Flight Safety Information - August 29, 2025 No. 173 In This Issue : Incident: Air China B773 near Tomsk on Aug 28th 2025, oxygen masks deployed : Incident: Smartwings B738 at Corfu on Aug 28th 2025, engine shut down in flight : Pilot killed when F-16 jet crashes during preparations for a Polish air show : Georgia ranks high for number of laser strikes against pilots : Carrier Qualifications Axed From Graduation Requirements For New Navy Fighter Pilots : Lawmakers call for better air quality on commercial airplanes : ACSF: ASAP Reports Dip, Altitude Deviation Still Tops : Asia-Pacific accelerates progress towards ICAO’s safety, sustainability, and connectivity goals : FAA Data Shows Wildlife Strikes on the Rise : Watchdog warns that shortages in aviation meteorologists could endanger flight safety : Brussels Airlines secures five brand-new Airbus A320neos for fleet expansion : Omni Helicopters Guyana marks milestone as first national helicopter ab-initio pilots complete stage one training : American Airlines Hiring Pilots for Airbus A321XLR at New York : Lead with Confidence, Powered by ERAU’s Certificate of Management in Aviation Safety : ISASI - 2025 - Denver, CO - September 29-October 3, 2025 Annual Seminar - Hotel Rate Deadline approaching (September 5) : Calendar of Events Incident: Air China B773 near Tomsk on Aug 28th 2025, oxygen masks deployed An Air China Boeing 777-300, registration B-2087 performing flight CA-965 from Beijing (China) to Frankfurt/Main (Germany), was enroute at FL300 near Tomsk (Russia) when the crew descended the aircraft to FL230 and decided to return to Beijing after the passenger oxygen masks were released due to mechanical malfunction. The aircraft landed safely back on Beijing's runway 19 about 8.5 hours after departure. A replacement Boeing 777-300 registration B-2045 reached Frankfurt with a delay of about 10 hours. The occurrence aircraft is still on the ground in Beijing about 15 hours after landing back. https://avherald.com/h?article=52c3a4fc&opt=0 Incident: Smartwings B738 at Corfu on Aug 28th 2025, engine shut down in flight A Smartwings Boeing 737-800, registration OK-TVW performing flight QS-2301 from Corfu (Greece) to Brno (Czech Republic), was climbing out of Corfu's runway 34 when the right hand engine (CFM56) emitted streaks of flames and bangs prompting the crew to level off at 4000 feet, shut the engine down and enter a hold to burn off fuel. The aircraft diverted to Preveza (Greece), where it landed safely on runway 24 about 45 minutes after departure. A ground observer reported seeing multiple streaks of flames and loud bangs as the aircraft was in the initial climb. A replacement Boeing 737-800 registration OK-TSE is currently enroute to Preveza and is currently estimated to depart Preveza with a delay of about 6.5 hours. The occurrence aircraft is still on the ground in Preveza about 3.5 hours after landing. https://avherald.com/h?article=52c3a3f6&opt=0 Pilot killed when F-16 jet crashes during preparations for a Polish air show The crash occurred ahead of the AirSHOW Radom 2025, which was scheduled to occur this weekend. An F-16 pilot was killed Thursday when his jet crashed during preparations for an air show in central Poland, a government spokesperson said. Spokesperson Adam Szapka confirmed the death in a social media post. Polish news agency PAP reported that the plane was part of the Polish Air Force. The crash occurred ahead of the AirSHOW Radom 2025, which was scheduled to occur this weekend. https://abc7.com/post/pilot-killed-when-16-jet-crashes-during-preparations-polish-air-show/17682415/ ****************** Date: Thursday 28 August 2025 Time: c. 19:25 LT Type: Lockheed Martin F-16C Bock 52-CF Fighting Falcon Owner/operator: Polish Air Force Registration: 4056 MSN: JC-17 Fatalities: Fatalities: 1 / Occupants: 1 Other fatalities: 0 Aircraft damage: Destroyed Category: Accident Location: Radom Airport (RDO/EPRA), Radom - Poland Phase: Manoeuvring (airshow, firefighting, ag.ops.) Nature: Military Departure airport: Radom Airport (RDO/EPRA) Destination airport: Radom Airport (RDO/EPRA) Narrative: A Polish Air Force Lockheed Martin F-16C Block 52-CF, part of the "Tiger Demo Team", was practicing at Radom Airport (RDO/EPRA) for the upcoming Radom Air Show 2025, showcasing multiple maneuvers, when the pilot proceeded to start a loop-de-loop at a low altitude, which resulted to exiting the maneuver too low, which proceeded the aircraft to crash at runway 07. Polish authorities confirmed the death of pilot Major Maciej "Slab" Krakowian. https://asn.flightsafety.org/wikibase/541151 Georgia ranks high for number of laser strikes against pilots DEKALB COUNTY, Ga. — New numbers put Georgia on a dangerous flight list. The Federal Aviation Administration ranks Georgia 10th in the U.S. for the highest number of laser strikes against pilots. Pilots in metro Atlanta said the crime happens here way too often. Avery Shuhar is a flight instructor at DeKalb Peachtree Airport. She told Channel 2’s Courtney Francisco that even if you’re just playing around with a laser and do not think a plane is above you, they’re up there. “Especially in Atlanta. We’re the busiest airport in the world,” Shuhar said. She said a laser light can prevent pilots from seeing