Flight Safety Information - June 12, 2026 No. 115 In This Issue : Incident: United B739 at Washington on Jun 9th 2026, nose gear did not retract : Incident: Cityjet CRJ9 at Vienna on Jun 10th 2026, rejected takeoff : Incident: Arabia A320 at Thiruvananthapuram on Jun 10th 2026, bird strike : Incident: Jet2 B738 at Leeds on Jun 9th 2026, lightning strike : Incident: Lufthansa A343 at Frankfurt on Jun 9th 2026, electrical problems : Drunken passenger, Frontier manager get into fight on jet bridge at Atlanta airport: police : Instructor sentenced to prison for 2022 plane crash that killed student pilot : NORAD Urges Pilot Vigilance After More Than a Dozen TFR Violations in New York/New Jersey Area This Month : After AI-171, Air India Focuses On Flight Safety, Mental Health : EasyJet flight took off from wrong runway point : United Flight Forced to Make ‘Emergency Return’ After Pilot Reports Landing Gear Issue Shortly After Takeoff : Turkish Airlines Boeing 777 Knocks Over Radar Tower While Taxiing, Mast Pierces Cabin : American Airlines In Talks With Airbus & Boeing Over Replacement For Aging 777-200ERs : Aircraft Structures Part . Safe Life or Fail Safe. : ISASI 2026 - TECHNICAL PROGRAM NOW LIVE! : Graduate Research Request : Calendar of Events Incident: United B739 at Washington on Jun 9th 2026, nose gear did not retract A United Boeing 737-900, registration N69816 performing flight UA-1535 from Washington Dulles,DC to Houston Intercontinental,TX (USA) with 179 people on board, was climbing out of Dulles' runway 19L when just before contacting departure the crew indicated they needed a few minutes to troubleshoot an issue. The aircraft was handed off to departure, stopped the climb at 4000 feet. After troubleshooting the crew reported the nose gear had not retracted, they needed to return to Dulles, the crew advised the nose gear was down, no need to declare emergency. The aircraft landed safely on Dulles' runway 19R about 50 minutes after departure. The FAA reported: "United Airlines Flight 1535 returned safely to Washington Dulles International Airport around 2:05 p.m. local time on Tuesday, June 9, after the pilot reported a nose-gear issue. The Boeing 737-900 was travelling to George Bush Intercontinental/Houston Airport. The FAA will investigate." The aircraft was able to depart again and reached Houston with a delay of about 2.5 hours. https://avherald.com/h?article=53a5ef3b&opt=0 Incident: Cityjet CRJ9 at Vienna on Jun 10th 2026, rejected takeoff A Cityjet Canadair CRJ-900 on behalf of SAS, registration EI-GED performing flight SK-696 from Vienna (Austria) to Copenhagen (Denmark), was accelerating for takeoff from Vienna's runway 29 when the crew rejected takeoff at high speed (above 82 knots over ground). The aircraft slowed safely and stopped on the runway. The aircraft was towed off the runway about 50 minutes after the rejected takeoff. A passenger reported the crew indicated the aircraft was pulling to the right and initially thought it might have been a burst tyre, later suspected a jammed brake. The aircraft is still on the ground in Vienna about 24 hours after the rejected takeoff. https://avherald.com/h?article=53a5eafb&opt=0 Incident: Arabia A320 at Thiruvananthapuram on Jun 10th 2026, bird strike An Air Arabia Airbus A320-200, registration A6-ANL performing flight G9-449 from Thiruvananthapuram (India) to Sharjah (United Arab Emirates), was climbing out of Thiruvananthapuram's runway 32 when birds impacted the aircraft prompting the crew to stop the climb at 7000 feet and return to Thiruvananthapuram for a safe landing on runway 32 about 20 minutes after departure. The airport reported the crew advised of engine (CFM56) after the bird strike. The flight was cancelled. The aircraft is still on the ground in India about 42 hours after landing back. https://avherald.com/h?article=53a5e892&opt=0 Incident: Jet2 B738 at Leeds on Jun 9th 2026, lightning strike A Jet2.com Boeing 737-800, registration G-DRTD performing flight LS-219 from Leeds,EN (UK) to Arrecife,CI (Spain), was climbing out of Leeds' runway 32 when the crew stopped the climb at FL090 after the aircraft had been struck by lightning. The crew decided to divert to Manchester for a safe landing on runway 23L about 50 minutes after departure. A replacement Airbus A321-200 registration G-HLYA reached Arrecife with a delay of about 3.5 hours. The occurrence aircraft is still on the ground in Manchester about 26 hours after landing. https://avherald.com/h?article=53a5e6e5&opt=0 Incident: Lufthansa A343 at Frankfurt on Jun 9th 2026, electrical problems A Lufthansa Airbus A340-300, registration D-AIGN performing flight LH-432 from Frankfurt/Main (Germany) to Chicago O'Hare,IL (USA), was climbing out of Frankfurt's runway 25C when the crew stopped the climb at FL240 reporting electrical problems on board. The aircraft dumped fuel and returned to Frankfurt for a safe landing on runway 25L about 2 hours after departure. The rotation was cancelled. The aircraft is still on the ground in Frankfurt about 24 