Flight Safety Information - July 30, 2026 No. 148 In This Issue : Incident: Swiss A333 near Bangor on Jul 27th 2026, active fire in cockpit reported, headphones charging case found : Incident: Transavia France B738 at Paris on Jul 24th 2026, smell of smoke in cockpit : Incident: ANA B78X near Osaka on Jul 26th 2026, wing anti ice problem : Dassault Falcon 50 - Taxiway Excursion (Chicago) : Australia introduces national air tanker safety standards after 737 crash : SWISS flight LX16: A salutary lesson on power bank safety : Passengers Trapped On Emirates A380 Superjumbo For Nearly 24 Hours After One Thing After Another Goes Wrong : Delta, United ban humanoid and animal robots from flights : Aviation Groups Unite To Address Runway Incursions : Icelandair to add further six Airbus A320neo aircraft : FAA's Mosaic Rule Spurs Electric Light Aircraft Launch : Marine Corps accepts last Osprey aircraft : NTSB report expected Thursday on fatal Bering Air crash — here’s what we know so far : Calendar of Events Incident: Swiss A333 near Bangor on Jul 27th 2026, active fire in cockpit reported, headphones charging case found A Swiss International Airlines Airbus A330-300, registration HB-JHK performing flight LX-16 from Zurich (Switzerland) to New York JFK,NY (USA) with 229 people on board, was enroute at FL320 about 100nm southeast of Bangor,ME (USA) when the crew decided to divert to Bangor reporting smoke of unknown source. The crew subsequently reported they had had an active fire in the cockpit that they were unable to put out. They opened the door to the cabin to let the smoke out, the smoke subsided but they had smoke in the cabin now. ATC relayed this information of the active fire in the cockpit and smoke being let into the cabin to emergency services waiting to receive the aircraft. The crew advised they were going to stop on the runway but for now were not going to evacuate. The aircraft landed on Bangor's runway 33 about 25 minutes after leaving FL320, stopped at the end of the runway and shut both engines down. The crew requested emergency services to enter the aircraft with infrared equipment to check the interior out. Fire fighters entered the aircraft via door L1 but also could not identify the source of the smoke, there was no fire or heat. The airline reported there was an unclear development of smoke in the most forward part of the business class. The aircraft was able to land in Bangor, there was no fire or heat detected. The aircraft is now going to checked, the airline is working to get the passengers to JFK. The FAA reported: "Swiss International Air Lines Flight 16F safely landed at Bangor International Airport in Maine around noon on Monday, July 27, after the crew reported a cockpit fire. The Airbus A330 was traveling from Zurich, Switzerland to JFK International Airport in New York. The FAA will investigate." On Jul 28th 2026 Swiss Press Office asked The Aviation Herald to change our coverage to cabin smoke, which we declined based on the audio recordings and the FAA statement of "Cockpit Fire". Subsequently the FAA changed their wording to: "Swiss International Air Lines Flight 16F safely landed at Bangor International Airport in Maine around noon on Monday, July 27, after the crew reported cabin smoke. The Airbus A330 was traveling from Zurich, Switzerland to JFK International Airport in New York. The FAA will investigate." And Swiss e-mailed us again to make us aware of that change again demanding we change our wording. Based on the audio evidence we again declined but offered to include a statement by Swiss. On Jul 29th 2026 The Aviation Herald received another e-mail from Swiss' Press Office stating, that there had been no fire in the cockpit but smoke in the cabin according to results of checks, however, it was possible that initially there was talk about a fire in the cockpit. The situation improved until landing and was stable at landing. (Editorial note: ATC and emergency services clearly were informed about and acted according to an active fire in the cockpit until after landing). On Jul 29th 2026 evening Swiss announced, that the cause of the smoke has been identified. According to checks so far a standard commercial charging case for headphones containing Lithium batteries had fallen into a seat and had been jammed causing damage to the device so that it overheated and emitted smoke. https://avherald.com/h?article=53c59cc0&opt=0 Incident: Transavia France B738 at Paris on Jul 24th 2026, smell of smoke in cockpit A Transavia France Boeing 737-800, registration F-GZHJ performing flight TO-3510 