhi-Srinagar flight, carrying more than 220 people, including Trinamool Congress MPs encountered a sudden hailstorm, and the pilot reported the “emergency” to air traffic control at Srinagar airport The Delhi–Srinagar IndiGo flight hit turbulence mid-air due to inclement weather, prompting the pilot to report the “emergency” to air traffic control at Srinagar. The flight later landed safely. The pilots of IndiGo’s Delhi to Srinagar flight that was caught in a hailstorm earlier this week were denied deviation to escape bad weather by both the Indian Air Force as well as Lahore’s Air Traffic Control tower, the DGCA said on Friday (May 23, 2025). The incident pertains to IndiGo’s 6E 2142 flight that was caught in bad weather, including strong turbulence, on Wednesday evening. Though passengers and crew escaped without injuries, the aircraft’s nose cone was damaged leading to its grounding for inspection and maintenance. In a press statement, the DGCA said the flight entered hailstorm and severe turbulence near Pathankot. Before that, the Indian Air Force rejected the pilot’s request for deviation towards the international border to circumvent bad weather and later Lahore’s ATC too turned down their plea. “Crew initially attempted to return but as they were close to the thunder storm cloud, they decided to penetrate the weather. Subsequently, they encountered hailstorm and severe turbulence. Crew chose to continue at same heading to exit the weather by the shortest route towards Srinagar,” said the DGCA statement. In the wake of tensions between India and Pakistan following the Pahalgam terror attack that killed at least 26 people, Pakistan airspace is closed for Indian carriers. India has also shut its airspace for Pakistan airlines. In a statement on Thursday (May 22, 2025), IndiGo said its flight 6E 2142 from Delhi to Srinagar on May 21, 2025, navigated a sudden hailstorm and landed safely at Srinagar International Airport. "All customers were attended to upon landing and no injuries were reported. The aircraft is currently undergoing necessary inspection and maintenance in Srinagar and will resume operations once all clearances have been secured," the airline said. Among the 222 passengers onboard were also five Trinamool Congress MPs — Derek O'Brien, Nadimul Haque, Sagarika Ghose, Manas Bhunia, and Mamata Thakur — who were flying to meet people affected by the recent cross-border shelling near the LoC. "It was a near-death experience. I thought my life was over. People were screaming, praying and panicking," Ms. Ghose said on Wednesday (May 21, 2025). "Hats off to the pilot who brought us through that. When we landed, we saw the nose of the plane had blown up," she had said, adding that the delegation thanked the pilot after the landing. Videos of the moments of turbulence emerged on social media showing panicked passengers praying for their lives as the plane swayed. https://www.thehindu.com/news/national/delhi-srinagar-indigo-flight-pakistan-rejected-pilots-request-to-use-airspace-to-avoid-turbulence/article69609213.ece Why an airline pilot training is 'similar to a specialist surgeon' Pilots undergo rigorous training, accumulating hundreds of flight hours and passing numerous exams. Automation is changing pilot training, requiring pilots to master technology while maintaining hand-flying skills. Airlines prioritize safety through mentorship programs and empowering all employees to voice safety concerns. The whole commercial aviation system is rooted in a safety-first approach. And although recent issues, from fatal incidents to communications blackouts have raised questions for many about how safe flying is, the data shows that commercial aviation remains, hands down, the safest way to travel. Part of the reason for that is the skilled professionals at every level of the industry, from air traffic controllers making sure flights chart a safe course to cabin crews whose primary role is keeping passengers safe in an emergency. Of course, on the flight deck, pilots also prioritize safety, and as the pipeline and training regimen for commercial pilots evolves, it does so with safety still at the forefront. “Passengers should know that we put our lives on the line every day for their safety,” Laura Einsetler, a captain at a major U.S. airline and author of the Captain Laura blog, told me. “As long as we have two highly experienced, well-trained pilots at the tip of the spear, they can feel safe and confident that we are giving them our very best.” Einsetler has been a commercial pilot for more than 30 years and said pilot training has always put safety first. Pilots go through strenuous training before they can captain your flight. But they're also constantly learning and improving on the job. How are pilots trained It takes years to become a commercial airline pilot. They’re highly skilled professionals. I, personally, have never flown a commercial airplane, but I have had the thrilling experience of operating a 737 simulator a few times and I can tell you firsthand, it’s extremely hard! Even a few minutes in the simulator was enough to make me understand why pilot training is so rigorous. “Our experience level required just to be hired at the major airlines is similar to a specialist surgeon,” Einsetler told me. “It’s five to eight years at the minimum just to meet the requirements and the experience level required to be a new pilot at the major airlines.” Kenneth Byrnes, assistant dean of the Aviation College at Embry-Riddle Aeronautical University underscored the amount of training commercial airline pilots need to go through before walking onto the flight deck. “It’s a lot of years of training, it’s a lot of commitment from the individual. It takes a long time and a lot of effort,” he said. Along the way, pilots need to accumulate hundreds of hours flying different kinds of aircraft, pass multiple practical and written exams, and work their way up from operating simple single-engine aircraft in pristine weather conditions to getting certified on extremely complex multi-engine planes and relying on their flight instruments alone for guidance. How automation is changing pilot training Like in nearly