Flight Safety Information - July 29, 2026 No. 147 In This Issue : Incident: Malta B738 at Madrid on Jul 27th 2026, bird strike : Incident: KLM B78X at Amsterdam on Jul 27th 2026, slat, flap, gear and steering problems : American Airlines flight makes emergency landing after 6 crew members report mysterious illness : Air transport unites to prevent runway incursions : Delta flight departing Atlanta involved in near miss with another Delta plane, FAA call reveals : TSA finds Civil War-era cannonballs in checked bag at Alabama airport : American Airlines nationwide ground stop lifted after IT outage disrupts flights : Airplane mode was never just about planes: it combines a 1991 FCC network rule with an FAA interference rule dating to 1961 : ATP Flight School Says Major US Airlines Target at Least 6,500 Pilot Hires in 2026 : Bombardier delivers 200th Challenger 3500 supermidsize jet : Boeing Q2 revenue tops estimates as jet deliveries climb, cash turns positive : Airbus A350 jet flies 24 hours nonstop from Australia to France : Calendar of Events Incident: Malta B738 at Madrid on Jul 27th 2026, bird strike A Malta Air Boeing 737-800 on behalf of Ryanair, registration 9H-QBI performing flight FR-2753 from Madrid,SP (Spain) to Milan Malpensa (Italy), was climbing out of Madrid's runway 36R when the aircraft collided with a vulture causing damage to the left hand engine (CFM56) inlet. The crew stopped the climb at 13000 feet and returned to Madrid for a safe landing on runway 32R about 20 minutes after departure. A replacement Boeing 737-800 registration 9H-QEY reached Milan with a delay of about 2:40 hours. https://avherald.com/h?article=53c62a4f&opt=0 Incident: KLM B78X at Amsterdam on Jul 27th 2026, slat, flap, gear and steering problems A KLM Boeing 787-10, registration PH-BKS performing flight KL-706 (dep Jul 26th) from Rio de Janeiro,RJ to Amsterdam (Netherlands), was on final approach to Amsterdam's runway 18R when the crew initiated a go around from about 800 feet reporting they had some problems with the flaps, the slats and the gear. The aircraft received delay vectors while working the checklists, the crew advised they were using the alternate gear extension. The crew later reported the good news they had now all gear down however now had nose wheel steering issues and needed assistance after landing. The aircraft landed safely on Amsterdam's runway 27 at a normal speed about 20 minutes after the go-around. The occurrence aircraft is still on the ground in Amsterdam about 27 hours after landing. https://avherald.com/h?article=53c62658&opt=0 American Airlines flight makes emergency landing after 6 crew members report mysterious illness American Airlines flight from Rome to Philadelphia makes emergency landing in Dublin after 6 crew members fall ill due to mysterious odor caused by an oven. An American Airlines flight from the US to Italy had to make an emergency landing after flight attendants fell ill due to a mysterious odor onboard. Flight 719 had been traveling from Rome to Philadelphia on July 25, when six out of the nine flight attendants began to feel dizzy, the carrier confirmed in a statement reported by People. Their affliction has been attributed to a "reported odor onboard caused by an oven," airline reps told the Post, although the exact nature of the stench has not been disclosed. Flight 719 had been flying from Rome, Italy to Philadelphia, when six out of nine flight attendants began feeling dizzy due to an odor caused by an oven. Carlos Yudica – stock.adobe.com Flight 719 had been flying from Rome, Italy to Philadelphia, when six out of nine flight attendants began feeling dizzy due to an odor caused by an oven. Carlos Yudica – stock.adobe.com However, the pilots decided to divert the Boeing 787, which was carrying 281 passengers, to Dublin, Ireland, three hours into the across-the-pond jaunt. Upon landing, the stricken personnel were tended to by emergency workers. "Paramedics met the aircraft at the gate out of an abundance of caution and the flight attendants and one customer were evaluated and subsequently released," an airline spokesperson Told the Post. They then provided "hotel accommodations" at no charge and rebooked the impacted travelers on flights to Philly the following day. "We appreciate the understanding of our customers and thank our team members for their professionalism," an AA spokesperson told The Post. Coincidentally, this isn't the first American Airlines flight to be plagued by foul fumes of late. In June, AA flight 5907 from Rochester, New York, to Philadelphia was diverted to Syracuse, NY following reports of noxious odors from the cockpit, which reportedly made two pilots feel "nauseated," according to