from Paris Orly (France) to Mykonos (Greece), was climbing out of Orly's runway 07 when the crew stopped the climb at about 4000 feet and returned to Orly for a safe landing on runway 06 about 13 minutes after departure. A passenger reported the crew announced the smell of smoke in the cockpit, they were returning to Orly. A replacement Boeing 737-800 registration F-HUYT reached Mykonos with a delay of about 4 hours. The occurrence aircraft remained on the ground for about 46 hours before returning to service. https://avherald.com/h?article=53c715b3&opt=0 Incident: ANA B78X near Osaka on Jul 26th 2026, wing anti ice problem An ANA All Nippon Airways Boeing 787-10, registration JA981A performing flight NH-32 from Osaka Itami to Tokyo Haneda (Japan) with 419 passengers and 13 crew, was climbing through FL290 out of Osaka when the crew decided to return to Osaka due to a problem with a wing anti ice systems. The aircraft returned to Itami Airport for a safe landing on runway 32L about one hour after departure. A replacement Boeing 787-10 registration JA983A reached Tokyo with a delay of about 5.5 hours. The occurrence aircraft returned to service about 14 hours after landing. https://avherald.com/h?article=53c712bc&opt=0 Dassault Falcon 50 - Taxiway Excursion (Chicago) Date: Tuesday 28 July 2026 Time: c. 17:27 LT Type: Dassault Falcon 50 Owner/operator: Big Blue Express LLC, opf Executive Fliteways Registration: N171TG MSN: 251 Year of manufacture: 1997 Fatalities: Fatalities: 0 / Occupants: Other fatalities: 0 Aircraft damage: Unknown Location: Chicago Executive Airport, IL (PWK/KPWK) - United States of America Phase: Taxi Nature: Unknown Departure airport: Chicago-Executive Airport, IL (PWK/KPWK) Destination airport: Chicago-Executive Airport, IL (PWK/KPWK) Confidence Rating: Information is only available from news, social media or unofficial sources Narrative: Executive Fliteways flight XFL251, a Dassault Falcon 50, N171TG, suffered a taxiway excursion at Chicago Executive Airport, IL (PWK). The flight took off from runway 16 at PWK at 17:10 local time. The aircraft returned and landed back on runway 16 at 17:27. At the end of the runway it attempted to vacate via Taxiway K5, but its right main landing gear left the paved surface and became lodged in an adjacent unpaved area. https://www.aviation-safety.net/wikibase/574903 Australia introduces national air tanker safety standards after 737 crash Australia has introduced its first national standard operating procedures for large air tanker firefighting aircraft, including minimum drop heights, following an investigation into a 2023 Boeing 737 firebomber accident in Western Australia. The Australian Transport Safety Bureau (ATSB) announced the new procedures on July 29, 2026. The standards were developed by Australia’s fire agencies through the National Aerial Firefighting Centre, the document published on the center’s website on June 30, 2026. ATSB Chief Commissioner Angus Mitchell said the document sets a new national benchmark for large air tanker operations, laying out clear requirements for aerial supervision, task profiles, and communication protocols. “Large air tankers, which can quickly move around the country in response to operational need, play an increasingly critical role in the management and suppression of bushfires in Australia,” Mitchell said, calling the new procedures “a significant milestone in the ongoing maturity of the aerial firefighting safety system in Australia.” The 2023 accident that prompted the change The push for national standards traces back to February 6, 2023, when a Coulson Aviation Boeing 737-300 large air tanker, registered N619SW, crashed into a ridgeline in Western Australia’s Fitzgerald River National Park while fighting a bushfire. The aircraft had just completed a partial retardant drop and was climbing away when it struck rising terrain at about 222 feet. Both pilots on board survived with minor injuries, though the aircraft was destroyed. The ATSB’s final report, released in November 2024, found the aircraft’s low height and airspeed during the drop, combined with a delay in engines reaching go-around thrust, left it without enough energy to climb clear of the terrain ahead. Investigators also found that neither the operator nor the tasking agency had published a minimum drop height, which meant the co-pilot didn’t recognize the developing risk and made no warning calls before the collision. Inconsistent standards across states A key finding in the report was that Australian states and territories had each developed their