Flight Safety Information - August 5, 2026 No. 152 In This Issue : Incident: Kenya B738 at Cape Town on Aug 4th 2026, burst tyres on landing : Incident: SAS A359 near Krakow on Aug 3rd 2026, engine shut down in flight : Incident: Piedmont E145 at Chattanooga on Aug 3rd 2026, runway overrun on rejected takeoff : FAA investigating air safety incident involving Trump’s Marine One helicopter : India opens probe after Air India Airbus jet suffers sudden altitude loss : TCAS intervenes in Tokyo: Civil Aviation Bureau CitationJet crosses in front of ANA 767 : Rising temperatures could keep more flights from taking off on time : Air India flight plummets 300 feet mid-air — throwing terrified passengers around cabin, injuring 14 : FAA proposes giving airlines flexibility on flight emergency medical kits : UK CAA warns airlines over rise in unstable approaches continued to landing : Ireland’s new state jet said to struggle to land in fog, after Israeli system rejected : Calendar of Events Incident: Kenya B738 at Cape Town on Aug 4th 2026, burst tyres on landing A Kenya Airways Boeing 737-800, registration 5Y-CYC performing flight KQ-784 from Port Elizabeth to Cape Town (South Africa), landed on Cape Town's runway 19 but became disabled on the runway due to a number of burst tyres. The aircraft was finally moved off the runway about 3.5 hours after landing. The aircraft had earlier diverted on its flight from Nairobi (Kenya) to Cape Town to Port Elizabeth. The airline reported a burst tyre. https://avherald.com/h?article=53cba29a&opt=0 Incident: SAS A359 near Krakow on Aug 3rd 2026, engine shut down in flight A SAS Scandinavian Airlines Airbus A350-900, registration SE-RSF performing flight SK-983 from Copenhagen (Denmark) to Tokyo Haneda (Japan), was enroute at FL370 about 100nm northwest of Krakov (Poland) when the crew needed to shut their right hand engine (Trent XWB) down due to a low oil pressure indication. The aircraft drifted down to FL220 and returned to Copenhagen for a safe landing on runway 22L about 2 hours after departure. A listener on frequency reported the crew declared PAN PAN and reported the crew had shut down the right hand engine. The rotation was cancelled. The occurrence aircraft is still on the ground in Copenhagen about 27 hours after landing back. https://avherald.com/h?article=53cb7722&opt=0 Incident: Piedmont E145 at Chattanooga on Aug 3rd 2026, runway overrun on rejected takeoff A Piedmont Airlines Embraer ERJ-145 on behalf of American Airlines, registration N663AR performing flight AA-6105 from Chattanooga,TN to Charlotte,NC (USA) with 50 passengers and 3 crew, was accelerating for takeoff from Chattanooga's runway 20 at high speed (maximum speed over ground 146 knots). The aircraft overran the end of the runway by about 66 meters/200 feet stopping in grass. The aircraft was able to turn around on own power, returned onto the runway and taxied to the apron. Passengers reported the crew announced, that the crew was pulling the yoke to rotate the aircraft, however, the aircraft did not go up. The FAA reported: "Piedmont Airlines Flight 6105 went into the runway safety area at Chattanooga Metropolitan Airport after the crew aborted its takeoff around 10:10 a.m. local time on Monday, Aug. 3. The FAA will investigate." https://avherald.com/h?article=53cb5aaa&opt=0 FAA investigating air safety incident involving Trump’s Marine One helicopter Federal aviation officials are investigating an air-traffic safety incident Tuesday involving the military helicopter carrying President Donald Trump and another aircraft, according to Reuters news agency and air-traffic control audio reviewed by CNN. "The FAA is investigating a safety incident involving Marine One but it didn't appear to be a dangerous close call and the aircraft weren't apparently converging," the FAA said, according to Reuters. The Marine One helicopter took off from the Ellipse just south of the White House on Tuesday afternoon, but air traffic at nearby Ronald Reagan Washington National Airport continued for a couple of minutes afterward, according to a CNN review of air-traffic control audio captured by ATC.com. There has been growing scrutiny of the extremely crowded airspace around Reagan National Airport, roughly 4 miles from the Ellipse, in the wake of a collision last year of a US Army Blackhawk helicopter and an American Airlines regional jet, killing all 67 people on board. Following that incident, the FAA imposed heavy restrictions on helicopters operating near the airport. Commercial flights at the Reagan National Airport were not halted as they are required to under a policy set last year following that fatal collision, two sources told Reuters on Tuesday. A review of air-traffic control audio indicates the pilots of Marine One told a Reagan National tower controller they were preparing to take off at least three times. The controller didn't appear to respond to them, and traffic at the airport appeared to be moving. "Tower, do you copy. Marine One, three minutes to lift," a pilot said at 2:31 p.m., the audio