every other field, technology and automation are playing an ever-larger role in commercial aviation, and that has led to a slow evolution in how pilots fly. “The student needs to pass the skillset, the knowledge, to get the right amount of experience without relying on the technology,” Byrnes said. “At the same time, they have to understand technology, how it works. They have to be masters of that technology and they have to know when it’s working, when it’s not working, and understand what to do when it’s not.” He said hand flying skills remain important, but as technology increasingly performs basic flight functions, it’s equally crucial for pilots to be comfortable monitoring their computers and knowing how to catch signs of a malfunction so they can take over. Last week's Cruising Altitude: Air traffic control keeps planes moving. So why does it cause delays? Still, some pilots whose training emphasized hand flying more, worry that some of those skills are at risk of being lost in a new generation of aviators. “There has been a push for overreliance on automation,” Einsetler said. “That has done a disservice to our industry as a whole. We need to maintain our skillsets as well as our knowledge and high bar for training.” However, both she and Byrnes agree that airlines and pilot training programs are well-positioned to address the technology evolution, and said that commercial flights are extremely safe, no matter when your pilots were first trained. “The specific maneuvers that each pilot has to learn are not done by technology; it is still hand flown,” Byrnes said. “Pilots are assets, there to protect the passengers, the crew and the aircraft,” Einsetler added. “We are investments, so we need to have as much high-quality training with as much high-quality experience as possible.” How airlines and pilot training programs focus on safety Byrnes said one of the most exciting evolutions in commercial airline training is the emphasis carriers have increasingly placed on mentorship. “We can teach you knowledge and skills, but the behavior side, the decision-making side, a lot of that is taught by role models,” he said. “Tying in that mentorship piece, the company cultures and those types of things, the best airlines do those types of things.” Airlines were previously much more hierarchical, and while that hasn’t exactly gone away, company cultures now often emphasize that people at all experience levels are empowered to speak up if they have a safety concern. “You think back to the older days of basically, ‘respect your elders, I have experience, don’t tell me what to do,’” Byrnes said. “What we learned as an industry was that that was a barrier that needed to be fixed. You’re taught as a junior pilot how to interact and deal with those situations and handle them effectively.” Einsetler said no matter what, aviation’s priority will always be to keep flying safe. “Safety always comes first over price and profit,” she said. “The focus has to always be safety first.” https://www.usatoday.com/story/travel/columnist/2025/05/21/airline-pilot-training-cruising-altitude/83230666007/ United training director says reacting to air traffic control issues in ‘pilots’ DNA’ Pilots stress importance of backup systems, training in cases of loss of communication with air traffic control Capt. Miles Morgan, managing director of United Airlines Flight Training Center, left, and Capt. Toby Lopez, training manager of simulator 737, show a simulation of landing at Newark Liberty International Airport in a flight simulator at a training center in Denver on Friday, May 16, 2025. United Airlines Capt. Miles Morgan will be flying into the Newark, N.J., airport in a few weeks on his way to Greenland. He has no qualms despite the recent brief outages at the air traffic control center handling the airport. “I fully understand why people might be anxious. My friends and family call me with the same type of questions,” Morgan said. Pilots, however, aren’t nervous, Morgan said. The 30-year United pilot and managing director of the airline’s Denver-based flight training center said a loss of communication with air traffic control is one of the first things pilots learn to handle. “It’s something that’s embedded in our pilots’ DNA from a very, very early time,” Morgan said. The nation’s air traffic control system and the Federal Aviation Administration are under scrutiny after a series of brief communication outages at Newark Liberty International Airport. The latest outage was Monday at the Philadelphia air traffic control center, which oversees flights at the New Jersey airport. Pilots lost communication for about 90 seconds May 12 with the control center that handles Denver International Airport. Air traffic controllers used another frequency to talk to pilots, FAA officials said. Messages were left with the FAA about an update to its investigation of the Denver-area incident. While authorities and airlines haven’t reported any serious safety risks related to the outages, the incidents have spawned flight delays and cancellations. The outages have highlighted ongoing problems with aging and outdated equipment as well as staffing shortages. Democratic members of Colorado’s congressional delegation asked Transportation Secretary Sean Duffy and Acting FAA Administrator Chris Rocheleau to immediately address the infrastructure and staffing problems at air traffic control centers. They said FAA employees let go as part of the Department of Government Efficiency’s wide-scale federal staff reductions should be reinstated. “While we are fortunate that our pilots safely managed this potentially catastrophic situation in Denver, this incident is part of an unacceptable pattern that many airports across the country are experiencing,” Colorado Sens. John Hickenlooper and Michael Bennet and Reps. Joe Neguse and Diana DeGette wrote in a letter Tuesday. The communication lapses are not as much of a safety issue as evidence of the need for systemwide improvements and modernization, said Chad Kendall, associate professor of aviation and aerospace science at Metropolitan State University of Denver. “We have not come into the 21st Century and kept