hours after landing back. https://avherald.com/h?article=53a5e4ec&opt=0 Drunken passenger, Frontier manager get into fight on jet bridge at Atlanta airport: police ATLANTA — A Frontier Airlines passenger faces criminal charges after police say she got into a fight with a manager on the jet bridge. Atlanta police arrested Kristina Lopez Lujan on June 9. She will be charged with simple battery, public drunkenness and disorderly conduct. Investigators say Lujan was trying to get on a connecting flight at Hartsfield-Jackson Atlanta International Airport en route from New Jersey to San Francisco. The airline crew said she was under the influence and causing a disturbance, so they wouldn’t let her on the plane. A Frontier manager said Lujan started screaming and cursing at her before hitting her on the face. https://www.wsbtv.com/news/local/drunken-passenger-frontier-manager-get-into-fight-jet-bridge-atlanta-airport-police/CRY6XYSJIBC65CP5IFQYIBXHJY/ Instructor sentenced to prison for 2022 plane crash that killed student pilot A flight instructor was sentenced to six and a half years in prison in connection to a plane crash that killed a student pilot in 2022. A flight instructor charged with involuntary manslaughter for a crash that killed a student pilot in the Lehigh Valley was sentenced to years in prison. Philip Everton McPherson II, 37, of Riverside, New Jersey, was in command of the single-engine Piper PA-28 when it left Queen City Airport in Allentown with the student on Sept. 28, 2022, according to the indictment. He told the National Transportation Safety Board that he took control of the plane from the 49-year-old student just after takeoff when they encountered engine problems, according to an NTSB report. The plane soon crashed and caught fire, killing the student, who was identified only by the initials “K.K.". McPherson was seriously injured. According to federal prosecutors in Philadelphia, McPherson knew he was not competent to fly the plane for several reasons. First, he had twice been instructing students at Central Jersey Regional Airport in New Jersey when their plane veered off the runway during attempted landings, causing substantial damage in incidents prosecutors described as crashes. He then failed a certification exam and surrendered his pilot's license in October 2021. He is also charged with 40 counts of illegally flying with passengers despite not having a pilot's certificate after that date. McPherson was charged and pleaded guilty guilty to involuntary manslaughter, conspiracy to commit wire fraud and other related charges in 2025. McPherson was sentenced on June 11, 2026, to 78 months in prison, followed by three years of supervised release along with a $5,000 fine, $4,300 special assessment, and $19,530 in restitution. https://www.nbcphiladelphia.com/news/local/instructor-sentenced-to-prison-for-2022-plane-crash-that-killed-student-pilot/4416296/ NORAD Urges Pilot Vigilance After More Than a Dozen TFR Violations in New York/New Jersey Area This Month North American Aerospace Defense Command Public Affairs PETERSON SPACE FORCE BASE, Colo. – The North American Aerospace Defense Command (NORAD) is available for media interviews regarding its support to the Federal Aviation Administration (FAA) in enforcing Temporary Flight Restrictions (TFRs) and the importance of pilot awareness of Notices to Air (NOTAMs). NORAD has responded to more than a dozen unauthorized aircraft incursions into FAA-issued Temporary Flight Restrictions in the New York and New Jersey region this month alone. The increase in violations highlights the continued need for all pilots to thoroughly review current NOTAMs, TFRs, and flight planning information before every flight. Even inadvertent entry into restricted airspace can trigger a NORAD response and create safety and security concerns for the National Airspace System (NAS). TFRs are established to protect national security, public safety, and sensitive operations. General aviation pilots play a critical role in maintaining the safety and integrity of the NAS by understanding airspace restrictions and ensuring compliance with all applicable flight restrictions. When pilots enter restricted airspace without authorization, NORAD may respond with fighter aircraft, helicopters, or other assets to identify and monitor the aircraft. Such violations can result in aircraft intercept procedures, flight disruptions, enforcement actions, and significant impacts to air traffic operations. NORAD subject matter experts are available to discuss: NORAD's role in supporting FAA enforcement of Temporary Flight Restrictions The recent increase in TFR violations in the New York/New Jersey area The importance of reviewing NOTAMs before every flight Common causes of TFR violations and how they can be prevented Aircraft interception procedures and what pilots should expect if intercepted Consequences of unauthorized entry into restricted airspace Best practices for flight planning and maintaining situational awareness "Most TFR violations are