Syracuse.com. "On July 25, American Airlines flight 719, from Rome (FCO) to Philadelphia (PHL), diverted to Dublin (DUB) due to a reported odor onboard caused by an oven," AA told the Post in a statement. PRNewswire "On July 25, American Airlines flight 719, from Rome (FCO) to Philadelphia (PHL), diverted to Dublin (DUB) due to a reported odor onboard caused by an oven," AA told the Post in a statement. PRNewswire Meanwhile, in November, an AA flight from Orlando, Florida to Phoenix, Arizona had to make an unscheduled stop in Houston, Texas following "reports of odor" midflight. Upon arrival, four flight attendants and one passenger were transported nearby hospital as a precaution, according to the carrier. https://www.yahoo.com/news/us/articles/american-airlines-flight-makes-emergency-194400085.html Air transport unites to prevent runway incursions IATA, CANSO and ACI launch a new collaborative framework aimed at eradicating the incorrect presence of vehicles and aircraft in critical takeoff and landing areas. Air transport unites to prevent runway incursions The International Air Transport Association (IATA), the Civil Air Navigation Services Organisation (CANSO), and the Airports Council International (ACI) today launched a joint initiative aimed at reducing the risk of runway incursions worldwide. A runway incursion occurs when an aircraft, vehicle, or person is incorrectly present in the protected area of a landing or takeoff surface. These incidents are documented in annual safety reports, and several episodes have resulted in fatalities. In Latin America, the most high-profile recent case occurred in November 2022, when an airport fire truck collided with a LATAM A320 after attempting to cross the runway as the aircraft began its takeoff roll, resulting in the deaths of three firefighters. LATAM Peru Flight 2213 accident report points to drill organizers Preventing these events, the organizations emphasized, requires close coordination among airlines, airport operators, air navigation service providers, and regulators. The project focuses on three specific work areas. First, it seeks to improve data capture and safety reporting, covering incidents, near-misses, precursor events, and observations from operational personnel. Second, it aims to strengthen local runway safety teams as the primary forum for assessing risks and agreeing on coordinated measures among stakeholders. Finally, it promotes the sharing of progress and lessons learned so that other organizations can adopt effective practices. "Flying is the safest form of long-distance transport. Maintaining that record requires a relentless focus on continuous improvement, backed by global standards, safety data, and collaboration. This initiative brings together airlines, airports, and air navigation service providers to identify runway risks before they escalate and take coordinated action," said Nick Careen, IATA's Senior Vice President of Operations, Safety and Security. This effort builds on existing programs such as the Global Action Plan for the Prevention of Runway Incursions (GAPPRI), a collaborative effort by ICAO, Eurocontrol, and the Flight Safety Foundation backed by IATA, ACI, and CANSO, as well as ICAO's Global Runway Safety Action Plan. To achieve these goals, tools developed by the three organizations will be used, including ACI's Runway Safety Team Implementation Package under its APEX in Safety program, the Safety Checklist co-developed by ACI and CANSO, IATA's Runway Incursion Safety Risk Assessment, the GAPPRI gap analysis tool for airlines, and mitigation assessments from the IOSA program. "Runway safety depends on clear communication and coordinated decisions across the airport environment. Strong local runway safety teams bring together controllers, airports, airlines, and other operational partners to identify risks and agree on practical measures," explained Andrea Sack, CANSO's Senior Vice President of Global Operations. Airports are at the center of this challenge as the convergence point of the aviation system, noted Darryl Dowd, Vice President of Safety and Operations at ACI World. "Local knowledge and sustained collaboration are what turn safety guidance into real risk reductions, and ACI is committed to supporting our members as they put these tools into practice," he added. https://www.aviacionline.com/english/commercial-aviation/air-transport-unites-to-prevent-runway-incursions_a6a68a5d46fc1b3ffc1ff1c60 Delta flight departing Atlanta involved in near miss with another Delta plane, FAA call reveals A Delta Air Lines flight departing Hartsfield-Jackson Atlanta International Airport came dangerously close to an arriving Delta aircraft late Monday the Federal