Flight Safety Information - October 14, 2025 No. 205 In This Issue : Incident: Qazaq DH8D at Kostanay on Oct 11th 2025, rejected takeoff due to dog : Incident: ANA B738 at Tokyo on Oct 13th 2025, lined up with edge line for departure : Incident: Express Malta A320 at Hamburg on Oct 12th 2025, burning smell on board : Chaos erupts at DFW airport after American Airlines plane is doused in jet fuel : Pothole on Santa Fe Regional Airport runway damaged jet during takeoff, claim notice alleges : An Air India Boeing 787 diverted to Dubai after its autopilot malfunctioned : IATA Highlights Critical Priorities for Aviation Safety and Operations Ground handling : EASA, IATA release 4-point plan to mitigate GNSS interference risks : Honeywell forecasts record-setting new business jet deliveries for next decade : NASA Jet Propulsion Laboratory in LA County to lay off hundreds : Why Boeing Is Building The F-47 Stealth Fighter Instead Of Lockheed Martin : Calendar of Event Incident: Qazaq DH8D at Kostanay on Oct 11th 2025, rejected takeoff due to dog A Qazaq Air de Havilland Dash 8-400, registration UP-DH002 performing flight IQ-368 from Kostanay to Astana (Kazakhstan), was accelerating for takeoff from Kostanay's runway when the takeoff was rejected at high speed. The left main gear brakes overheated. The aircraft was able to taxi to the apron. The flight was cancelled. Passengers reported the crew announced, a stray dog was on the runway prompting them to reject takeoff. The airline reported a technical malfunction occurred during takeoff. https://avherald.com/h?article=52e560b6&opt=0 Incident: ANA B738 at Tokyo on Oct 13th 2025, lined up with edge line for departure An ANA All Nippon Airways Boeing 737-800, registration JA65AN performing flight NH-639 from Tokyo Haneda to Iwakuni (Japan) with 168 passengers and 6 crew, was lining up Haneda's runway 05 when the aircraft aligned with the left hand edge line of the runway and commenced takeoff. The aircraft steered towards the center line later into the takeoff run reaching the center line at about 130 knots over ground and became airborne. The aircraft stopped the climb at FL260 and returned to Haneda for a landing on runway 34 without further incident. The aircraft became disabled on the runway due to both nose gear tyres being damaged. The airline reported the aircraft's nose gear came into contact with some object. Japan's Ministry of Transport reported damage to the runway edge lights was found. https://avherald.com/h?article=52e55dc2&opt=0 Incident: Express Malta A320 at Hamburg on Oct 12th 2025, burning smell on board An Avion Express Malta Airbus A320-200 on behalf of Eurowings, registration 9H-AML performing flight EW-7887 from Rome Fiumicino (Italy) to Hamburg (Germany), had been enroute at FL360 and was in the initial descent towards Hamburg when the crew requested emergency services on standby for landing at Hamburg. The aircraft continued for a safe landing on Hamburg's runway 23 about 40 minutes later. A frequent flyer reported there was a smell of electrical burning in the cabin for a few minutes while enroute near Frankfurt/Main (Germany), shortly afterwards the aircraft began to descend early making the passenger believe at first, they were diverting, but they continued to Hamburg. A huge amount of fire trucks and police awaited the aircraft and followed the aircraft to the stand. Firefighters checked the right hand engine and illuminated the fuselage, deboarding was delayed for some minutes. There was no information from the flight or cabin crew. Another passenger confirmed there were no announcements from flight or cabin crew. The aircraft taxied to a remote stand amid fire engines, police cars and ambulances, the passengers needed to wait until they could disembark, fire fighters in the meantime checked the left hand engine. They finally disembarked via both forward and aft left main doors. The subsequent rotation was cancelled. The aircraft remained on the ground until next morning for about 13 hours. https://avherald.com/h?article=52e550c8&opt=0 Chaos erupts at DFW airport after American Airlines plane is doused in jet fuel Last week, airlines braced for the effects of the ongoing government shutdown, warning travelers of possible delays as a result. Those problems have persisted for all of the major American airlines, with other issues compounding the struggles airlines are already facing-like an incredibly dangerous situation involving a DFW worker accidentally dousing a plane with jet fuel, causing a massive delay. While refueling an American Eagle plane at Dallas-Fort Worth International Airport, a worker was unintentionally captured on camera soaking the runway in jet fuel on Sunday, Oct. 13. The worker had just completed refueling the plane when he lost control of the hose while attempting to unhook it from the aircraft, according to witnesses to the incident. After the hose started whipping over the tarmac, the