preventable and can be avoided through thorough preflight planning," said Royal Canadian Air Force Major-General David Moar, Director of NORAD Operations. "Reviewing NOTAMs and checking for active TFRs before every flight are essential responsibilities for all pilots. Increased awareness across the general aviation community helps enhance aviation safety and reduces the need for NORAD response activities." NORAD encourages all pilots to familiarize themselves with FAA guidance regarding TFRs and visual interception procedures and to immediately comply with instructions from air traffic control and NORAD authorities if intercepted. https://www.norad.mil/Newsroom/Press-Releases/Article/4514840/norad-urges-pilot-vigilance-after-more-than-a-dozen-tfr-violations-in-new-yorkn/ After AI-171, Air India Focuses On Flight Safety, Mental Health 260 people were killed in the Boeing 787-8 Dreamliner crash in Ahmedabad A day ahead of the first year since the crash of an Air India Boeing 787-8 Dreamliner in Ahmedabad, NDTV has accessed key details on steps taken by the Tata-owned airline to address mental health issues of crew members in addition to measures to enhance greater safety and efficiency across its widebody fleet. The Dreamliner that crashed on June 12, 2025 had just taken off from Ahmedabad for a flight to London when it lost altitude seconds into the flight. The crash killed 260. The new details on Air India's focus on mental health comes at a time when investigators are looking closely at human factors which may have resulted in the crash. Public speculation heavily fueled by early leaks and Western media reports has pointed toward a potential pilot-induced event. Addressing this critical intersection of human performance and tragedy, Air India has heavily reinforced its training and psychological support structures. This includes a comprehensive training and mental health framework integrated under its Human Factors Charter designed to be "proactive, preventive, and non-punitive." While the Human Factors Charter began prior to the crash of AI-172, the focus on mental health issues has intensified dramatically over the last year. In its post-crash response, the airline said it "strengthened its mental health programme through a comprehensive wellness initiative, delivering tailored psychological support based on employee exposure and needs." According to details accessed by NDTV, this enhanced framework included deploying a "network of 265 psychologists to provide large-scale, accessible mental health support, complemented by confidential therapy and psychiatry access for employees and their families." The programme includes immediate interventions, such as "home counselling, structured follow-up sessions, to help employees process stress and restore emotional balance, reaching more than 900 cabin crew." The debate surrounding the crash itself centres on a highly specific mechanical event. The initial probe revealed that just seconds after liftoff, both of the aircraft's engine fuel control switches transitioned from the "RUN" to the "CUTOFF" position within a second of each other, instantly starving the engines of fuel. The Aircraft Accident Investigation Bureau (AAIB) has been navigating two fiercely conflicting theories regarding this transition. Speculation that one of the pilots, inadvertently or otherwise, physically flipped the switches. This theory was amplified by a snippet from the Cockpit Voice Recorder (CVR) where one pilot is heard asking, "Why did you cut off the fuel?" The other replied: "I did not do so." The second is the systemic failure angle, which is backed strongly by India's pilot community, including the Federation of Indian Pilots (FIP) and points to a catastrophic electrical or software issue that may have resulted in a cascading failure resulting in fuel-flow being cut off to both engines. With the final report reportedly delayed due to ongoing technical engine analysis in the US, the AAIB's interim tracking and preliminary findings have remained strictly neutral. The AAIB has explicitly pushed back against a definitive pilot-blame narrative, clarifying that the investigation has not established that either pilot physically flipped the switches. The bureau is currently examining several complex technical variables, including a past, non-mandatory FAA advisory regarding potential flaws in the locking mechanism of Boeing fuel-control switch modules, as well as a deferred maintenance item involving the aircraft's "core network." Against the backdrop of the ongoing investigation, Air India has maintained that its foundational operations remain unchanged, stating that it "continues to operate to the highest standards of safety across all its aircraft and flight operations, in full compliance with regulatory requirements and global aviation best practices." In Brief: Steps Air India Has Taken Air India said it continues to operate to the highest standards of safety across all its aircraft and flight operations, in full compliance with regulatory