Flight Safety Information - January 27, 2026 No. 019 In This Issue : Incident: Transat A332 at Toronto and Hamilton on Jan 16th 2026, landed below minimum fuel : Incident: American B738 near New York on Jan 24th 2026, some type of smell : Incident: PGA E190 at Hamburg on Jan 26th 2026, hydraulic problems : Accident: Singapore A359 at Singapore on Jan 24th 2026, tail strike on go around : Cessna 208B Grand Caravan - Takeoff Accident (Indonesia) : Investigators will detail causes of the midair collision over Washington, DC, and recommend changes : Rossiya Airlines Boeing 747 Pilots Aborts Takeoff After Engine Fire : SIA aircraft tail damaged after contact with runway in aborted landing at Changi Airport : FAA Gets 3 New Offices in ‘Long Overdue Overhaul’ : Flight Data Monitoring Market: What Black Boxes Reveal About Modern Aviation Safety : World's Fastest Civilian Jet Just Got Certified For European Operations : Wizz Air UK Seeks U.S. Approval, Opens Door To Transatlantic Services : FAA To Require Drunk Passenger Prevention Policies : Calendar of Events Incident: Transat A332 at Toronto and Hamilton on Jan 16th 2026, landed below minimum fuel An Air Transat Airbus A330-200, registration C-GUBF performing flight TS-187 from Punta Cana (Dominican Republic) to Toronto,ON (Canada) with 278 passengers and 11 crew, was descending towards Toronto when the aircraft entered a hold at FL260 due to weather conditions. While in the holding the crew advised ATC of minimum fuel, subsequently declared PAN PAN due to anticipated delays and decided to divert to Hamilton,ON (Canada). While on downwind to Hamilton the crew declared Mayday due to fuel and landed on Hamilton's runway 12 about 50 minutes after entering the hold. Canada's TSB reported the aircraft landed with 3420kg of fuel remaining, the minimum fuel had been computed at 3900kg. https://avherald.com/h?article=533b6bb8&opt=0 Incident: American B738 near New York on Jan 24th 2026, some type of smell An American Airlines Boeing 737-800, registration N862NN performing flight AA-1511 from New York JFK,NY (USA) to Liberia (Costa Rica), was climbing out of New York when the crew requested to stop the climb at FL230 to check something, they had some type of smell on board. Subsequently the crew donned their oxygen masks, declared emergency, reiterated they were smelling some sort of fumes in cockpit and cabin and needed to return to JFK. The aircraft landed safely back on JFK's runway 31L about 45 minutes after departure. The aircraft stopped on the runway for a check by emergency services. The rotation was cancelled. https://avherald.com/h?article=533b682a&opt=0 Incident: PGA E190 at Hamburg on Jan 26th 2026, hydraulic problems A PGA Portugalia Embraer ERJ-190 on behalf of TAP Air Portugal, registration CS-TPO performing flight TP-561 from Hamburg (Germany) to Lisbon (Portugal) with 109 people on board, was climbing out of Hamburg's runway 05 when the crew stopped the climb at FL120 due to hydraulic problems and entered a hold to troubleshoot and burn off fuel. The aircraft landed safely back on runway 05 about 2:50 hours after departure. Passengers reported they were told about technical problems. https://avherald.com/h?article=533b6226&opt=0 Accident: Singapore A359 at Singapore on Jan 24th 2026, tail strike on go around A Singapore Airlines Airbus A350-900, registration 9V-SHW performing flight SQ-917 from Manila (Philippines) to Singapore (Singapore), was on approach to Singapore's runway 02L when the crew initiated a go around from very low height, however, the tail contacted the runway surface. The aircraft climbed to 4000 feet, positioned for another approach to runway 02C and landed there without further incident about 25 minutes later. The aircraft is still on the ground in Singapore about 53 hours after landing. https://avherald.com/h?article=533b4124&opt=0 Cessna 208B Grand Caravan - Takeoff Accident (Indonesia) Date: Tuesday 27 January 2026 Time: c. 12:45 LT Type: Cessna 208B Grand Caravan Owner/operator: Smart Air Registration: PK-SNS MSN: 208B2341 Year of manufacture: 2012 Fatalities: Fatalities: 0 / Occupants: 15 Other fatalities: 0 Aircraft damage: Substantial Category: Accident Location: West Nabire Beach, Nabire Regency, Central Papua - Indonesia Phase: Initial climb Nature: Passenger - Scheduled Departure airport: Nabire Airport (NBX/WABI) Destination airport: Kaimana-Utarom Airport (KNG/WASK) Confidence Rating: Information is only available from news, social media or unofficial sources Narrative: A Smart