Flight Safety Information - February 02, 2026 No. 023 In This Issue : Incident: THY B738 at Chisinau on Jan 31st 2026, flaps problem : Incident: Saudia A333 at Lucknow on Jan 30th 2026, cabin pressure problems : Accident: ATI B763 at San Bernardino on Jan 15th 2026, hard landing : Incident: PAL A333 at Manila on Jan 28th 2026, rejected takeoff due to engine failure : Incident: Lingus A320 at Dublin on Jan 28th 2026, engine shut down in flight : Incident: Jetstar A21N over Pacific on Jan 30th 2026, engine problem : United Pilot and ATC Clash After Dramatic Go-Around at San Francisco Airport : FAA Mandates 25-Hour Cockpit Audio Despite Pilot Surveillance Fears : Greg Biffle plane crash: NTSB report indicates Biffle wasn't flying plane, co-pilot 'was not qualified' to fly the Cessna Citation 550 : Boeing: Indian, South Asian Airlines Will Need 45,000 New Pilots by 2044 : Air India Express Responds Swiftly and Grounds Aircraft Following Aviation Regulator’s Safety Concerns : POSITION AVAILABLE: Assistant/Associate Professor of Aeronautical Science : Calendar of Events Incident: THY B738 at Chisinau on Jan 31st 2026, flaps problem A THY Turkish Airlines Boeing 737-800, registration TC-JVF performing flight TK-269 from Istanbul (Turkey) to Chisinau (Moldova), was on final approach to Chisinau's runway 09 when the crew aborted the approach and initiated a go around at about 2600 feet due to a flaps indication. The aircraft entered a hold to work the checklists, declared emergency and proceeded for a safe landing on runway 09 at a higher than normal speed (about 175 knots over ground). The aircraft was able to depart for the return flight with a delay of about 2:40 hours, remained in Istanbul over night and returned to service about 18 hours after landing in Istanbul. https://avherald.com/h?article=53410080&opt=0 Incident: Saudia A333 at Lucknow on Jan 30th 2026, cabin pressure problems A Saudi Arabian Airlines Airbus A330-300, registration HZ-AQD performing flight SV-981 from Lucknow (India) to Jeddah (Saudi Arabia) with 275 passengers and 12 crew, was climbing out of Lucknow when the crew detected a problem with the cabin pressure and decided to return to Lucknow, where the aircraft landed safely about 80 minutes after departure. The aircraft was able to depart again with a delay of about 4:20 hours and reached Jeddah with a delay of 3:50 hours. https://avherald.com/h?article=5340fd81&opt=0 Accident: ATI B763 at San Bernardino on Jan 15th 2026, hard landing An Air Transport International Boeing 767-300 freighter on behalf of Amazon Prime Air, registration N443AZ performing flight 8C-4340 from Spokane,WA to San Bernardino,CA (USA), landed on San Bernardino's runway 06 at 23:13L (07:13Z Jan 16th) but touched down hard. The aircraft rolled out without further incident. The aircraft sustained substantial damage however. The aircraft is still on the ground in San Bernardino standing Jan 31st 2026. The NTSB rated the occurrence an accident and opened an investigation. https://avherald.com/h?article=53400daf&opt=0 Incident: PAL A333 at Manila on Jan 28th 2026, rejected takeoff due to engine failure A PAL Philippine Airlines Airbus A330-300, registration RP-C8781 performing flight PR-684 from Manila (Philippines) to Doha (Qatar), had been cleared for takeoff from runway 06, the crew accelerated the engines with brakes already released when just at reaching takeoff thrust the right hand engine (Trent 772) failed emitting streaks of flames. The crew rejected takeoff at low speed and returned to the apron. A replacement A330-300 registration RP-C8789 reached Doha with a delay of about 4:15 hours. The occurrence aircraft is still on the ground in Manila about 72 hours after the rejected takeoff. https://avherald.com/h?article=533ff97e&opt=0 Incident: Lingus A320 at Dublin on Jan 28th 2026, engine shut down in flight An Aer Lingus Airbus A320-200, registration EI-EDS performing flight EI-605 from Amsterdam (Netherlands) to Dublin (Ireland), was descending towards Dublin when the crew declared Mayday due to an engine (CFM56) shut down. The aircraft continued for a safe landing on Dublin's runway 10L about 16 minutes later. The aircraft is still on the ground in Dublin about 48 hours after landing. https://avherald.com/h?article=533f393a&opt=0 Incident: Jetstar A21N over Pacific on Jan 30th 2026, engine problem A Jetstar Airbus A321-200N, registration VH-OLQ performing flight JQ-120 from Nadi (Fiji) to Sydney,NS (Australia), was enroute at FL340 about 250nm southwest of Nadi when the crew initiated a descent to FL320. About 15 minutes later the crew requested to return to Nadi reporting they had a low oil quantity indication for their left hand engine (LEAP), they were able to maintain FL320. The aircraft later descended to FL280 and landed safely on Nadi's runway 02 about 2.5 hours after departure. The aircraft is