Aviation Administration (FAA) said. According to Delta and FAA officials, the close call happened when a Rochester, New York-bound Delta flight crossed in front of a Delta flight from Pittsburgh that was about to land at the airport. The arriving flight had aborted an earlier landing attempt because another aircraft was still on the runway. It was during that go-around that it came close to the departing aircraft, the airline and the FAA said. Air traffic control audio captured the tense moments, including a pilot exclaiming, "My goodness," as on-board warning systems sounded in the cockpit. No injuries were reported. Delta Air Lines said the flights landed safely. "During the go-around, the crew maneuvered in accordance with established procedures to maintain separation from other air traffic," the airline said in a statement. The FAA said it was investigating. https://www.cbsnews.com/atlanta/news/delta-flight/ TSA finds Civil War-era cannonballs in checked bag at Alabama airport TSA officers at an Alabama airport got a surprise when a routine baggage screening uncovered five historic cannonballs that had been allegedly stolen from a nearby Civil War-era fort. The discovery happened on July 18 at Gulf Shores International Airport, where a checked bag triggered an alarm during X-ray screening. Lead TSA Officer Justin Dupree initially believed the large opaque objects might be medicine balls, but a closer look raised concerns that they could be live explosives, according to the TSA. "My first thought was, 'I couldn't see a fuse and need to get some help quick,'" Dupree said in a TSA news release. "I couldn't see the entire item but was scared I might have been holding a live explosive." One of the five recovered cannonballs from Gulf Shores International Airport. Authorities later determined the cannonballs had been taken from historic Fort Morgan, a landmark that has guarded the entrance to Mobile Bay since the 1830s and played a key role during the Civil War. Officials said the artifacts were safely returned to the fort after law enforcement completed its investigation. "I had never seen anything quite this unique," Dupree said. "I've seen inert grenades and training munitions but never an Indiana Jones-esque stolen artifact-type situation." TSA officers treated bag as potential explosive threat Dupree immediately alerted Supervisory TSA Officer Richard Cash after spotting the suspicious objects on the X-ray monitor. Cash said he agreed the items could pose a danger and instructed Dupree to secure the luggage while officials contacted TSA explosives specialists and local law enforcement. The Baldwin County Sheriff's Office responded, and authorities considered whether a bomb squad would be needed before determining the cannonballs were inert. Although the cannonballs contained no explosive material, TSA said they still were prohibited from flying because they are considered artillery munitions until their status can be confirmed. "Even if inert and not active, travelers should avoid bringing weapons of any kind, including replicas, to the airport," TSA Alabama Federal Security Director Tara Corse said. "They can cause security alerts, flight delays and safety concerns." USA TODAY contacted the Alabama Historical Commission for additional comment. https://www.usatoday.com/story/news/nation/2026/07/28/civil-war-cannonballs-tsa-alabama-airport/91077644007/ American Airlines nationwide ground stop lifted after IT outage disrupts flights American Airlines has lifted a national ground stop after a system outage, the airline confirmed Tuesday night. "A technology issue briefly impacted connectivity for some of our systems on Tuesday evening," American Airlines said on X. "Systems are coming back online now and flights are departing again. We put a temporary ground stop in place while our teams worked to resolve the issue. We apologize to our customers for the inconvenience." According to the Air Traffic Control System Command Center, all airports and facilities were being impacted by the IT outage. North Texan Lynn Breitinger says she found out about the temporary ground stop in an announcement toward the end of her flight. "We were told maybe it was a computer problem," Breitinger said. "Either with DFW, the airport, or maybe it was an American." A previous post from the airline on X apologized for the outage and said its IT team is working "as quickly as possible to get the system restored." https://www.cbsnews.com/texas/news/american-airlines-ground-stop-nationwide-it-outage-faa/ Airplane mode was never just about planes: it combines a 1991 FCC network rule with an FAA interference rule dating to 1961 In 1947, Harvard’s Mark II ran on roughly 13,000 