worker was seen in the video wiping his face in shock at the torrents of extremely flammable fuel gushing from it. Before the ground worker could turn off the stream, fuel spewed from the pipe for about a minute. When emergency personnel arrived on the scene, they used specialized absorbent materials to remove the fuel. While the situation was being contained, the airport temporarily closed its gates close to the incident. There were no damages or injuries recorded. In a statement, American Airlines, the parent company of several airlines that use the American Eagle name, addressed the potentially dangerous incident "We are aware of a fueling issue that occurred on Oct. 10 involving an American Eagle aircraft that was parked at the gate in Terminal E," American Airlines said in the statement. "Looking into the incident with DFW Airport and the airport's fueling contractor, Menzies, and worked together on the cleanup per procedure." The fueling incident comes on the heels of another embarrassing situation for American Airlines that unfolded states away in Chicago. According to reports, a "bathroom issue" caused a delay in a trip between Detroit and Chicago last week. A Reddit user documented the situation, explaining how a clogged toilet led to a 10-hour+ delay. "My wife is flying back from Detroit to Chicago and according to her American Airlines needs to find a new plane for her because the plane they were supposed to use can't be flown currently," the post reads. "The reason is that someone clogged the toilet with a huge dump and they have to fix it. Right now it's delayed by at least 10 hours but could be more…" And on an Oct. 10 international American Airlines flight to Montego Bay from Charlotte, North Carolina, a pair of passengers caused a commotion so bad that the trip was rerouted back to Charlotte Douglas International Airport mid-flight. The travelers were removed from the plane before the flight was able to resume, finally landing in Jamaica four hours after its original arrival time. As the government shutdown stretches on without an end in sight, American Airlines and other carriers are asking for continued patience at airports and on flights. "It is safe to fly, but ATC staffing shortages strain the system and cause flights to be spaced out, slowing down everything," said Airlines for America, a trade group representing the Fort Worth-based airline and other major carriers. https://www.yahoo.com/news/articles/chaos-erupts-dfw-airport-american-180245387.html Pothole on Santa Fe Regional Airport runway damaged jet during takeoff, claim notice alleges Potholes on city streets are a daily irritation for Santa Fe drivers, with one current City Council candidate jokingly describing them as the “city mascot.” But potholes have caused problems for more than just cars, according to a recent tort claim submitted to the city of Santa Fe, which alleges a jet was significantly damaged during takeoff at the Santa Fe Regional Airport last year due to an unrepaired pothole on the runway. Obtained recently by The New Mexican through an open records request, the tort claim submitted in August by attorneys representing Columbus, Ohio-based Capital City Jet Center are seeking significant financial compensation for damages to a 2006 Cessna Citation Jet CJ3. The aircraft, which typically seats seven passengers, sustained “substantial damage” due to unsafe surface conditions on airport property, according to the tort claim. The tort claim notice states on the morning of May 28, 2024, the jet was conducting a takeoff run from the airport when it “struck a significant pothole on the runway surface, resulting in destruction of the left main landing gear and substantial damage to the wing and associated aircraft systems.” The plane immediately returned to flight support at Signature Aviation, the fixed-base operator at the airport, where the tort claim said ground staff confirmed the damage. The pilot spoke directly with Airport Operations Manager Allan Mantle, who also inspected the aircraft, which the tort claim stated proves the city “had immediate and actual notice of both the dangerous runway condition and the resulting aircraft damage on the day of the occurrence.” The tort claim additionally claims Mantle’s inspection of the aircraft and the runway the day of the incident qualified as timely “actual notice” required under state law for entities seeking damages from government entities. The claim alleges the presence of “an unrepaired surface defect on airport grounds” is a violation of the airport’s requirements under the Federal Aviation Administration regarding airport safety and hazard mitigation and leaves the city legally liable, for which the jet center is seeking financial compensation. It stated the jet center has incurred damages including a $50,000 insurance deductible, more than $1 million in lost revenue due to the aircraft being unavailable during an extended repair period, at