still on the ground in Nadi about 8 hours after landing back. The flight was cancelled. https://avherald.com/h?article=533f294f&opt=0 United Pilot and ATC Clash After Dramatic Go-Around at San Francisco Airport A routine safety maneuver at SFO draws attention after pilots and controllers disagreed over runway positioning. SAN FRANCISCO- United Express flight UA5899, operated by SkyWest Airlines (OO), performed a go-around at San Francisco International Airport (SFO) after pilots questioned runway clearance during landing. The aircraft, arriving from Reno-Tahoe International Airport (RNO), later landed safely, though the incident triggered debate after a firm response from air traffic control. United Pilot and ATC Clash at SFO The incident occurred shortly after noon on January 29, 2026, when a SkyWest-operated Bombardier CRJ-700 flying as United Express approached San Francisco after a short flight from Reno. During the final approach, the flight crew executed a go-around, a normal safety maneuver used when landing conditions appear uncertain or unsafe. Air traffic control then requested the reason, which is routine procedure following such events. The pilot reported that the tail of a United Airlines Boeing 777-200ER waiting for departure on parallel runway 28R appeared to extend beyond the hold short line. These markings ensure aircraft remain clear of protected runway areas during landing operations. However, the tower controller responded immediately, stating the aircraft was properly positioned and not beyond the hold line, before instructing the flight to contact departure control. The regional jet then re-entered the arrival sequence and landed safely at approximately 12:22 PM, completing the flight in about 67 minutes, OMAAT reported. Why Go Around? Decisions Happen Frequently Go-around procedures exist to preserve safety margins whenever crews observe potential conflicts or unstable approach conditions. Airlines and regulators encourage pilots to act conservatively when uncertainty arises. Cockpit views differ from tower perspectives. Aircraft positioning, taxi movement, or visual angles can create short-lived uncertainty during approach, especially at airports with closely spaced parallel runways like SFO. Controllers use visual observation along with surface radar to confirm aircraft locations. However, an aircraft may move between the moment pilots observe a concern and when controllers review the scene, leading to differing assessments. Such disagreements are rare but not unusual in busy airspace environments. Communication Under High Traffic Conditions Recordings gained attention because both sides spoke with confidence. Aviation communication is designed to be direct and brief, which can sometimes sound abrupt during heavy traffic periods. Pilots are trained to prioritize safety over schedule pressure, while controllers must maintain orderly runway operations. Differences in perspective do not automatically imply error on either side. Publicly available recordings do not conclusively establish which assessment was correct, but procedures worked as intended, resulting in a safe outcome. Operational Lessons from the Event The incident highlights several operational realities at major airports: • Pilots can discontinue landings whenever risk is perceived. • Controllers verify runway safety through visual and radar tools. • Parallel runway operations require strict hold short compliance. • Clear communication remains essential during peak traffic flows. Despite disagreement over the cause, safety protocols ensured a normal conclusion to the flight. https://aviationa2z.com/index.php/2026/02/01/united-pilot-and-atc-clash-after-go-around-at-san-francisco/#google_vignette FAA Mandates 25-Hour Cockpit Audio Despite Pilot Surveillance Fears The Federal Aviation Administration (FAA) has issued a new final rule that requires cockpit voice recorders on newly manufactured aircraft to retain 25 hours of audio, replacing the former two-hour loop that was required. This change is meant to stop recordings from being overwritten before investigators can secure them quickly, especially after incidents that are recognized or reported later. Compliance is phased, with large passenger transports pulled forward by the 2024 FAA reauthorization law, while smaller aircraft receive extra time. Pilot unions and many crews oppose longer retention as surveillance, warning that it could limit cockpit communication and be misused for discipline. The FAA, however, believes that the safety benefits outweigh the risks for investigators. Starting on February 2, 2026, FAA rules for part 91, 121, 125, and 135 type aircraft require 25-hour cockpit voice recorders on newly manufactured aircraft that are already required to carry a CVR, ultimately replacing a 2-hour loop. Compliance is tiered across multiple categories, with