instruments inside the cockpit, and it could prevent them from seeing other traffic in the sky, causing a mid-air collision. “Imagine, you know, when your phone catches sunlight, and it hits your eyes or hits a screen, and you can’t see it anymore. It’s kind of like the same thing,” Shuhar said. “It has happened to me once,” pilot Chirag Rao said. Rao pointed out the number of passengers at risk on some flights. “It can be a federal crime,” Rao said. The FAA released the new data on Thursday. Numbers show pilots reported the crime 166 times so far this year. In 2024, they reported it happening more than 400 times. When it does happen, Shuhar said pilots are instructed to tell air traffic controllers, who immediately call local police. Those officers start searching for suspects. When they find them, the FAA said the reasons the suspects did it varied from intentional to uneducated accidents. “If you’re going to shoot it, just make sure it’s down at the ground, not up in the sky, and don’t shoot it in anyone’s eyes,” Shuhar said., https://www.wsbtv.com/news/local/dekalb-county/georgia-ranks-high-number-laser-strikes-against-pilots/CFTPX6AOVRELBNOKCYKK5TNWYY/ Carrier Qualifications Axed From Graduation Requirements For New Navy Fighter Pilots The change in carrier qualification requirements is a huge watershed moment that has ramifications for the Navy's future jet trainer plans. Individuals training to become U.S. Navy tactical jet pilots are no longer required to take off and land from aircraft carriers before being winged as Naval Aviators. Individuals training to become U.S. Navy tactical jet pilots are no longer required to take off and land from aircraft carriers before being winged as Naval Aviators. This is a huge change in training requirements and has important ramifications for the service’s plans to replace its current carrier-capable T-45 Goshawk jet trainers. Our colleagues at Task & Purpose first reported the elimination of carrier landing qualifications from the graduation requirements for the Tactical Air (Strike) aviator training pipeline earlier today. This pipeline currently produces new pilots to fly the Navy’s F/A-18E/F Super Hornet and F-35C fighters, as well as EA-18G Growler electronic warfare aircraft. “The final strike carrier landing qualification occurred in March of 2025,” a Navy official told Task & Purpose. “Students in the strike pipeline, those training to fly F/A-18s, F-35s, and EA-18Gs, are no longer required to qualify by landing on a carrier prior to graduation.” Naval aviators who come out of the Tactical Air pipeline will now conduct their first carrier qualifications when they reach a Fleet Replacement Squadron (FRS). These units provide initial training on the specific type of tactical jet that those individuals have been assigned to fly. TWZ has reached out to the Navy to find to what degree Field Carrier Landing Practice (FCLP) landings and touch-and-goes on aircraft carriers are still part of the undergraduate Tactical Air training syllabus. FCLPs are conducted at bases on land, but are structured in a way that “simulates, as near as practicable, the conditions encountered during carrier landing operations,” according to the service. As noted, just eliminating carrier qualifications from the undergraduate training requirements is a fundamental change in how the Navy produces new Naval Aviators to fly tactical jets. The procedures for taking off from and landing on an aircraft carrier bobbing up and down at sea are significantly different from those when operating from an airfield ashore. “It’s what makes naval aviation unique,” Sterling Gilliam, a retired Navy captain who is now the director of the National Naval Aviation Museum in Pensacola, Florida, told Task & Purpose when asked about the change. “Audacity has kind of defined Naval Aviation, and the uniqueness of carrier operations, specifically fixed wing launches and recoveries, requires a fair amount of skill and practice and professionalism.” At the same time, the change does not come as a complete surprise. In 2020, the Navy announced that the requirements for a future Undergraduate Jet Training System (UJTS) jet trainer to replace the T-45 would no longer include the need to be able to land on or take off from an aircraft carrier. In the past year or so, service has also moved to cut demands for the forthcoming UJTS aircraft to have features needed to conduct FCLP landings. All of this has come on the back of Navy investments in virtualized training and automated carrier landing capabilities, such as Magic Carpet, in recent years. Those developments have already proven to be controversial, prompting concerns and criticism about potential impacts down the line from cutting what have long been considered essential naval aviation training requirements. “Carrier qualification is more than catching the wire. It is the exposure to the carrier environment and how an individual deals with it,” an experienced U.S. Navy strike fighter pilot told TWZ back in 2020. “The pattern, the communications, the nuance, the stress. The ability to master this is one of our competitive advantages.” The UJTS requirements still have yet to be firmed up, at least publicly, ahead of the start of a formal