Flight Safety Information - August 25, 2025 No. 169 In This Issue : Incident: United B789 near Newark on Aug 20th 2025, smoke in cabin compartment : Incident: Republic E175 at Raleigh/Durham on Aug 24th 2025, smell of smoke in cockpit : Incident: American A321 near Washington on Aug 23rd 2025, passenger's device catches fire : Incident: SAS E195 at Amsterdam on Aug 17th 2025, could not retract landing gear : Incident: SAS A333 at Newark on Aug 21st 2025, electrical failure : ISASI - 2025 - Denver, CO - September 29-October 3, 2025 Annual Seminar - Hotel Rate Deadline approaching (September 5) : Calendar of Events Incident: United B789 near Newark on Aug 20th 2025, smoke in cabin compartment A United Boeing 787-9, registration N27965 performing flight UA-1122 from Newark,NJ (USA) to Cape Town (South Africa) with 253 people on board, was climbing through about FL325 out of Newark when the crew reported smoke of unknown origin in one of the cabin compartments and decided to return to Newark. The crew advised they needed to dump fuel on the way back. The aircraft landed safely on runway 04R about 30 minutes after stopping the climb, vacated the runway and stopped clear of the runway for about 5 minutes for an inspection by emergency services before continuing to the apron. The aircraft returned to service about 50 hours after landing. https://avherald.com/h?article=52c10e7f&opt=0 Incident: Republic E175 at Raleigh/Durham on Aug 24th 2025, smell of smoke in cockpit A Republic Airways Embraer ERJ-175 on behalf of Delta Airlines, registration N211JQ performing flight DL-5823 from Orlando,FL to Raleigh/Durham,NC (USA), was on final approach to Raleigh when the crew declared emergency reporting smell of smoke in the cockpit. The aircraft continued for a safe landing on Raleigh's runway 05R, vacated the runway and stopped clear of the runway for an inspection by emergency services. About 5 minutes later the aircraft continued taxi to the apron. https://avherald.com/h?article=52c106e9&opt=0 Incident: American A321 near Washington on Aug 23rd 2025, passenger's device catches fire An American Airlines Airbus A321-200, registration N558UW performing flight AA-357 from Philadelphia,PA to Phoenix,AZ (USA) with 160 passengers and 6 crew, was climbing through FL280 out of Philadelphia when the crew decided to divert to Washington Dulles,DC (USA) reporting a fire in the cabin. The aircraft landed safely on Dulles' runway 19C about 20 minutes later. The FAA reported: "American Airlines Flight 357 landed safely at Washington Dulles International Airport in Virginia around 11:50 a.m. local time on Saturday, Aug. 23, after the crew reported a fire in one of the passenger rows. The Airbus A321 departed Philadelphia International Airport and was headed to Phoenix Sky Harbor International Airport. The FAA will investigate." The airline reported the aircraft diverted to Washington after a passenger's device emitted smoke, the device was quickly contained by cabin crew. The aircraft remained on the ground for about 21 hours, then continued the journey to Phoenix. https://avherald.com/h?article=52c0e1ed&opt=0 Incident: SAS E195 at Amsterdam on Aug 17th 2025, could not retract landing gear A SAS Scandinavian Airlines Embraer ERJ-195, registration SE-RSR performing flight SK-822 from Amsterdam (Netherlands) to Oslo (Norway), was climbing out of Amsterdam's runway 36L when the crew stopped the climb at FL060 reporting they could not retract the landing gear. The aircraft returned to Amsterdam for a safe landing on runway 06 about 25 minutes after departure. The aircraft remained on the ground in Amsterdam for about 3:45 hours, then departed as flight SK-9231 to Copenhagen climbing to a maximum cruise level FL190. The aircraft remained on the ground in Copenhagen for about 13 hours before returning to service. https://avherald.com/h?article=52c05480&opt=0 Incident: SAS A333 at Newark on Aug 21st 2025, electrical failure A SAS Scandinavian Airlinees Airbus A330-300, registration LN-RKM performing flight SK-904 from Newark,NJ (USA) to Stockholm (Sweden), was climbing out of Newark's runway 04L when the crew stopped the climb at 6000 feet due to an electrical failure. The aircraft returned to Newark for a safe landing on runway 04L about 50 minutes after departure. A passenger reported they lost electric power in about half of the aircraft. The aircraft is still on the ground in Newark about 19 hours after landing back. https://avherald.com/h?article=52bfab05&opt=0 Panic in Milan airport as man sets fire to check-in desk A 28-year-old man was arrested on Wednesday after setting fire to a check in counter at Milan’s Malpensa Airport, causing significant damage and injuring at least one person, police say. The man was