Air Cessna 208B Grand Caravan, PK-SNS, experienced a loss of engine power shortly after takeoff from Nabire Airport NBX/WAB) and ditched on the shore of West Nabire Beach, Nabire Regency, Central Papua. The fifteen occupants survived and the aircraft received substantial damage. https://www.aviation-safety.net/wikibase/565914 Investigators will detail causes of the midair collision over Washington, DC, and recommend changes So many things went wrong last Jan. 29 to contribute to the deadliest plane crash on American soil since 2001 that the National Transportation Safety Board isn't likely to identify a single cause of the collision between an airliner and an Army helicopter near Washington, D.C., that killed 67 people at its hearing Tuesday. Instead, their investigators will detail what they found that played a role in the crash, and the board will recommend changes to help prevent a similar tragedy. Last week, the Federal Aviation Administration already took the temporary restrictions it imposed after the crash and made them permanent to ensure planes and helicopters won't share the same airspace again around Reagan National Airport. Family members of victims hope those suggestions won't be ignored the same way many past NTSB recommendations have been. Tim Lilley, whose son Sam was the first officer on the American Airlines plane, said he hopes officials in Congress and the administration will make changes now instead of waiting until for another disaster. “Instead of writing aviation regulation in blood, let’s start writing it in data,” said Lilley, who is a pilot himself and earlier in his career flew Black Hawk helicopters in the Washington area. “Because all the data was there to show this accident was going to happen. This accident was completely preventable.” Over the past year, the NTSB has already highlighted a number of the factors that contributed to the crash including a poorly designed helicopter route past Reagan Airport, the fact that the Black Hawk was flying 78 feet (23.7 meters) higher than it should have been, the warnings that the FAA ignored in the years beforehand and the Army's move to turn off a key system that would have broadcast the helicopter’s location more clearly. The D.C. plane crash was the first in a number of high-profile crashes and close calls throughout 2025 that alarmed the public, but the total number of crashes last year was actually the lowest since the COVID-19 pandemic hit in 2020 with 1,405 crashes nationwide. Experts say flying remains the safest way to travel because of all the overlapping layers of precautions built into the system, but too many of those safety measures failed at the same time last Jan. 29. Here is some of what we have learned about the crash: The helicopter route didn't ensure enough separation The route along the Potomac River the Black Hawk was following that night allowed for helicopters and planes to come within 75 feet (23 meters) of each other when a plane was landing on the airport's secondary runway that typically handles less than 5% of the flights landing at Reagan. And that distance was only ensured when the helicopter stuck to flying along the bank of the river, but the official route didn't require that. Normally, air traffic controllers work to keep aircraft at least 500 feet (152 meters) apart to keep them safe, so the scant separation on Route 4 posed what NTSB Chairwoman Jennifer Homendy called “an intolerable risk to flight safety.” The controllers at Reagan also had been in the habit of asking pilots to watch out for other aircraft themselves and maintain visual separation as they tried to squeeze in more planes to land on what the Metropolitan Washington Airport Authority has called the busiest runway in the country. The FAA halted that practice after the crash. That night a controller twice asked the helicopter pilots whether they had the jet in sight, and the pilots said they did and asked for visual separation approval so they could use their own eyes to maintain distance. But at the investigative hearings last summer, board members questioned how well the crew could spot the plane while wearing night vision goggles and whether the pilots were even looking in the right spot. The Black Hawk was flying too high The American Airlines plane flying from Wichita, Kansas, collided with the helicopter 278 feet (85 meters) above the river, but the Black Hawk was never supposed to fly above 200 feet (61 meters) as it passed by the airport, according to the official route. Before