Flight Safety Information  - July 16, 2026    No. 139
 

In This Issue

: Incident: BAW A320 at London on Jul 15th 2026, nose wheel steering problem

: Boeing’s ‘airplane that never flies’: Exclusive look at how the 777-9 is pushed through three lifetimes
 
: Israel extends ban on flights to Dubai as foreign airlines continue to avoid Middle East

: EASA unveils biggest flight simulation overhaul in decades

: Safety management systems reach the aerospace factory floor

: NTSB Focuses on Engine Generator in Fatal Laredo Citation Crash

: Irish airline Aer Lingus plans 500 job cuts as fuel prices soar

: GE Aerospace lifts 2026 forecast as airlines keep up maintenance spending

: United Airlines anticipates $6 billion in added fuel costs this year

: Boeing nears approval of 737 MAX anti-ice fix, paving way for deliveries

: Calendar of Events


 


 


 


Incident: BAW A320 at London on Jul 15th 2026, nose wheel steering problem

A BAW British Airways Airbus A320-200, registration G-GATS performing flight BA-2673 (dep Jul 14th) from Palma Mallorca,SP (Spain) to London Gatwick,EN (UK), was on approach to Gatwick's runway 08L when the crew entered a hold due to a nose wheel steering issue. The aircraft subsequently continued for a safe landing on runway 08L but became disabled on the runway.

As result 9 other flights needed to declare fuel emergency and divert.

The aircraft is still on the ground in Gatwick about 7.5 hours after landing, a number of sectors planned for Jul 15th 2026 were cancelled.

Due to works in progress the main runway 08R/26L was closed over nights.

https://avherald.com/h?article=53bd6c34&opt=0

 


 


 


Boeing’s ‘airplane that never flies’: Exclusive look at how the 777-9 is pushed through three lifetimes

Boeing’s full-scale fatigue test 777-9 aircraft has already completed more than 63,000 simulated flights.

EVERETT, Wash. — Every few minutes, a Boeing 777-9 suspended inside a massive steel test rig at company's Everett facility experiences another flight, despite never taking off or carrying passengers. 

Instead, Boeing built the aircraft to spend years being pushed, pulled and bent so engineers can study how the 777-9 will withstand decades of commercial service.

“We cycle the airplane just like what you’ll see in a flight,” said Tresha LaCaux, Boeing’s vice president and chief project engineer for the 777-9 program.

More than 190 hydraulic load systems repeatedly apply force across the airframe, bending the wings, moving the tail and flexing the fuselage. The test recreates real-world conditions including gusty winds, pilot maneuvers, landings and cabin pressurization.

“Just like when you take off, you pressurize the fuselage, and so that’s what’s happening. That’s what you’re hearing,” LaCaux said.

Each test cycle recreates an entire flight from the ground to the air and back again.

“A full ground-air-ground cycle, so that’s everything from taxiing to the gate, to cruise, to landing and taxiing back at the gate again,” LaCaux said.

Boeing said the simulated flight profiles can last anywhere from five minutes to a full day. Each one can include preflight ground operations, taxi, takeoff, climb, cruise, descent, approach, landing and a return to the terminal. 

The test aircraft has already completed more than 63,000 simulated flight cycles out of 120,000 planned. Boeing said the goal is to test the airframe through the equivalent of at least three lifetimes, allowing engineers to study structural durability and validate inspection and maintenance procedures before issues could appear in passenger service. 

“We do this to do real-world scenarios of full-scale cycling of the aircraft,” LaCaux said. “With already one full lifetime behind us, we have high confidence in the 777-9 going into service.”

The aircraft itself is 229 feet long with a wingspan of 235 feet. The surrounding test rig stretches 252 feet long, 248 feet wide and more than 78 feet high. Boeing said the fixture weighs approximately 3.5 million pounds. 

Getting the full-size aircraft into that fixture was its own engineering challenge.

“It took a one-mile journey from the production facility, and it took us about three hours to maneuver the aircraft all the way here,” LaCaux said.

Boeing said moving the airframe required nearly a year of planning. It traveled on a transport module supported by 96 tires before crews positioned it within one-tenth of an inch of a laser-marked centerline inside the test rig. 

“Our teams were able to get it set within the test fixture within a tenth of an inch, which just really highlights the precision and the care our teams really have for this test,” LaCaux said.

The testing also provides an up-close look at some of the 777-9’s most significant design changes.