requirements and global aviation best practices. There have been no changes to Air India's core safety protocols or airworthiness practices, which remain robust, well-established and continuously monitored, the airline said. Since the Ahmedabad crash, Air India said it has been able to take a "safety pause" to regroup and reorganise and take some of these steps: Complete detailed inspections of Boeing 787-8 and 787-9 aircraft under the oversight of DGCA. No issues were found during these inspections. Inspect the fuel control switch mechanism of Boeing 737 and 787-8 aircraft, with no findings. Additional ground time also enabled accelerated upgrades to improve aircraft reliability and enhance delay and disruption management. Fleet reliability enhancement programme accelerated. Air India has been progressively strengthening the day-to-day operational performance of its widebody fleet (B787 and B777), with a clear shift towards long-term improvements in consistency and efficiency. Fleet reliability enhancement programmes are structured initiatives aimed at improving how consistently an airline's fleet operates daily - reducing technical interruptions, delays and cancellations. The scope of Air India's reliability enhancement programme for widebody aircraft with target completion by FY 2027 has expanded over the last year, reflecting a deeper effort to identify and address opportunities to improve operational performance across the fleet over time. On the B787 fleet, execution has strengthened significantly - the progress of initial programmes has increased from nearly 75 per cent to 87 per cent in the last one year, while the number of reliability programmes has expanded from 36 to 45, with overall completion level having increased from 48 per cent to 65 per cent in the last year. https://www.ndtv.com/india-news/a-year-after-ahmedabad-crash-265-psychologists-helping-air-india-staff-deal-with-stress-11623272 EasyJet flight took off from wrong runway point The aircraft's weight meant it should have used the full length of London Luton Airport's runway, said the Air Accidents Investigation Branch An EasyJet flight was just 65ft (19m) above the ground when it cleared the runway during a take-off last year. The Air Accidents Investigation Branch (AAIB) said the Airbus A320-214, departed from further down the runway at London Luton Airport than the crew had planned. Flight EZY2335, which had 180 passengers and six crew members on board, landed at Málaga Costa del Sol Airport on 13 June 2025, and returned to Luton Airport later that day before the captain realised they had made a mistake with their "take-off point", the report said. A spokesperson for the airline said: "We are aware of the report and fully assisted the AAIB with its investigation." EasyJet has conducted a review of its take-off operating procedures following the incident. Last month, it was revealed another aircraft had cleared the runway by just 13ft (4m) at Luton Airport, after taking off from the wrong place on 22 April 2025. Investigators said the pilot and captain may have been busy completing other tasks before departure The AAIB said during the crew's pre-flight planning, the co-pilot initially planned to take off from a point on the runway called Intersection Alpha. However, he noted they did not have the take-off performance, given the aircraft's higher-than-normal weight and the environmental conditions at the time, and this was checked and confirmed by the captain. They therefore agreed to do a calculation using the full-length of Luton Airport's runway, which permitted take-off. Three preceding aircraft departed from Intersection Alpha but "an opportunity was missed to highlight [to Air Traffic Control] the requirement to take-off from the lesser used full-length [position]", the report said. The plane took off without incident despite its power settings not being adjusted The AAIB said opportunities to take off from the correct point on the runway were missed "probably by a combination of the crews' habitual behaviour and confirmation bias". It was also noted the captain and co-pilot may have been busy completing other tasks before departure. The EasyJet spokesperson added: "[Our] pilots are trained to the highest industry standards and the safety and wellbeing of our customers and crew is EasyJet's highest priority.” https://www.bbc.com/news/articles/czj8dyp04x9o United Flight Forced to Make ‘Emergency Return’ After Pilot Reports Landing Gear Issue Shortly After Takeoff United Flight 1535 had just departed from Washington Dulles International Airport when the incident occurred, the FAA confirmed. United Airlines Flight 1535 returned to Washington Dulles after a nose-gear issue was reported shortly after takeoff The plane landed safely, and passengers were rebooked on another flight to Houston later that same day The FAA confirmed it is investigating the incident and that airport operations were not impacted during the emergency landing A United Airlines flight was forced to turn around and make an