own separate procedures for large air tanker operations, unlike counterparts in the United States, where standards were found to be consistent across agencies. Mitchell said those differences between Australian jurisdictions could lead to safety requirements, such as minimum drop heights, being left out or misunderstood by different tasking agencies. In response, the Australasian Fire and Emergency Services Authorities Council committed to developing a single national standard, an effort that has now resulted in the newly adopted procedures. Mitchell said the ATSB welcomes the new standards and credited the collaboration among fire agencies and other stakeholders involved in developing them. https://www.aerotime.aero/articles/australia-introduces-national-air-tanker-safety-standards-after-737-crash SWISS flight LX16: A salutary lesson on power bank safety The cause of the flight LX16 diversion to Maine: this charging case for wireless headphones was damaged, heat generated by the lithium batteries, and smoke produced. On Monday, 27th July, Swiss International Air Lines (SWISS) flight LX16 from Zurich to New York was rerouted to Bangor Airport in Maine, USA. The reason was smoke in the cabin. The cause? A charging case for wireless headphones. A technical team that SWISS sent to Bangor to inspect the aircraft discovered that the charging case had slipped into the mechanism of a business-class seat and became trapped. As a result, the device was damaged, heat was generated by the lithium batteries, and smoke was produced. Many modern electronic devices taken on board aircraft by passengers contain lithium batteries. If the batteries are damaged or do not work properly, they can overheat and, in the worst case, cause a fire. SWISS notes that in the instance of the small charging case that caused the smoke issue on flight LX16, the device had a comparatively low battery capacity. Larger power banks used to charge devices such as smartphones and tablets have significantly more capacity, and a damage or malfunction can have much more serious consequences. The cockpit crew on flight LX16 responded to the smoke event according to the procedures and training they practice in cabin simulators. SWISS flight attendants receive extensive training that covers the handling of fire, smoke and potentially dangerous objects such as power banks. Special fireproof “lithium safe” bags are carried on every flight, for the safe containment of any devices exhibiting overheating or inflation. In this instance, due to the headphone charging case being inaccessible, the crew decided The safest course of action was to divert to the nearest suitable airport immediately, where the ATC at Maine treated the landing as high priority. SWISS stresses that this incident highlights the importance of continuing to raise awareness of the risks of power banks. ‘Our passengers share responsibility for safety and we must be able to rely on them strictly adhering to the power bank rules’, said the airline in a statement. Passengers with SWISS, and indeed any airline, have responsibility for ensuring they play their part in flight safety. SWISS has strict rules in place for electronic devices brought on board, especially power banks. The key rules for power bank safety are: The use of power banks on board has not been allowed since the beginning of this year. Thus, electronic devices or batteries may not be charged using a power bank. (Ask crew about the safe device charging options on board instead). Charging of power banks is not permitted. You are allowed to take power banks on a flight, but only a maximum of two per passenger. Power banks must be stowed either on the passenger’s body, in the seat pocket in front, or in the hand luggage under the seat. It is forbidden to carry power banks in checked baggage or to stow them in the upper hand baggage storage compartment. The same rules apply to e-cigarettes. Passengers on SWISS flights also receive a reminder of these rules in the pre-take-off safety video. The video explicitly instructs passengers to inform cabin crew immediately if an electronic device heats up, emits smoke, is damaged, or gets lost under a seat. Detailed information on the safe carrying of electronic devices can also be found on the SWISS website, ‘The entire crew of flight LX16 deserves a big thank you: they acted promptly, purposefully and correctly,’ added the SWISS statement. ‘Safety is always our top priority. This also includes precautionary measures such as an alternative landing in order to react immediately to possible dangers. The