least a $250,000 devaluation in the aircraft’s value and unspecified legal fees. City offices were closed Monday for Indigenous Peoples’ Day and officials did not respond to a request for comment. As policy, the city typically does not comment on ongoing litigation. In a July email, Deputy City Manager Andrea Phillips, who oversees the risk management and safety department, wrote the city is implementing a number of protocols to try and reduce its overall number of lawsuits and settlement payouts. “We are always looking for ways to identify possible exposures and to the extent that we can — given budget and staffing constraints — we are reducing or eliminating those risks,” she wrote at the time, adding the age of some of the city’s infrastructure poses a challenge. The airport first opened in the 1940s as a military airfield. The City Council at its Sept. 24 meeting also voted to approve a $75,000 settlement with the Transportation Security Administration settling potential claims addressed by the city through remediation, according to agenda documents. The payout was in response to threatened litigation by the TSA related to “inspection findings at the city’s airport,” the nature of which are unknown. The council discussed the item in closed session and city spokesperson Regina Ruiz wrote in an email the TSA has restricted documents related to the findings. “Security Sensitive Information cannot be disclosed other than to persons with a ‘need to know’ regarding the specific security procedures,” she wrote in a Sept. 30 email. “The agreement will also not be available after executive session because it is confidential for 20 years.” https://www.santafenewmexican.com/news/local_news/pothole-on-santa-fe-regional-airport-runway-damaged-jet-during-takeoff-claim-notice-alleges/article_aa6a6b67-a8b2-4f81-8f9e-8715f1d590fc.html An Air India Boeing 787 diverted to Dubai after its autopilot malfunctioned An Air India flight diverted to Dubai after several flight systems malfunctioned. That included its autopilot and a system to assist pilots in landing at night. The Federation of Indian Pilots is calling for more inspections of Boeing 787s following recent incidents. An Air India flight diverted after its autopilot and flight controls malfunctioned, leading a pilots' group to call for further inspections of Boeing 787s. Flight 154 took off from Vienna around 9 p.m. local time on October 9. It was supposed to land in New Delhi about eight hours later. However, about halfway through the journey, the Boeing 787 pilots changed direction toward Dubai. The president of the Federation of Indian Pilots, CS Randhawa, wrote to the country's minister for civil aviation the following day, expressing concern about the incident. Randhawa said the flight "had major technical issues where the autopilot system suddenly failed, triggering a series of technical malfunctions." He added that the instrument landing system, which guides pilots toward runways in low visibility or at night, was among those that stopped working. There were also difficulties with the flight control systems, Randhawa said. "We compliment the skill of the pilots to fly the aircraft at night safely to Dubai with limited automation/systems," he said. Boeing did not comment on the incident, referring Business Insider to Air India, which did not immediately respond to a request for comment. An Air India spokesperson said in a statement to The New Indian Express that the aircraft was diverted due to a "technical issue." Data from Flightradar24 shows the 787 took off from Dubai roughly three and a half hours after diverting there. It reached New Delhi four hours behind schedule. Flight 154 diverted to Dubai — but ultimately reached New Delhi four hours behind schedule The incident came five days after the ram air turbine, or RAT, for a separate Air India Boeing 787 deployed unexpectedly on approach to Birmingham, England. This is an emergency power source that typically deploys if both engines stop working or hydraulics are critically low. However, Air India has said "all electrical and hydraulic parameters were found normal." In his letter, Randhawa requested that Indian authorities ground all the country's 787s and have their electrical systems inspected. Reuters reported on Monday that the country's regulator asked Air India to reinspect the RATs on some of its 787s, and also requested a report from Boeing. The model has been under enhanced scrutiny since June's fatal crash of Air India Flight 171. But that appeared to occur under different circumstances. Investigators' preliminary report said Flight 171's RAT was deployed after the fuel was cut off to both engines seconds after takeoff. Most theories have pointed toward the pilots' actions because the fuel-cutoff switches have safeguards against accidental movement. A final report into the cause could take more than a year to