tackled by airport police, and is facing charges of aggravated damage to public property. https://www.cnn.com/2025/08/21/world/video/milan-airport-fire-check-in-desk-ldn-digvid EASA Part 145 Repair Stations Now Required to Implement SMS Under Rule Change “An aviation service provider can develop their SMS from scratch, or they can adopt a third-party existing SMS to fit their particular organization.” Repair shops with EASA Part 145 certificates must establish, implement and maintain an SMS by October 10, 2025, to comply with new FAA requirements. Resources such as FAA’s inFO24007, AC 120-92 and the FAA SMS Voluntary Program (SMSVP) are essential tools to guide compliance and facilitate effective SMS implementation. Existing SMS systems can be evaluated against Part 5 requirements through gap analysis, and participation in FAA’s SMSVP can satisfy the new safety management system mandates. Repair shops with EASA Part 145 certificates must now implement and maintain safety management systems (SMS), according to a decision signed by the Bilateral Oversight Board in February, 2025. NATA hosted a webinar to share insights and advice about how repair stations can prepare for the new FAA-EASA maintenance requirements. Division Manager, AFS-900, FAA Safety Analysis and Promotion Division Kawehi Lum offered a basic definition of SMS, stating, “It's a systemic approach to managing safety, including organizational structures, accountabilities, policies and procedures…and it focuses on proactive hazard identification, risk management and continuous improvement.” Lum added, “An aviation service provider can develop their SMS from scratch, or they can adopt a third-party existing SMS to fit their particular organization. But either method you choose to implement needs to yield the result of an SMS that meets the Part 5 requirements applicable to your organization.” What is the Part 5 SMS requirement? Division Manager, AFS-300, FAA Aircraft Maintenance Division Jackie Black explained the basics of the change, sharing, “The Bilateral Oversight Board signed Decision No. 0013 on February 10, 2025, making SMS a special condition under Annex 2 of the US-EU Bilateral Agreement. These changes impact the US-based FAA repair stations that hold an EASA certificate in the United States. In June 2025, EASA and FAA signed the Maintenance Annex Agreement, MAG Change 10, and the entry-into-force date is October 10, 2025.” He continued, “Change 10 incorporates the SMS special conditions, which requires EASA Part 145 certificated repair stations in the United States to establish, implement and maintain a safety management system that meets the requirements of 14 CFR Part 5.” Who’s impacted by the SMS compliance change? Discussing which types of organizations will be impacted by this change, Senior Advisor at NATA Randy DeBerry noted, “February 10, 2025, if you're applying for a new EASA Part 145 certificate, or reinstating one after this date, you're going to need to be fully compliant and implemented before submitting your application.” DeBerry clarified, “If you're just a regular FAA Part 145 and you're not doing EASA currently, currently, this does not apply to you. But I would say that industry is moving closer towards that type of system around the world.” “So, even if you're not affected today, it is definitely worth preparing for the future, and that's by having an effective audit program to make sure that you identify all your hazards and your risk and mitigate those and ensure that you don't create any resistance from that,” added DeBerry How to comply with the new FAA Part 5 SMS requirement “On October 10, 2025, for existing EOS and repair stations, this is your critical first checkpoint. You're going to have to revise your EASA supplement to include a statement confirming that your SMS is ready or has been implemented. Or, if it's still in progress, SMS policies and procedures will be developed and implemented, and the declaration will be submitted to the FAA no later than December 31, 2025,” said DeBerry He continued, “That declaration is not just paperwork. It confirms your SMS meets 14 CFR Part 5 and aligns with AC 120-92 and that you're actively functioning within your organization.” “Once you submit your declaration to the FAA stating that you're SMS compliant, the inspector workforce will go into the SAS database and set up a reconfiguration, which means that is going to change the way that you’re being overseen. When they come out to take a look at your operations, they’ll be targeting all their questions toward SMS related topics, issues and everything that goes in line with being SMS compliant,” concluded DeBerry. Lum shared insight on how to comply with the new rule, stating, “Part Five is