electromechanical relays, stored numbers across 100 registers, and read instructions from punched paper tape, turning thousands of clicking metal switches into a Navy calculator vulnerable to dust, loose contacts, and one famously misplaced moth In 1971, engineer Ray Tomlinson sent the first networked email between two computers sitting side by side in the same room — he chose the @ symbol to separate user from machine because it was the only punctuation on the keyboard nobody was using Airplane mode was never really about planes — it exists because your phone's radio was interfering with cheap 1990s speakers, not with cockpit instruments If you have flown in the last decade, you know the ritual: switch your phone to airplane mode before takeoff. The instruction often arrives wrapped in an implied disaster scenario, as though one cellular transmission from seat 14C might confuse the instruments keeping the aircraft in the sky. That explanation is too dramatic, but replacing it with a story about buzzing 1990s speakers is not much more accurate. Airplane mode sits at the intersection of two regulatory histories, one concerned with aircraft electronics and the other with cellular networks on the ground. The aviation side is older than the mobile phone. According to the FAA’s guidance on portable electronic devices, the predecessor of today’s rule was established in 1961 after portable FM receivers were found capable of interfering with aircraft navigation and communication equipment. The rule was later broadened to cover additional portable electronics, with airlines and aircraft operators responsible for determining which devices could be used without causing interference. In other words, aviation authorities were worrying about electronic emissions decades before passengers carried cellular phones. The cellular-network problem arrived separately. In its 1991 airborne cellular-phone order, the FCC explained that a handset operating high above the ground had a much greater transmission range than a phone at street level. Because cellular networks reuse the same frequencies in different geographic cells, one airborne handset could be received by multiple cell sites and could potentially interfere with systems in more than one market. The FCC therefore prohibited airborne use of the cellular service then covered by its rules. That order was not a declaration that phones could never affect an aircraft. The same document recorded the FAA’s concern that cellular phones might interfere with aircraft systems and noted that further testing was needed. The division of responsibility was therefore untidy but understandable: the FCC dealt with interference to terrestrial communications networks, while the FAA and aircraft operators dealt with possible effects on navigation, communication and other onboard electronics. The passenger experienced those overlapping concerns as one instruction: turn the transmitting device off. Airplane mode eventually made that instruction less destructive to the usefulness of the phone. Instead of powering down the entire device, a passenger could disable its cellular transmitter while continuing to read, listen to downloaded media or use other non-cellular functions. Current FAA guidance describes airplane mode specifically in terms of switching off cellular transmission. Wi-Fi may then be used with an approved onboard network, and Bluetooth may be allowed for accessories. That distinction matters because airplane mode no longer means that every radio is silent. Apple allows Wi-Fi and Bluetooth to be activated while an iPhone remains in airplane mode, and Android devices can remember the same preference. The airplane icon is therefore not a universal radio kill switch. It is better understood as a convenient cellular-off state whose exact treatment of other wireless connections depends on the device and the airline’s rules. The old GSM buzz remains an important part of this history, even if it is not the origin story. Second-generation GSM phones transmitted in timed bursts, producing an envelope at roughly 217 Hz. Susceptible semiconductor components in nearby audio equipment could rectify that radio-frequency energy and turn its pulsed envelope into audible noise, producing the familiar rhythmic chatter heard through speakers, amplifiers and hearing aids. Research into radio-frequency interference in hearing aids documents how the pulsed signals used by early digital phones could be converted into surprisingly strong audio-frequency interference. That noise was not imaginary, and it could certainly be irritating inside a cabin or through a headset. But the FCC’s order does not identify speaker buzz as the reason for its