complete. https://www.businessinsider.com/air-india-boeing-787-diverted-dubai-flight-controls-malfunctioned-2025-10 IATA Highlights Critical Priorities for Aviation Safety and Operations Ground handling Xiamen – The International Air Transport Association (IATA) highlighted three critical priorities for aviation safety and operations as the World Safety and Operations Conference (WSOC) opened today in Xiamen, China. These are: defending and evolving global standards, fostering a strong safety culture through leadership, and using data to enhance performance amid growing operational challenges. “The environment in which airlines operate has grown even more complex as conflicts and regulatory fragmentation have proliferated. As a result, we have seen airspace closures, drone incursions and rising global navigation satellite system (GNNS) interference disrupt connectivity, undermine confidence, and threaten safety. Ensuring aviation remains the safest mode of transport requires strong leadership, robust adherence to global standards, and smarter use of data. By focusing on these—industry and government together—we will build a safer, more resilient and increasingly efficient global aviation system that can manage today’s risks and is prepared for those of tomorrow,” said Mark Searle, Global Director Safety, IATA. Defending and Advancing Global Standards Global standards are essential to aviation safety. Current standards must be adhered to and future standards must be developed to continuously improve industry safety performance. Currently, this focus revolves around: Addressing GNSS Interference: Reports of GNSS interference have increased by more than 200% between 2021 and 2024. Neither spoofing nor jamming of GNSS systems is acceptable. Together with EASA, IATA has launched a GNSS Resilience Plan built on four priorities: monitoring and reporting, prevention tools, backup infrastructure, and civil–military coordination. The next step is for ICAO to advance these solutions through global standards, guidance, and reporting. Protecting Aviation’s Radio Spectrum: The radio spectrum essential for aviation navigation, defined in ITU’s global standards, must be safeguarded. The rapid expansion of 5G, and soon 6G, is putting pressure on aviation’s allocations. In several markets, including Australia, Canada and the United States, 5G rollouts have created interference risks near airports and forced costly retrofits. Stronger coordination with telecommunications regulators and realistic timelines for mitigation are urgently needed, along with the development of more resilient on-board systems. Timely Accident Investigation Reporting: Global standards under Annex 13 of the Chicago Convention clearly define the need for timely accident investigations. Yet, only 58% of accidents between 2019 and 2023 have produced a final report. Delays hinder the industry’s ability to learn vital safety lessons and create space for speculation and misinformation. IATA continues to remind governments of their obligations while recognizing progress, such as the prompt preliminary reports issued following recent accidents in India, South Korea, and the United States. Using Data to Enhance Performance Data is transforming aviation safety, delivering the insights needed to anticipate risks and enhance performance. Through the Global Aviation Data Management (GADM) program, which integrates the Flight Data eXchange (FDX), Incident Data eXchange (IDX), and Maintenance Cost Data eXchange (MCX), IATA is enabling data-driven decision-making across airlines and regulators. Areas where data is making a difference include: Turbulence Aware: IATA’s Turbulence Aware platform shares data in real-time, enabling pilots and dispatchers to mitigate the risks stemming from inflight turbulence. Participation in the platform grew 25% over the past year, with 3,200 aircraft including Air France, Etihad, and SAS now sharing real-time turbulence data to enhance flight safety and efficiency. Predictive safety insights: The SafetyIS database, drawing on in-flight data from 217 airlines, enables predictive analysis. For example, early identification of a spike in collision-avoidance alerts at a Latin American airport allowed swift action to reduce risks. Risk-based IOSA: The risk-based IOSA audit model is well-established in using data to tailor audits to each airline’s operational profile. Already it has resulted in more than 8,000 corrective actions that are strengthening safety. Fostering a Strong Safety Culture Through Leadership Leadership is central to a strong aviation safety culture. Strong safety leadership creates an environment where employees are empowered to raise concerns and are confident that issues will be resolved quickly and effectively. To reinforce this, IATA has developed two key initiatives: Safety Leadership Charter: Promoting eight core principles of safety leadership, the Charter now covers around 90% of global traffic, strengthening a culture built on leadership, global