pace with technological improvements,” Kendall said. “These are government-run facilities, but the buck has been passed from one administration to another for many, many years.” Kendall said both planes and air traffic control centers have redundant systems that serve as backups if a primary component fails. But he said the communication outage at the Denver Air Route Traffic Control Center in Longmont, which handles traffic at DIA and surrounding states, was unusual because two ground transmitters went down simultaneously. Kendall, a pilot for 30 years, said the good news is that pilots and air traffic controllers train throughout their careers for such contingencies. “There are thousands of professional air traffic controllers and pilots operating thousands of flights each day very safely.” ‘Layers of redundancy’ “Traffic!” “Traffic!” The warning on board the Boeing 787 let Capt. Morgan know that a plane was uncomfortably close, about 600 feet above the plane he was piloting. The vertical buffer should be at least 1,000 feet. Lucky for Morgan, Capt. Toby Lopez, serving as first officer, Capt. Brian Boeding and passengers, the close encounter was provided by one of the high-tech flight simulators at United’s Flight Training Center in northeast Denver. “If this were real life, we would not be here,” Morgan said. “We would have gone down 500 feet and we would’ve gotten away from that.” Capt. Miles Morgan demonstrates landing at Newark Liberty International Airport in a flight simulator in Denver on Friday, May 16, 2025. (Photo by Hyoung Chang/The Denver Post) Capt. Miles Morgan demonstrates landing at Newark Liberty International Airport in a flight simulator in Denver on Friday, May 16, 2025. (Photo by Hyoung Chang/The Denver Post) Morgan and Lopez could see the plane out the windshield and on the screen that’s part of the “traffic collision avoidance system.” Pilots can zoom out if they’re flying longer distances or zoom in the closer they get to an airport. The “multiple layers of redundancy,” provide backups to backups, Morgan said. “If we should ever get down to where we have only one system remaining, we would land the plane in almost every situation.” In the case of communication lapses like those experienced in Newark and Denver, pilots would switch to the last frequency the transmitter was on. They also monitor an emergency radio frequency that’s always in the background. “Perhaps the most important part of this is that we have a fully independent system on the airplane where we can see the other air traffic around us,” Morgan said. “We know where they are, how far away, what direction they’re moving, whether they are above or below us and whether they’re climbing or descending.” Morgan has put in at least 17,000 hours of flying over his career and has lost communication with air traffic control just once. However infrequent, dealing with the scenario is a basic part of flight training and United’s policies and procedures. “Right from the very beginning,” Morgan said, “it’s something that we’re familiar with, something that we’re constantly thinking about.” United trains all its roughly 18,000 pilots at the center in Denver. Newly hired pilots spend a couple of months at the 23-acre campus. Pilots who will fly a new kind of aircraft or move up to captain will be in training for a month. And all United pilots spend two to four days every nine months at the center. The training center, which underwent a $145 million expansion in 2024, can handle about 600 pilots a day. About 1,600 of United’s 10,500 Denver-based employees work at the training center. Transportation Secretary Duffy has proposed a multibillion-dollar overhaul of the country’s air traffic control system, including plans to upgrade the radio systems used to communicate with pilots and upgrade facilities. “I’m excited about the leadership role the FAA is taking in this case,” Morgan said. “It will make us better, make us more efficient. From a safety perspective, I have no concerns because we’ve been operating this way successfully for a long time.” https://www.denverpost.com/2025/05/22/united-airlines-pilots-air-traffic-control-outages-denver/ This redundant aviation safety net helps keep planes safe when controllers lose contact News that air traffic controllers directing planes into New Jersey’s busiest airport twice lost both their radar and radios is alarming It was alarming news when air traffic controllers directing planes coming and going around one of the nation's busiest airports repeatedly lost their radar and radio communications, but pilots, independent air safety experts and the Federal Aviation Administration say other redundant systems kept planes from colliding. “I think the risk of a collision or an incident was increased, but not significantly because of the redundancy in the aviation system,” said Jeff Guzzetti, a former accident investigator for the FAA and the National Transportation Safety Board. Crashes like January's deadly collision between a passenger jet and an Army helicopter usually have different causes — a combination of many things that go wrong, he says. Here's a look at what happened in Newark — and how key pieces of the safety net protected planeloads of people. The radar and communications systems that a terminal control team in Philadelphia relies on to direct planes in and out of Newark International Airport simultaneously failed twice in the past month for brief periods. The main line that carries the radar signal from another FAA facility in New York failed, and the backup line didn’t work immediately. The system relies in part on aging copper wires and even when there are fiber optic lines, the signal has to be slowed down when it reaches the facility because the FAA computers are so old they can't handle all the data at full speed. As a result, the controllers were suddenly unable to see or communicate with planes coming from or going to Newark for as long as 90 seconds on April 28 and May 9. Their radar screens showing each flights in motion suddenly went black. Their radio connections went silent. The main line failed a third time May 11, but the backup system worked and the radar stayed