Flight Safety Information - October 12, 2026 No. 200 In This Issue : Incident: American A321 near Memphis on Oct 11th 2026, toxic fumes in cockpit : Incident: Norwegian B738 at Bergen on Oct 11th 2026, engine shut down in flight : Incident: Delta A321 at Atlanta on Oct 9th 2026, engine compressor stall : Incident: Volotea A319 at Paris on Oct 7th 2026, rejected takeoff due to go around : Incident: Emirates B772 at Amsterdam on Oct 8th 2026, gear disagrees : Accident: Avianca A320 near Miami on Oct 9th 2026, turbulence injures 8 : Ryanair earns second-highest safety score in Europe despite passenger being partially sucked out of a window : Israel Bans Foreign Pilots and Flight Attendants With Dual Nationality of 31 Countries in Response to Thwarted Terror Attack : 'Absolute Safety': Korean Air and Asiana Airlines hold an integrated pilot safety meeting : Airbus plans third factory in Morocco as European aircraft giant expands production and targets West Africa’s helicopter market : AB Jets Reports Clean Bill of Health in Argus Audit : FADEC Explained: The Computer That Really Runs a Jet Engine : Calendar of Events Incident: American A321 near Memphis on Oct 11th 2026, toxic fumes in cockpit An American Airlines Airbus A321-200, registration N934AA performing flight AA-2411 from Charlotte,NC to San Francisco,CA (USA) with 113 people on board, was enroute at FL340 about 100nm northeast of Memphis,TN (USA) when the crew donned their oxygen masks and decided to divert to Memphis due to a toxic fumes smell in the cockpit. The aircraft landed safely on Memphis' runway 36C about 22 minutes later. https://avherald.com/h?article=54362176&opt=0 Incident: Norwegian B738 at Bergen on Oct 11th 2026, engine shut down in flight A Norwegian Air Shuttle Boeing 737-800, registration LN-ENV performing flight DY-1122 from Bergen (Norway) to Berlin (Germany) with 140 passengers and 6 crew, was climbing out of Bergen's runway 17 when the crew stopped the climb at FL060, shut one of the engines (CFM56) down and returned to Bergen for a safe landing on runway 17 about 30 minutes after departure. The airline reported the crew did not send our an emergency message, but only requested increased preparedness. The aircraft had problems with one of the engines, the crew chose to turn it off. https://avherald.com/h?article=5435b4fb&opt=0 Incident: Delta A321 at Atlanta on Oct 9th 2026, engine compressor stall A Delta Airlines Airbus A321-200, registration N334DN performing flight DL-2050 from Buffalo,NY to Atlanta,GA (USA), was on final approach to Atlanta's runway 09R when the crew declared Mayday, they were losing their left hand engine (CFM56). Emergency services responded, the aircraft continued for a safe landing, vacated the runway and stopped clear of the runway. The crew requested emergency services to check their left hand engine telling them they had an engine compressor stall, flight attendants reported seeing fire from the engine, they had no such indication. Emergency services reported not seeing any fire. The aircraft was towed to the apron. The aircraft returned to service about 20.5 hours after landing. https://avherald.com/h?article=5433d33a&opt=0 Incident: Volotea A319 at Paris on Oct 7th 2026, rejected takeoff due to go around A Volotea Airbus A319-100, registration EC-MUU performing flight V7-2797 from Paris Orly to Rodez (France), was accelerating for takeoff from Orly's runway 25 when the crew rejected takeoff at low speed (about 50 knots over ground). A Vueling Airbus A319-100, registration EC-MKV performing flight VY-1504 from Florence (Italy) to Paris Orly (France), was on final approach to runway 25 descending through about 300 feet AGL when the crew initiated a go around. A passenger on the Volotea A319 reported the crew announced they rejected takeoff due to "heavy traffic at the airport". https://avherald.com/h?article=5430565a&opt=0 Incident: Emirates B772 at Amsterdam on Oct 8th 2026, gear disagrees An Emirates Boeing 777-200 freighter, registration A6-EFO performing flight EK-9648 from Nairobi (Kenya) to Amsterdam (Netherlands), was on final approach to Amsterdam's runway 06 when the crew initiated a go around at about 1300 feet AGL reporting the left main gear disagreed. The aircraft subsequently positioned for an approach to runway 36C and landed without further incident about 25 minutes later. The aircraft stopped clear of the runway and was towed to the apron. The aircraft is still on the ground in Amsterdam about 33 hours after landing. https://avherald.com/h?article=5430483f&opt=0 Accident: Avianca A320 near Miami on Oct 9th 2026, turbulence injures 8 An Avianca Airbus A320-200, registration N207FR performing flight AV-42 (dep Oct 8th) from Medellin (Colombia) to New York JFK,NY (USA), was enroute at FL360 about 110nm southeast of Miami,FL (USA) when the aircraft experiences turbulence causing injuries to 8 people on board. The aircraft diverted to Miami for a safe landing on runway 09 about 35 minutes later. 8 people were taken to a hospital.