investigators revealed how high the helicopter was flying, Tim Lilley was asking tough questions about it at some of the first meetings NTSB officials had with the families. His background as a pilot gave him detailed knowledge of the issues. “We had a moral mandate because we had such an in-depth insight into what happened. We didn’t want to become advocates, but we could not shirk the responsibility,” said Lilley, who started meeting with top lawmakers in Congress, Transportation Secretary Sean Duffy and Army officials not long after the crash to push for changes. The NTSB has said the Black Hawk pilots may not have realized how high the helicopter was because the barometric altimeter they were relying on was reading 80 to 100 feet (24 to 30 meters) lower than the altitude registered by the flight data recorder. Investigators tested out the altimeters of three other Black Hawks of the same model from the same Army unit and found similar discrepancies. Past warnings and alarming data were ignored FAA controllers were warning about the risks all the helicopter traffic around Reagan airport created at least since 2022. And the NTSB found there had been 85 near misses between planes and helicopters around the airport in the three years before the crash along with more than 15,000 close proximity events. Pilots reported collision alarms going off in their cockpits at least once a month. Officials refused to add a warning to helicopter charts urging pilots to use caution when they used the secondary runway at Reagan the jet was trying to use before the collision. Rachel Feres said it was hard to hear about all the known concerns that were never addressed before the crash that killed her cousin Peter Livingston and his wife Donna and two young daughters, Everly and Alydia, who were both promising figure skaters. “It became very quickly clear that this crash should never have happened,” Feres said. “And as someone who is not particularly familiar with aviation and how our aviation system works, we were just hearing things over and over again that I think really, really shocked people, really surprised people.” https://www.yahoo.com/news/articles/investigators-detail-causes-midair-collision-050418684.html Rossiya Airlines Boeing 747 Pilots Aborts Takeoff After Engine Fire Engine surge during departure highlights mounting safety and maintenance pressures on Russian long-haul operations. SAINT PETERSBURG- A Rossiya Airlines (FV) Boeing 747 aborted takeoff after an engine surge triggered sparks and flames during departure from Yuzhno-Sakhalinsk Airport (UUS). The Moscow-bound flight to Sheremetyevo International Airport (SVO) was carrying 388 passengers when the crew rejected takeoff at high speed. No injuries were reported. Engine Surge Forces High-Speed Rejected Takeoff Video footage captured the widebody aircraft accelerating along the snow-covered runway before veering left as the crew initiated an emergency stop. Witnesses reported sparks and brief flames near one of the engines as the pilots applied heavy braking. Russian aviation authorities confirmed that the No.1 engine on the Boeing 747-400 surged during the takeoff roll for the planned eight-hour flight to Moscow. The surge prompted the flight crew to abort the takeoff in accordance with standard safety procedures. As braking loads increased, the aircraft skidded off the runway and came to rest in deep snow. Fire crews responded immediately, and a small fire caused by brake heat was extinguished quickly. Following the incident, Yuzhno-Sakhalinsk Airport temporarily suspended operations while the aircraft was secured and towed away. Rossiya Airlines later arranged a replacement Boeing 777-300 from Sheremetyevo Airport to operate the delayed service. Passengers, including nine children, were accommodated in local hotels overnight. Rossiya Airlines stated that the aircraft did not overrun the runway, though investigators are reviewing video footage and flight data, The Sun US reported. Investigations Focus on Winter Conditions Multiple investigations are underway to determine the precise cause of the engine surge and runway excursion. Officials are examining the role of winter weather, runway contamination, and aircraft performance during the rejected takeoff. Preliminary assessments suggest the aircraft pitched forward under intense braking, causing the nose landing gear to briefly contact the runway surface. The incident occurred amid growing operational strain on Russian airlines. Western sanctions linked to the Ukraine