“The real standout that you can see behind me, it’s that composite wing,” LaCaux said.

At 235 feet, Boeing says it is the largest wing the company has ever built. The final 11 feet on each side form folding wingtips designed to fold upward while the airplane is on the ground.

LaCaux said those folding tips are the “star of the show” because they allow the 777-9 to fit at existing 777 gates without requiring airports to rebuild their infrastructure.

In flight, the tips fold down, allowing the airplane to benefit from the aerodynamics of a larger wing.

LaCaux called the design “an absolute game changer,” saying it gives airlines the aerodynamic and fuel-efficiency benefits of a larger wing while preserving compatibility with existing airport gates.

The 777-9 is nearly 10 feet longer than the 777-300ER and is designed to carry 34 more passengers. Boeing said passengers will also see a larger cabin and bigger windows.

“The 777-9 brings forward many innovations, and it is our largest, most fuel-efficient twin-engine jet that Boeing has ever built,” LaCaux said. “That’s real airline savings, as well as a meaningful environmental benefit.”

Boeing said it has more than 650 orders for the broader 777X family and expects to make the first 777-9 delivery in 2027.

LaCaux said the folding-wingtip concept will not end with this aircraft.

“No, it’s not going to be the last,” she said.

https://www.king5.com/article/news/boeings-airplane-that-never-flies-exclusive-look-at-how-the-777-9-is-pushed-through-three-lifetimes/281-64f021c3-f4ce-43d0-ab76-9700518830cf

 






Israel extends ban on flights to Dubai as foreign airlines continue to avoid Middle East

Israel has extended the ban on flights to Dubai until the end of October, as many international airlines continue to suspend operations or reduce service to the United Arab Emirates (UAE) due to the security situation in the Middle East. 

The extension comes amid concerns over escalation between Iran and the US, which continues to affect aviation activity in the Middle East.

While Israeli airlines still cannot operate direct flights to Dubai, local carriers such as flydubai and Etihad continue to operate most of their flight routes. However, they are also advising passengers to check their flight status before arriving at the airport, as route changes and congestion may cause delays. 

Foreign airlines avoid multiple Middle Eastern countries
Israeli airlines are not the only carriers still waiting to return to normal operations. Many international airlines have extended the suspension of flights to the UAE, including Lufthansa, British Airways and Cathay Pacific.

The European Union Aviation Safety Agency (EASA) continues to recommend that airlines avoid flying through the airspace of Iran, Iraq, and Lebanon until at least the end of August. Although there is currently no recommendation to avoid flying over the UAE itself, many airlines continue to conduct independent risk assessments and route around certain areas, which extends flight times and sometimes leads to delays in both direct and connecting flights. 

Passengers planning to fly to Dubai or travel through it in the near future are advised to follow airline updates even after completing check-in, to confirm the status of any connecting flights and to arrive at the airport earlier than usual.

Aviation industry officials stress that schedules may still change at short notice depending on security developments in the region.

https://www.jpost.com/middle-east/article-902461

 






EASA unveils biggest flight simulation overhaul in decades

The European Union Aviation Safety Agency (EASA) has unveiled a sweeping new regulatory framework for Flight Simulation Training Devices (FSTDs), marking the most significant reform of flight simulation qualification in Europe in decades.

Introduced through Regulation (EU) 2026/781 and supported by Certification Specifications (CS-FSTD Issue 1), the new framework shifts the focus from fixed simulator types and qualification levels to a flexible, capability-based system that reflects what training devices can actually do.

The move is designed to modernise pilot training, encourage innovation and ensure qualification standards keep pace with advances in simulation technology.

Flight simulation training devices are a cornerstone of aviation safety, allowing pilots to train, practise and maintain their skills in realistic conditions while improving training efficiency and reducing both environmental impact and operational risk.

“Flight simulation has transformed pilot training over the past decades and will continue to play a central role in the future of aviation,” said Francesco Gaetani, EASA’s Flight Standards Director.

“The new framework creates a modern, flexible system that reflects what training devices can actually do rather than how they have traditionally been classified. It supports innovation, enables new technologies to be integrated into training, and helps ensure pilots continue to receive effective, high-quality training in an evolving aviation environment.”

A key feature of the framework is the new FSTD Capability Signature (FCS), a standardised way of describing a simulator’s capabilities using defined FSTD features and fidelity levels. The rules also introduce qualification requirements and guidance for emerging technologies, including touchscreen flight deck interfaces and extended reality (XR) applications.