rules for safe handling of power banks on board are as clear and simple as the reasons why they are required. Please take note: the rules are there for everyone’s safety, and could prevent a time-consuming flight diversion (or worse). https://www.aircraftinteriorsinternational.com/news/safety/swiss-flight-lx16-a-salutary-lesson-on-power-bank-safety.html Passengers Trapped On Emirates A380 Superjumbo For Nearly 24 Hours After One Thing After Another Goes Wrong Passengers on an Emirates flight from Dubai to Shanghai were in for quite the ride last week after they ended up trapped on one of the airline’s Airbus A380 superjumbos for up to 24 hours, on a flight that should have only taken eight hours. Things got off to a bad start before the flight had even departed on July 22nd, when the passengers discovered that departure had been delayed by nearly five hours due to bad weather in Shanghai. a large airplane flying in the sky Passengers said the flight was almost full with few spare seats to stretch out during the lengthy delay. Emirates flight EK-302 was scheduled to depart Dubai International Airport (DXB) at 2:50 am and arrive at Shanghai Pudong the same day at 3:30 pm local time. In the end, however, the nearly 15 year old doubledeck A380 didn’t end up taking off until 7:40 am. Even then, however, the plane wasn’t heading straight to Shanghai but rather to Hangzhou, which is around 177 km from Shanghai. The idea was that the plane would land in Hangzhou, wait out the storm, and then continue on to Shanghai. Unfortunately, that’s not how this carefully choreographed plan worked out. Upon landing, it took longer for the weather to improve in Shanghai than Emirates’ weather forecasters had anticipated, and as the delay stretched on, the cabin crew who worked the flight from Dubai ran out of legal hours to continue the service to Shanghai. For whatever reason, passengers weren’t allowed to deplane the A380 and had to be kept on board at the request of local authorities, while Emirates then devised a plan to transport an entire Superjumbo’s worth of pilots and cabin crew from Shanghai to Hangzhou to operate the remainder of the flight. As passengers sat on the plane, they noticed that the flight status indicator on the Emirates website kept changing, with the new departure time first changing to midnight, then 3 am, and then 4:30 am. When the new crew eventually arrived, the plane was about to depart, but the pilots discovered a technical issue with the plane. Only at this point did Emirates abandon its plan to fly the passengers the rest of the way to Shanghai, while local authorities relented and allowed the passengers to be deplaned in Hangzhou. In the end, the last passengers deplaned at around 9 am on July 23 – nearly a full 24 hours after the plane departed Dubai. Emirates says passengers were provided meals once inside the terminal and were then given the option of taking a two and a half hour bus ride straight to Shanghai, or first spend some time in a hotel at the airline’s expense. Onboard, most passengers remained remarkably calm and stoic, but as the delay wore on, passengers reported at least two of their number fainting as the heat inside the cabin became increasingly hot and stuffy. As for the broken Airbus A380. It stayed in Hangzhou for another day before it was ferried back to Dubai without any passengers on board. The aircraft reentered commercial service on July 25 without any other issues reported. https://www.paddleyourownkanoo.com/2026/07/29/passengers-trapped-on-emirates-a380-superjumbo-for-nearly-24-hours-after-one-thing-after-another-goes-wrong/ Delta, United ban humanoid and animal robots from flights Delta and United Airlines are banning human and pet-like robots from flying in the passenger cabin or in checked luggage. The airliners have cited safety concerns as the reason for the policy, though humanoid robots remain extremely rare. Southwest Airlines issued a similar ban earlier in the year, after a passenger boarded with a robot companion. Airlines are taking proactive stances against humanoid robots, which tech evangelists say will eventually become commonplace, over safety concerns regarding batteries. The type of batteries often used to power robots are already banned on flights. Heavy lithium-ion batteries are a fire hazard if they are mishandled or explode. Many airlines already restrict the size and number of lithium-battery-powered devices or spare batteries that can be carried on planes. Humanoid robots also pose additional challenges when it comes to safety procedures and