performance-based rule, so it's not prescriptive, and it's you tell us how best you want to identify your hazards and mitigate your risks.” Jenny Ann Urban, VP of regulatory affairs at NATA and host of the webinar, asserted, “You need to use a conditions-based approach, really seeing what conditions you are facing as a repair station. It's just not a cut-and-paste model. Don't just try to submit your declaration of compliance. You really need to make sure that you make it work for you, instead of changing it to meet somebody else's ideas and then formalize what you're already doing.” Urban shared an anecdote about a NATA member’s process for implementing an SMS. She said, “He always talks about how they started off with an Excel spreadsheet that was the system they utilized at the beginning to start their SMS and to start hazard reporting. To start those, you don't need an expensive, complex system to get started. That worked very well for the conditions that they were facing.” Urban added, “Now, have they possibly changed it moving forward? Absolutely. But don't make it too complex. Yes, there will need to be resources put into this, but you can do it while keeping cost as a factor in that.” When asked what first steps repair stations can take, DeBerry stressed that the implementation will look different for all stations, as it’s not intended as a one-size-fits-all requirement that standardizes the same system across all shops. DeBerry advised, “Focus on making sure that it's right-sized, and then SMS can be scaled to your operation. I would highly recommend working with the FAA and industry trade associations such as NATA. And there's a lot more out there that offer these types of programs for you, and templates. I would focus on having a conversation with my CMT or the folks that oversee you.” “If you're not ready, make sure you have open and effective communications with your FSDO…they can answer most, if not all, your questions,” added DeBerry What if my shop already uses an SMS? DeBerry shared, “If you already have a system in place, I highly recommend that you start with a gap analysis and compare what you do now to what is in Part 5 requirements. Consider using the FAA’s SMSVP as a guide. It's an accepted path, and it's the start of a solid foundation.” Black noted, “Participation in the FAA SMS Voluntary Program, referred to as SMSVP, satisfies the requirement. That was something we negotiated with EASA specifically. So, the development of an SMS or adoption of a third-party SMS can be considered, provided that it’s fully integrated into the company's culture and procedures and it meets Part 5 requirements to participate in the FAA’s Voluntary Program.” What resources can help prepare for 14 CFR Part 5 SMS compliance? “The key documentation that kind of is the reference point for this is the FAA’s InFO for operators, inFO24007, which we revised on July 8 to provide some critical, detailed guidance on compliance deadlines and requirements for the SMS,” said Black. He continued, “We strongly encourage that repair stations carefully review this info…it outlines the specific actions and timelines to comply with EASA Part 145 approval. Understanding that content is essential for ensuring that your organization's compliance is upheld and that it avoids potential disruptions to your operations.” DeBerry offered more detail on helpful resources, sharing, “The key guidance is AC 120-92. It provides a comprehensive guide to implementing SMS, and InFO24007 covers your deadline, scope, timing. Also check out the FAA’s Aviation Safety Outreach and be sure to get access to DRS. It's the dynamic regulatory system for the SAS data collection tools and inspector resources.” DeBerry added, “Once you get configured for SAS and SAS for SMS, ask the inspectors for the DCTs. That will help you set up your design, and then it'll also help you with the questions that they're going to ask you, so you can be better prepared to make sure that all your SMS meets the requirements.” On the importance of being open to and compliant with the new rule, Black stated, “If we stand in the way of adopting SMS, we're not helping safety. So, we made it as simple as possible to adopt and get SMS implemented as quickly as you can, and then we will surveil against it. Hopefully, it will mature over time, as those audits and the correspondence goes back and forth.” https://www.aviationpros.com/aircraft-maintenance-technology/mros-repair-shops/article/55310713/easa-part-145-repair-stations-now-required-to-implement-sms-under-rule-change Australia and New Zealand Expand SouthPAN Program with Viasat through $252M AUD Award for Additional Satellite Services Viasat, Inc. (NASDAQ: VSAT), a global leader in satellite communications, today