covered aircraft of 30+ seats manufactured on or after May 16, 2025, all being required to comply. Smaller planes, with part 91/125/135 categorization with 29 or fewer seats, will also need to meet the new standard starting on February 2, 2027. CVR-equipped aircraft that do not fall into either of the above categories will be required to meet the standard on February 2, 2029. The FAA stresses that it is barred from using CVR recordings it obtains for civil penalties or pilot certificate actions unrelated to an incident under investigation, according to Reuters. A number of pilot unions have argued that having a 25-hour backlog for cockpit voice recordings turns a safety tool into surveillance. In the rulemaking record, the Air Line Pilots Association (ALPA) and other unions have warned that longer retention increases the chance of unauthorized dissemination in practice, including fears of data leaks or access being gained by US adversaries. Others have also focused their discussion on the changes that this would bring to cockpit culture. If crews assume that every candid remark could later be replayed, they may self-censor, weakening crew resource management and the free flow of information that helps catch errors very early. Commenters also raised the risk of punitive or criminal consequences, noting that law enforcement can now pull hours of audio from unrelated flight legs. While the FAA says it cannot use CVR audio for civil penalties, it also acknowledges that an owner or operator can use the data in whatever manner once the recorder is returned. This is extremely concerning to pilots who value privacy and believe constantly being recorded could harm cockpit culture. For example, a situation could emerge where the FAA investigated a recording from a flight and had inadvertently found commentary between two pilots discussing their disdain for an airline's management team. This could potentially lead to reputational harm or disciplinary action within the airline itself. Could Cockpit Video Recorders Help Air Crash Investigations? The proposed installation of such technology remains a divisive subject among aviation commentators. This push for extended-duration CVRs has been building for years because the two-hour loop routinely overwrites the audio investigators want. The National Transportation Safety Board (NTSB) has urged a 25-hour standard since 2018, citing repeated cases where crews or operators did not pull the breaker or download the recorder, so evidence quickly vanished as a result. FAA's 25-hour cockpit voice recorder rule, how unions and investigators view it, and the regulatory implications for aviation safety. Email Address A key catalyst here was a July 2017 incident at San Francisco International Airport (SFO) in which an Air Canada Airbus A320 lined up with a taxiway and overflew aircraft before going around. While the event was reported later, relevant cockpit voice recordings were lost as a result. More recently, runway-incursion and near-collision investigations have highlighted the same failure mode. Internationally, the US also lags behind the rest of the world. The ICAO adopted a 25-hour standard in 2016 for new aircraft from 2021 onward, and the European Union Aviation Safety Agency's rules similarly moved to 25 hours. Congress then codified the shift in a 2024 FAA reauthorization law, effectively forcing the organization to finalize a phased US requirement for new production. https://simpleflying.com/faa-mandates-25-hour-cockpit-audio-pilot-surveillance-fears/ Greg Biffle plane crash: NTSB report indicates Biffle wasn't flying plane, co-pilot 'was not qualified' to fly the Cessna Citation 550 Biffle and the six other occupants of the plane were killed when it crashed attempting to land back at Statesville Regional Airport on Dec. 18 The National Transportation Safety Board’s preliminary report into the plane crash that killed former NASCAR driver Greg Biffle, his family and three others determined that Biffle was not flying the plane owned by his GB Aviation Leasing LLC company when it crashed on Dec. 18. Per the report released Friday, the plane was flown by Dennis Dutton, a pilot certified to operate numerous commercial aircraft, with his son Jack, in the right cockpit seat. Biffle, a licensed pilot with “civil flight experience that included over 3,500 hours of flight time,” was seated behind the two and is identified as the rear passenger in the report. However, neither Biffle nor Jack Dutton were licensed to fly the Cessna Citation. The report notes that Dennis Dutton was licensed to fly the Citation with a second-in-command on board, and even though Jack Dutton was a pilot himself he “was not qualified to perform second in command duties for the flight,” according to the NTSB, as he had just over 175 hours of single-engine aircraft experience. Aero Consulting