shows. The pilot called again. The controller answered that the transmission was "broken and unreadable." Minutes later, the pilots said they were departing on their planned route. "Uh …" the controller replied, according to the audio. "Marine One, you said you are proceeding as briefed?" He then warned the helicopter about a regional jet already taking off. The pilots said they saw the plane and held their position before flying on to Joint Base Andrews, Maryland, for an Air Force One flight to Los Angeles. Marine One lifted off from the White House Ellipse, near the South Lawn, around 2:33 p.m., according to a pool report. The other aircraft involved was an Envoy Air commercial plane, according to Reuters and the Wall Street Journal, which was first to report the story. Envoy Air 3742, a regional E170 jet bound for Pensacola, Florida, departed at 2:34 p.m. and was involved in the apparent loss of separation incident with Marine One, a source told Reuters. Envoy is a wholly owned subsidiary of American Airlines. The commercial jet passed within 1.5 miles of the Ellipse, according to tracking to Flightradar24. Both aircraft landed safely. CNN has reached out to Envoy Air, American Airlines, the FAA and the White House for comment. "Marine One flights are piloted by some of the best aviators in the world, and at no point was the President in harm's way," White House spokesperson Kush Desai told the Journal. https://www.yahoo.com/news/us/articles/faa-investigating-air-safety-incident-085302093.html India opens probe after Air India Airbus jet suffers sudden altitude loss Aug 4 (Reuters) - Indian authorities have opened an investigation into an Air India Airbus A320neo aircraft after it experienced ‌a "momentary altitude variation" during its flight, the government said on Tuesday. The authorities have secured the aircraft's Flight Data Recorder and Cockpit Voice Recorder for examination, the government ⁠said. Get the latest news from India and how it matters to the world with the Reuters India File newsletter. Sign up here. Here are more details: Earlier on Tuesday, Air India flight AI2379, operating from Phuket, Thailand, to Delhi, experienced a sudden loss of altitude during cruise, the airline said. The flight, which was carrying 137 passengers and eight crew members, landed safely ‌in ⁠Delhi at 5:37 a.m. GMT Airbus did not immediately respond to a Reuters request for comment. Eight passengers and four crew members were ⁠injured and taken to hospital for medical evaluation, the government said. The airline said it had ⁠informed relevant regulators, was cooperating with the investigation and had notified the aircraft ⁠manufacturer. The aircraft was a 7-year-old Airbus aircraft, according to Flightradar24. https://www.reuters.com/world/india/india-opens-probe-after-air-india-airbus-jet-suffers-sudden-altitude-loss-2026-08-04/ TCAS intervenes in Tokyo: Civil Aviation Bureau CitationJet crosses in front of ANA 767 On the morning of 4 August, a departing Japan Civil Aviation Bureau CitationJet CJ4 crossed in front of an ANA 767 on approach to Haneda Airport in Tokyo, resulting in a Traffic Collision Avoidance System-Resolution Advisory on the 767. The ANA 767 climbed for a go-around and completed two total go-arounds before safely landing. Conflicting traffic Flightradar24 map showing the closest position between the ANA 767 and Japan Civil Aviation Bureau CitationJet near Tokyo’s Haneda Airport, where the 767 received at TCAS RA. The Civil Aviation Bureau Citation registration JA010G departed Tokyo-Haneda’s Runway 05 at 20:42 UTC (05:42 local time) to begin a navigation instrument check flight. The aircraft made an ascending right turn putting its path in conflict with ANA flight NH968 approaching Haneda’s Runway 34R from Shanghai. As it descended toward 1,000 feet AMSL, the ANA 767-330ER received a TCAS RA and began a go-around to clear the conflict. ANA968 Approaches to Haneda, showing the aircraft on its second approach, which also resulted in a go around. The ANA flight lined up for a second approach, but conducted another go-around. According to ATC audio, the crew felt they did not have a stable approach and decided to re-sequence for landing. The aircraft landed without incident on its third approach. Closest point between the two aircraft ADS-B data indicates the closest lateral distance between the two aircraft was approximately 0.776 miles with vertical separation of ~100 ft at 20:44:30 UTC as the Citation passed in front of the Boeing 767. https://www.flightradar24.com/blog/aviation-news/aviation-safety/tcas-tokyo-ana-767-civil-aviation-bureau-citationjet/ Rising temperatures could keep more flights from taking off on time LAS VEGAS — Airline passengers know to expect possible flight delays when weather forecasts call for thunderstorms, heavy snow or strong wind. The omens are less obvious on a hot summer day with clear skies. Yet extreme heat also disrupts flights and travel plans. On the hottest days, thinner air can make it harder for aircraft to get off the ground safely. Airlines