announced a $252 million AUD award from Geoscience Australia (GA) and Toitu Te Whenua Land Information New Zealand (LINZ) to deliver additional satellite services for the region’s world-class Southern Positioning Augmentation Network (SouthPAN). This expands on a previous SouthPAN award for the company and the estimated net incremental value for Viasat from this agreement is $214M AUD. SouthPAN is a collaborative satellite-based augmentation system developed jointly by Australia and New Zealand. It provides precise positioning and navigation services to support a number of sectors, including aviation, maritime, agriculture, surveying and emergency response. SouthPAN serves growing end market use cases, including in agriculture to increase productivity through applications like precision spraying, yield mapping, controlled traffic farming, inter-row seeding and livestock management. It is also capable of improving personnel safety on mine and construction sites through smart geo-fencing technologies to accurately identify the location of workers operating vehicles and heavy machinery. This marks the second such award for the company, after Inmarsat – which has since combined with Viasat – was awarded a contract in May 2023 to deliver a satellite payload for SouthPAN. The new agreement, which amends the previous award and comes under Viasat’s Communication Services segment, covers the continuation of services from Viasat’s existing in-orbit satellites as well as a new payload, marking a significant extension of Viasat’s partnership with both Governments. “This agreement secures a reliable satellite service and ground infrastructure, delivering precise positioning across Australia and its maritime zones – enabling industries to innovate where accuracy is critical,” said Geoscience Australia’s Chief Executive Officer, Melissa Harris. “From farms to freight, users will be able to access free services that are accurate and timely.” Todd McDonell, President, Viasat International Government, said: “Viasat is thrilled to expand its support for SouthPAN and enable improved positioning and navigation services across Australia and New Zealand. SouthPAN represents extraordinary potential for the region: It can save lives by enabling precision safety tracking, help farmers improve productivity through automated device tracking, and even support transport management systems of the future. “We have a long history providing advanced PNT and safety services across the world, so we are of course excited to be expanding this work and collaboration with GA and LINZ.” SouthPAN is delivered by Geoscience Australia in partnership with Toitu Te Whenua Land Information New Zealand, with early services available to both countries since 2022. https://www.asdnews.com/news/defense/2025/08/19/australia-new-zealand-expand-southpan-program-with-viasat-through-252m-aud-award-additional-satellite-services Boosting readiness: AETC’s plan to train 1,500 pilots annually Air Education and Training Command Public Affairs JOINT BASE SAN ANTONIO-RANDOLPH, Texas (AFNS) -- To maintain air superiority, project global power and ensure national security, the U.S. Air Force requires a consistent supply of trained aviators—specifically, 1,500 pilots per year. Achieving this goal has been a persistent struggle prompting Air Education and Training Command officials to develop a comprehensive solution that includes optimizing existing resources. This effort led to a transformative overhaul of Undergraduate Pilot Training, or UPT, which has evolved into the Future of Undergraduate Pilot Training initiative. Surge week was a high-tempo increase in flying sorties that tested new operational concepts. (U.S. Air Force photo by Airman 1st Class Keira Rossman) A T-6A Texan II taxis down the flight line during Surge Week at Laughlin Air Force Base, Texas, Sept. 29, 2023. The T-6 is a training aircraft utilized by U.S. Air Force pilots. (U.S. Air Force photo by Airman 1st Class Keira Rossman) The future of pilot training FUPT boldly transforms pilot training by integrating commercial flight programs through Educational Service Agreements, optimizing the T-6A Texan II and T-38C Talon curriculum and utilizing XR technologies and modern training platforms, particularly the T-7A Red Hawk. AETC partners with select aviation programs in Texas, Arizona, Florida and Georgia leverage commercial instruction, instilling foundational aviation skills, such as those required to earn Federal Aviation Administration private pilot certificates, instrument ratings, and multi-engine ratings. They employ an FAA Part 141 syllabus, which AETC refers to as Initial Pilot Training. The military-specific training then focuses on instilling and qualifying on