evacuations if located in the passenger area. Additionally, they may require special handling if placed in the cargo hold. https://thehill.com/policy/transportation/5998226-delta-united-airlines-ban-humanoid-animal-robots-lithium-battery-risk/ Aviation Groups Unite To Address Runway Incursions Groups will share tools including risk assessment resources Three international aviation industry groups are coordinating to reduce runway incursions worldwide, after years of high-profile close calls put renewed pressure on regulators and airport operators to act. The International Air Transport Association (IATA), the Civil Air Navigation Services Organisation (CANSO), and Airports Council International (ACI)—organizations representing airlines, air navigation service providers, and airports, respectively—have launched a joint initiative. “This initiative brings airlines, airports, and air navigation service providers together to identify runway risks earlier and take coordinated action,” said Nick Careen, IATA’s senior v-p of operations, safety, and security. The Joint Runway Safety Initiative centers on three areas: collecting better safety data, including near-collision reports and input from frontline staff; giving more weight to local runway safety teams, where airlines, airports, and air navigation service providers work out local risks together; and sharing lessons learned so effective mitigation can be adopted across airports with similar operating environments. The groups said the effort builds on existing programs, including the Global Action Plan for the Prevention of Runway Incursions (GAPPRI) and the ICAO Global Runway Safety Action Plan, and will draw on tools such as ACI’s Runway Safety Team Implementation Package and IATA’s Runway Incursion Safety Risk Assessment. “Runway safety depends on clear communication and coordinated decisions across the airport environment,” said Andrea Sack, CANSO’s senior v-p of global operations. The initiative follows years of heightened attention to runway safety in the U.S. as well as globally. FAA data showed that reported U.S. runway incursions alone have numbered close to 1,700 annually over the past six recorded years, with 1,758 in 2024. The NTSB issued more than a dozen related safety recommendations to the FAA in 2024, including calls for cockpit-based surface alerting technology. In March 2025, a U.S. Department of Transportation Inspector General audit found that the FAA analyzed incursion data on an airport-by-airport basis rather than agency-wide, making it harder to catch risks before they spread. “Airports sit at the center of this challenge, where every part of the aviation system converges,” said Darryl Dowd, ACI World’s v-p of safety, security, and operations. “Local knowledge and sustained collaboration are what turn safety guidance into real reductions in risk, and ACI is committed to supporting our members as they put these tools to work.” The initiative also draws on the runway safety checklist (co-developed by ACI and CANSO), a gap-analysis tool for airlines developed under GAPPRI, and IATA’s operational safety audit program, which reviews airline risk assessments and mitigation measures. Together, the three organizations represent a broad swath of the industry: IATA counts more than 370 member airlines accounting for roughly 85% of global air traffic, ACI represents more than 800 members operating over 2,200 airports in more than 160 countries, and CANSO’s members support more than 90% of the world’s air traffic. https://www.ainonline.com/aviation-news/general-aviation/2026-07-29/aviation-groups-unite-address-runway-incursions Icelandair to add further six Airbus A320neo aircraft Icelandair’s fleet continues to adapt, with the airline signing leases for six Airbus A320neo aircraft. The airline has signed lease agreements with aircraft lessor Aircastle for six Airbus A320neo aircraft, which will enter service before summer 2028. This is in addition to the four aircraft of the same type recently announced by lessor AviLease, which will enter the fleet in spring 2027. These ten Pratt & Whitney-powered aircraft were manufactured between 2018 and 2020. The Company currently operates seven Airbus aircraft. In addition, three new Airbus A321LR’s are scheduled for delivery later this year. Once these ten A320neo aircraft have been added, Icelandair’s Airbus fleet will consist of 20 aircraft. “We continue to invest in our extensive fleet renewal and are pleased to begin this new partnership with Aircastle and AviLease. Next year, we will reach the important milestone of