war have restricted access to Boeing and Airbus spare parts, certified maintenance services, and approved repair networks. Industry data shows more than 800 technical malfunctions were recorded across Russian commercial aircraft in 2025, marking a sharp year-on-year increase. Airlines have increasingly relied on parallel import channels and extended use of aging aircraft, including reactivated Boeing 747s, to maintain long-haul capacity. Broader Safety and Industry Implications While no injuries resulted, the dramatic engine surge highlights the challenges of sustaining safe operations with constrained fleets, especially at remote airports in severe winter conditions. Aviation analysts note that each high-profile incident intensifies scrutiny on aircraft maintenance standards, sanction compliance, and long-term fleet viability in Russia’s commercial aviation sector. https://aviationa2z.com/index.php/2026/01/25/rossiya-airlines-boeing-747-pilots-aborts-takeoff-after-engine-fire/ SIA aircraft tail damaged after contact with runway in aborted landing at Changi Airport The Airbus A350 is undergoing repairs, an SIA spokesperson said in response to CNA's queries. SINGAPORE: The tail of a Singapore Airlines (SIA) aircraft made contact with the runway during an aborted landing at Changi Airport on Saturday (Jan 24). The Airbus A350 operating SQ917 from Manila had a "rejected landing" at 6.07pm due to windy conditions, an SIA spokesperson said in response to CNA's queries on Tuesday. It landed safely 25 minutes later. During the aborted landing, the aircraft's tail came into contact with the runway, the spokesperson added. This is known as a tail strike, which occurs when the tail of an aircraft comes into contact with the runway during takeoff or landing. Although rare, they can cost airlines millions in repair costs, according to VisaHQ, a travel website. The SIA spokesperson said the aircraft is undergoing repairs as a result. After the aborted landing on Saturday, the aircraft, with 256 passengers and 16 crew members onboard, went around and landed safely at 6.32pm and taxied to the terminal uneventfully, the spokesperson added. All customers and crew disembarked normally. https://www.channelnewsasia.com/singapore/singapore-airlines-airbus-plane-tail-strike-5886626 FAA Gets 3 New Offices in ‘Long Overdue Overhaul’ ‘Comprehensive’ restructuring creates new lines of business, makes leadership roles permanent, and shakes up organizational oversight. Key Takeaways: On Monday afternoon, U.S. Transportation Secretary Sean Duffy and FAA Administrator Bryan Bedford announced what they dubbed a “long overdue” shake-up to the aviation regulator’s structure. Duffy and Bedford said the “comprehensive” overhaul—which they described as the largest in the FAA’s history—will not result in reductions in force (RIFs). Instead, it creates three new offices, makes certain leadership roles permanent, and supports the agency’s three-year, multibillion-dollar Brand New Air Traffic Control System (BNATCS) project. “It’s important that we have the right people in the right places to do the best work possible,” Bedford said in a statement. “These actions will put permanent leaders in place who embrace innovation, share safety data and insights freely, and are focused on deploying a brand-new air traffic control system, all while integrating key innovation technologies into the new National Airspace System [NAS].” The reorganization comes as the FAA tackles what could be the largest undertaking in its history. The BNATCS effort intends to replace hundreds of outdated radars and copper wiring, install thousands of new radios and voice switches, shift analog communications to digital, and build new towers, centers, and weather stations. The project is already well underway. Hundreds of radios, electronic flight strips, and surface awareness systems have been installed nationwide, and about one-third of copper wiring has been replaced with fiber, satellite, or wireless systems. Congress has allocated $12.5 billion to BNATCS. Though Duffy is seeking more funding—in the range of $31.5 billion—he said Monday’s move will help accelerate the effort. “Funding is only one piece of the puzzle,” he said. “With these critical organizational changes, the FAA can streamline the bureaucracy, encourage innovation, and deliver a new air traffic control system.” What’s New at the FAA? Close to two years after the FAA Reauthorization Act of 2024, the agency has added new offices called for by Congress. An Aviation