competition, which is expected to kick off next year. The Navy has said in the past that the goal is for the first UJTS aircraft to enter service by 2035 and for the T-45 to be completely phased out by 2040. The removal of carrier qualifications from the Tactical Air pipeline already shows the Navy is not waiting for the arrival of UJTS to make major changes to its naval aviation training requirements. This would seem to make it increasingly less likely that the service will reverse course on the related changes to the UJTS requirements, at least when it comes to what is needed from the aircraft landing-wise, which will have significant ramifications for the upcoming competition. Just last week, the Sierra Nevada Corporation (SNC) announced its intention to compete for UJTS with a proposal that puts heavy emphasis on still being able to perform FCLP landings and touch-and-goes, as you can read more about in detail here. “You want … your – I call it your lizard brain – to be trained to do the things you are going to do when things go south on you, because the way a [former Air Force pilot] like me lands an airplane is 180 degrees different than a carrier guy,” Derek Hess, Vice President of Strategy at SNC, told TWZ‘s Jamie Hunter on the sidelines of the Tailhook Association’s main annual symposium last week. “I touch down, go to idle. He touches down, slams down, goes to MIL [maximum non-afterburner thrust], and is ready to take off again.” “This is why FCLPs are so important,” Ray “Fitz” Fitzgerald, Senior Vice President of Strategy and Technology at SNC, also said while speaking alongside Hess. “On that dark, stormy night, and everything’s just going bad, you rely on muscle memory, right? So when you think about muscle memory, as a carrier aviator, you’re on speed, so you’re on the right AOA, so the hook and the gear are the right AOA to trap, and everything hits at the same time. If I’m at a slow AOA, it means my nose is up, which means the hook grabs first and slams you down. You can break a jet like that. If I’m at a fast AOA, the nose is lower, hook is up, you skip across, and you go flying again, which is not good either.” “So that muscle memory, I mean, it’s what will save lives,” He added. Boeing, Lockheed Martin (in partnership with Korea Aerospace Industries), and Textron (together with Italy’s Leonardo) are also set to join the competition, but with aircraft based on existing land-based jet trainer designs that were not built for carrier operations, real or simulated. More clarity on the Navy’s future vision for training future naval aviators will come when the final UJTS requirements are released. In the meantime, a major watershed moment has already occurred with the end of carrier qualifications as a graduation requirement for future tactical jet pilots. A U.S. Navy official has now provided TWZ with the following additional statement: “Students in the strike pipeline, those training to fly F/A-18s, F-35s, and EA-18Gs, are no longer required to qualify by landing on a carrier prior to graduation. However, future E-2 [Hawkeye airborne early warning and control aircraft] pilots and international military students will complete carrier landing qualifications on a ship in the T-45 while in student training. Field Carrier Landing Practice (FCLP) landings ashore are still required for graduation. The strategic decision of moving carrier qualifications from the training syllabus to their fleet replacement squadrons was driven by increased technological capabilities in the fleet, as well as the need to reduce training pipeline times, enabling the fleet to receive qualified pilots faster. After earning their initial qualifications after graduation, naval aviators in the strike pipeline are required to complete touch-and-goes and carrier landings at sea during their assignment at the Fleet Replacement Squadrons (FRS).” https://www.twz.com/air/carrier-qualifications-axed-from-graduation-requirements-for-new-navy-fighter-pilots Lawmakers call for better air quality on commercial airplanes Air carriers Air quality Aircraft cabin crewmembers Aircraft cabin safety Aircraft safety Airline worker safety Airport worker safety Pilots Washington — A bipartisan bill recently reintroduced in the House is aimed at improving air safety and quality on commercial flights. Reintroduced on Aug. 19 by Rep. Maxwell Frost (D-FL), the Safe Air on Airplanes Act (H.R. 4994) would phase out “bleed” air systems that supply cabin air through engine compressors. This process may trigger “an injection of toxic air” when fuel or toxic fluids leak from the engine or other systems, a press release from Frost’s office states. Under the legislation, new aircraft would be required to be fit with filters and/or air cleaning devices designed to remove polluted air. “Airlines have a responsibility to protect everyone who steps on board,” Frost said in the release. “But for years, flight crews and passengers have been breathing toxic fumes and chemicals, creating a hidden health and safety hazard for everyone who flies. “The Safe Air on Airplanes Act will ensure a future where pilots, cabin crew and passengers can breathe easy while flying without fear for their health.” Reps. Michael Lawler (R-NY) and John Garamendi (D-CA) are co-sponsors