Experts CEO Ross Aimer told Yahoo Sports that Jack Dutton’s lack of qualification was “troublesome” and said the plane required two pilots. “In this particular case, because it requires two pilots, and neither of those — Biffle or the young man — were qualified, they should have had a licensed pilot in that seat,” Aimer said. Biffle, his wife Cristina, their son Ryder, Biffle’s daughter Emma, Dennis and Jack Dutton and Craig Wadsworth were aboard the plane as it attempted to land at Statesville (North Carolina) Regional Airport shortly after taking off from the same airport. They were flying to Sarasota, Florida. National Transportation Safety Board (NTSB) investigators view the wreckage of a Cessna 550 business jet after several people, including former NASCAR driver Greg Biffle, were killed in a crash during severe weather, at Statesville Regional Airport in Statesville, North Carolina, U.S. December 19, 2025 in a still image from a handout video. NTSB/Handout via REUTERS. THIS IMAGE HAS BEEN SUPPLIED BY A THIRD PARTY TPX IMAGES OF THE DAY National Transportation Safety Board (NTSB) investigators view the wreckage of a Cessna 550 business jet after several people, including former NASCAR driver Greg Biffle, were killed in a crash. (REUTERS) (via REUTERS / Reuters) The Cessna Citation 550 is a dual-engine aircraft, and the report states that issues with the plane started before the flight began. Here are the key takeaways from the NTSB’s findings. The left engine initially did not start before both engines were powered on at approximately 9:53 a.m. ET. As the plane was taxiing for takeoff “the pilot and the two pilot-rated passengers discussed that a thrust reverser indicator light(s) for an unspecified engine was inoperative, but that the thrust reverser for the affected engine was working properly.” The plane took off at approximately 10:06 a.m. “During takeoff roll, the rear passenger commented that the left engine was producing more power than the right and indicated there may have been a faulty gauge. The pilot continued the takeoff.” The report states that it was overcast at approximately 5,000 feet for the entirety of the flight, though visibility dropped from 10 miles to five miles from 9:54 to 10:15. Early GPS data shows that the plane turned left as it climbed and that Dennis Dutton said he’d fly under visual flight rules before he was cleared to fly under instrument flight rules. After a 180-degree turn and reached 2,200 feet, it “continued to turn left and began to descend. The right-seat passenger attempted to contact” air traffic control “and activate the flight’s IFR flight plan between 10:08 and 10:10 but was unsuccessful due to the controller’s workload and associated radio communications. At 10:09, Dennis Dutton and Biffle discussed climbing higher even though they were supposed to continue flying under visual flight rules. The report states that “the pilot initiated a climb, and shortly after, the rear passenger noted a difference between the left and right engine interstage turbine temperature indications.” There were no other discussions that covered the instruments throughout the remainder of the [cockpit voice recorder] recording” and the autopilot disengaged — either intentionally or independently — just after 10:10. Seconds later, “the cockpit area microphone captured the pilot making remarks indicating his altitude indicator was not working properly and that additional left side flight instruments may not have been working properly.” The Garmin GPS on board had stopped recording airspeed data and heading data at around that time. At 10:11 “airplane controls was transferred to the right seat passenger, at an altitude of about 4,500 ft msl.” At 10:13, the plane was at just under 1,900 feet and that all three said they could see the ground. “Although a positive transfer of airplane control was not recorded, subsequent communication between the pilot and right seat passenger was consistent with the pilot having resumed control of the airplane at that time.” At just after 10:13, the pilot turned the plane right towards the west and requested that the landing gear be extended. “Subsequent discussions were consistent with the landing gear being configured, however, the gear indicator lights were not illuminated.” Jack Dutton noted just before 10:14 on the common traffic advisory frequency that they were “having some issues here.” Biffle references power to an alternator — the Cessna Citation 550 does not have an alternator. After a brief audio quality issue with the cockpit voice recorder, Dennis Dutton is heard saying there was a “problem” but did not specify what the problem was “or what actions were taken to correct it.” The GPS data resumed recording just after 10:14 and Dennis Dutton “made comments which indicated he had acquired the runway visually” around 10:15. Data