cellular restriction, and FAA regulations did not originate with GSM phones. There is likewise no evidence in the regulatory record that airplane mode was created principally to silence cheap audio amplifiers. The buzz is a memorable example of electromagnetic interference, not a sufficient explanation for the rule. The original draft also gives too much reassurance about the aviation evidence. A NASA review of 14 years of reported portable-device incidents compiled alleged effects involving several kinds of aircraft equipment. Its summary mentions reports in which aircraft appeared to be off course despite normal indications, as well as critical events during takeoff and landing. These reports did not prove that a passenger’s device caused every anomaly, but they were not limited to harmless noises in pilot headsets. Later NASA work examined the problem more systematically. Researchers studied handset emissions, the paths by which radio energy could couple into aircraft systems and the susceptibility of communication and navigation receivers. One investigation evaluated a phone associated with the reported loss of GPS lock in several receivers aboard a small aircraft; wider testing did not reproduce the same problematic emission across the other phones examined. That is less satisfying than either extreme, but it is the honest conclusion: some incidents were difficult to reproduce, the risk depended heavily on the device and aircraft, and the evidence did not justify pretending that interference was impossible. The 2013 policy change reflected better testing rather than the discovery that every earlier concern had been fictional. The FAA concluded that most commercial aircraft could tolerate emissions from ordinary portable electronic devices, allowing airlines to expand their use during takeoff and landing. It still noted that some landing systems used in low-visibility conditions might not have demonstrated the same tolerance. More importantly, the committee did not settle ordinary cellular-phone operation; the FAA said that issue remained under FCC authority and continued to require cellular transmitters to be disabled. Aircraft protection has also improved, but the standards need to be described carefully. RTCA DO-160 supplies environmental and electromagnetic test procedures for equipment installed in aircraft. For the narrower question of passenger electronics, the FAA recognises RTCA DO-307A as a method for demonstrating aircraft tolerance to portable-device emissions. These processes allow manufacturers and operators to establish that particular aircraft and systems can tolerate defined electromagnetic environments; they are not proof that every phone, aircraft and operating condition is interchangeable. The result is a rule that has become simpler for passengers than the engineering behind it. Airline staff cannot inspect the radio behaviour of every handset carried aboard, identify which cellular bands it uses and calculate how its emissions might couple into a particular aircraft. Asking everyone to enable one familiar setting is practical, easy to communicate and reasonably easy to verify. It also prevents phones from repeatedly searching for terrestrial service, which can waste battery power when a usable network is unavailable. The better explanation for airplane mode is therefore not that a phone can casually bring down an airliner, and not that regulators wrote aviation policy because a Nokia annoyed a pair of computer speakers. Aviation rules about portable electronics date to 1961, the FCC’s cellular restriction dates to 1991, and later testing allowed airlines to relax some restrictions without treating every transmitter as harmless. Airplane mode became the interface that reconciled those concerns with passengers’ desire to keep using their devices. Flip the switch when the crew asks. It keeps the cellular transmitter off, follows the operator’s tested procedures and may spare your battery from searching for a network it cannot reliably reach. The real history is more complicated than the cockpit myth, but it is also more interesting: airplane mode is the surviving button for several different interference problems that technology and regulation never solved in exactly the same way. https://maketecheasier.com/mte-j-airplane-mode-was-never-just-about-planes-it-combines-a-1991-fcc-network-rule-with-an-faa-interference-rule-dating-to-1961/ ATP Flight School Says Major US Airlines Target at Least 6,500 Pilot Hires in 2026 USA – Flight training group ATP Flight School has published an updated 2026 airline pilot hiring outlook, stating that major airlines are targeting at least 6,500 new pilots and highlighting its career pathways with