may have to lighten the load by removing passengers or cargo, or carrying less fuel. The snag is well known at airports in desert climates around the world, from the U.S. Southwest to the Middle East. But even less extreme heat can create similar challenges at airports with higher elevations or shorter runways. Researchers say human-caused climate change could make such disruptions more common. With heat waves searing parts of the United States and Europe this summer, Las Vegas illustrated how extreme heat can interfere with air travel. American Airlines offered compensation to customers who voluntarily gave up their seats on a July 24 flight from Harry Reid International Airport after temperatures reached 114 degrees Fahrenheit (47 degrees Celsius). The airline described reducing a plane's weight as a standard industry practice in hot-weather destinations when conditions require it to ensure a safe takeoff. The explanation comes down to physics. Hot air is thinner than cool air, making it harder for a plane's wings to generate lift and for jet engines to generate the thrust needed for takeoff, explained Ross Aimer, a retired United Airlines captain and CEO of Aero Consulting Experts. “There is a science behind all this,” Aimer said. “You can’t deny the science of flight and what it takes for an airplane to operate.” Airplanes struggle in hot, thin air Aimer likens the effect of high temperatures on airplane performance to athletes competing at high altitude. During this year’s World Cup, foreign teams competing in Mexico City — located more than 7,300 feet (2,225 meters) above sea level — had to contend with thinner air that can leave players fatigued more quickly. “Just like human beings, jet engines require lots of cool, dense air to perform well,” Aimer said. Before every departure, pilots and airlines determine whether an aircraft can safely take off by calculating several key factors, including the airplane’s weight, the airport’s elevation and the outside temperature, said Alan Price, a retired Delta Air Lines captain. Aircraft at higher elevations are already operating in thinner air, so temperatures don’t have to climb as high to affect takeoff performance. Denver, for example, sits more than 5,000 feet (1,524 meters) above sea level. Runway length also matters. Airliners need room to build enough speed for takeoff when temperatures soar, and shorter runways leave less distance to do that, Price said. That’s one reason airports such as New York’s LaGuardia and Washington’s Reagan National can be more likely to face takeoff restrictions or weight limits during very hot weather. If the pilot's preflight math shows an aircraft cannot safely depart as planned, airlines may choose to reduce cargo, carry less fuel and make a refueling stop later, wait for cooler temperatures or ask passengers to volunteer for a later flight. But there comes a point when removing weight isn’t enough to make a safe takeoff possible. “At some point, the numbers just don’t make sense,” Aimer said. “You could roll down a runway as long as you want, and you still can’t take off.” Delays due to hot weather could become more common The Federal Aviation Administration does not set a single maximum temperature for takeoff. Instead, the FAA says, operating limits vary based on an aircraft's make and model, its weight and the airport’s altitude. A 2017 study by researchers from Columbia University, NASA’s Goddard Institute for Space Studies and the Logistics Management Institute projected that some airports could see weight restrictions on 10% to 30% of flights departing during the hottest part of the day by midcentury if greenhouse gas emissions continued to rise. The study examined 19 airports around the world and found that airports with short runways, high elevations and hotter climates would be affected most. A more recent study concluded that current climate prediction models indicated planes taking off from four European airports would have to shed the weight equivalent of 10 passengers per flight by 2065. While triple-digit temperatures come with desert living, the kind of hot days that might affect flights are becoming more frequent in both Phoenix and Las Vegas. Phoenix Sky Harbor International Airport has averaged 43 days each year since 2020 when the temperature reached at least 110 F (43 C), according to an analysis of weather station data by The Associated Press. The number of such days increased gradually over several decades before surging in the 2020s to more than triple the average during the middle of the last century. At Harry Reid International Airport in Las Vegas, temperatures reached that threshold an average of about 18 days a year between 2020 and 2025 — more than double the annual average during the 1940s through 1960s, the AP analysis found. The 2020s have also been exceedingly hot at Palm Springs International Airport. The airport in Southern California has recorded an annual average this decade of 55 days with temperatures reaching 110 F — an 83% increase compared to the 2000s, when the