from the GPS “showed that the airplane’s airspeed and altitude continued to decrease from the time the airplane was aligned on final approach to the runway until 10:15:18” when the airplane’s altitude had dipped below 1,000 feet and under 99 KTS. The plane hit a light station approximately 1,400 feet from the runway threshold and “a group of damaged trees located about 235 feet” from that light station “were sheared about 12 feet above ground level. “The first indication of fire was blackened branches and grass near the west side of the trees.” “A ground impression was observed about 350 feet from the [light station], near the airport perimeter fence, and extended through the [runway lights]. The debris path continued along a westerly heading through the runway overrun to where the main wreckage came to rest on the runway blast area about 400 feet short of the runway 28 threshold.” “Heavy charring” was seen from a second set of lights “and continued along the remaining length of the debris field to the wreckage.” The engines remained attached to the plane after it came to a stop and both thrust reversers were in the stowed position. Investigators found “no evidence of unconfined engine failure with either engine. Examination of the cockpit throttle quadrant found both thrust levers to be in the full forward position and both reverse throttle levers in the down position, consistent with being stowed.” Biffle competed for 16 full or part-time seasons in NASCAR’s Cup Series from 2002 through 2022. He raced full-time in the Cup Series from 2003 through 2016 and scored 19 wins and 92 top-five finishes over 515 career starts. His best season came in 2005, when he finished second to Tony Stewart in the points standings. Biffle’s six wins were the most of anyone in the Cup Series that season and his average finish of 11.9 was second only to Stewart. Biffle is one of just two drivers to have won both a championship in the third-tier NASCAR Truck Series and the second-tier NASCAR Xfinity Series. https://sports.yahoo.com/nascar/breaking-news/article/greg-biffle-plane-crash-ntsb-report-indicates-biffle-wasnt-flying-plane-co-pilot-was-not-qualified-to-fly-the-cessna-citation-550-214936137.html Boeing: Indian, South Asian Airlines Will Need 45,000 New Pilots by 2044 India – Boeing has projected that airlines in India and the broader South Asia region will require nearly 3,300 new aircraft by 2044, driven by sustained passenger traffic growth averaging 7% annually. The forecast, released during Boeing’s Commercial Market Outlook (CMO) presentation in Hyderabad, underscores a surge in demand for aviation personnel and training infrastructure across the region. The total aircraft deliveries for South Asia between 2025–2044 include: 2,875 single-aisle aircraft 395 widebody aircraft 20 freighters Fewer than 10 regional jets South Asia’s active fleet is expected to nearly quadruple from 795 to 2,925 aircraft. Boeing projects the region will require: 45,000 new pilots 45,000 maintenance technicians 51,000 cabin crew A combined total of 141,000 new aviation professionals The widebody fleet will triple in size, as Indian and South Asian carriers expand long-haul international routes to Europe, the Middle East, and North America. Rising air cargo volumes, driven by e-commerce and high-tech manufacturing, will result in a fivefold increase in dedicated freighter capacity. Over $195 billion will be needed in aviation services including maintenance, digital solutions, modifications, and training support. Statements “As air travel becomes more integral to how people and goods move in India and South Asia, airlines will strengthen networks, scale fleets and invest in services and technical personnel to support long-term growth.” – Ashwin Naidu, Boeing Managing Director of Commercial Marketing, Eurasia and Indian Subcontinent Source: Boeing https://afm.aero/boeing-indian-south-asian-airlines-will-need-45000-new-pilots-by-2044/ Air India Express Responds Swiftly and Grounds Aircraft Following Aviation Regulator’s Safety Concerns In a proactive measure to ensure passenger safety, Air India Express has grounded one of its Boeing 737-NG aircraft after concerns were raised by the aviation regulator. The decision follows a recent regulatory audit, where potential safety issues were flagged, and the airline has since focused on addressing these issues through necessary corrective actions. Concerns Raised by Aviation Regulator The grounding of the aircraft comes after an inspection by the Directorate General of Civil Aviation (DGCA), which raised alarms about a potential problem with the tyres on the Boeing 737-NG model. The DGCA’s audit, which was conducted a few weeks ago, specifically highlighted the issue of the interchangeability of a tyre component. According to aviation safety experts, tyres are a critical component of an