operating our entire passenger network with new-generation aircraft that consume up to 30% less fuel per seat. Our fleet renewal also supports our ambitions to strengthen our route network, simplify the fleet, and continue to provide customers with outstanding service and great travel experience.” But farewell to the Boeing 757 and 767 Icelandair has been going through a fleet renewal programme as it has moved with the introduction of Boeing 737-8, Boeing 737-9 and Airbus A321LR – with the airline now moving to add the A320neo to its operations. But Icelandair has also been hurting, with the 767 fleet set to exit. During its last investor call, Icelandair has chosen to accelerate the retirement of its Boeing 757 fleet as well. Thus, the airline plans to cease passenger service of these aircraft from January 2027. This will account for two 767-300ER and six 757-200s being withdrawn, as the airline seeks to reduce costs For now, change is afoot at Icelandair as it right-sizes its capacity. https://economyclassandbeyond.boardingarea.com/2026/07/30/icelandair-to-add-further-six-airbus-a320neo-aircraft/ FAA's Mosaic Rule Spurs Electric Light Aircraft Launch The four-seat Cosmic One features embedded electric propulsion using six ducted fans in the wing. Originally founded in 2021 to develop an electric regional aircraft, Cosmic Aerospace has unveiled plans to produce a four-seat light aircraft using its novel embedded electric propulsion system. Based in Centennial, Colorado, Cosmic plans to certify its Cosmic One under the FAA's new Part 22 rule, also known as Mosaic, the modernized requirements for certification of light sport aircraft (LSA). The startup has secured its first customer, signing a letter of intent for four aircraft plus an option for two more with locally based Centennial Flyers, one of the largest flying clubs in the U.S. The aircraft is powered by six electric ducted fans embedded in the wing. “The Cosmic One is a four-seat all-electric aircraft,” says founder and CEO Christopher Chahine. “We’re positioning it as a premium, high-performance aircraft … in a similar price range as today’s Cirrus aircraft,” he says, referring to the SR series of high-end piston-powered light aircraft. Cosmic has laid out a three-year timeline to Part 22 certification and first deliveries in 2029 and plans to fly a full-scale demonstrator in 18 to 24 months. The startup has begun fundraising, seeking to secure enough to take it through to completion of demonstrator flight testing. “We have been focused on derisking the technology, on the engine side first. We’ve built two subscale demonstrators that we’ve flown with our embedded engine architecture and shown it works. It flies, it’s stable, it’s controllable and we can meet our performance targets,” he says. The startup is developing the modular ducted-fan propulsion unit and cooling system in-house using electric motors, power electronics and lithium-ion batteries provided by suppliers, Chahine says. “But the elephant in the room has always been: How do we get this new technology through certification?” he says. “What has changed is the new certification framework through the FAA’s Mosaic rules, which allow manufacturers to bring electric aircraft to market in the light sport aircraft category.” Part 22 removes the weight restriction on LSAs and adopts performance-based rules that enable larger, higher-performing aircraft to be certified using industry standards. The key requirement set by the FAA is a 61-kt. stall speed. “You can use electric propulsion and an arbitrary number of engines,” he says. “All of these things allow us to bring innovation to the light sport and lower general aviation market.” The flexibility enabled by Mosaic was unlocked on July 24, when the FAA formally accepted consensus standards developed by ASTM International’s F37 committee as the means of compliance for special airworthiness certification of LSAs under Part 22. “It is a tremendous change, and it truly enables a much faster and more streamlined certification pathway for us to bring to market our core technology, which is very differentiated from typical propeller-powered aircraft,” Chahine says. The electric aircraft is aimed at private owner-operators, flying clubs and flight schools. Performance targets include a 250-nm (288-mi.) range and flight endurance exceeding 2 hr. with visual flight rules reserves. “Cosmic One is a highly efficient aircraft. With no propeller at the front, it’s a sleek, good visibility aircraft. It’s very safe. We’ll have a ballistic parachute in addition to the