emergency landing in Virginia this week after the pilot discovered a landing gear issue shortly after takeoff. The Federal Aviation Administration (FAA) confirmed to PEOPLE that it will investigate the incident on United Airlines Flight 1535, which occurred after the flight departed from Washington Dulles International Airport (IAD) on Tuesday, June 9. Per the FAA, the Boeing 737-900 landed safely at IAD around 2:05 p.m. local time "after the pilot reported a nose-gear issue." The plane was heading to Houston's George Bush Intercontinental Airport (IAH). In a statement to PEOPLE, United said: "The flight returned safely to the airport to address the issue, and we made arrangements to get customers to their destinations." According to FlightAware, the plane had departed from IAD around 12:57 p.m. local time and was in the air for over an hour before it was diverted. Later that same day, another flight took off from IAD at 3:42 p.m. local time and reached IAH at 5:49 p.m. local time. A spokesperson for Washington Dulles International Airport confirmed to PEOPLE in a statement that the incident did not impact the airport's operations. "The Airports Authority fire department met the aircraft upon landing as a precaution," the statement added. "The aircraft landed safely and taxi-ed to the gate." Earlier this week, a passenger plane from a different airline had to make an emergency landing after the aircraft's windshield cracked mid-flight. Aurigny flight GR678 was traveling from Guernsey Airport (GCI) in the Channel Islands to Manchester Airport (MAN) in England when the incident occurred on Sunday, June 7, the airline previously confirmed to PEOPLE. In a statement, the airline said the plane had to divert to Southampton Airport (SOU) "as a result of a cracked windscreen experienced in flight." Never miss a story — sign up for PEOPLE's free daily newsletter to stay up-to-date on the best of what PEOPLE has to offer, from celebrity news to compelling human interest stories. The airline noted that "flight crew carried out a precautionary emergency landing" that was in line with "standard operating procedures." The statement added that all passengers and crew on board were "safe and well" following the incident. Aurigny is a regional airline based in Guernsey in the Channel Islands near the coast of France with flights to various destinations in the U.K. and France. https://people.com/united-flight-forced-to-make-emergency-return-after-landing-gear-issue-11996111 Turkish Airlines Boeing 777 Knocks Over Radar Tower While Taxiing, Mast Pierces Cabin Passengers on a Turkish Airlines flight from Istanbul Airport (IST) experienced a rough taxi ride after a smooth landing at Antalya International Airport (AYT) around 8:00 PM local time on Thursday, June 11. The Boeing 777-300ER, operating flight TK2430, struck a radar antenna mast that penetrated the fuselage and caused injuries to at least one passenger and potentially as many as three, although current reports are conflicting. The radar antenna also damaged the plane's right wing and dislodged an overhead bin after punching through the jet's skin, and caused the oxygen mask to deploy. The 267 passengers on board the widebody jet were safely evacuated by the aircrew and emergency personnel at the airfield with no life-threatening injuries, according to Haberler. Trouble In Antalya For Turkish Airlines The big Boeing 'triple seven' was maneuvering to a parking position after a normal and safe landing when it hit the antenna pole. No details have been released as to why this ground mishap happened, but the airline has announced that it is beginning a technical investigation. Similarly, it is presently unclear if the injuries sustained by passengers occurred as a result of hitting the mast or from disorder during the evacuation. The aircraft that was damaged is TC-LKD, a 17-year-old airframe that has served several operators under lease deals, according to Planespotters.net. The plane had just been returned from a three-year lease to IndiGo recently, and Turkish had not yet repainted it into their standard corporate livery. It was still seen flying in a modified livery when the pole collapsed on the plane. The flight was a regularly scheduled, short-haul domestic route between Turkish's main base at IST and the seaside tourist hub of AYT. The Ministry of Transport released this statement regarding the incident: "[TC-LKD] entered the taxiway from the wrong lane after landing on our airport's runway and collided with a ground radar mast on apron-1. (...) After the passengers were evacuated and necessary checks were carried out, the aircraft was towed to the apron parking area." According to the Aviation Safety Network report, the aircraft was navigating a taxiway where the distance between the painted centerline and the base of the radar pole was only about 95.1 feet (29 m). The Boeing 777-300ER has a massive wingspan of 212.6 feet (64.80 m), meaning it extends exactly 106.3 feet (32.40 m) out from the centerline of its taxi path. The