online. The FAA said a fourth outage Monday knocked out radio communications for two seconds, but the radar stayed online. After the initial outage, the already shorthanded control center in Philadelphia lost five to seven controllers to trauma leave. Newark's terminal control team could no longer manage a full schedule of handoffs with the airport's control tower, leading to hundreds of flight cancellations and delays that rippled across the nation's airlines. The FAA then imposed safety limits, allowing no more than 28 arrivals and 28 departures every hour. Before, 38 or 39 flights typically took off and landed hourly. When air traffic controllers lose the ability to see or speak to airborne planes, they can try text messaging the pilots via data link systems or try high-powered portable radios. An emergency radio frequency might also be an alternative if main communications are down. Tower controllers have high-powered light guns to send a green or red signal to pilots to let them know if they are clear to land even if they can't talk to them over the radio. And the entire air traffic control system is built on an overlapping network of radar sites. So if a terminal control team like the one in Philadelphia loses its communications, a controller in a radar center that normally directs planes at higher altitudes might step in. If some other controller in the area hears a pilot broadcasting on an emergency frequency, they too can relay a message. During these Philadelphia outages, voice communications came back online first while the radar took another minute to reboot, and controllers were able to hand off planes without having to resort to some of those other options. In a May 9 recording captured by www.liveATC.net, a controller can be heard saying “FedEx 1989. I'm going to hand you off here. Our scopes just went black again. If you care about this, contact your airline and try to get some pressure for them to fix this stuff.” The pilot acknowledged that and wished the controllers “good luck guys” before switching frequencies. Acting FAA Administrator Chris Rocheleau has tried to reassure the public that all these backups and limits on the number of flights keep flying safe, despite these problems that have exposed how fragile and outdated some air traffic control systems have become. “When disruptions occur at any airport because of equipment issues or staffing, the FAA will always ensure safety by slowing down airport arrivals and departures and reducing congestion,” Rocheleau posted on X. “We keep the flying public safe because there are redundancies built throughout the entire system used by pilots, technicians and air traffic controllers.” Every pilot is trained on what to do if they can't talk to the air traffic controllers, and modern passenger jets have their own backup systems. Airline pilots all regularly get refresher training emphasizing safety. Capt. Miles Morgan oversees all training for 17,000 United Airlines pilots at a facility in Denver filled with simulators and classrooms. He said losing communications is rare, but it's something pilots prepare for, as most training focuses on what to do if something goes wrong. “I’ve been flying for 30 years. I’ve got almost 18,000 hours in United airplanes -- jets, and I’ve lost communication one time,” Morgan said. “It really ended up not being that big of a deal. I just went to the emergency frequency, got a different channel, and contacted a different facility to get back into communication.” In addition to multiple communications systems, planes are equipped with collision avoidance technology that shows pilots where all the other planes are moving around them. These systems alert pilots to an approaching aircraft's trajectory and can recommend evasive action to prevent a collision if planes get too close, Morgan said. Allied Pilots Association union spokesman Capt. Dennis Tajer said that when pilots lose contact with controllers, their first action is to continue on their last-directed path. If the outage continues, they'll broadcast their position to every other plane in the area — much like pilots do at small airports that don’t have a control tower — as they follow their flight plans. “It’s not to downplay the seriousness of communication failure or radar outages, but it’s to recognize that we have procedures, we trained to those procedures, and we have additional equipment that can only enhance the safety margin while we deal with that scenario,” Tajer said. https://abcnews.go.com/US/wireStory/redundant-aviation-safety-net-helps-planes-safe-controllers-122102440 Senator Wants FAA To Eliminate Class B ADS-B Exemptions Bill would require that aircraft flying near major metro areas use ADS-B Out and In Aerial view of Washington Reagan National Airport (KDCA) “The tragic midair collision on January 29 and the two recent near misses at Reagan National Airport demonstrate an urgent need for improvements to aviation safety to make certain the airspace near some of our nation’s busiest airports are safe.” © Metropolitan Washington Airports Authority Under a proposed Senate bill, all aircraft operating in Class B airspace in the U.S. would be required to install and use ADS-B Out and In technology. The bill was introduced by Sen. Jerry Moran (R-Kansas), chairman of the Commerce Subcommittee on Aviation, Space, and Innovation. FAA regulations require that aircraft operating in Class B airspace be equipped with and use ADS-B Out, but there are no regulations mandating the use of ADS-B In. Many aircraft are equipped to display ADS-B In traffic on cockpit displays and portable devices, but as yet, there has been no FAA regulatory work on ADS-B In mandates. However, the Secretary of Transportation is able to grant exemptions for the use of ADS-B Out in Class B and other airspace where ADS-B is required. The Army Black Hawk helicopter that collided with a PSA Airlines CRJ700 on January 29 near Ronald Reagan Washington National Airport (KDCA) did not have its ADS-B equipment switched on. After the accident, the FAA required all aircraft operating in Washington, D.C.’s Class B airspace to have ADS-B Out turned on. “The tragic midair collision on January 