weather station there began recording data. Safety determines when airlines reduce weight Airlines have dealt with these issues for years. During a stretch of scorching heat in June 2016, American canceled several round-trip regional flights between Palm Springs, California, and Phoenix. The following year, the airline canceled dozens of regional flights in Arizona as temperatures in Phoenix climbed toward 120 F (49 C). In July 2018, some airlines bumped passengers at Denver International Airport to later flights as temperatures reached 98 F (37 C), KDVR-TV in Denver reported. Delta Air Lines also asked for volunteers to step off a plane in Las Vegas during an excessive heat warning in July 2023 because of weight restrictions tied to the extreme temperatures. That flight was ultimately canceled after passengers spent hours aboard the aircraft in the heat. Airports can be especially vulnerable to the urban heat island effect, which is the phenomenon of built-up areas becoming hotter than their surroundings, said Jennifer Brady, a data scientist with Climate Central. With little shade or green space, vast expanses of heat-absorbing pavement and constant activity from airplanes, ground vehicles and air conditioning systems that generate waste heat, “all of the elements are there for it being one of the hottest spaces in a city,” Brady said. https://www.newsday.com/business/extreme-heat-airplanes-takeoff-flights-w82348 Air India flight plummets 300 feet mid-air — throwing terrified passengers around cabin, injuring 14 Fourteen people were hurt — including one crew member who suffered a “severe injury” — after an Air India flight suddenly plummeted 300 feet mid-air. The Airbus A320 aircraft was flying from Phuket, Thailand to Delhi, India when it hit significant turbulence, sending passengers and crew flying around the cabin before the plane miraculously landed safely at its destination at 11 a.m. local time Tuesday. “The aircraft seemed to be moving normally but suddenly the turbulence began. I saw my sister thrown into the air from her seat. My mother was knocked on her head. My phone fell,” one shaken female passenger told Asian News International [ANI]. Air India flight AI2379 from Phuket to Delhi encountered air turbulence about 90 minutes into the flight. “People sitting behind me suffered injuries,” she added. “A male passenger had blood on his face. We thought we would die. It was really scary. I was shaking and crying.” Another passenger, who is planning to take legal action against Air India, said that the incident occurred about 90 minutes after takeoff. The mid-air nightmare happened just over a year after London-bound Air India flight 171 crashed seconds after taking off from Ahmedabad Airport in Gujarat, killing all 241 people on board, except for one sole surviving passenger. Those hurt in the massive drop Tuesday were taken to the New Delhi airport’s medical facility, sources told the Indian Express. India’s Directorate General of Civil Aviation, which is investigating the incident, confirmed that the pilot reported a “severe injury” to one cabin crew member. Air India flight AI2379 from Phuket to Delhi encountered clear air turbulence during its descent. Video from the airport shows one patient being wheeled out on a gurney and loaded into an ambulance with a head injury. Air India said in a statement that the flight experienced a “brief in-flight turbulence-related event during cruise, resulting in a momentary change in altitude” but said none of the injuries were serious. “A small number of passengers and crew members with minor injuries requiring medical assessment have been taken to a medical facility at the airport for precautionary examination and care by Air India’s airport team and medical personnel,” the airline told the Indian Express. https://nypost.com/2026/08/04/world-news/air-india-flight-plummets-300-feet-mid-air-injuring-14/ FAA proposes giving airlines flexibility on flight emergency medical kits WASHINGTON, Aug 4 (Reuters) - The Federal Aviation Administration on Tuesday proposed giving airlines flexibility in requirements for emergency medical kits on commercial flights. The FAA is proposing moving from a prescriptive checklist of ‌medical items and instead setting performance-based standards requiring carriers to have sufficient resources to manage nine life-threatening conditions. The agency requires emergency medical kits to provide basic evaluation and initial treatment for passengers experiencing medical issues until the passenger can be transferred to emergency medical personnel. Under the proposal, airlines would be able to determine the items and amounts in ⁠a kit. The nine conditions: cardiac emergencies, breathing difficulties, gastrointestinal emergencies, opioid overdoses, childbirth, seizures, severe allergic reactions, major bleeding and hypoglycemia. A 2025 Duke Health study review of 77,000 in-flight medical events showed most incidents were minor but thousands required hospital care after landing, and hundreds died or triggered aircraft