widebody jetliner appears to have turned onto a restricted taxi route. An aircraft as massive as a Boeing 777-300ER being directed onto a taxiway too narrow for its wingspan usually stems from a breakdown in ground protocols or communication errors. The investigation has only just begun, so the cause remains open to speculation, but there are a couple of scenarios that are most probable. It is very difficult for pilots to accurately judge whether their outer wingtip will clear a distant object purely by looking out the window. The crew may have missed a turn or mistaken an incorrect entrance for the approved one, causing them to inadvertently steer the giant plane into a bottleneck. Another explanation could be that the ground controller managing the airport's taxi traffic may have inadvertently issued a routing clearance meant for a smaller aircraft. 288 Evacuated After Turkish Airlines Airbus A330 Catches Fire The emergency evacuation of a Turkish Airlines Airbus A330 in Kathmandu highlighted the critical importance of rigorous safety training. The repair timeline will likely take at least several weeks, but depending on the extent of the damage to the jet, it could also take as long as a few months before TC-LKD is flying again. Along with the repairs to the skin and airframe structure, the wing and fuselage will need to be inspected and evaluated for additional problems with internal systems. The cabin fuselage will need to have the torn sections cut out and cleanly replaced with new material in order to restore pressurization. The overhead bin, wiring, and oxygen mask modules will need to be replaced as well. The wing will require extensive assessment since it contains fuel and its aerostructures, like spars, must be carefully monitored for fatigue to prevent a catastrophic failure in the future. https://simpleflying.com/turkish-airlines-boeing-777-radar-tower-mast-pierces-cabin/ American Airlines In Talks With Airbus & Boeing Over Replacement For Aging 777-200ERs American Airlines CEO Robert Isom announced at the shareholders' meeting on Wednesday, June 10, that the carrier has fielded requests for proposals to both Boeing and Airbus as it seeks to replace its Boeing 777-200ERs. The fleet of long-haul jetliners is vital to AA's international network, but the airframes are now nearing 25 years old. Isom said that the airline would begin preparation well in advance of the fleet's sunset, given the current timeline for delivery of new long-haul airliners from both major planemakers. The 47 aging widebody jets will also receive a final round of upgrades before retirement in the 2030s. American is considered likely to purchase both the 787 Dreamliner, which is already flying a number of, and the A350, for which it inherited an order from US Airways. That order carried over from the 2013 merger, but it was canceled in 2018 when the 787-8 and 787-9 deliveries began, according to Airline Geeks. The 70 Dreamliners in service may influence the final decision based on operating commonality. However, AA's 2024 procurements, divided between Boeing, Airbus, and Embraer, show that it is not afraid of fleet diversification. The 280-seat 787-9 offers the closest match in capacity to the 273-seat 777-200ER, while both the 787-10 and A350-900 would bring a 10% or higher step up. Both the A350-1000 and 777X are unlikely if American is seeking an airframe with approximately equivalent specifications because they can each carry more than 100 additional seats. The recent Increased Gross Weight upgrade to the new 787s has also improved payload and range, positioning the Dreamliner as a very attractive platform. Isom was quoted as giving this remark to shareholders in coverage by Airline Geeks: “We’ve been making several long-term investments to improve the business. (...) Given the long lead times associated with widebody deliveries and expected Boeing 777 retirements in the 2030s, now is the right time to define what comes next as we continue to expand and modernize our internationally capable fleet.” The Appeal Of An All-Dreamliner Flightline The outgoing 777-200ERs currently fulfill the role that Boeing tailored its Dreamliner lineup to fulfill. The 787-8 and 787-9 can both serve high-density hubs efficiently as well as fly 'long and thin' routes with superior profit margins to legacy airframes. This is the same mission set that the aging 'triple sevens' have fulfilled for over two decades. More 787-9s or the IGW-upgraded 787-10 with extra range would be able to seamlessly fulfill the same role. The main benefit of buying more Dreamliners is the overlap in both ground service and flight deck ops. Pilots can cross-rate on the different variants of the 787 relatively easily and cheaply, which then allows them to pilot any one of the three as the needs of the airline require. Similarly, flying three models of the same Boeing widebody series means a streamlined supply chain and simpler staffing burden thanks to overlapping maintenance training. The planes have been so successful that they