of the bill, which has backing from the Association of Flight Attendants-CWA, the International Brotherhood of Teamsters and the Transport Workers Union of America. The trio of lawmakers first introduced the bill last year. https://www.safetyandhealthmagazine.com/articles/27263-lawmakers-call-for-better-air-quality-on-commercial-airplanes ACSF: ASAP Reports Dip, Altitude Deviation Still Tops Altitude deviation accounted for 16% of reports in first half The Air Charter Safety Foundation’s (ACSF) Aviation Safety Action Program (ASAP) drew 1,072 reports from 292 members in the first half of the year, with altitude deviation remaining the most common type of event. As far as event categories, altitude deviation accounted for 16% of the reports, with traffic proximity representing 13%, and coordination/communication issues at 11%. A combination of altitude, course, and speed deviations collectively comprises 25% of reports, which ACSF said underscores the continued dominance of human factor errors. Airframe issues have contributed to about 7% of reports, and engine/powerplant issues are less than 1%. During the first six months of the year, ACSF noted a steady month-over-month decline in reporting volume, from 210 submissions in January to 146 in June. However, in tandem, the number of regulatory violations slid from six in January to none in June. In July, there was one. ACSF cited possible reasons for the decline, such as seasonal effects, with winter weather and holiday traffic driving higher reporting at the beginning of the year. Other possibilities could be improved safety performance, better regulatory compliance, or preventative training. But the organization cautions that it may be as simple as employee participation having dropped. This scenario could be more likely since report volumes through other venues remain consistently high, with NASA’s ASRS logging an average of 11,000 submissions per month in 2025. “It is important to note that FAA enforcement is an outcome of oversight, not of reporting frequency,” ACSF added. “Although the downward trend of regulatory violations may look promising, it is paramount for operators to continue their efforts in strengthening the safety culture,” ACSF stressed. “Despite improvements in aviation safety over the years, the uptick in accident numbers in 2024 serves as a reminder for proactive and robust safety programs.” The safety organization recommends a continued focus on human factors with expanded crew resource management and air traffic control communications training, enhanced simulator scenarios for altitude and traffic conflict recovery, and a review of fatigue management procedures. In addition, ACSF also encourages auditing general operating manuals and standard operating procedures to ensure low violation rates, sharing event review committee recommendations with employees, implementing corrective actions/tracking events for recurrence, and emphasizing compliance culture. Also, ACSF highlighted data capture and communications with manufacturers for guidance on common issues. ASAP is a collaborative safety program under which employees of a participating company may voluntarily report unintentional deviations or safety issues without fear of retribution. ACSF manages an ASAP, working with the FAA and participants to pinpoint trends and recommend corrective actions. https://www.ainonline.com/aviation-news/business-aviation/2025-08-28/acsf-asap-reports-dip-altitude-deviation-still-tops Asia-Pacific accelerates progress towards ICAO’s safety, sustainability, and connectivity goals Thirty-five countries pledged to advance ICAO's strategic initiatives for air transport across the Asia-Pacific region at the 60th Conference of Asia Pacific Directors General of Civil Aviation, following discussions on safety, sustainability, and capacity-building goals. ICAO Secretary General Juan Carlos Salazar led efforts to align aviation policies with the organization's 2026-2050 Strategic Plan, emphasizing the urgency of preparing for a doubling in air traffic by 2043. The five-day gathering produced 59 action items supporting progress under the plan, which calls for the elimination of fatalities, a reduction in carbon emissions to net zero, and the expansion of access to a connected air transport system. More than 400 participants from 35 States and 12 international organizations attended the conference, hosted by Japan's Civil Aviation Bureau. The conference was officially launched by His Excellency Mr. Nakano Hiromasa, Minister of Land, Infrastructure, Transport and Tourism of Japan. Ms. Nakayama Rieko, Director General for International Aviation of the Japan Civil Aviation Bureau (JCAB), chaired the event and emphasized the importance of addressing aviation safety, efficiency, and environmental sustainability. Mr. Salazar’s advocacy throughout the event was supported by ICAO’s Director of the Capacity Building and Implementation Bureau, Mr. Jorge Vargas, the Director of the Air Navigation Bureau, Ms. Michele Merkle, and the organization’s Regional Director for Asia-Pacific, Mr. Tao Ma. Enhancing safety implementation The Universal Safety Oversight Audit Programme (USOAP) was reinforced by commitments to promote data sharing through the Regional