The framework further introduces an optional task-to-tool training methodology, enabling Approved Training Organisations (ATOs) and operators to match the most appropriate simulation device to specific training objectives. The approach offers greater flexibility in designing training programmes while maintaining high safety standards.

https://avitrader.com/2026/07/16/easa-unveils-biggest-flight-simulation-overhaul-in-decades/

 






Safety management systems reach the aerospace factory floor

Aviation has long operated on the principle that safety is not an outcome but a discipline: a structured, living system embedded in every decision, process and person. In the domain of flight operations and maintenance, safety management systems have been a regulatory cornerstone for years. But a new frontier opened more recently in the regulatory environment overseen by the European Union Aviation Safety Agency (EASA) when safety management system requirements were extended to initial airworthiness and production organizations in March 2025.

For both large and small manufacturers supplying the aerospace industry, safety management systems (SMS) are far more than a compliance exercise. The concept is a fundamental shift in how safety is understood, owned and operationalized across different organizations and complex and highly interdependent supply chains.

In practice, introducing an SMS impacts several aspects of aerospace manufacturing, from the early stages of regulatory preparation and organization-wide training through to the integration of safety data with quality management and the cultivation of a safety culture on the production floor. The experience of tier one supplier FACC, which designs, supplies and maintains lightweight aerostructures, illustrates both the complexity and the opportunity that SMS brings to aerospace manufacturing.

Implementation journey
According to Patrizia Schultes, safety manager at FACC, the new regulation mandating SMS in the context of initial airworthiness had been on the horizon for some years: “Overall, the journey to SMS has been long, but in terms of initial airworthiness, only a few years have passed. During this time, we began training the core team to implement the SMS. Starting from this foundation, we followed the regulation and defined all the necessary specifications, processes and tools. A two-year transition period ended in March 2025. Before then, we conducted our usual periodic audits, which covered processes, training, policies and everything associated with SMS.”

A major tenet of SMS is understanding that risks rarely arise from isolated errors, but rather from a gradual shift in perspective, where subtle deviations from daily routines become the new accepted norm. Schultes says, “We focus on hazards such as the omission of intermediate process steps, insufficient knowledge transfer related to new or updated processes or the reduction of standardized processes, that might otherwise go unnoticed.

“To mitigate these risks, our SMS synthesizes data from easily accessible reporting platforms, audits and direct feedback from the production floor. We view safety performance indicators, such as overtime trends or error rates, as critical leading indicators, allowing us to intervene before a supposedly standard practice turns into an event.”

FACC employs around 4,000 people, so after the SMS was approved, training required a major initiative. “Since the implementation in March 2025, we have been analyzing internal matters while simultaneously monitoring external events to assess if they could impact safety, from an engineering, maintenance and production perspective,” says Schultes.

“Our reporting system allows employees and colleagues to voluntarily and confidentially report events that occur in their work areas. This is the primary mechanism through which we manage safety. We have also established our own Safety Centre and considerable work has been done to implement it.”

At FACC, the SMS is integrated through a digital reporting platform, ensuring that safety-related data and activities flow as effectively as possible across various organizational areas.

Schultes says, “A key element of this integration is our audit system, in which results are systematically entered into the SMS to trigger preventive actions, before risks manifest themselves at the operational level.”

FACC has found that the main challenge lies not in the technical interface, but in the methodological integration of quality and safety.

“We ensure that both systems are integrated yet well-defined, allowing us to identify which quality deviations pose safety risks and vice versa, ensuring that appropriate corrective measures translate into processes within quality management or other systems,” Schultes says.

Human factors
An integral part of the internal training routine, human factors considerations are constantly updated, based on identified safety risks. “The Safety Centre, operating within the FACC Academy, serves as a central hub for strengthening safety awareness through interactive training courses and specific case studies for all our personnel. It strengthens individual responsibility, recognizing that the human factor is the decisive element in safety,” says Schultes.

“Special attention is paid to the role of management in influencing the work environment,” she adds. “Specific risks, such as fatigue and information loss, are managed through shift handovers with personnel overlap and work models developed with occupational psychologists. Periodic safety reviews provide insights for further necessary adjustments, taking human factors into account,” Schultes says.

Every employee goes through the Safety Centre, with new hires introduced to safety content through an interactive experience at an Advocacy Centre that helps them integrate the information into their daily work, she says.