aircraft’s safety, and any malfunction or wear can significantly impact the performance of the plane. The audit’s findings were enough for the regulator to advise Air India Express to ground the aircraft as a precautionary measure. The airline acted quickly, pulling the plane from its scheduled services to address the concerns raised by the DGCA. Air India Express Response Air India Express responded to the safety concerns by grounding the aircraft immediately after the audit’s findings were communicated. An airline spokesperson described the move as “proactive,” stating that the grounding was necessary to ensure that the aircraft was thoroughly inspected and any needed corrective work was carried out. The airline emphasized that the safety of passengers and crew remains its top priority, and it takes every precaution to address any potential safety concerns raised by regulators. The spokesperson also reiterated that the airline had worked closely with the manufacturer, Boeing, to seek technical clarification on the tyre issue. Seeking Boeing’s Guidance As part of the process, Air India Express sought technical guidance from Boeing regarding the issue with the tyres. Given the nature of the problem, the airline inquired whether a tyre change would be necessary to resolve the issue. In response, Boeing advised the airline to carry out further inspections, specifically on the aircraft’s axles. The suggestion was to check for any signs of fatigue, which could be another potential concern related to the tyre issue. Boeing’s recommendation led Air India Express to take additional precautions. The airline decided to go beyond simply replacing the tyres and also opted to replace the aircraft’s axles to ensure the aircraft’s overall safety. Axles are essential components of an aircraft’s landing gear system, and any weakness or damage to them can have severe implications during takeoff or landing. Aircraft Return to Service Following these assessments and the necessary parts replacement, Air India Express expects the Boeing 737-NG to be back in service after completing the required corrective actions. The airline aims to resolve the issue swiftly to minimize disruption to passengers and maintain its regular flight schedules. The decision to ground the aircraft has been well-received by safety advocates and aviation experts. Such measures demonstrate that Air India Express is committed to following all safety protocols, ensuring that its fleet remains in optimal condition, and maintaining passenger confidence. The swift response to the DGCA’s concerns also shows the airline’s commitment to upholding high safety standards in the face of any potential risks. Aviation Safety Standards in India Aviation safety remains a top priority for airlines and regulators in India. The DGCA plays an essential role in ensuring that all airlines comply with stringent safety regulations, and its audits are critical for identifying any risks or issues that may compromise flight safety. The recent action by Air India Express reflects the airline’s adherence to these regulations and its proactive approach to maintaining the highest safety standards. For passengers, this move may bring reassurance that airlines are continually monitoring and inspecting their fleets to prevent any safety incidents. With regular audits and immediate action taken on identified issues, the Indian aviation industry is taking essential steps toward ensuring safer air travel for all. Conclusion Air India Express’ decision to ground its Boeing 737-NG aircraft underscores the importance of maintaining strict safety protocols within the aviation industry. The airline’s swift response to the DGCA’s concerns and its proactive approach in working with Boeing to address the issue have showcased the airline’s commitment to passenger safety. As the aircraft undergoes necessary inspections and parts replacements, passengers can expect the airline to resume operations with the utmost attention to their well-being. https://www.travelandtourworld.com/news/article/air-india-express-responds-swiftly-and-grounds-aircraft-following-aviation-regulators-safety-concerns/#google_vignette POSITION AVAILABLE: Assistant/Associate Professor of Aeronautical Science Job Description Discover Your Future with Embry-Riddle Aeronautical University! Embry-Riddle: A Global Leader in Aviation and Aerospace With vibrant campuses in Daytona Beach, FL and Prescott, AZ, plus a Worldwide network across approximately 120 locations, Embry-Riddle stands as the world’s largest aviation and aerospace university. For over 95 years, we've been pioneering education in STEM fields, serving over 11,600 residential students and 19,200 globally in the 2023-24 academic year with cutting-edge programs in Applied Science, Aviation, Business, Technology, Engineering, Safety, Security, and Space. Perks Await