Aviation Safety Group (RASG) and by greater standardization of oversight procedures. The RASG itself also gained enhanced participation pledges from attending States. These combined commitments will help address safety challenges in the region, which are critical given that its USOAP effective implementation score currently stands at 67 percent. Delegates also endorsed priorities for lithium battery transport oversight, runway safety improvements and enhanced accident investigation capabilities. States agreed to bolster civil-military coordination initiatives and implement updated aerodrome standards. Participants also acknowledged the growing threat of GNSS interference and endorsed mitigation strategies to safeguard navigation systems. Environmental leadership Delegates reinforced their backing for ICAO’s long-term global aspirational goal (LTAG) for international aviation of net-zero carbon emissions by 2050, including through strong continued endorsement of the Carbon Offsetting and Reduction Scheme for International Aviation, reiterating their agreement to preserve CORSIA as the sole global market-based measure for emissions reduction. Partners also pledged to accelerate sustainable aviation fuel deployment and develop climate-resilient airport infrastructure, directly accelerating progress towards the LTAG. The FINVEST Hub initiative gained significant momentum through Japanese government and industry backing. The initiative will connect sustainable aviation fuel projects with financing opportunities, addressing investment needs to achieve net-zero emissions by 2050. Focus on innovation Aviation leaders addressed integrating artificial intelligence into operations and air traffic management systems. Secretary General Salazar emphasized developing consistent safety standards across the region, particularly for emerging technologies like Advanced Air Mobility systems. Regional Director Tao Ma highlighted updates to the Global Air Navigation Plan, incorporating AI developments and addressing emerging technologies. The System Wide Information Management initiative received enhanced endorsement, along with agreements to address Global Navigation Satellite System interference affecting civil aviation operations. Cybersecurity discussions reinforced standards for protecting aviation systems, with States agreeing to implement the cybersecurity framework for communications, navigation and surveillance systems. New strategic partnerships Aviation authorities formalized multiple partnerships during the gathering. Malaysia announced a $500,000 contribution to the Asia-Pacific Capacity Development Initiative, demonstrating significant leadership on capacity building. Officials also signed an agreement with the United Arab Emirates General Civil Aviation Authority for technical assistance to Pacific Small Island Developing States, advancing the "No Country Left Behind" initiative and the Aviation Safety Implementation Assistance Partnership (ASIAP) goals. The event highlighted the success of the inaugural Asia-Pacific Regional Training Symposium in Singapore and secured agreements for future training initiatives. States endorsed the Next Generation of Aviation Professionals (NGAP) programme and agreed to develop aviation training centers aligned with international standards. Training programmes received expanded backing, including agreements for the Asia-Pacific Flight Procedure Programme and future symposiums. Officials also secured pledges for implementing revised Obstacle Limitation Surface Standards and Recommended Practices. States agreed to advance digital air cargo initiatives, including the ONE Record system for improved data sharing. Discussions with the Asian Development Bank explored collaboration on procurement services and sustainable aviation fuel investments. Looking forward The 59 action items adopted during the conference provide a roadmap for implementation across the region, with States pledging to report progress ahead of the next gathering. Malaysia will host the 61st DGCA Conference in 2026 under the theme “Smart Skies: Emerging Technologies for Safe, Secure, Sustainable and Efficient Aviation.” https://www.icao.int/news/asia-pacific-accelerates-progress-towards-icaos-safety-sustainability-and-connectivity-goals FAA Data Shows Wildlife Strikes on the Rise Latest report underscores growing risks to aviation safety. Wildlife strikes involving U.S. civil aircraft rose to more than 22,000 instances in 2024, a 14 percent increase over the previous year, according to a recent FAA report. That equates to about 61 strikes every day. Since 1990, more than 319,000 strikes have been reported nationwide, resulting in 82 fatalities and 126 aircraft destroyed. Globally, the report found that wildlife strikes have killed more than 643 people and destroyed over 360 aircraft between 1990 and 2024. The FAA largely attributes the rising numbers to growing bird populations and to quieter turbofan technology. While most strikes cause little damage, the FAA report emphasized that collisions at higher altitudes or with larger species remain a serious risk, with two aircraft destroyed by wildlife in 2024 alone. Efforts to reduce those risks have expanded since the 2009 “Miracle on the Hudson,” with more