American Airlines, Delta Air Lines and United Airlines. ATP listed 2026 hiring targets of: 2,000 pilots at United Airlines 1,700 at American Airlines and 2,000 at Delta Air Lines. ATP offers formal career pathways to the three airlines: American Airlines pathway uses the American Airlines Cadet Academy and progression through Envoy Air, Piedmont Airlines or PSA Airlines. Delta pathway uses the Propel program and Endeavor Air United pathway connects students with the Aviate program and participating United Express or Part 135 operators. The training provider reports career relationships with 38 airline, cargo and corporate operators and states that its graduates can access every US regional airline cadet programme. AFM previously reported that ATP placed 983 graduates with regional and major airlines and corporate operators during 2025. That report cited 17% year-on-year growth in major and legacy airline hiring and a 30% increase in ATP’s placements with those carriers. About ATP Flight School ATP Flight School is a US professional pilot training provider founded in 1984. It operates 87 flight training centres and reports delivering more than 600,000 annual flight-training hours and over 13,700 FAA pilot certifications per year. ATP reports a fleet of 658 aircraft, including 102 multi-engine aircraft, together with 177 training devices, of which 11 are CRJ-200 regional jet simulators. Its primary aircraft types include the Piper PA-44 Seminole, Piper Archer and Cessna 172 Skyhawk. Source: ATP Flight School https://afm.aero/atp-flight-school-says-major-us-airlines-target-at-least-6500-pilot-hires-in-2026 Bombardier delivers 200th Challenger 3500 supermidsize jet The Challenger super-midsize series is featured by all five of the largest U.S. charter and fractional private jet operators and more. The supermidsize jet went to Piero Ferrari. The new owner is the vice chairman of Ferrari. The aircraft will support Ferrari’s travel to Formula One races and other business engagements, according to Bombardier, which made the announcement. Executive Vice President David Murray said, “Delivering the 200th Challenger 3500 jet is a defining milestone for Bombardier and a powerful testament to the aircraft’s remarkable success in the super-midsize segment.” He added, “This achievement speaks to the exceptional dedication of our employees, the confidence our customers continue to place in Bombardier, and the strength of an aircraft that delivers outstanding performance, impressive efficiency, and an elevated cabin experience.” Receive an apples-to-apples comparison of programs that meet your needs from more than 500 jet card and fractional options covering 65 points of differentiation and over 40,000 data points. The first full year of deliveries for the Challenger 3500 was 2023. Murray said, “The Challenger 3500 jet has quickly established itself as a category leader, and we look forward to building on that momentum.” It succeeded the Challenger 350 and, before that, the Challenger 300. Top Operators The various iterations have become a core for large fractional and jet card providers. The world’s largest private jet operator, NetJets, currently operates 94 aircraft. Number two, Flexjet uses the Bombardier Super Midsize. Vista Global, the third-largest charter/fractional operator, has been a longtime user. Earlier this year, it placed a firm order for 40 Challenger 3500 with options for up to 120 more for its VistaJet unit. Both Wheels Up and FlyExclusive, ranked fourth and fifth based on fractional and charter flight hours, have chosen the Challenger for their super midsize fleets. Airshare, Baker Aviation, and Nicholas Air, ranked 9th, 10th, and 11th, respectively, each feature the Bombardier jet. Start-up Bond has selected the Challenger 3500 as its exclusive super-midsize jet. Other operators, such as Northern Jet and AB Jets, are also building their super-midsize fleets using the Bombardier jet. FXAir and Magellan Jet each offer dedicated Challenger 300 jet cards. Amstat shows there are currently 447 Challenger 300s and 429 Challenger 350s in service. https://privatejetcardcomparisons.com/2026/07/28/bombardier-delivers-200th-challenger-3500-supermidsize-jet/ Boeing Q2 revenue tops estimates as jet deliveries climb, cash turns positive The new Air Force One program weighed on results, however, to the tune of a $280 million charge. Boeing (BA) reported second quarter results on Tuesday that beat revenue and cash flow expectations, as rising jet deliveries pushed the planemaker to positive free cash flow, continuing CEO Kelly Ortberg's turnaround progress. Boeing reported Q2 revenue of $24.6 billion, up 8% year over year and above the $24.26 billion consensus