diversions. Researchers reviewed medical calls from 84 airlines across six continents, covering over 3.1 billion passenger boardings between January 2022 and December 2023 and found that one in every 212 flights involved a medical emergency and about 8% of passengers were taken to the ‌hospital ⁠after landing, and that 1.7% were serious enough to cause diversions. Emergency kits contain supplies to treat abrasions, lacerations, sprains or strains, and fractures and other more serious issues. The current kit requires 64 different items, twice the requirements before 2001. Required equipment includes a first aid kit, a sphygmomanometer or blood pressure cuff, ⁠stethoscope, medical gloves, four syringes, six needles; one 50% dextrose injection; two epinephrine doses and 10 nitroglycerin tablets. Planes would still need to have an external defibrillator under the revised rules. Medication shortages occasionally affect airlines' abilities ⁠to acquire an adequate supply for emergency kits. Incomplete kits prevent an airline from operating a flight, but airlines can petition for an FAA exemption. The FAA agreed in 2013 to ⁠an exemption because of a dextrose shortage. The medicine is used to treat severe, life-threatening hypoglycemia. Under the new rules if finalized airlines could have found a replacement for Dextrose without seeking an exemption. https://www.reuters.com/business/healthcare-pharmaceuticals/faa-proposes-giving-airlines-flexibility-flight-emergency-medical-kits-2026-08-04/ UK CAA warns airlines over rise in unstable approaches continued to landing The UK CAA has warned airlines about a rise in unstable approaches continued to landing. The practice is up to 100 times more likely to present a safety risk. The UK Civil Aviation Authority (CAA) has issued a new Safety Notice warning airlines and flight crews about an increase in unstable approaches that continue to land rather than being abandoned with a go-around. The regulator says this practice significantly increases operational risk. In Safety Notice SN-2026/008, issued on 4 August, the regulator said analysis of Mandatory Occurrence Reports (MORs) and operator safety data has identified a growing number of unstable approaches that are not discontinued. That is despite established stabilised approach criteria. A stabilised approach is one of aviation’s most important safety defences against landing accidents. It helps reduce the risk of runway excursions, hard landings, tail strikes and runway contact events. Continued unstable approaches carry far greater risk The CAA notes that many unstable approaches end in uneventful landings. However, the regulator warns that this can create a dangerous sense of normality. The Safety Notice cites historic Flight Safety Foundation research which found unstable approaches were a factor in 66% of approach and landing accidents. Additionally, the CAA’s analysis of UK occurrence data from 2024-2025 shows that an approach continued while unstable is 80 to 100 times more likely to result in an adverse event than a stabilised approach or one discontinued with a go-around. Runway excursions remain a major concern. However, the regulator notes that the most common consequences are hard landings, deep landings and tail strikes. Go-arounds should be the normal response The CAA stresses that aircraft commanders retain ultimate authority to decide whether, in exceptional circumstances, continuing an approach is safer than initiating a go-around. However, the regulator makes clear that when an aircraft fails to meet defined stabilised approach criteria, a go-around should be the expected outcome, not an exceptional event. The CAA says any decision to continue an unstable approach should only be justified when a clearly identifiable hazard would make a go-around the greater safety risk. For example, in case of an aircraft system issue, a specific performance limitation or another defined operational hazard. Conversely, the CAA says decisions should not be influenced by: Commercial or schedule pressure Low confidence in flying a go-around A belief that a go-around is abnormal or undesirable Busy airspace or air traffic control workload The notice emphasises that approach, departure and air traffic management procedures accommodate safe go-arounds when needed. Busy airspace alone should not justify continuing an unstable approach. Operators told to reinforce training and safety culture The CAA is calling on operators to strengthen their operational procedures and organisational culture to promote stabilised approaches. Among the CAA’s recommendations are: Reviewing stabilised approach policies to ensure they are clear, objective and consistently applied. Reinforcing that go-arounds are a routine safety manoeuvre and do not indicate poor performance. Using Flight Data Monitoring (FDM) and Safety Management Systems (SMS) to identify trends in unstable approaches. Monitoring whether crews comply with stabilised approach gates. Ensuring recurrent simulator training includes realistic unstable approach and go-around