29 and the two recent near misses at Reagan National Airport demonstrate an urgent need for improvements to aviation safety to make certain the airspace near some of our nation’s busiest airports are safe,” said Moran. “This legislation will make certain aircraft in airspace like DCA are transmitting and receiving important tracking data to both protect themselves and help air traffic control better conduct landings and takeoffs. The Army and the FAA must fully cooperate with the National Transportation Safety Board as they continue their investigations, and the flight restrictions around DCA must remain in place until all investigations are complete.” https://www.ainonline.com/aviation-news/air-transport/2025-05-19/senator-wants-faa-eliminate-class-b-ads-b-exemptions Uzbekistan charts new course in aviation safety with ICAO collaboration TASHKENT, Uzbekistan, May 23. Mamanbiy Omarov, First Deputy Minister of Transport of Uzbekistan, met with Nicolas Rallo, Director of the European and North Atlantic Office of the International Civil Aviation Organization (ICAO), and discussed flight safety oversight in Uzbekistan’s civil aviation sector, Trend reports. Nicolas Rallo noted that recent reforms in Uzbekistan’s civil aviation have led to a significant and rapid increase in the number of new airlines, aircraft, and aerodromes. He emphasized that maintaining flight safety is a top priority amid this growth and that enhancing the effectiveness of safety oversight is crucial. Rallo also highlighted the COSPA program (Country Strategic Plan of Action), an ICAO pilot initiative addressing key aspects of flight safety enhancement. Uzbekistan will be the first of ICAO’s 193 member states to implement this pioneering program. The meeting further covered Uzbekistan’s State Strategic Action Plan to Support Flight Safety in Civil Aviation for 2024–2026. This plan aims to bolster flight safety in alignment with the country’s national development strategy and to support the achievement of strategic goals within the aviation sector. Meanwhile, these discussions reaffirm Uzbekistan's commitment to improving aviation safety and adopting international best practices in civil aviation oversight. https://en.trend.az/business/4047909.html Caribbean Airlines and Worldwide Airlines Grapple with Extensive Boeing 737 Flight Delays Triggered by Satellite Communication Failures in the Widely Used SITA Aviation Platform Regional carrier Caribbean Airlines has announced that its Boeing 737 jet services are currently experiencing operational delays due to an ongoing outage affecting the SITA satellite communication system. This critical disruption impacts the vital communication infrastructure used by numerous airlines and airports worldwide and is not limited to a single operator or region. The SITA system, known formally as Société Internationale de Télécommunications Aéronautiques, serves as a cornerstone of modern aviation communication. It provides a global platform that connects more than four hundred airlines and airports, enabling real-time exchange of essential information that supports flight operations, safety, and efficiency. The outage has triggered a widespread slowdown in communication services, directly influencing the performance and scheduling of flights across affected carriers. At the core of this disruption is the temporary failure of satellite-based communication links that facilitate the transmission of operational messages between aircraft and ground control centers. These messages encompass a broad spectrum of data, including flight tracking information, meteorological updates, dispatch instructions, and other critical operational communications that are indispensable for managing modern flights safely and efficiently. The inability to reliably transmit such data in real time has resulted in delays, as airlines and their operational teams face challenges in coordinating flight plans, adapting to changing weather conditions, and ensuring smooth ground handling processes. This situation underscores the growing dependence of the aviation industry on advanced digital communication networks and highlights the potential operational impacts when such systems experience interruptions. This outage is affecting not only Caribbean Airlines but also numerous other airlines worldwide that utilize the SITA infrastructure. As the system is integral to a vast portion of the global air transport network, the consequences are far-reaching. Airlines dependent on this platform are contending with slower data transmission rates and increased manual interventions, which can translate to slower turnaround times, delayed departures, and potential disruptions to connecting flights. Industry experts emphasize that such communication platforms are fundamental to maintaining the high levels of safety and operational precision demanded in modern air travel. The SITA system’s capabilities go beyond basic messaging — it supports comprehensive flight management functions that contribute to reducing delays, optimizing routes, and enhancing passenger experience. When such a system faces an outage, the ripple effect is felt throughout the air transport ecosystem. To mitigate the effects of the outage, airlines have been implementing contingency procedures, including increased reliance on alternative communication methods and manual coordination where feasible. While these measures help maintain operations, they cannot fully replace the speed and reliability of the integrated SITA network, which remains the preferred communication channel for its efficiency and accuracy. Technical teams specializing in aviation communication systems are actively working to diagnose and resolve the problem. Engineers at the service provider are addressing the root causes of the satellite communication failure with urgency. Collaborative efforts between the affected airlines and the provider aim to restore the system’s full functionality as soon as possible to minimize disruptions and ensure the safe continuation of air travel services. The carrier involved has assured customers and stakeholders that the situation is being closely monitored. It maintains regular