have set the record for best-selling widebody of all time, and American still has a backlog for Dreamliners to this day. Aero Time reports that American currently has 19 787-9 aircraft on order, along with options for 28 more. The upcoming batch includes the new 'premium-heavy' 787-9P configured aircraft. Fleet Diversity Strengthens Airline Operations It may seem like an easy choice for American to go all-in on the Dreamliner, but history has shown how a fleet with some variety in aircraft types can be a major operational benefit when unexpected challenges arise. The best example is how the global Boeing 737 MAX fleet grounding gutted the narrowbody availability of many carriers that heavily rely on them. In addition to Southwest and Alaska Airlines, which only fly single-aisle jets from the 737 family, American was also impacted on a large scale. If AA were to acquire around 50 A350-900s, that would split the widebody fleet relatively evenly between next-gen twin-aisles of both major makers. There has been no indication that the 787 fleet may suffer any similarly far-reaching issues like the 737 MAX, but there is always some risk of such a recall or mass grounding unfolding. For instance, on June 4, a one-year-old Lufthansa Boeing 787-9 suffered a spontaneous nose gear collapse while parked at Frankfurt Airport (FRA), injuring crew and ground staff. While investigators determine if this was a maintenance mishap or a mechanical design flaw, any hint of a wider systemic issue gives the FAA reason to halt new aircraft deliveries. https://simpleflying.com/american-airlines-talks-airbus-boeing-replacement-aging-777-200ers/ Aircraft Structures Part . Safe Life or Fail Safe. June 12, 2026, ©. Leeham News: We do a series on aircraft structures and how they have shaped the way our airliners transport us around the world today. We looked at material fatigue in the last Corner, which has been a major problem for aircraft structures since the early days. The problem increased since the introduction of pressurized cabins after the Second World War, as the fuselage structure is then stressed with each flight. The fatigue problem has influenced airframe structural design in several ways. It has governed the material choice for different parts of the aircraft and also the design philosophy. The Material Choice The Comet was developed using Safe Life as the design principle. This assumes that the structural integrity can be estimated and tested to ensure there is no critical structural failure during the airplane’s operational life. From the idea that the fatigue life of a structure could be verified by a static high-load test, the science advanced to an understanding based on fracture mechanics. The typical static strength behavior of a metal material is shown in Figure 2. The metal is elastic according to the Yong’s modulus until the Yield Strength is reached. Then it deforms plastically until the Ultimate Strength, after which it enters a fracture phase. The static yield strength of 2024-T3 aluminum is about 50 ksi (ksi = 1,000 psi), and that of the most common 7000 series, 7075-T6, is 75 ksi. Once the structure is subject to a cyclic load, most of the time superimposed on a more static one (like for a fuselage, where we have the load of supporting the fuselage functions from the wing lift force, with the pressure cabin load superimposed), the strength picture changes. When designing with 2024-T3, the stress that a designer can use drops from the static yield strength of 50 ksi to below 20 ksi if he designs for a Safe Life of 100,000 cycles (today’s airliners typically design for 50,000 to 80,000 cycles, and you need a margin). If he has a mean stress from, e.g., flight loads on a fuselage skin, the curve changes. The possible cycle stress is now lowered by the mean stress level, Figure 4. In the S-N diagram, the top curve shows the mean stress of 20ksi plus a superimposed cyclic load. At 100,000 flights, only about 13 ksi remains for the cabin pressure cycle. The stress intensity factor (Kt) in the diagram represents the stress intensity near the tip of a crack or notch. It is a central theoretical construct in fracture mechanics, used to estimate fatigue life and damage tolerance. An S-N diagram for 7075-T6 (a typical high-strength aluminum alloy) starts higher due to its 75 ksi yield strength, but drops below 2024 after more than 10,000 cycles. As it has stress-corrosion problems that further reduce fatigue strength (airframes traveling up and down have a lot of condensation moisture trapped in the structure), designers predominantly use 7075-T6 and variants in compression situations or in non-critical fatigue applications, such as parts with redundancy, i.e., the design is Fail Safe. The characteristics of the alloys and their fatigue behavior have led civil airliner airframe designers to select materials as shown in Figure 1. Observe that the fuselage skins and the lower wing skins, which are subject to flight-cycle tension stress, use 2024 or its derivatives. For parts in