six-engine redundancy,” he says. “We think safety is a key aspect. Electrification enables a much simpler system, with fewer moving parts and fewer things that can fail,” Chahine says. “Then also lower maintenance overhead, lower energy costs and, overall, a better flight experience.” Cosmic is in the advanced conceptual development phase. “We have a full-scale cabin mockup that we’ve built for customers to experience what the interior feels like. We are getting a lot of good feedback on the spaciousness of the cabin,” he says. https://aviationweek.com/business-aviation/aircraft-propulsion/faas-mosaic-rule-spurs-electric-light-aircraft-launch Marine Corps accepts last Osprey aircraft The Marine Corps received its 359th Osprey aircraft today, completing the program of record. A US Marine V-22 Osprey ascends the USS Bataan in Aqaba, Jordan, to begin flight in 2017. (US Army photo by Sgt. Mickey A. Miller) WASHINGTON — The Marine Corps welcomed its final MV-22 Osprey into its fleet today. The aircraft is the 359th Osprey delivered to the Marine Corps and completes the program of record — prompting the service to invest in modernization initiatives for the aircraft moving forward, according to a Marine Corps news release. The Marine Corps’ Osprey fleet reached initial operating capability in 2007, logging more than 686,500 flight hours across 114 operational deployments. The aircraft can take off and land vertically, and is designed to ferry troops, equipment, and supplies across ships and land bases, according to Naval Air Systems Command (NAVAIR). “The MV-22B didn’t just join our fleet; it fundamentally changed the way the Marine Air-Ground Task Force generates combat power,” Lt. Gen. William Swan, deputy commandant for aviation, said in a statement. “It provides commanders with decision space that only speed and reach can provide, connecting ships, bases, and distributed forces in ways previous generations could only imagine. Today, Marine commanders build operations around the assumption that the MV-22B will be there.” The Marine Corps is now focusing on a modernization initiative to ensure the aircraft remains operational through 2055. Modernization efforts include improvements to the aircraft’s nacelle wiring to cut down on maintenance hours, standardizing aircraft configurations, and revamping components to bolster safety and sustainability, according to the service. “We cannot assume that because the MV-22B transformed Marine aviation once, its evolution is complete,” Swan said in his statement. “It is our responsibility to carry this legacy forward and ensure this aircraft remains ready, relevant, safe and lethal for the fight ahead.” The Osprey fleet across the services has suffered several fatal crashes in recent years, including one in June 2022 that killed five Marines. A Marine Corps investigation determined that a hard clutch engagement — an episode where the clutch temporarily slips and then reengages — caused the crash. Right sized for the fight, smaller Group 2 drones are solving for the limitations of larger UAS It’s fuel cells, not batteries, that let Group 2 unmanned VTOLS fulfill many missions of larger Group 3s. By Breaking Defense Additionally, an Air Force Osprey suffered a fatal crash that killed eight airmen off the coast of Japan in November 2023 — prompting the Pentagon to ground all Ospreys across the force in December 2023. An Air Force investigation into the matter determined a gearbox failure caused the mishap. NAVAIR, which oversees the V-22 joint program office, lifted the grounding in March 2024. However, the command issued guidance in December of that year ordering gearbox inspections of the aircraft prior to each flight, and placed limitations on aircraft until the gearbox is upgraded or the aircraft reaches a “predetermined flight threshold,” according to NAVAIR. That restriction remains in place. NAVAIR has not disclosed details regarding the specific flight hour thresholds and the number of aircraft affected, citing security reasons. To address hard clutch engagements, Marine Corps spokesman Capt. Jacob Sugg told Breaking Defense that the service is developing a redesigned input quill assembly (IQA), which houses the clutch and connects the aircraft’s engine to the drive system. “In the meantime, the present flight-hour restriction on the IQA implemented in February 2023 has resulted in no further Hard Clutch Engagements,” Sugg said in an email. https://breakingdefense.com/2026/07/marine-corps-accepts-last-osprey-aircraft/ NTSB report expected Thursday on fatal Bering Air crash — here’s what we know so far ANCHORAGE, Alaska (KTUU) - Federal investigators are expected to release the National Transportation Safety Board’s final report Thursday on the crash of a Bering Air commuter flight near Nome that killed 10 people last year. Ahead of that release, the NTSB has already made public thousands of pages of investigative materials — including a group chair’s factual report focused on operational factors — detailing what investigators have learned about the Feb. 6, 2025, crash of a Cessna 208B Grand Caravan EX operating as Bering Air Flight 445. What happened The NTSB said the airplane departed Unalakleet at 2:37 p.m. Feb. 6, 2025, on a scheduled commuter flight to Nome. Investigators wrote the plane climbed to about 8,000 feet above sea level while tracking west over Norton Sound, then began descending toward Nome. The last ADS-B data point was recorded at about 3:17 p.m. while the aircraft was descending through about 3,500 feet and was roughly 38 nautical miles from Nome, according to the operational factors factual report. The airplane was later found on sea ice about 34 miles southeast of Nome. Federal air traffic controllers issued multiple low-altitude alerts and attempted to raise the pilot after the aircraft began a rapid descent and the radar return was lost, the report said. Severe icing cited in factual report The previously released operational factors factual report said the plane encountered severe icing conditions that exceeded the capabilities of its electronic ice protection system. Another Bering Air Caravan pilot flying the same route reported seeing “incredibly spiky accumulations aft of my protected surfaces,” with ice estimated at about 1 to 1.5 inches thick. She said she had never seen worse icing conditions, the report said. The report also described a brief exchange in which a pilot told another aircraft, “It’s icy over here.” The pilot operating handbook for the Grand Caravan EX prohibits flight in freezing rain, freezing drizzle, mixed icing conditions or any conditions defined as severe, the report noted. Weight, fuel and speed details Investigators said the flight was overweight. The operational factors report said the aircraft was about 736 pounds over the maximum gross takeoff weight and about 991 pounds over the maximum allowable weight for flight into known icing conditions. The report also said the pilot reported having about 1,000 pounds of fuel before departure, but Garmin avionics data indicated a heavier fuel load — about 1,464 pounds. The final ADS-B data showed the aircraft’s ground speed about 52 knots near the end of the flight, the report said. The aircraft’s operating handbook calls for a minimum indicated airspeed of 95 knots in icing conditions with a functional TKS ice protection system, or 120 knots with a failed system, the report said. Looking at other flights in the days leading up to the crash, investigators said that in a sample of 16 flights from Jan. 28 through Feb. 6, 2025, 44% of flight legs reviewed included at least one overweight leg. Aircraft aid in the search and recovery of the Bering Air plane wreckage Aircraft aid in the search and recovery of the Bering Air plane wreckage(Dustin Koehler) Changes after the crash After the crash, Bering Air implemented multiple changes, including a new training flight ahead of annual recurrent check rides, a flight release tool intended to increase operational control accountability, and a new pilot reporting system, according to the factual report. What comes next The NTSB’s final report is expected to outline the agency’s determination of the probable cause of the crash and may include safety recommendations. The NTSB has said its investigations can take a year or more, and a final report is typically released after the agency reviews evidence, conducts technical analyses and considers input from accredited parties to the investigation. Ten were killed in the crash, including: 34-year-old Chad Antill of Nome (pilot) 52-year-old Liane Ryan of Wasilla 58-year-old Donnell Erickson of Nome 30-year-old Andrew Gonzalez of Wasilla 41-year-old Kameron Hartvigson of Anchorage 46-year-old Rhone Baumgartner of Anchorage 52-year-old Jadee Moncur of Eagle River 45-year-old Ian Hofmann of Anchorage 34-year-old Talaluk Katchatag of Unalakleet 48-year-old Carol Mooers of Unalakleet https://www.alaskasnewssource.com/2026/07/30/ntsb-report-expected-thursday-fatal-bering-air-crash-heres-what-we-know-so-far/ 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 . 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