Schultes says, “We receive a lot of positive feedback from front-line personnel, those directly involved in production, about their involvement with SMS. The system creates a sense of empowerment. People feel they are part of a single team and can make a difference together. The cultural shift takes time, but we can already see the first results of this initiative and the commitment to living by these values.

“People interact with the system, which is becoming increasingly ingrained in their mindset because we actively and intensively promote it, integrating it into every aspect of our work. Employees are actively involved in the analysis and lessons learned, and we keep them constantly informed about our activities.”

Data and interventions
Safety data are translated into concrete actions through a structured analysis process. Risks are assessed by safety action teams and overseen by the safety review board, ensuring that safety decisions remain independent of production pressures. All stakeholders are involved, with the aim of achieving a shared understanding of the influencing factors. Systemic improvements, such as process redesign, can take several weeks or months.

However, high-severity risks trigger immediate interventions, such as suspending operations or making rapid procedural changes. These can be implemented in a matter of days or even hours.“Well-defined analysis processes, open risk communication and strong involvement of affected departments ensure that continuous improvement initiatives are accepted and implemented,” says Schultes.

“We have also created an entire company magazine dedicated to the topic of safety, primarily to raise awareness and promote the topic among our customers, and to illustrate how important we consider it.”

A model for safety
Data from FACC’s annual financial report indicates a measurable reduction in work-related accidents following SMS implementation. The number of recorded accidents decreased from 67 in 2024 to 50 in 2025, reflecting a clear downward trend coinciding with the introduction of the SMS.

While multiple factors may contribute to such improvements, this reduction offers a tangible indication of the positive impact that a structured, organization-wide approach to safety management can deliver.

FACC’s experience offers a powerful illustration of what SMS maturity can look like in a production environment. What began as a regulatory obligation has evolved into a structured, organization-wide commitment to identifying hazards before they become events, and to treating safety as a shared responsibility rather than a management directive. Bridging the gap between quality and safety, and sustaining engagement beyond initial implementation are challenges that any production organization will recognize. The cultural shift, in which employees feel empowered to contribute to safety, takes sustained investment and visible leadership. When implemented with genuine intent, SMS can become one of the most powerful levers for operational excellence available to an organization in the aerospace supply chain.

For the wider industry, the question now is how quickly and how seriously to embrace the cultural transformation that SMS requires.

https://www.aerospacetestinginternational.com/features/safety-management-systems-reach-the-aerospace-factory-floor.html

 







NTSB Focuses on Engine Generator in Fatal Laredo Citation Crash

Preliminary investigation of NetJets accident reveals failed right engine starter generator after reports of unusual in-flight vibrations.

Key Takeaways:
Pilots aboard the Cessna Citation Latitude that crashed in Laredo, Texas, in June reported detecting an unusual vibration in the aircraft shortly after takeoff from Los Cabos, Mexico (MMSD), according to the preliminary report from the National Transportation Safety Board (NTSB). 

The aircraft, owned by fractional ownership company NetJets, was heading for Austin, Texas, when the flight crew notified the NetJets flight operations duty manager (FODM) about what they described as a “low frequency vibration and a humming noise. It sounds like a fan is on.”

The pilots stated they could feel it in the dashboard, saying it was steady during the climb but went away when the aircraft entered cruise flight. According to the NTSB report, NetJets maintenance control joined the call. 

The captain stated that the vibration was “intermittent for a while, and now it is gone.”

“During the discussion, the flight crew received a Crew Alerting System (CAS) message related to the Air Data Computer (ADC), ‘BOTH ON ADC 1.’ The maintenance controller suggested that the vibration might be caused by an avionics cooling fan in the forward instrument panel. This idea was reinforced by the CAS message.”

The captain noted the vibration appeared to be cycling on and off, and asked if the vibration could be the ADC related to the fan. The crew continued to troubleshoot the issue, accomplishing the quick reference handbook procedure for the CAS message, and subsequently cleared the message.

“After further discussion with the maintenance controller and FODM, it was determined that the flight could safely proceed to its planned destination and write up the vibration once the flight was completed,” the report said.

Around 10 p.m. CDT, as the airplane approached the U.S.-Mexico border, the flight crew received a “FUEL BST PUMP ON R” CAS message, which indicated the right fuel system had low fuel pressure. A few seconds later they received a “FUEL PRESS LOW R” CAS message, which indicated that the right fuel system pressure was low.