standards, and data. IATA Connect: Bringing together 5,600 users from over 600 organizations, IATA Connect enables access to IOSA documentation, the Safety Issue Hub, and Safety Connect, and will soon expand to include ISAGO users. https://www.iata.org/en/pressroom/2025-releases/2025-10-14-02/ EASA, IATA release 4-point plan to mitigate GNSS interference risks The International Air Transport Association (IATA) and the European Union Aviation Safety Agency (EASA) have published a comprehensive plan to mitigate the risks stemming from GNSS interference. The plan was among the conclusions of a jointly hosted workshop on the topic of GNSS interference. Given the continued rise in frequency of interference with GNSS signals, the workshop concluded that a broader and more coordinated approach is needed. focusing on four key areas: improved information gathering, stronger prevention and mitigation measures, more effective use of infrastructure and airspace management, and enhanced coordination and preparedness among relevant agencies. Reported incidents of interference with GNSS signals have been increasing across Eastern Europe and the Middle East in recent years. Similar incidents have been reported in other locations globally. The initial response focused only on containing those GNSS interference incidents. “GNSS disruptions are evolving in terms of both frequency and complexity,” said Jesper Rasmussen, EASA Flight Standards director. “We are no longer just containing GNSS interference — we must build resilience. The evolving nature of the threat demands a dynamic and ambitious action plan. Through collaboration with partners in the European Union and IATA, and by supporting the International Civil Aviation Organization (ICAO), we are committed to keeping aviation safe, secure and navigable.” The number of GPS signal loss events increased by 220% between 2021 and 2024, according to IATA’s data from the Global Aviation Data Management Flight Data eXchange (GADM FDX). “With continued geopolitical tensions, it is difficult to see this trend reversing in the near term,” said Nick Careen, IATA senior vice president, Operations, Safety and Security. “IATA and EASA are working together to reinforce the redundancies that are built into the system, to keep flying safe. The next step is for ICAO to move these solutions forward with global alignment on standards, guidance and reporting. This must command a high priority at the ICAO Assembly later this year. To stay ahead of the threat, aviation must act together and without delay.” Detailed Workshop Outcomes The workshop concluded that four workstreams are critical. 1. Enhanced Reporting and Monitoring Agree on standard radio calls for reporting GNSS interference and standardized notice to airmen (NOTAM) coding, i.e. Q codes. Define and implement monitoring and warning procedures, including real-time airspace monitoring. Ensure dissemination of information without delays to relevant parties for formal reporting. 2. Prevention and Mitigation Tighten controls (including export and licensing restrictions) on jamming devices. Support the development of technical solutions to: reduce false terrain warnings; improve situational interference with portable spoofing detectors; and ensure rapid and reliable GPS equipment recovery after signal loss or interference. 3. Infrastructure and Airspace Management Maintain a backup for GNSS with a minimum operational network of traditional navigation aids. Better utilize military air traffic management (ATM) capabilities, including tactical air navigation networks and real-time airspace GNSS incident monitoring. Enhance procedures for airspace contingency and reversion planning so aircraft can navigate safely even if interference occurs. 4. Coordination and Preparedness Improve civil-military coordination, including the sharing of GNSS radio frequency interference (RFI) event data. Prepare for evolving-threat capabilities, also for drones. The workshop was held at EASA’s headquarters in Cologne, Germany, on May 22-23, and was attended by more than 120 experts from the aviation industry, research organizations, government bodies and international organizations. https://www.gpsworld.com/easa-iata-release-4-point-plan-to-mitigate-gnss-interference-risks/ Honeywell forecasts record-setting new business jet deliveries for next decade Honeywell has published its 34th annual Global Business Aviation Outlook, forecasting record-setting numbers of new business jet deliveries over the next decade. The report looks at current industry trends and longer-cycle developments based on forecasting models and surveys of hundreds of business aviation operators globally. The report predicts that 8,500 new business jets with a projected value of $283 billion will be delivered over the next 10 years with an average annual growth rate of 3%. “The combination of recent economic growth, increasing demand for fractional ownership