military and combat-relevant competencies. Brig. Gen. Matthew Leard, AETC's director of Plans, Programs and Requirements, stated, “The foundation we’re building with commercial aviation programs is paying dividends. Beyond learning the basics of flying, students immerse themselves in aircraft with modern cockpits preparing them for their future assigned aircraft; and they fly in more complex airspaces at these locations, setting them up to be even more successful in operational squadrons.” The first group to complete the IPT model graduated in September 2024 and transitioned to a modified T-6A UPT phase at Columbus Air Force Base, Mississippi. “Thus far, IPT shows success with 29 students graduating and earning their wings,” Leard added. “The program is still in its early phases with robust data collection ongoing, and the team will continue to iterate to ensure FUPT produces the highest quality military pilots.” The 19th Air Force employs a data-driven competency mapping process to optimize the updated UPT curriculum focusing on quality graduates. Identifying essential skills at each training stage reduced T-6A training days by 31% and accelerated student progress while maintaining desired quality. Maj. Gen. Gregory Kreuder, 19th Air Force commander, remarked, “By adjusting each phase of our pilot training syllabi through competency mapping, we have introduced objective rigor into pilot training that better prepares our future warfighters for their operational units. Further, by embracing student-centered learning, we can opt them for more advanced objectives earlier if their performance warrants.” In the new model, pilots will earn a private pilot certificate, instrument, and multi-engine ratings in approximately 120 flying hours within a maximum of 139 calendar days. Pilots then complete military specific flight training, earning wings after 108 days—55 hours in the T-6A and 50 hours in simulators. Leard explained, “Prior to implementing this new program, our fundamental challenge was getting enough flying hours in the T-6A to meet our goal. This new program ultimately provides our pilots with more flight time than the legacy system while exposing them to a greater number of aviation competencies.” On May 16, Columbus AFB graduated the first students from IPT under the modified T-6A program. Leard noted, “This graduating class is unlike any other; they weathered the leading edge of a ‘true proof of concept’ to meet or exceed all training standards.” Air Force pilot in training Second Lt. Victoria Cutt and 2nd Lt. Marques Johnson, University of North Dakota Aerospace Foundation student pilots, listen to their instructor, Jan. 7, 2025, in Mesa, Ariz. The student pilots are in the process of earning their private pilot certificates and instrument and multi-engine ratings as part of Air Education and Training Command’s Initial Pilot Training Small Group Tryouts. AETC is partnering with the civil aviation sector as part of its plan to revise pilot training for the U.S. Air Force and partner nation pilots. (U.S. Air Force photo by Senior Airman Mason Hargrove) Photo Details / Download Hi-Res Pilot Training Ecosystem The current pilot training ecosystem relies on the T-6A Texan II, T-38C Talon (for those selected for fighter and bomber aircraft), and key bases at Columbus, Vance, Laughlin and Sheppard AFBs. Student pilots begin their military aviation training on the T-6A Texan II, a single-engine turboprop. After earning their wings, new pilots selected for fighter and bomber aircraft progress to the T-38C Talon, a 60-year-old supersonic jet trainer. However, the aging T-38C fleet faces increasing maintenance and technological challenges—issues that the T-7A will address. New pilots selected for mobility, special operations, command and control, or intelligence, surveillance, and reconnaissance aircraft proceed directly to their aircraft-specific training. Bolstering Near-Term Readiness The T-6A fleet readiness plays a crucial role in the early success of FUPT. As FUPT implementation begins, Air Force UPT bases must prioritize consistent sortie generation to meet their pilot production goal of approximately 425 pilots each year at Vance, Laughlin, and Columbus AFBs. To fully realize FUPT's potential, each of the four UPT bases must consistently achieve an average of 75 student sorties daily, according to Leard. “Meeting pilot production goals is essential to maintaining a sustainable and experienced force, which supports the Air Force's capability to execute its global mission,” Leard stated. “Daily sortie rates, ranging from 70 to 110 across our installations, are critical to ensuring AETC meets its annual pilot production targets of approximately 425 new pilots at each of the three