Safety Management System (SMS) Organization, for example, will create a single SMS and risk management strategy for the entire FAA, consolidating functions it currently performs across five different units. Duffy and Bedford said the centralized SMS will allow personnel to share internal safety data more freely. A new Airspace Modernization Office, meanwhile, will directly help manage the BNATCS effort, handling planning, research and development, systems engineering, portfolio management, and other tasks. Peraton, the project’s prime integrator—essentially a general contractor—is leading the effort. But it faced scrutiny from Congress after being selected over a competitor, Parsons Corp., with deeper ties to the FAA. Duffy and Bedford also unveiled an Advanced Aviation Technologies Office that will take the lead on integrating advanced air mobility (AAM) technologies, from small drones to electric air taxis and even supersonic jets. That aligns with the DOT’s December release of an AAM National Strategy—which FLYING unpacked here—and a 2025 White House order that seeks to cement U.S. leadership in AAM innovation. FAA new organizational chart The updated organizational structure shared by Duffy and Bedford on Monday. [Credit: Department of Transportation] Under the revamped organizational structure, Bedford’s office will supervise the FAA’s Administration and Finance Office, Policy and Legal Office, and Air Traffic Organization, as well as the new SMS and Airspace Modernization offices. The Policy and Legal Office now houses FAA rulemaking and regulatory offices, another measure called for by Congress in 2024. Personnel managing finance, information and technology, and human resources were also consolidated within the Administration and Finance Office. Deputy Administrator Chris Rocheleau will oversee the new Advanced Aviation Technologies unit, in addition to the Office of Commercial Space Transportation, Security and Intelligence Organization, and Aviation Safety Oversight and Certification Organization. https://www.flyingmag.com/faa-3-new-offices-reorganization/ Flight Data Monitoring Market: What Black Boxes Reveal About Modern Aviation Safety Inside the silent systems that watch every flight and reshape trust in the skies Flight Data Monitoring Market The aircraft hums steadily at thirty-five thousand feet. Passengers sip coffee, read, or sleep, unaware that every movement of the plane is being quietly recorded. Every climb, every turn, every fluctuation in speed leaves a trail of data more detailed than most people realize. According to the Flight Data Monitoring Market report by Mordor Intelligence, the global flight data monitoring market is projected to grow significantly over the next several years. In 2026, the market size is expected to reach USD 6.23 billion, and it is forecast to expand to USD 8.72 billion by 2031, representing a compound annual growth rate (CAGR) of 6.97 percent during the 2026–2031. Why Flight Data Monitoring Became Essential Aviation has always learned from experience, but modern flying generates more information than human observation alone can manage. Aircraft systems produce thousands of parameters during every flight, far beyond what pilots or engineers can track in real time. Flight data monitoring turns this complexity into clarity. It allows airlines to identify unusual patterns, detect early signs of risk, and refine operating procedures without waiting for incidents to occur. Instead of reacting to accidents, the industry increasingly focuses on prevention. How Flight Data Monitoring Works in Practice Every commercial aircraft is equipped with sensors that record flight performance, engine behavior, control inputs, and environmental conditions. After landing, this information is securely transferred to analysis platforms designed to spot deviations from normal operations. The goal is not surveillance of pilots but system level learning. Data helps airlines understand how aircraft behave across thousands of flights, different weather conditions, and diverse airport environments. When trends emerge, such as repeated hard landings at a specific runway or unstable approaches under certain conditions, corrective actions can be taken. These may include updated training programs, revised procedures, or infrastructure adjustments. This proactive approach forms the core of the Flight Data Monitoring Market analysis, where safety improvements are driven by patterns rather than isolated events. The Human Side of Aviation Data