than $400 million in airport wildlife-related projects and $30 million in research directed toward detection and avoidance technologies. These include avian radar, bird migration forecasting, and aircraft lighting systems designed to increase visibility. Still, the FAA cautioned that “much work remains to be done,” calling for expanded strike reporting and wildlife management strategies extending at least five miles beyond airport boundaries to address hazards during climb and approach phases. https://avweb.com/aviation-news/wildlife-strikes-growing-more-common/ Watchdog warns that shortages in aviation meteorologists could endanger flight safety While the Federal Aviation Administration and National Weather Service are negotiating an interagency agreement that will likely further reduce the meteorology workforce, the Government Accountability Office said officials haven’t appropriately considered the risks of current staffing levels. National Weather Service meteorologists who assist air traffic controllers are working overtime, skipping leave and taking on more responsibilities due to worsening staff shortages, according to a Government Accountability Office report published Thursday, which criticized the Federal Aviation Administration for not doing enough in response to the problem. “Not having identified and addressed the risks of the current staffing levels is concerning given the potential safety effects if aviation meteorologists are overworked and the quality of their services to air traffic controllers is diminished,” investigators wrote. As of June, NWS said the aviation meteorologist workforce is down to 69 employees, partly as a result of the federal hiring freeze and separation incentive programs like deferred resignation. FAA and NWS in February agreed to a cap of 81 full-time equivalents for such positions. (In 2024, prior to the agreement, the report said that the FAA was pushing to lower that number to 71.) Under a 2016 interagency agreement between FAA and NWS, there are supposed to be three meteorologists and one meteorologist in charge at each of the 21 air route traffic control centers across the U.S. But that is not achievable under the February agreement. GAO reported that the control center in Oakland, Calif., is down to one meteorologist, another four centers have only two such employees and five centers don’t have a meteorologist in charge. Individuals from the four major airlines and three associations representing airlines, air traffic controllers and meteorologists told investigators that they are concerned about the current meteorologist staffing levels. For example, the report flagged that meteorologists from other regions are having to fill in remotely for understaffed centers. These employees, however, likely lack knowledge about weather in that area. One airline reported that there’s a decline in granularity when it is receiving information from a back-up meteorologist. Remote meteorologists also don’t have access to the same information, according to the meteorologist association, such as system alerts on local wind shifts and gust fronts. Plus, they’re having to perform two jobs at the same time. “If a meteorologist from one [team] is also providing backup for another [team], that meteorologist is now monitoring two areas, which in the [meteorologist] association’s opinion is a responsibility too large given the level of attention that each area needs,” investigators wrote. Two airlines also told GAO that their weather teams have been requested to provide support due to the vacancies, but three airlines and the air traffic controller association warned that represents potential conflicts of interest. FAA and NWS are currently working on a new interagency agreement for fiscal 2026. NWS officials told investigators that they proposed a range of 62 to 71 full-time equivalent meteorologists; although, they acknowledged that such a number would likely mean providing less in-person support. NWS officials also said that they are planning to hire more aviation meteorologists after they were granted an exemption from the hiring freeze, but GAO is not convinced this will solve the problem. “While FAA and NWS are engaged in a number of activities — including hiring more meteorologists and negotiating a future staffing agreement — it is unclear whether these activities will produce the desired results for addressing risks to the safety and efficiency of the [National Airspace System] when meteorologist staffing levels change,” according to the report. GAO recommended that FAA, in consultation with NWS, fully identify and address the potential risks posed by current meteorologist staffing levels. FAA concurred with the recommendation but also said that the agency is focused on developing a streamlined workforce model. “Due to factors including advances in technology that create efficiencies in meteorology, this new service delivery model will likely include 64 meteorologists in new, strategically placed field support locations throughout the NAS,” wrote Anne Byrd, assistant Transportation secretary for administration, in a letter attached to the report. “The benefit of this more streamlined approach includes centralized capability to enhance efficiency, digital