scenarios. Encouraging a culture in which crews can report go-arounds and unstable approaches without fear of criticism. The regulator also encourages operators to review individual events through safety investigations. They should aim to understand why an approach became unstable, and why the decision was made to continue. A focus of the UK’s aviation safety plan The warning follows publication of the UK’s National Aviation Safety Plan 2026-2029 this April, which identifies unstable approaches as a key cause of runway excursions, and prioritises improving approach and landing performance. The CAA’s latest Safety Notice will remain in force until 31 August 2029. The extended timeframe gives operators several years to make the recommended changes in their training, operational procedures and safety management systems. https://www.adsadvance.co.uk/uk-caa-safety-notice-unstable-approaches-2026/ Ireland’s new state jet said to struggle to land in fog, after Israeli system rejected Falcon 6X allegedly lacks Elbit’s low-visibility equipment after procurement officials decided signing with the Israeli defense firm was ‘a step too far’ A new Irish government jet may struggle to land in bad weather because it was ordered without key navigation equipment from an Israeli firm, according to a report Tuesday by the Irish outlet The Journal. The 53 million euro (61 million USD) Dassault Falcon 6X aircraft would normally include Elbit’s FalconEye low-visibility system, a system of cameras and sensors that gives pilots additional information amid fog or darkness. In August 2024, Ireland said it would no longer award Israeli companies defense contracts, citing an advisory opinion from the International Court of Justice against Israeli settlements in the West Bank. The report noted that Ireland recently inducted four new helicopters and a maritime patrol aircraft that include systems made by Elbit and other Israeli firms. However, in this case Ireland would have had to enter a written agreement with the Israeli company in order to have the system included, and “procurement officials determined this was a step too far.” The Irish defense department has not confirmed or denied the absence of the system, but has said “there are no current limits on the operational capability of the aircraft.” However, The Journal cited pilots as saying the lack of the FalconEye does limit pilots’ options for landing in foggy weather. “Enhanced vision systems use a number of infra-red and other light spectrum cameras whose imagery is projected onto heads-up display screens in the cockpit to provide unparalleled situational awareness, allowing pilots to see at night and through the most inclement weather conditions,” Kevin Phipps, a former Irish Air Corps pilot and now an airline pilot, told the Journal. “The operational benefit of this system is the ability to land in fog when other aircraft would have to divert to another airport,” he said. According to the report, the aircraft, which was delivered in December, is intended to be used both for transporting senior government officials and as a long-distance air ambulance under certain circumstances. The Journal said that it made a Freedom of Information Act request for information regarding any additional projects that have been restricted or forgone due to Israeli ties, but the Irish Defense Ministry responded saying they had no relevant documents to share. Ireland has been among the most outspoken critics of Israel’s military campaign against terror groups in Gaza in the wake of the deadly October 7, 2023, Hamas-led invasion of southern Israel that triggered the war. It recognized a Palestinian state in 2024. Soon after, Foreign Minister Gideon Sa’ar ordered the closure of the Israeli embassy in Dublin, blaming Ireland’s “extreme anti-Israel policies.” Last month, Ireland’s parliament approved legislation banning imports of goods from Israeli settlements in the West Bank and Jewish areas of East Jerusalem. Pro-Palestinian, anti-Israel protesters march in Dublin, Ireland, January 13, 2024. (Screen capture: X/Fergal O’Brien, used in accordance with Clause 27a of the Copyright Law) In June, Dublin banned far-right National Security Minister Itamar Ben Gvir and Finance Minister Bezalel Smotrich from entering the country, slamming their behavior toward pro-Palestinian activists. Dublin has also long pushed for a review of the European Union’s EU-Israel Association Agreement, a cooperation deal signed in 1995 that forms the basis for trade ties with Israel. https://www.timesofisrael.com/new-irish-state-jet-said-to-struggle-to-land-in-fog-after-rejecting-israeli-system/ CALENDAR OF EVENTS . ALPA's 70th Air Safety Forum -September 14-17, 2026; Washington, DC . 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 . Defence Aviation Safety Conference 2026 — October 5–6, 2026, United Kingdom. . 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 . Bombardier Safety Standdown (November 10–12, 2026 in Wichita, KS) . 2027 ACSF Safety Symposium - April 6-8, 2027 - ERAU Daytona Beach, FL Curt Lewis