and a steady cadence of new aircraft development and technology upgrades have produced record levels of demand in business aviation,” said Heath Patrick, President, Americas Aftermarket, Honeywell Aerospace Technologies. “Operators are increasing their usage rates and in turn manufacturers are continuing to ramp up production to keep pace with growing demand. Over the next decade, we expect these record-setting levels of deliveries and usage to continue.” The 2025 Honeywell Global Business Aviation Outlook findings include: • New business jet deliveries in 2026 are expected to be 5% higher than in 2025. • New business jet deliveries are expected to grow by 3% annually on average over the next 10 years. • 91% of those surveyed expect to fly more or about the same in 2026 compared to 2025. • 20% of operators globally have at least one aircraft on firm order – up from 17% a year ago. The figure was higher in 2025 for the subset of Part 135 and equivalent operators (private jet charters, for example), where 28% of respondents mentioned they have an aircraft on firm order. • 89% of respondents consider “Performance” among their top three most important criteria when purchasing an aircraft, which compares with 82% from last year’s survey. • “Cost” remains a distant second at 56%, which is down slightly from 60% last year. • Demand for fractional ownership continues to lead industry growth with Midsize and Super Midsize being the jets of choice for these customers. Among those surveyed, 12% of operators of wholly owned business aircraft say they also own fractional shares. Fractional fleets have grown more than 65% since 2019 to roughly 1,300 aircraft now in service. • Honeywell says strong demand for fractional ownership is fuelling large orders and contributing significantly to industry growth. The fractional ownership market has continued to outpace the industry in terms of growth, both in fleet sizes and flight activity. When it comes to flight activity, the report found that operators are flying their aircraft noticeably more in 2025 than 2024, with business jet flight hours up about 3% year over year after flight hours were virtually flat from 2023 to 2024. This growth is derived primarily from private operators and fractional ownership companies, Honeywell says, where demand for charter flights has stabilised well above 2019 levels after fluctuating throughout the COVID-19 pandemic and the return of regularly scheduled airline routes. https://www.inflight-online.com/honeywell-forecasts-record-setting-new-business-jet-deliveries-for-next-decade/ NASA Jet Propulsion Laboratory in LA County to lay off hundreds Layoffs were announced at the Los Angeles County Jet Propulsion Laboratory on Monday, continuing a reorganization that began in July. The company's director sent out a JPL "workforce update" on the company's website, saying that "we are taking steps to restructure and establish an appropriate size to ensure future success." Approximately 550 people, about 11% of the workforce, will be cut. Employees will be notified of their status on Tuesday, Oct. 14. "This week's action, while not easy, is essential to securing JPL's future by creating a leaner infrastructure, focusing on our core technical capabilities, maintaining fiscal discipline, and positioning us to compete in the evolving space ecosystem — all while continuing to deliver on our vital work for NASA and the nation," JPL Director Dave Gallagher said. Last year, in February 2024, JPL laid off more than 500 employees and attributed the cuts to a shrinking budget from the federal government. Gallagher said that Tuesday's layoffs are not related to the current government shutdown, which began at the beginning of October. "We are a leader in robotic space exploration, sending rovers to Mars, probes into the farthest reaches of the solar system, and satellites to advance understanding of our home planet," according to the JPL website. The Explorer I satellite -- its first spacecraft -- in 1958 helped lift America into the Space Age." https://www.cbsnews.com/losangeles/news/nasa-jet-propulsion-laboratory-lay-off-employees/ Why Boeing Is Building The F-47 Stealth Fighter Instead Of Lockheed Martin In March of 2025, the U.S. Air Force announced that it had selected the contractor for its sixth-generation stealth fighter program: not Lockheed Martin, which made the F-22 and still makes the F-35, but Boeing. The culmination of the long-gestating Next Generation Air Dominance (NGAD) program, Boeing's first stealth aircraft has been designated the F-47. At least according to the official spec sheet, it will feature a major leap forward in range (able to fly over 1,000 nm, 50% farther than an F-35), speeds of over Mach 2, and better stealth technology than even the F-22. However, given Boeing's recent string of (sometimes fatal) problems, you might be surprised that the company was awarded the contract. Wouldn't Lockheed, the maker