coordination, scalability and redundancy.” The National Oceanic and Atmospheric Administration, the parent agency of NWS, said that the sharing of meteorologists with the FAA started because of a 1977 incident when a plane crashed after flying into a thunderstorm. https://www.govexec.com/oversight/2025/08/watchdog-warns-shortages-aviation-meteorologists-could-endanger-flight-safety/407770/ Brussels Airlines secures five brand-new Airbus A320neos for fleet expansion Brussels Airlines has secured five brand-new Airbus A320neos as it looks to expand its fleet with additional next-generation aircraft. On August 29, 2025, the carrier, a subsidiary of Lufthansa, confirmed that its board of directors had approved further investment in A320neo jets. Brussels Airlines currently operates five Airbus A320neos and has three more on order, with the newest batch set to begin arriving from Toulouse from November 2025. The five additional A320neo aircraft are expected to join the fleet from 2027 onwards, bringing the total number of the jet type to 13 once all deliveries are completed. “This investment underlines Brussels Airlines’ commitment to reducing its environmental footprint, enhancing the passenger experience, and growing sustainably and profitably,” the airline said in a statement. The airline praised the A320neo’s ability to deliver up to 20% lower CO₂ emissions and 50% less noise compared to previous models. The new aircraft will mainly replace older-generation planes, with one dedicated to growing the fleet. Dorothea von Boxberg, CEO, Brussels Airlines, said: “Brussels Airlines has worked very hard to achieve a cost structure that allows the airline to be sustainably profitable, enabling us to reinvest in our company. The A320neo reduces our environmental footprint and offers a more pleasant experience for our passengers.” She added: “We are very happy to welcome more of these state-of-the-art aircraft to our fleet.” As previously announced, Brussels Airlines is also expanding its long-haul fleet to 13 Airbus A330 aircraft. From 2027, it will introduce new cabins across its intercontinental network. According to ch-aviation, Brussels Airlines currently operates 10 active Airbus A330-300s. https://www.aerotime.aero/articles/brussels-airlines-airbus-a320-neo-aircraft Omni Helicopters Guyana marks milestone as first national helicopter ab-initio pilots complete stage one training Omni Helicopters International (Omni) and its subsidiary Omni Helicopters Guyana Inc. (OHGI), announced a historic milestone: The successful completion and graduation of the first training phase by its inaugural ab-initio pilots, Somant Heeralall and Yadram Ramcharran. Their graduation ceremony was held Aug. 20 at Kesi Adele Adams Memorial Heliport, Ogle, with distinguished guests in attendance. In addition to recognizing Heeralall and Ramcharran, the ceremony also celebrated Guyanese engineering apprentices and search-and-rescue (SAR) rear crew. These two milestones demonstrate the potential of Guyana to become regional standout in aviation. In January 2023, Omni commenced operations in Guyana, with the vision of identifying and investing in talent and striving for an all-Guyanese operation. The first step to achieve this goal was to create sponsorship support for the Art Williams and Harry Wendt Aeronautical Engineering School. This was followed by the recruitment, development, and training of SAR rear crew, the selection of engineering apprentices and the ab-initio pilots. Two and a half years later in 2025, in addition to these focused talent development efforts, the Omni team consists of 75 Guyanese, making up to 65 percent of the overall company workforce. “We are extremely proud to be building a truly Guyanese operation. Our approach to operating in this country is driven by our core values and a set of key behaviours that we call ‘The Omni Way.’ The Omni Way is all about a creative, proactive mindset; shared learning and collaboration across the value chain; transparency with all our stakeholders; as well as focus on sustainability and technology,” said Sean Western, country manager. August 2025 Ramcharran and Heeralall left Guyana in June 2024 to undergo 13 months of intensive training at a premier flight training school the U.S. Their return marks the first step in their journey to becoming the first-ever Guyanese offshore oil and gas helicopter pilots. Heeralall and Ramcharran have earned their commercial helicopter pilot licenses with instrument flight ratings, equipping them with the skills and knowledge required to meet the demanding standards of offshore helicopter operations. With this accomplishment, they now advance to the next stage of training on larger offshore helicopters. On completion, they will join OHGI’s offshore operations team, building the country’s legacy of safety, excellence, and innovation in aviation. “This is an important milestone for Omni and the aviation community in Guyana. We welcome Somant and Yadram to our team as the nation’s first offshore pilots,” said Duncan Moore, chief safety officer at Omni Helicopters International. “We are confident their talent, dedication, and passion for aviation will not only drive them to great success but also inspire other Guyanese to pursue a career in