Approximately three minutes later, two more CAS messages were displayed: “ELEC TRU FAIL R” and “WSHLD HEAT INOP R”. Eleven minutes later, a “FUEL LEVEL LOW R” message was displayed.

The flight crew declared an emergency with the Monterrey (Mexico) Area Control Center and was subsequently handed off to Houston Air Route Traffic Control Center (ARTCC) as they entered U.S. airspace.

On the initial check-in with the Houston ARTCC, the flight crew reported a generator failure and “multiple other failures,” and issues including “fuel level low.” The crew requested to divert to Laredo International Airport in Texas, and were cleared to KLRD via radar vectors. When asked if they were ready for the approach or if they needed time to execute checklists, the flight crew stated that they were ready and requested a visual approach to a 5-mile final for Runway 36L.

Houston ARTCC gave the crew a right 270-degree turn to allow them to lose altitude and get established on a 14-mile final to Runway 36L.

The flight crew made contact with the tower at KLRD. While the airplane was on final approach, the right engine flamed out, followed a few seconds later by the left engine. The first officer, who was the pilot monitoring, asked ATC, “Is there a field off to our right?” ATC replied, “Negative, there are no other fields next to you.” The first officer then asked if there were any open pastures or fields to their right and ATC replied, “It’s just going to be the main highway, and that’s just about it.”

The NTSB reports that video collected from several security and doorbell cameras show the airplane was on fire as it was on final approach.

The flight touched down on the northbound lanes of Texas State Highway Loop 20, approximately 1 mile southeast of the airport. There was vehicular traffic on the road at the time.

The jet sheared off several light poles and struck a vehicle before coming to a stop, straddling the edge of an overpass. The airplane came to rest laying on its right side with the rear cabin emergency exit on the ground and the main cabin door exit oriented upward.

Good samaritans and law enforcement rushed to the burning wreckage, trying to break the windows to rescue the people inside. Eventually they were able to force open the main cabin door to rescue the five occupants. Local media reported there was a minor injury to a motorist and to police officers who assisted in the rescue.

There were five minor injuries and one serious one to the occupants of the aircraft. The one fatality was identified as Joshua Baer, co-founder and CEO of Capital Factory, an Austin-based company created to help local entrepreneurs launch and grow businesses in Texas. Baer spent 20 years making Capital Factory one of the Lone Star State’s most influential startup incubators and venture networks, connecting founders with investors, mentor, and corporate partners.

Investigators Focus on Right Engine
The wreckage was moved to a hangar for study. During the teardown of the engines, the NTSB investigation found the right engine starter generator was missing multiple screws from the outer housing.

The starter generator interval overhaul was 1,200 hours, with the last one performed April 25, 2025. NTSB investigators noted the unit had 57.2 hours of time remaining until its next overhaul.

Agency investigators removed the starter generator and found its shaft was bent and the cooling fan fractured. Multiple cooling fan blades and ball bearings were found when the generator was removed. There were circumferential scoring marks in the cooling fan shroud.

The fuel tube assembly, starter generator, and multiple components were sent to the NTSB Materials Laboratory in Washington, D.C., for further analysis.

The NTSB stressed that this information on the accident is preliminary. The final report is still several months away.

The complete NTSB preliminary report can be found here.

https://www.flyingmag.com/ntsb-focuses-on-engine-generator-in-fatal-laredo-citation-crash/

 






Irish airline Aer Lingus plans 500 job cuts as fuel prices soar

LONDON, July 16 (Reuters) - Irish airline Aer Lingus could cut up to 500 jobs as part of a reorganisation, it said, citing high costs and a challenging economic ‌environment as the sector grapples with surging oil prices due mainly to the U.S.-Iran war.

The airline, which has already cut senior management roles by a quarter, plans to reduce wider employee costs by about the same ⁠level while making network changes to remove lower margin flying, it said in a statement on Thursday.

That would lower overall flying by 6%, including some long-haul and short-haul routes, it said, adding that it was also focused on reducing supplier costs.

The measures come after its parent company, London-listed IAG (ICAG.L), opens new tab, issued a profit warning in May, cautioning that high jet fuel ‌costs ⁠and supply disruptions due to the war would weigh more heavily on earnings than previously expected.