traditional UPT bases.” AETC’s FUPT overhaul is on track to produce 1,500 active duty, Reserve, Guard, and international pilots annually starting in FY2026. https://www.af.mil/News/Article-Display/Article/4208427/boosting-readiness-aetcs-plan-to-train-1500-pilots-annually/ Boeing's $37B Comeback? China Nears 500-Jet Megadeal After Years of Silence After years on the sidelines, Boeing (NYSE:BA) may be inching back into China's good graces. Talks are progressing on what could be a blockbuster sale of up to 500 jetsits largest with the country in nearly a decade. Sources familiar with the matter say Beijing is sounding out domestic airlines on demand, focusing heavily on the 737 Max series. The deal is still being finalized, with details like jet types and delivery timelines in flux, but the scale mirrors an unannounced order China is also lining up with Airbus (EADSY). Notably, this could be Boeing's first major order from Chinese carriers since 2017, when then-President Trump announced a $37 billion package on a state visit. This time, the stakes are higher. The order could serve as the centerpiece of a broader trade detente between President Trump and President Xi, who've resumed talks after years of tariff tensions. A final announcement may align with a potential Trump trip to China or the APEC summit in South Korea this October. With production slots nearly sold out into the 2030s, both Boeing and Airbus are dealing with tight supplyyet analysts suggest Boeing still has some room to accommodate key strategic buyers. China, now the world's second-largest aviation market, is expected to double its fleet to nearly 9,800 planes over the next two decades, far outpacing what its homegrown jetmaker Comac can deliver. For Boeing, it's not just about planesit's about reclaiming relevance. The company has only recorded 30 orders from Chinese customers since 2019, after the 737 Max grounding and deteriorating USChina ties shifted momentum toward Airbus. CEO Kelly Ortberg, who's spearheaded Boeing's turnaround, has signaled confidence that this prolonged dry spell may finally end. We certainly hope there's an opportunity for some additional orders in the next year with China, he told Bloomberg earlier this year. Investors seem cautiously optimistic. Boeing shares nudged higher Thursday, outperforming most Dow stocks, as word of the potential deal made its rounds. https://finance.yahoo.com/news/boeings-37b-comeback-china-nears-190624676.html ISASI 2025 September 29 – October 2, 2025 Denver Hotel and Conference Center 3801 Quebec St Denver, Colorado ISASI 2025 will be here soon, and we are looking forward to welcoming everyone to Denver. Tutorials will be presented on Monday September 29, followed by plenary sessions from September 30 – October 2. To register, please go to ISASI’s online and click on the seminar icon at the top right of the home page. Or go directly to the seminar page by clicking here. Once on the seminar page you will find a link to the hotel reservation site as well as the most up to date information on the Tutorials and the technical program. To see the technical program and other details at the top of the page, beside the “register now” button are tabs with further details. PLEASE NOTE: the seminar rate at the hotel will close on September 5; after that there is no guarantee the special rate will be available. Thanks from the ISASI 2025 Committee https://web.cvent.com/event/a6ec0291-9280-4529-b72f-fb38e0cabc17/summary CALENDAR OF EVENTS . Asia Pacific Aviation Safety Seminar 2025; 10-11 September 2025; Manila, Philippines . 2025 PROS IOSA SUMMIT - SEPT 10-11 - Denver, CO · ISASI ANNUAL SEMINAR 2025'September 29, 2025 – October 3, 2025, DENVER, COLORADO . 2025 NBAA Single-Pilot Safety Standdown; Monday, Oct. 13 | 8:00 a.m. – 12:00 p.m.; Las Vegas, NV . 2025 NBAA National Safety Forum, Tuesday, Oct. 14 – Wednesday, Oct. 15; Las Vegas, NV . Air Medical Transport Conference (AMTC™) - 2025 – October 27-29th (Omaha, Nebraska) . 78TH ANNUAL INTERNATIONAL AVIATION SAFETY SUMMIT (IASS) - Lisbon, November 4–6 . 29th annual Bombardier Safety Standdown, November 11-13, 2025; Wichita, Kansas · CHC Safety & Quality Summit, 11th – 13th November 2025, Vancouver, BC Canada . 2026 ACSF Safety Symposium; April 7-9, 2026; ERAU Daytona Beach, FL . 2026 NBAA Maintenance Conference; May 5-7, 2026; New Orleans, LA . BASS 2026 - 71st Business Aviation Safety Summit - May 5-6, 2026 | Provo, Utah . The African Aviation Safety & Operations Summit - May 19-20 | Johannesburg, South Africa . Safeskies Australia - Australia’s renowned Aviation Safety Conference - Canberra Australia 20 and 21 May 2026 . 2026 NBAA Business Aviation Convention & Exhibition (NBAA-BACE) Oct. 20-22, 2026 | Las Vegas, NV Curt Lewis