Behind every data point is a human decision. Pilots operate in complex environments shaped by weather, air traffic, and time pressure. Flight data monitoring supports them by identifying areas where systems, procedures, or training can be improved. Rather than undermining professional judgment, data reinforces it. Airlines that embrace monitoring often report stronger safety cultures, where feedback is shared openly and improvements are continuous. Maintenance teams also benefit. Early detection of abnormal trends can prevent mechanical issues from escalating, reducing downtime and improving reliability. Over time, this leads to more predictable operations and lower long term costs. Key Market Dynamics Shaping Adoption The Flight Data Monitoring Market size is influenced by the global commercial aviation fleet and regulatory frameworks that encourage or mandate monitoring programs. Many aviation authorities now recognize flight data analysis as a cornerstone of safety management systems. The Flight Data Monitoring Market share is shaped by airlines that operate large fleets and prioritize digital transformation. Full service carriers, low cost airlines, and cargo operators all find value in understanding operational performance at scale. One of the most visible Flight Data Monitoring Market trends is the integration of advanced analytics. Artificial intelligence and machine learning help process vast datasets, highlighting subtle correlations that traditional analysis might miss. Cloud based platforms also play a growing role. They allow secure data sharing across fleets and geographies while supporting continuous software updates and scalability. Regional Perspectives on Aviation Safety Data Adoption patterns vary by region, reflecting differences in regulation, fleet age, and operational priorities. Mature aviation markets focus on enhancing already strong safety records through deeper analytics and predictive insights. Emerging aviation regions see flight data monitoring as a way to scale operations safely as air travel demand grows. New airlines and expanding fleets rely on data to establish consistent standards from the start. Across regions, collaboration between airlines, regulators, and technology providers strengthens the overall ecosystem. Shared learning accelerates safety improvements beyond individual operators. Challenges Beneath the Surface Despite its benefits, flight data monitoring is not without challenges. Data privacy concerns require strict governance to ensure information is used responsibly. Airlines must balance transparency with trust, especially when data relates to human performance. Integration can also be complex. Legacy aircraft, varied data formats, and differing operational practices require tailored solutions. Successful implementation depends as much on organizational culture as on technology. These factors influence the evolving Flight Data Monitoring Market analysis, where long term success depends on alignment between people, processes, and platforms. The Road Ahead for Flight Data Monitoring The Flight Data Monitoring Market forecast points toward deeper integration with broader safety and operational systems. In the future, data from flight operations, maintenance, weather, and air traffic management will increasingly converge. This holistic view will allow airlines to anticipate risks with greater accuracy and respond faster to emerging threats. Automation will support decision making, but human expertise will remain central. As aviation continues to grow, passengers may never see the systems watching over their journey. Yet every smooth landing and uneventful flight owes something to the quiet intelligence of data working behind the scenes. https://vocal.media/journal/flight-data-monitoring-market-what-black-boxes-reveal-about-modern-aviation-safety World's Fastest Civilian Jet Just Got Certified For European Operations The European Union Aviation Safety Agency (EASA) has certified the Bombardier Global 8000 for commercial operations, making it the fastest civilian jet certified in Europe since the Concorde. Bombardier can begin deliveries to customers in Europe. This milestone follows the aircraft’s approval by the Federal Aviation Administration ( FAA) more than a month earlier for operations in the United States. Bombardier’s new ultra-long-range business jet, which features a top speed of Mach 0.95 (729 mph), officially entered service earlier this month after receiving certification from Transport Canada (TC) in early