communication with the service provider to receive real-time updates on repair progress and system restoration timelines. Passengers impacted by the delays are encouraged to check flight status information frequently and stay in contact with airline customer service channels for the latest updates. This incident highlights the critical importance of resilient and redundant communication infrastructures within the aviation sector. As air travel continues to grow in scale and complexity, the reliance on satellite communication networks and digital platforms will only deepen. This event serves as a reminder for industry stakeholders to continually invest in system robustness, backup capabilities, and rapid response mechanisms to safeguard against similar disruptions in the future. In summary, the ongoing outage of the SITA satellite communication system is causing delays to Boeing 737 jet services operated by Caribbean Airlines and other carriers globally. The failure affects a wide range of operational data transmissions essential for safe and efficient flight management. Repair teams are actively engaged in resolving the issue, and affected airlines are employing alternative procedures to minimize passenger inconvenience while the system is restored. This situation underscores the vital role of advanced communication networks in modern aviation and the necessity for continued focus on system reliability and contingency planning. https://www.travelandtourworld.com/news/article/caribbean-airlines-and-worldwide-airlines-grapple-with-extensive-boeing-737-flight-delays-triggered-by-satellite-communication-failures-in-the-widely-used-sita-aviation-platform/ Boeing Speeds Up 737 MAX Production To Nearly 40 Aircraft Per Month Boeing aims to maintain a monthly production rate of 38 aircraft for the 737 MAX program. This is the maximum output currently permitted by the Federal Aviation Administration (FAA), and the manufacturer will need to prove that it can maintain this level before it is allowed to produce more aircraft. Last month, Boeing produced 31 MAX jets and delivered 29, although it had nearly 100 undelivered aircraft that had already been produced. If the manufacturer manages to increase production and keep up the pace, it will also look to add a fourth production line. In terms of deliveries, Boeing has had a stronger start to the year compared to 2024, delivering 175 aircraft, including 133 of the popular 737 MAX. Steady Production Over The Next Few Months Parked Boeing 737 MAX 8 in Renton shutterstock_1544062010Photo: Thiago B Trevisan | Shutterstock As reported by Reuters, Boeing Commercial Airplanes Vice President of Quality Doug Ackerman confirmed on Tuesday that the planemaker expects to stabilize Boeing 737 MAX production at 38 units per month over the next couple of months. Production had been capped at 38 by the regulator following the midair panel blowout of an Alaska Airlines 737-9 early last year. Before the incident, Boeing had seen monthly production rates between the teens and the thirties, as the company navigated several production challenges. Amid safety and quality improvements, the company has been able to ramp up production of its bestselling aircraft. According to a source familiar with the matter, the planemaker is on track to reach the 38 units per month target. Boeing CEO Kelly Ortberg previously noted that the company needs to prove that it can maintain production at a higher level before approaching the FAA to lift the cap. Improving Safety And Quality In The Company The 737 program faced significant setbacks last year, including the grounding of over 170 B737-9s after the Alaska Airlines incident, supplier quality issues with aircraft components, and an employee strike later in the year. This year, the company also faced potential disruptions to production following a devastating fire at the factory of a key supplier of fasteners. However, it managed to secure new suppliers . After losing nearly $12 billion in 2024, the manufacturer needs to increase 737 production to bring in more money. While increasing production rates is essential, the company's financial recovery also depends on increasing deliveries back to levels that meaningfully convert its backlog into cash flow. Ackerman added that once production is running smoothly, Boeing would also look at adding a fourth production line. In its annual Chief Aerospace Safety report, Boeing said that it is steadily improving all six production quality and safety metrics created by the company and regulators. The manufacturer saw safety concerns submitted by staff through its Speak Up reporting system increase by 220% in 2024 compared to 2023. Chief Aerospace Safety Officer Don Ruhmann said ongoing changes continue to increase the program’s effectiveness. For example, reported safety concerns are no longer evaluated by managers who oversaw the work, but rather by managers from other departments, as they are likely to be more objective. The OEM has also utilized machine learning to detect supply chain quality issues early. While it is still “fine-tuning” the approach, the data is statistically correlated to the likelihood of supply chain issues. Boeing’s Deliveries In 2025 United Airlines Boeing 737 MAX 8 departing Austin Bergstrom International Airport AUS shutterstock_2417107193Photo: lorenzatx | Shutterstock As of the end of April 2025, Boeing has delivered 175 aircraft, including 133 B737 MAXs. The manufacturer delivered 45 aircraft in April, including 29 MAXs. According to Forecast International, it could have had more last month, as it has 97 ready aircraft that have already been produced but not yet delivered to the customers. In April, Boeing produced 31 MAX jets, seven shy of the FAA-approved production rate. January was also a strong month for Boeing as it delivered 45 aircraft. This was the highest number of deliveries for the OEM since 2023. Up to 40 aircraft delivered in the first month were 737 MAX jets. The total number of deliveries for the first quarter was 130 . While it is an improvement from last year, it shows a slow start to the year, since the planemaker has historically delivered 24.5% of annual deliveries