You at Embry-Riddle! • Generous Time Off: Enjoy 9+ paid holidays, including the day after Thanksgiving and the week between Christmas Eve and New Year’s Day. • Health Benefits: Experience comprehensive medical, dental, and vision coverage, along with wellness programs that include preventive care and fitness memberships. Our flexible spending and health savings accounts simplify managing healthcare costs. Join a workplace that prioritizes your health—because your journey to wellness should be rewarding! Buckle up for a healthier, happier you! • Tuition Coverage: Get 100% tuition coverage for yourself for one undergraduate and one graduate degree, and discounted rates for your spouse and dependent children up to age 26. • Retirement Contributions: ERAU contributes 6% of your base salary to your retirement plan and offers a 4% matching contribution – with no vesting period. • Embry-Riddle Aeronautical University recognizes the value of diversity and is dedicated to fostering a positive climate in which all students, faculty, and staff are encouraged in their professional, social, and intellectual pursuits. Embry-Riddle is committed to providing equal employment opportunity and affirmative action for qualified individuals. The University does not tolerate discrimination on the basis of race, creed, color, religion, national origin, gender, sexual orientation, age, gender identity, genetic information, disability, protected veteran status, or any other status protected by federal, state, or local law. Opportunity: Join the Aviation and Aerospace vanguard! Step into a dynamic role with Embry Riddle Aeronautical University, where innovation meets opportunity. Be part of a leading institution that’s at the forefront of aviation, aerospace, and STEM education. We offer an exciting environment, cutting-edge projects, and the chance to influence tomorrow. Ready to make a difference? Take flight with Embry-Riddle and explore this diverse career opportunity today. The College of Aviation at Embry-Riddle Aeronautical University in Prescott, Arizona invites applications for a non-tenure track position in the Aeronautical Science Department starting in August 2025 at the Assistant/Associate Professor level in support of our Aeronautical Science degree. Aeronautical Science teaching assignments may include, but not be limited to, jet transport systems, turbine engine operations, electronic flight management systems, flight technique analysis, airline operations and domestic & international navigation. The candidate must have experience in airline or corporate flight operations or appropriate military experience. Applicants should be able to demonstrate the ability to teach and develop courses across all levels of undergraduate aviation education. Successful faculty candidates will have a strong commitment to undergraduate education both in the classroom and through experiential learning opportunities. The Aeronautical Science program at ERAU Prescott is AABI accredited and nationally recognized for its aviation programs. The department has 19 full time faculty in the areas of jet transport systems, airline operations, turbine engine operations, electronic flight management systems, flight technique analysis, airline operations, domestic & international navigation, capstone research classes and flight education. Aeronautical Science is the largest degree program on campus with over 1000 undergraduate students. The department has a strong focus on hands-on educational methods and emphasizes practical skills students will need after graduation. The Aeronautical Science faculty are committed to providing an inclusive and collegial work environment. Qualifications • Candidate must hold a Master’s Degree, preferably in an aviation-related field but candidates with significant industry experience and a master’s degree are strongly encouraged to apply. • Demonstrated ability to teach, preferably in collegiate or Part 121/141 training programs. • Demonstrated ability to mentor students or colleagues through the research and writing process. • Strong verbal and written communication skills with a demonstrated potential for scholarly activity. Application material should include a cover letter, curriculum vitae or resume, teaching philosophy, and contact information for three professional references. Materials may be submitted in electronic form through careers.erau.edu. Screening of applications will start upon receipt and will continue until the position is filled. Inquiries may be submitted via email to the Aeronautical Science Department Chair, Stacey McIntire MCINTIS1@erau.edu CALENDAR OF EVENTS . Singapore Airshow 2026 - FEBRUARY 3-6, 2026. . VERTICON 2026 - Atlanta March 9-12 . CANSO Global Safety Conference 2026 - 29 March – 1 April 2026 (Jeddah, Saudi Arabia) . 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