of all of America's fifth-generation fighters, be a better choice? Then there's Northrop Grumman, which makes the F-16 as well as the B-2 stealth bomber. Indeed, when the NGAD program was launched, all three defense giants initially competed for the contract. In the end, however, the Air Force selected Boeing because it provided "the best overall value to the government." Which might sound like a pretty boring reason! But actually, it means Boeing did something pretty special. The NGAD competition The point of the NGAD program has been to build America's replacements for the F-22 and F-35, which would make the new planes the most advanced fighter aircraft ever built. Much of this is highly classified, but the general direction seems to have been to improve range and stealth, as well as deep integration with so-called "loyal wingman" fighter drones. As sixth-generation aircraft, the new fighter would join the in-development B-21 bomber as the first such planes in the world. While Northrop Grumman was widely expected to be one of the main competitors in the program, it surprised observers by choosing not to enter the program at all in July 2023. That left Boeing and Lockheed Martin to duke it out. Both companies built prototypes that were demonstrated for the Pentagon's selection team, which were named, respectively... well, nobody knows, actually. The experimental designations (typically an "X" or "Y") were never released to the public. This whole thing is really really classified, guys. In fact, no complete image of either aircraft has ever been released. There have been a handful of vague renderings, however; the one pictured is from the Lockheed Martin concept. It appears to have a wider fuselage than what we're used to out of fast movers and lacks a conventional vertical tail. It also, apparently, wasn't as good as Boeing's prototype, something Lockheed itself appears to agree with. Choosing Boeing Even the winning bid from Boeing has been camera shy. The Air Force has only officially released some rather hazy renderings, with the plane mostly shrouded in fog. From what little we can see, though, its profile is similar to Lockheed's entry: wide fuselage, no tails. Again, the Air Force's evaluation team picked Boeing's prototype for being the "best overall value," but as Air and Space Forces Magazine notes, that particular expression means more than you might think. Oftentimes, the Pentagon will pick a weapons platform by simply choosing the cheaper of similar options. This happens if several of the bids offer basically the same functionality. By contrast, "best overall value" means that the winning bid featured something that its competitors did not. In other words, the Air Force determined that the Boeing prototype did something either more or better than Lockheed. Advertisement What exactly did Boeing do that was so impressive? You guessed it: it's classified! What we do know, however, is that by law, Lockheed Martin had the right to challenge the Pentagon's selection. If it did, then the Government Accountability Office would review the entire selection process and determine if the military showed preferential treatment to Boeing. However, after receiving a briefing about why the Air Force went with the other plane, Lockheed chose not to challenge. That implies that even Lockheed was convinced that Boeing did something pretty special. Naming the F-47 So, you're the United States Air Force, and you've just bought yourself a shiny new toy. What do you name it? Normally, the numbering simply increments upwards (like the F-16 followed the F-15), although with gaps because of prototypes or competing bids that never made it to production (there is no F-17 or F-19). That said, the F-35 broke this paradigm (for no particular reason, apparently). The F-47, as you can tell, is also way out of sequence. According to Air Force Chief of Staff General David Allvin, this is for three reasons: "it honors the legacy of the P-47" fighter from World War II, "pays tribute to the founding year" of the USAF (1947), "while also recognizing the 47th @POTUS's pivotal support for the development of the world's FIRST sixth-generation fighter." That last one is... novel, to say the least. Now, all Boeing has to do is complete the design, finish testing, and build them all! Never mind that Boeing is already struggling to produce a number of promised military aircraft, such as the KC-46 refueling plane and T-7 trainer jet. The goal, according to Allvin, is to get them operational by 2029. That is a very ambitious target, and I would bet good money that we actually see them somewhere in the 2030s. When they finally do, however, expect them to be the most powerful weapons platforms in the air... except, maybe, for some cheap off-the-shelf drones, that is. https://www.yahoo.com/news/articles/why-boeing-building-f-47-022500810.html CALENDAR OF EVENTS . 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