November 2025. The Global 8000 now serves as the flagship of Bombardier’s business jet portfolio, and current Global 7500 operators have the option to upgrade their aircraft to the 8000 configuration. With certification now completed in Europe and North America, including Canada and the United States, the Bombardier Global 8000 enters service as the fastest civilian jet since the Concorde era, although the supersonic airliner was far quicker than the Global 8000 with its top cruising speed of Mach 2.04 (1,354 mph). Offering a top speed of Mach 0.95 and a range of 8,000 nautical miles (14,816 km), the Global 8000 is positioned to reinforce Bombardier’s leadership in the ultra-long-range business jet segment. The aircraft also features the lowest cabin altitude among current-production business jets, maintaining 2,691 ft while cruising at 41,000 ft. Commenting on this milestone, Stephen McCullough, Executive Vice President, Engineering, Product Development, and Bombardier Defense, said: “This accomplishment further strengthens the momentum behind this groundbreaking business jet. Following its entry into service in 2025, the entire Bombardier team is eager for this aircraft to be handed over to more customers this coming year so they can experience the new levels of comfort, wellness, and efficiency the Global 8000 unlocks.” The Global 8000 is built to meet high-end luxury expectations. According to the manufacturer, the aircraft includes four living spaces. It features the largest kitchen in its class, equipped with dual convection/microwave ovens, a sink and faucet, and chilled storage. The jet also offers a lavatory with a window, vanity, sink, and faucet. The cabin includes a full-size bed with a customizable headboard, dedicated wardrobes, a large entertainment cabinet with media storage, a full stand-up television, and Bombardier’s l’Opéra audio system. Passengers also have access to a dining table with a removable leaf, a concealable side table, and unrestricted, safe access to the baggage compartment during flight. The aircraft can accommodate up to 19 passengers. It is equipped with the Bombardier Vision flight deck, which includes four large avionics displays. Additionally, the aircraft is equipped with advanced fly-by-wire technology and side-stick controls. Although the Global 8000 is capable of reaching Mach 0.95, it is unlikely to operate at its maximum speed during normal cruise. According to Bombardier, the jet’s ultra-high-speed cruise is Mach 0.92, its high-speed cruise is Mach 0.90, and its typical cruise speed is Mach 0.85. The aircraft’s maximum range of 8,000 nautical miles is based on theoretical performance under NBAA IFR reserves, ISA conditions, and a load of eight passengers and four crew at Mach 0.85. Actual range will vary depending on factors such as cruise speed, weather, aircraft configuration, and other operational considerations. World's Fastest Civilian Jet Since Concorde Secures FAA Certification The Bombardier Global 8000 takes ultra-long business travel to the next level. Comparisons with other long-range business jets help clarify why the Global 8000 stands apart. Aircraft such as the Gulfstream G700 or Dassault Falcon 10X offer exceptional range, advanced cabins, and impressive efficiency. However, their typical cruise speeds sit lower, usually between Mach 0.85 and Mach 0.90. These competing aircraft prioritize fuel efficiency and passenger comfort on ultra-long-range missions rather than maximum velocity. The Global 8000, however, is intentionally engineered to operate near Mach 1, even at the expense of somewhat higher fuel consumption at top speed. This strategic design decision positions it in a different performance class. By maintaining both high cruise speed and intercontinental range, the Global 8000 avoids the usual trade-off between speed and endurance. That balance is what truly distinguishes it from its competitors. https://simpleflying.com/worlds-fastest-civilian-jet-certified-european-operations/ Wizz Air UK Seeks U.S. Approval, Opens Door To Transatlantic Services Wizz Air’s UK unit has formally applied to the U.S. Transportation Department (DOT) for authority to operate flights between the UK and U.S., a move that would clear the regulatory path for the ULCC to operate transatlantic services. The carrier has requested both an exemption and a foreign air carrier permit to allow it to offer scheduled and charter services between the countries “to the full extent allowed” under the U.S.