"Our accelerated transformation aims to ... ensure the airline is a strong investment case and able to weather the ⁠turbulence in our industry," Aer Lingus Chief Executive Lynne Embleton said in Thursday's statement.
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The airline, which operates over 100 routes between Europe ⁠and North America, is aiming for an operating margin of 12%-15% over the medium term to attract investment, it ⁠said.
Its 2025 operating margin of 11.1% compared with margins of more than 15% at fellow IAG-owned airlines British Airways and Iberia.

https://www.reuters.com/business/world-at-work/irish-airline-aer-lingus-plans-500-job-cuts-fuel-prices-soar-2026-07-16/

 






GE Aerospace lifts 2026 forecast as airlines keep up maintenance spending

Summary
GE expects 2026 adjusted profit of $7.65 to $7.85 per share
Commercial engines & services adj. revenue rose to $9.7 billion
Second-quarter profit and revenue beat estimates

July 16 (Reuters) - GE Aerospace (GE.N), opens new tab raised its 2026 ‌profit forecast on Thursday, as spending from airlines on aftermarkets services and parts remained resilient despite higher fuel prices and fewer flight departures.

Airlines worldwide have been forced to tighten spending and trim capacity to protect fares as the war in Iran disrupts global oil shipping routes, driving up jet fuel prices and adding fresh cost ⁠pressure.
The Reuters Iran Briefing newsletter keeps you informed with the latest developments and analysis of the Iran war. Sign up here.

GE Aerospace's services arm is closely tied to aircraft departures, since increased flying drives engine wear and maintenance demand.

Still, the company has said any drag on services revenue and profit this year is likely to be muted, as much of its 2026 shop-visit work is secured and spare-parts demand continues to exceed available supply.
The jet-engine maker expects an adjusted profit per share in the range of $7.65 to $7.85 for 2026, compared with $7.10 to $7.40 forecast earlier.

GE Aerospace shares have largely outpaced the benchmark S&P 500 index this year
GE Aerospace shares have largely outpaced the benchmark S&P 500 index this year
"While the environment remains dynamic, aftermarket demand has been resilient," CEO Larry Culp said in a call with analysts on ‌Thursday.

Jet ⁠fuel prices have eased from the highs reached earlier this year but remain above levels seen before the war. Shares of the company were down about 2% in premarket trading.

The engine maker commands the narrowbody jet engine market through CFM International, its joint venture with France's Safran, while also ⁠holding a strong widebody franchise, with parts and services making up for more than 70% of commercial engine revenue.

Quarterly adjusted revenue from its commercial engine and services unit rose 27% to $9.7 billion from a ⁠year earlier. In 2026, it expects CES revenue to grow by about 20%, compared with its prior outlook of mid-teens percentage points.

The company reported a second-quarter adjusted profit of $2.02 per ⁠share, compared with analysts' estimates of $1.86, according to data compiled by LSEG. Total adjusted revenue of $12.63 billion beat expectations of $11.86 billion.

https://www.reuters.com/business/aerospace-defense/ge-aerospace-lifts-2026-forecast-airlines-keep-up-maintenance-spending-2026-07-16/

 






United Airlines anticipates $6 billion in added fuel costs this year

United Airlines on Wednesday said it expects to spend an additional $6 billion on jet fuel, the second-highest cost for airlines after labor, this year, based on Tuesday's crude oil prices. 

The airline said in its second-quarter earnings release that it had already spent an extra $2.3 billion on fuel in the second quarter, or 84% more compared to the same period a year earlier. Higher air fares for customers have helped airlines, including United, offset some of the uptick in fuel prices, as consumer demand for air travel remains robust. 

Delta Air Lines last week also said as it reported its second-quarter earnings that demand remains strong even as the carrier raised fares to offset higher fuel costs. As such, it doesn't expect to cut ticket prices anytime soon.

"Airfares are a function of supply and demand. The demand set is really strong and the supply is in balance," Delta CEO Ed Bastian told CNBC. In the same interview, Bastian noted that Delta customers tend to be on the upper end of the K-shaped economy. 

Like United, Delta's own jet fuel costs spiked, too. The airline spent $4.4 billion on fuel in the second quarter, up 77% from the same period one year earlier. 

The price of jet fuel hit a record high of nearly $5 in April amid an ongoing war between the U.S. and Iran, according to the Argus U.S. Jet Fuel Index. On Tuesday, the price stood at $3.64 a gallon, according to the index.

Other major U.S. carriers will report earnings later this month. 