in the first quarter. https://simpleflying.com/boeing-737-max-production-nearly-40-aircraft-month/ FAA Expands Aircraft Hazard Area for Starship’s Next Flight The Federal Aviation Administration (FAA) has cleared SpaceX’s Starship vehicle to return to flight, despite the mishap investigation for Flight 8 in March remaining open. For Starship’s next flight, the FAA nearly doubled the required hazard area for aircraft. Starship has been grounded after the seventh and eighth flights in January and March of this year ended in explosions. Both flights caused the FAA to activate temporary “debris response areas,” which happens when debris falls outside of the closed aircraft hazard areas. Both flights sent visible debris through the atmosphere, captured in videos on social media. The mishap investigation for Flight 8 remains open. Flight 8 took place in March while the Flight 7 mishap investigation was still open, and that flight ended in failure. The Flight 7 mishap investigation has since been closed. The FAA statement explained that when a vehicle in a mishap investigation can return to flight is based on public safety and the FAA “must find that any system, process, or procedure related to the mishap does not affect public safety or any other aspect of the operator’s license.” “The FAA conducted a comprehensive safety review of the SpaceX Starship Flight 8 mishap and determined that the company has satisfactorily addressed the causes of the mishap, and therefore, the Starship vehicle can return to flight. The FAA will verify SpaceX implements all corrective actions. … The FAA finds SpaceX meets all of the rigorous safety, environmental and other licensing requirements,” the statement said. The FAA is however expanding the Aircraft Hazard Area (AHA) for Flight 9 to cover approximately 1,600 nautical miles, after the AHA for Flight 8 was approximately 885 nautical miles. The AHA goes from the launch site in Texas through the Straits of Florida, including the Bahamas and Turks & Caicos Islands. The FAA explained this change came after an updated flight safety analysis that took into account outcomes of previously flown flights, population exposure risk, probability of failure of the vehicle, debris propagation and behavior, and other considerations. “The FAA is expanding the size of hazard areas both in the U.S. and other countries based on the updated flight safety analysis and because SpaceX intends to reuse a previously launched Super Heavy booster rocket for the first time,” the agency said. British officials had expressed concern to the U.S. about public safety in the Caribbean after the recent Starship tests, according to reporting by ProPublica. The FAA statement said it is in “close contact and collaboration with the United Kingdom, Turks & Caicos Islands, Bahamas, Mexico, and Cuba as the agency continues to monitor SpaceX’s compliance with all public safety and other regulatory requirements.” SpaceX is required to maintain $500 in liability insurance, which the FAA confirmed to Via Satellite is the same amount as prior Starship launches. The two Starship failures were setbacks for the rocket program, and were covered in numerous mainstream media publications. A new poll of Americans released this week by Axios Harris showed that SpaceX is polling near the bottom of a list of 100 U.S.-based companies alongside SpaceX CEO and Founder Elon Musk’s electric car company, Tesla. SpaceX ranked 86th on the list, and Tesla ranked 95th. https://www.satellitetoday.com/launch/2025/05/22/faa-expands-aircraft-hazard-area-for-starships-next-flight/ Flight Risk Assessment Tool released for ag pilots The National Agricultural Aviation Association (NAAA) has released a Flight Risk Assessment Tool (FRAT) designed specifically for ag aviation. NAAA’s Ag Aviation FRAT is broken down into four sections based on the frequency with which risks should be evaluated. For example, annual questions only need to be considered on a yearly basis, while the questions before each flight should be asked each time the pilot is ready to takeoff on an application mission, according to association officials. While NAAA officials encourage all ag pilots to use the FRAT, they say it is especially critical for less experienced pilots who can get overwhelmed with all the individual tasks required to make aerial applications. This can be even more serious during the busy part of the season when fatigue and pressure to get work done mounts, they add. There are two situations when the need for the FRAT is especially critical, association officials noted. The first is when an inexperienced pilot is working in a new territory, such as when they’ve been sent out of their home area to help another busy operation, and they’re not receiving sufficient oversight on the work they’re being assigned. The second is when an experienced pilot is sent out to work unsupervised at a satellite location. In both situations, the pilot may not be receiving sufficient mentorship, NAAA officials said. Without assistance to evaluate certain risks, the likelihood a pilot takes on a job beyond their current capabilities increases. A good mentor evaluates jobs for a newer pilot for such threats as wires, towers, sensitive crops, and weather conditions, as well as helping decide whether the pilot is ready for each application job, officials explained. While the best strategy for all inexperienced ag pilots is to find a mentor who prioritizes safety, the FRAT can be used to help a pilot caught in these and other situations to thoroughly evaluate their risks and think about whether they want to fly the mission or at least find ways to reduce their risk. For more information: AgAviation.org https://generalaviationnews.com/2025/05/22/flight-risk-assessment-tool-released-for-ag-pilots/ Textron Aviation secures major jet order from ALE ALE has ordered up to 12 Cessna Citation business jets Textron Aviation has announced a substantial new agreement with Aerolíneas Ejecutivas (ALE), Mexico's foremost business aviation provider, for the purchase of up to 12 Cessna Citation business jets. The aircraft, comprising a mix of Citation Latitude, Citation CJ3 Gen2 and Citation CJ3 