flying. Creating opportunities for our national team remains a top priority, with more than half of our workforce already proudly Guyanese. We will complete our goal of building a strong core Guyanese aviation team.” https://verticalmag.com/press-releases/omni-helicopters-guyana-marks-milestone-as-first-national-helicopter-ab-initio-pilots-complete-stage-one-training/ American Airlines Hiring Pilots for Airbus A321XLR at New York American Airlines has opened pilot bidding for the A321XLR at JFK, with training and qualifications beginning in February 2026. NEW YORK— American Airlines (AA) has confirmed that its Airbus A321XLR fleet will begin flying from New York John F. Kennedy International Airport (JFK) in early 2026. The airline has described transatlantic routes as the aircraft’s “primary mission,” though specific destinations are still being finalized. The A321XLRs were initially expected to focus on premium transcontinental routes between New York (JFK) and Los Angeles (LAX) or San Francisco (SFO). Now, the strategy has shifted, positioning the narrowbody jets at the center of American’s European growth plan. American Airlines (AA) has confirmed that its Airbus A321XLR fleet will begin flying from New York John F. Kennedy International Airport (JFK) in early 2026. American Hiring A321XLR Pilots American Airlines has opened pilot bidding for the A321XLR at JFK, with training and qualifications beginning in February 2026. Initial operations will launch in March, starting with 40 pilots and expanding steadily as more aircraft arrive throughout the year. The airline originally ordered 50 Airbus A321XLRs, with deliveries delayed beyond the initial schedule of 8 in 2023, 22 in 2024, and 20 in 2025. Despite range limitations compared to early expectations, the aircraft can comfortably operate out of JFK (JFK) and Philadelphia (PHL). Potential bases in Charlotte (CLT), Chicago (ORD), and Miami (MIA) remain under discussion for future missions. Replacing the specially configured A321T fleet introduced in 2014, the A321XLR will offer lie-flat business class seats and a premium economy cabin. The A321Ts are being reconfigured into standard domestic layouts, shifting premium cross-country flying onto the new aircraft. Strategic Role of the New Bid Status American Airlines will introduce a new A320 International bid status at New York LaGuardia (LGA) beginning with the February 2026 crew month. The new assignment supports upcoming transatlantic operations using the Airbus A321XLR fleet. Flights are expected to start in March 2026, with pilot bidding for vacancies opening in late August 2025. This marks a key step in deploying American’s next-generation narrowbody aircraft on long-haul routes. The A320 International bid status at LGA is designed to support transatlantic flying, aligning with the Airbus A321XLR’s long-range capability. While specific routes have not yet been announced, the focus will be on connecting New York with destinations across the Atlantic and Europe. The move signals American’s intention to strengthen its network flexibility, pairing narrowbody efficiency with international demand. Why the A321XLR Matters for American American Airlines retired its Boeing 757, 767, and Airbus A330 fleets, leaving a gap in transatlantic capacity. The A321XLR fills that role by offering range efficiency for thinner routes that cannot sustain a widebody like the Boeing 787 or 777 year-round. Operating a narrowbody on transatlantic flights allows American to: The move also reflects American’s broader challenges at JFK. Unlike Delta (DL) at JFK and United (UA) at Newark (EWR), American lacks a large connecting hub. The U.S. government’s decision to block its partnership with JetBlue (B6) ended what could have been a stronger competitive foothold in New York. Deploying A321XLRs on transatlantic routes is a way to maximize American’s existing JFK slots and offer a differentiated premium product. The strategy goes beyond operating only in joint venture partner hubs, signaling a push into new European city pairs. Global Operators American is not alone in betting on the A321XLR. United Airlines (UA), JetBlue (B6), Air Canada (AC), and Qantas (QF) are among the carriers preparing to use the aircraft. However, no airline has yet proven the long-term success of narrowbody transatlantic operations. The A321XLR could be a turning point. It allows airlines to balance profitability on low-demand routes, experiment with network growth, and compete in markets where widebodies are uneconomical. For American, this is both a necessity and an opportunity to restore transatlantic relevance. Bottom Line American Airlines plans to introduce the A321XLR from JFK in early 2026, operating both transatlantic and premium transcontinental flights. While delivery delays and cabin readiness remain hurdles, the strategy marks a significant shift in how American will use its narrowbody fleet. This aircraft will not only replace aging transcontinental configurations but also open doors to new European destinations, reshaping American’s role in the competitive New York market. https://aviationa2z.com/index.php/2025/08/29/american-airlines-hiring-pilots-for-a321xlr-at-new-york/ 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