-UK open skies agreement. The airline asked for expedited processing so it can begin services “as soon as possible.” The application does not name specific routes, launch dates or aircraft types. However, it seeks broad authority to operate passenger and cargo services from points behind the UK via the UK and intermediate points to any destination in the U.S. and beyond, as well as charter cargo services between the U.S. and third countries. Wizz Air UK currently operates a fleet of 21 Airbus A321 aircraft, including three A321XLRs. The airline says it intends only to conduct passenger charter service at present, but is seeking full scheduled authority to avoid having to submit a new application in the future if it launches regular services. The move comes as Wizz Air is repositioning the A321XLR as a UK-focused growth aircraft. The carrier confirmed in November that it had reduced its XLR commitment from 47 aircraft to 11 and deferred nearly 90 Airbus deliveries by three years as it recalibrates fleet growth and navigates prolonged Pratt & Whitney GTF engine groundings. CEO József Váradi has said the future XLR fleet will largely be “limited to the UK,” describing the country as a “significant market opportunity” after the airline exited its Abu Dhabi joint venture and pulled back from “hot and harsh” operating environments that accelerate engine wear. CFO Ian Malin said in October that turnaround times on affected engines remained stuck at “300-plus days,” describing the situation as “extremely frustrating.” Wizz does not expect all grounded aircraft to return to service until late 2027. The carrier has never operated scheduled transatlantic service, but the A321XLR’s range and economics make thinner UK-U.S. routes viable for low-cost operators. Wizz Air declined to comment on the DOT application. https://aviationweek.com/air-transport/airports-networks/wizz-air-uk-seeks-us-approval-opens-door-transatlantic-services FAA To Require Drunk Passenger Prevention Policies Small commercial operators will need to train their pilots to spot drunk passengers before a new reg goes into effect May 28, 2027. A notice to operators issued earlier this month by the FAA’s Flight Standards Service says those who take paying customers in Part 91 (with a Letter of Authorization) and under Part 135 routinely seat them within reach of the controls. It says those who might start flying before they get on the plane increase the risk that they might accidentally or intentionally interfere with the controls. “The safety risk for such an occurrence happening is greater if passengers are under the influence of alcohol or drugs and have easy or direct access to the controls,” the notice says. “Past aviation accidents have shown that carrying intoxicated or impaired passengers can be a contributing factor.” The solution, says the notice, is to ensure the PIC recognizes the signs of impairment and knows how to deal with the “unpredictable” behavior of lit customers. “Their behaviors could range from non-responsive, loud, argumentative, to being physically disruptive, creating a stressful environment and potential unsafe condition in flight,” the notice reads. The answer, it says, is more training. By the deadline, affected operators need to include a section in their safety management system (SMS) that covers keeping loopy passengers from grabbing the yoke or stomping the pedals. That will include behavioral recognition techniques, observation techniques, communication skills, and intervention methods to prevent boarding of impaired or intoxicated passengers. The operators will also have to set policies on how to maintain a sober environment and keep a log of impaired passenger incidents that slip through that net. Comments and suggestions are being invited at 9-afs-200-correspondence@faa.gov https://avbrief.com/faa-to-require-drunk-passenger-prevention-policies/ CALENDAR OF EVENTS . Singapore Airshow 2026 - FEBRUARY 3-6, 2026. . VERTICON 2026 - Atlanta March 9-12 . 60th Annual SMU Air Law Symposium - March 31 - April 1, 2026 (Irving, TX) . 2026 ACSF Safety Symposium; April 7-9, 2026; ERAU Daytona Beach, FL . 2026 NBAA Maintenance Conference; May 5-7, 2026; New Orleans, LA . World Aviation Training Summit - 5-7 May 2026 - Orlando . 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 . IATA World Maintenance & Engineering Symposium (23-25 June, Madrid, Spain) . ISASI - 2026 (September/October 2026) - Dubai, UAE . 2026 NBAA Business Aviation Convention & Exhibition (NBAA-BACE) Oct. 20-22, 2026 | Las Vegas, NV Curt Lewis