Gen3 models, will be operated through ALE's fractional ownership programme, MexJet. As part of this agreement, ALE is scheduled to receive delivery of four aircraft in 2026 — two Citation Latitudes and two Citation CJ3 Gen2s. This order reinforces ALE's dominant position within Mexico's business aviation sector and reflects its ongoing commitment to expanding and modernising its fleet. ALE has long been a dedicated operator of Cessna Citation aircraft, with models such as the Citation Latitude and Citation CJ3+ already part of its current fleet. The company has played a pioneering role in the Mexican aviation market, having launched MexJet's Jetcard — the country's first pre-paid flight hour programme — and continues to innovate in the private aviation space. Arturo Ortega, President of ALE, underscored the company's focus on excellence and safety, stating: “At ALE, we will continue to prioritise the safety of all our clients. Our commitment is reflected in our actions; we continue to grow, invest, and offer unparalleled service.” This latest acquisition represents a strategic investment in fleet renewal and expansion, ensuring ALE can continue to deliver high-quality, flexible private aviation solutions to its growing customer base across Mexico and the wider region. https://avitrader.com/2025/05/23/textron-aviation-secures-major-jet-order-from-ale/ Firm tapped to modify Qatar jet for Trump admin agrees to $62 million settlement in false claims case Key Points • L3Harris Technologies will pay $62 million to settle allegations that it lied about the prices of equipment it sold to the U.S. military. • The firm has been tapped to help turn a luxury 747 jet gifted to the U.S. from Qatar into President Donald Trump’s new Air Force One. L3Harris said it is “pleased to have been able to amicably resolve the matter,” noting the settlement came “without any admission of fault or liability.” Defense contractor L3Harris Technologies will pay $62 million to settle allegations that it lied about the prices of equipment it sold to the U.S. military years earlier, the Justice Department said Thursday. L3Harris was recently tapped to help modify a luxury Boeing 747 jet from Qatar’s royal family that President Donald Trump wants to use as a new Air Force One, CNBC reported earlier this month. The settlement announcement came one day after the Pentagon formally accepted the airliner as a gift from the Qatari royal family. “L3Harris is pleased to have been able to amicably resolve the matter referenced in the DOJ’s announcement,” the company said in a statement to CNBC. “This matter, which dates back to 2006 - 2014, has been resolved without any admission of fault or liability.” “We remain steadfast in our commitment to the integrity of the government procurement process and accurate cost and pricing data,” L3Harris said. The company declined to say Thursday whether it still planned to do work on the next Air Force One. The DOJ’s false-claims allegations stemmed from pricing proposals the company submitted for an array of products that the government bought through “sole source, fixed price contracts” between October 2006 and February 2014. “L3 failed to disclose accurate, complete, and current cost or pricing data relating to the labor, material, and other costs” related to the products, “and falsely certified that it had done so in dozens of government contract proposals,” the DOJ alleges. The department referred to the company as L3 Technologies, the name it used before its 2019 merger with the Harris Corporation. The resolution of the dispute is “neither an admission of liability by L3 nor a concession by the United States that its claims are not well founded,” the DOJ said in its settlement agreement. Last week, the Trump administration announced the launch of an emergency task force comprised of executives from L3Harris, Verizon and the Federal Aviation Administration. The task force will address recent problems with air traffic control equipment used to guide planes in and out of Newark Liberty International Airport in New Jersey. https://www.cnbc.com/2025/05/22/trump-gift-jet-qatar-l3harris.html Nominations for ISASI - Jerry Lederer Award - Please submit before May 30 Please consider nominating someone who you know is deserving of the Jerry Lederer Award: any member of ISASI may submit a nomination. The nominee is not required to be an ISASI member and may be an individual, a group of individuals, or an organization. The nomination can be for a single event, a series of events, or a lifetime of achievement. Nomination statements should emphasize an original and remarkable contribution and personal effort beyond normal duty requirements. To nominate, a letter no more than a single page, is written outlining the individual’s achievements; such traits as persistence, standing among peers, manner and techniques of operating, and achievements are considered. The nomination letter is to be e-mailed to both the ISASI office (ann.schull@isasi.org ) and to the Awards Committee Chair (Dave King - kingdfk@aol.com). Nominations must be received by May 30th. www.isasi.org CALENDAR OF EVENTS · Flight Safety Foundation - Aviation Safety Forum June 5-6, 2025 - Brussels . 2025 EASA-FAA International Aviation Safety Conference, 10 Jun 2025 to 12 Jun 2025, Cologne, Germany · The 9th Shanghai International Aerospace Technology and Equipment Exposition 2025; June 11 to 13, 2025 . South Texas Business Aviation Association June 20th at the Galaxy FBO at Conroe Airport, Texas. . Airborne Public Safety Association -APSCON / APSCON Unmanned 2025 in Phoenix, AZ | July 14-18, 2025 . 3rd annual Asia Pacific Summit for Aviation Safety (AP-SAS), July 15-17, 2025, Singapore, organized by Flight Safety Foundation and CAAS. . Asia Pacific Aviation Safety Seminar 2025; 10-11 September 2025; Manila, Philippines · ISASI ANNUAL SEMINAR 2025'September 29, 2025 – October 3, 2025, DENVER, COLORADO . Air Medical Transport Conference (AMTC™) - 2025 – October 27-29th (Omaha, Nebraska) . 29th annual Bombardier Safety Standdown, November 11-13, 2025; Wichita, Kansas · CHC Safety & Quality Summit, 11th – 13th November 2025, Vancouver, BC Canada Curt Lewis