compression, such as the wings’ top skins or the keel beam, or for less fatigue-critical parts (stringers, etc.), 7075 and its modern derivative, 7050/55, are used. Safe Life Design or Fail Safe Despite vastly improved methods for forecasting fatigue margins and life, the Safe Life design method used for the Comet has been replaced by the Fail Safe method for most structural areas. Fail Safe means the load-carrying parts are designed with a redundant load path, together with a maintenance inspection program that shall detect a cracked or failed primary part before the Fail Safe design is compromised. A Fail Safe design of a structure is heavier, which is why the Comet was designed with Safe Life, as the jet engines at the time made the aircraft underpowered for takeoff. For areas that cannot be designed as a Fail Safe, a Safe Life must be designed with extensive knowledge of the load cases, etc., and a life limit for replacement of the part when it has reached the limit. The two aluminum types, 2024 and 7075, along with their derivatives, have been the main structural materials for airframe structures since the 1950s, with steel and titanium substituting when stresses are higher, need to be handled in confined spaces, or when temperatures are high. Examples include landing gear, flaps, and engine attachments. Since the 1980s, there have been developments in lighter aluminum alloys that use lithium as an alloying element, as it has a low density. It produces a stronger, stiffer, and lighter material, but the lithium complicates the manufacturing due to health risks from inhaling drill dust. Due to its weight advantages, it’s been used for the fuselage skins of the Airbus A220. The alternative to homogeneous materials like aluminum alloys, titanium, and steel is a composite material. It’s a subject all in itself, as composites have very different material characteristics. https://leehamnews.com/2026/06/12/bjorns-corner-aircraft-structures-part-4-safe-life-or-fail-safe/ ISASI 2026 - TECHNICAL PROGRAM NOW LIVE! Greetings ISASI Members & Supporters! As a reminder, registration is officially open for ISASI 2026! The current website pricing reflects the Early Bird discount, which expires on June 30, 2026. (There was a date error in my previous email, but the website was correct.) Remember, the hotel group booking link is also active. Don't delay, register for the Seminar (and save some money), and book your hotel today! I am pleased to announce that this year's Technical Program is now live on the website and can be viewed by clicking the button below. The Technical Program Committee, under the direction of Erin Carroll, has assembled a world-class collection of presentations and there are topics that will be of interest to all attendees. I look forward to seeing you in Boston at ISASI 2026! View Technical Program Register Now! Sincerely, Patrick Lusch International Seminar Chair patrick.lusch@isasi.org Graduate Research Request Dear Pilots, My name is Giada Palusci, and I am a Master’s student in Clinical and Health Psychology at the University of Chieti-Pescara, Italy. As part of my thesis, I am conducting research on Fatigue Risk Management, with a particular focus on the relationship between sleep, jet lag, and work rosters among commercial pilots. Aviation safety depends heavily on the human element, and direct insights from flight crews are essential to better understand current operational challenges. If you are a commercial pilot, I would be extremely grateful if you could spare a few minutes to complete this short, anonymous, and confidential survey. Survey Link: https://qualtricsxmbhmnrhr9l.qualtrics.com/jfe/form/SV_esP9sU63Y7tM9LM Upon completion of the study, I will be happy to share the final results with Dr. Lewis and the broader aviation community. Thank you very much for your time and for your continued commitment to advancing aviation safety. Kind regards, Giada Palusci CALENDAR OF EVENTS .2026 FAA-EASA International Aviation Safety Conference — June 16-18, 2026, in Chantilly, Virginia, with the theme “Safety Together: Innovation, Integration and Trust.” https://www.easa.europa.eu/en/newsroom-and-events/events/2026-faa-easa-international-aviation-safety-conference . Aircraft Fire Hazards, Protection, and Investigation Course 7 to 9 July 2026; Woburn MA 01801 USA : APSCON/APSCON Unmanned 2026 – Ft. Lauderdale, FL - July 13-17, 2026 . EAA AirVenture Oshkosh - July 20–26, 2026 . ICAO/EASA Third Global RSOO/RAIO Forum for Aviation Safety — September 29–30, 2026, in Georgetown, Guyana., https://www.icao.int/events : Aircraft Cabin Air International Conference - 22-23 September 2026 . IATA World Maintenance & Engineering Symposium (23-25 June, Madrid, Spain) . ISASI - BOSTON 2026 - September 28, 2026 – October 2, 2026 . Global Aviation Conference Frankfurt- 29-30SEP2026 - Frankfurt, Germany . 2026 NBAA Business Aviation Convention & Exhibition (NBAA-BACE) Oct. 20-22, 2026 | Las Vegas, NV . 2027 ACSF Safety Symposium - April 6-8, 2027 - ERAU Daytona Beach, FL Curt Lewis