In addition to raising airfares, airlines have responded to high fuel costs by temporarily cutting inefficient routes, tacking on jet fuel surcharges to ticket prices, or in some cases, raising checked bag fees. 

https://www.cbsnews.com/news/united-airlines-jet-fuel-spend-6-billion/

 








Boeing nears approval of 737 MAX anti-ice fix, paving way for deliveries

Summary
MAX 7 and 10 versions cannot be certified until system fixed
Operating MAX planes will need to be retrofitted with new system
MAX 10 is 98% through certification flight testing, executive says
SEATTLE, July 16 (Reuters) - Boeing (BA.N), opens new tab is in the final stages of getting regulatory certification for an engine anti-ice system fix for its 737 MAX jetliner, company executives said, paving the way for the long-delayed MAX 7 and 10 versions to enter ‌service.

The redesign addresses an issue that could cause overheating and possible engine failure and has been the biggest obstacle to certification of the smallest and largest versions of Boeing's best-selling jet.
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Boeing has already built about 30 MAX 7s and nine MAX 10s awaiting delivery, according to aviation analytics firm Cirium. The larger MAX 10 accounts for at least 28% of outstanding MAX orders.

The U.S. Federal Aviation Administration said in May it expected to certify the smaller 737 MAX 7 this summer. Southwest Airlines (LUV.N), opens new tab is the biggest customer for that version.

The more profitable MAX 10 is 98% through certification flight testing, executives told ⁠reporters ahead of next week's Farnborough Airshow.

"We have two flight tests left, and we should be done real soon here," said Chris Payne, Boeing vice president and general manager for 737 MAX development programs.

YEARS BEHIND SCHEDULE
Certification of the MAX 7 and 10 is years behind schedule, which has allowed European planemaker Airbus (AIR.PA), opens new tab to expand its lead in the narrowbody market.

Boeing has had to work through a more stringent certification process following two fatal MAX 8 crashes in 2018 and 2019, as well as scrutiny of the company's production and quality systems after a January 2024 mid-air cabin panel blowout on a nearly new Alaska Airlines MAX 9.

After the anti-ice system issue was discovered in 2021, regulators allowed the MAX variants already in service - the MAX 8, 8-200 and 9 - to continue flying and for Boeing to keep making them but delayed certification of the other versions.

The fix to the system also reduces engine noise and mitigates fan flutter, based on testing at GE ‌Aerospace's (GE.N), opens new tab facility ⁠in Ohio, said Mike Sinnett, Boeing's senior vice president of product strategy, product development and development programs.

"It was kind of win-win all around," he said.

The 737 MAX's LEAP-1B engine is produced by CFM International, a joint venture of GE Aerospace and France's Safran (SAF.PA), opens new tab.

For the existing MAX fleet, Boeing says most of the engine anti-ice retrofit can be done within a maintenance shift, but it also requires installing new wiring that is more invasive.

Executives said Boeing was working with regulators on a schedule that would allow airlines to make the ⁠repair when their planes are already in the hangar for heavy maintenance checks, reducing disruption and costs.
The MAX 10 will also introduce an updated flight crew alerting system, known as an enhanced angle-of-attack system, to meet safety requirements imposed by Congress following the two MAX crashes that killed 346 people and led to the model's 20-month grounding beginning in 2019.

The system ⁠simplifies flight-deck alerts resulting from a failed angle-of-attack sensor, which overwhelmed pilots with too much information before the planes crashed in Indonesia and Ethiopia.

The update is "an IOU from the return-to-service (requirements) after the very unfortunate accidents," said Bill Quashnock, Boeing's 737 deputy chief pilot.

All in-service 737 MAX jets will have the new system installed within ⁠two years after regulators certify it, he said.

Boeing is also more than 50% through certification flight testing for the 777-9 and is "on track" to start delivering the new widebody jet next year, said Terry Beezhold, Boeing vice president and general manager of the 777-9 program.

The company still has to complete several major certification requirements, including getting regulatory approval for long-distance flights with few airports in between.

https://www.reuters.com/legal/litigation/boeing-nears-approval-737-max-anti-ice-fix-paving-way-deliveries-2026-07-16/

 







CALENDAR OF EVENTS

: APSCON/APSCON Unmanned 2026 – Ft. Lauderdale, FL - July 13-17, 2026

. EAA AirVenture Oshkosh - July 20–26, 2026

. July 20-24, 2026 | Farnborough, UK - Farnborough Airshow 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

. 79TH ANNUAL INTERNATIONAL AVIATION SAFETY SUMMIT MONTREAL | NOVEMBER 10-12, 2026. 

. Airlines 2026 conference - November 11, 2026 (London)

. 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