estimate from Bloomberg. However, Boeing's adjusted (or core) loss per share came in at $0.76, wider than the $0.28 loss expected. But Boeing posted positive adjusted free cash flow of $631 million versus the negative $331.4 million that analysts expected and the negative $200 million cash flow burn from a year ago. Operating cash flow came in at $1.4 billion, nearly double the $687.7 million consensus and up from just $227 million in the prior-year quarter. The company cited higher commercial deliveries and favorable working capital timing. Boeing stock was up nearly 2% in early trade. "While two quarters don't make a year, if we work together and stay focused on safety, quality and on-time performance — we'll improve our competitiveness and set ourselves up for a big second half," Ortberg said in a memo to employees. Commercial Airplanes revenue rose 8% to $11.8 billion, narrowing its operating margin loss to (2.7)% from (5.1)%. Defense, Space & Security revenue climbed 13% to $7.5 billion but swung to a (0.2)% margin on $280 million of losses tied to the VC-25B program — the long-delayed pair of jets being converted to serve as the next Air Force One. Boeing said the charge was primarily driven by an investment in additional production and certification resources and that it still anticipates first delivery in 2028. Earlier in the month, Boeing reported 171 commercial aircraft deliveries for the quarter — up from 150 a year ago and continuing a steady climb since the Alaska Air (ALK) door plug blowout in early 2024. Boeing's depiction of the new Air Force One. Boeing's depiction of the new Air Force One. · Boeing The workhorse 737 Max accounted for 129 of Boeing's 171 commercial shipments, around 75% of total output. Widebody and other deliveries came in at 42 jets, comprising 25 787 Dreamliners, seven 777s, and ten 767s. The 737 program began transitioning to a rate of 47 per month during the quarter and activated low-rate initial production on a new 737 North Line in July. Boeing said certification flight testing is complete on both the 737-7 and 737-10, with certification still expected in 2026, while the 777X received FAA approval to begin certification flight testing under TIA 4B. https://finance.yahoo.com/markets/stocks/article/boeing-q2-revenue-tops-estimates-as-jet-deliveries-climb-cash-turns-positive-120622920.html Airbus A350 jet flies 24 hours nonstop from Australia to France July 28 (Reuters) - Airbus (AIR.PA), opens new tab completed a marathon test flight lasting more than 24 hours that triggered a surge in online tracking, when an A350 jet being ‌developed for record-beating commercial flights touched down in France from Melbourne on Tuesday. The test marks a key step in Qantas' (QAN.AX), opens new tab Project Sunrise, which aims to launch the world's longest commercial passenger services and reshape long-haul travel by eliminating stopovers between Australia and Europe. The specially adapted A350-1000ULR airliner is ⁠due to debut with the Australian carrier's nonstop Sydney-London route from 2027. Airbus has been conducting a two-month test campaign on the aircraft since June. Airbus said the aircraft, which boasts a specially designed extra fuel tank, remained in the air for 24 hours and 24 minutes, covering 23,075 km (14,338 miles) without stopping, before landing at the plane's factory in Toulouse, France. Flight-tracking provider Flightradar24 said the trip was the second-most-tracked flight ever on its channels—behind a ‌2024 ⁠flight carrying Queen Elizabeth II's coffin—with more than 3.6 million people following its progress northwards via Canada. In 2005, a Boeing 777-200LR Worldliner flew 21,601.7 km (13,422 miles) from Hong Kong to London in 22 hours and 42 minutes. Qantas has ordered 12 ⁠modified A350-1000ULR aircraft, designed to connect Australia's east coast with London and New York in about 20 hours. The services aim to turn what was once a five-day journey ⁠on the "Kangaroo Route" to London into a single flight lasting 19 to 21 hours, depending on routing and winds. The first aircraft, which carries 20,000 additional litres ⁠of fuel and can seat 238 passengers, is due for delivery in April 2027. Qantas expects to operate daily nonstop flights between Sydney and London from October 2027. https://www.reuters.com/business/aerospace-defense/airbus-a350-jet-flies-24-hours-nonstop-australia-france-2026-07-28/ CALENDAR OF EVENTS . ICAO/EASA Third Global RSOO/RAIO Forum for Aviation Safety — September 29–30, 2026, in Georgetown, Guyana., https://www.icao.int/events : NATA Ground Handling Safety Symposium - September 15-16, 2026 Dallas/Fort Worth, TX www.nata.aero/ghss : 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