- Miami Dade Fire Services reporteed one person was taken to a trauma center, 7 more people were taken to hospital. A replacement A320-200 registration N398AV positioned from Bogota (Colombia) to Miami and reached New York with a delay of about 5.5 hours. The occurrence aircraft is still on the ground in Miami about 33 hours after landing. https://avherald.com/h?article=54302809&opt=0 Ryanair earns second-highest safety score in Europe despite passenger being partially sucked out of a window It was the stuff of nightmares: In July, a man was partially sucked out of an airplane before being pulled back in. However — statistically — the airline is still one of the safest in Europe. Faulty engine blade blamed for incident The flight was operated by Ryanair subsidiary Malta Air. On July 10, after the plane took off from the Thessaloniki International Airport in Greece on its way to Germany, an engine blade broke off and smashed a cabin window, sucking Karović's head and right shoulder into the hole. A National Transportation Safety Board investigation identified the engine blade as the source of the problem, and Ryanair has stated it will not comment further until the investigation is complete, CBC reports. "I don't remember much and my head and neck still hurt but I am still alive," Ljubisa Karović, the Serbian national who survived the ordeal, told The Guardian. "It could have been the seatbelt, the fact that I was still strapped in. But maybe it is fate." His wife, Svetlana Grković Maksimović, and two other passengers held onto his legs and eventually pulled him back inside as the pilot made an emergency landing. While Karović has a long road to recovery, he survived. Yet, Ryanair was recently ranked as one of the top three carriers for safety in Europe. It's a lesson in risk and probability that we can apply to other areas of our life, including finances. Black swan events vs. everyday risks AirAdvisor's 2026 European Airline Safety Index ranked 20 European carriers based on 10 years of data. Ryanair came second with a score of 86 out of 100, second only to Aegean Airlines with a score of 89. In third place was Austrian Airlines (85.5), followed by Norwegian (85) and SunExpress (84.5). Ship captains and crews transiting the Strait of Hormuz make so much danger pay that they’re ‘almost being viewed as mercenaries’ Treasury Secretary Bessent drops a new bombshell on Iran A tech CEO who cut his staff from over 1,000 to 120 says AI is boosting the value of 'high-agency' generalists The lowest-ranked carrier was Pegasus Airlines, with a score of 64.5. The rankings were based on each carrier's safety record (the number of accidents published in the IATA Safety Report between 2016 and 2025), as well as certifications and audits; operational safety systems; fleet age and technical profile; pilot training; and financial stability. Three of the top five were low-cost carriers, including Ryanair, Norwegian and SunExpress. When comparing all 20 airlines in the study, the low-cost carriers averaged 79.2, with the mainline carriers averaging 82.8. "Many travellers assume that a cheaper ticket means accepting more safety risk, but the data doesn't support this," Anton Radchenko, CEO of AirAdvisor, told Euronews Travel. "Low-cost and mainline airlines have very similar accident records, and their safety management systems scored the same on average." Indeed, with regards to the Ryanair incident, a National Transportation Safety Board (NTSB) report found that the aircraft's fan blades had undergone routine ultrasonic inspections in May and had passed without any findings. The investigation is ongoing. While budget airlines might cut out the frills of travel — like in-flight meals or a few extra inches of legroom — all carriers operate under the same safety standards. Yet, a black swan event — like a hijacking, plane crash or being sucked out of a window — may cause some people to think twice about boarding a plane again. But it doesn't mean they should stop flying altogether. Flying is still one of the safest modes of travel. In 2025, 38.7 million flights took place around the world. Of those, there were eight fatal accidents, according to the International Air Transport Association (IATA). "Per mile travelled, driving is roughly 180 times more dangerous than flying," according to an article in AirAdvisor. "The U.S. National Safety Council puts the lifetime odds of dying as an airline passenger as 'too small to calculate,' while your lifetime odds of dying in a car crash sit at about 1 in 95." https://www.yahoo.com/finance/media-advertising/articles/ryanair-earns-second-highest-safety-153000793.html Israel Bans Foreign Pilots and Flight Attendants With Dual Nationality of 31 Countries in Response to Thwarted Terror Attack Israel has begun telling foreign airlines operating flights to the country that pilots and flight attendants with dual nationality of 31 countries are no longer to work flights to Tel Aviv, even if they have little connection to one of the banned countries and were brought up somewhere that has good relations with Israel. The move is a direct response to the thwarted terror attack on Tel Aviv Ben Gurion Airport on September 30, in which Flydubai First Officer Hamam al-Hammami allegedly attempted to incapacitate the plane’s Captain in an attempt to take control of the packed airliner and crash it into the main airport terminal. Within hours of the attempted attack being disrupted by quick-thinking passengers and two off-duty pilots, it emerged that Al Hammami was from Oman, which is a country that does not have diplomatic relations with Israel. For years, Israel has supposedly banned aircrew from countries that don’t have diplomatic relations with Israel from operating flights to the country. For whatever reason, that policy didn’t seem to be enforced. Al Hammami had operated two previous flights to Tel Aviv without incident, and his details, including his passport number and the country that issued it, should have been transmitted to Israeli authorities in advance. Not only is Israel now actively enforcing this policy, but it has taken it one step further, telling foreign airlines that aircrew who hold dual nationality with any country that doesn’t have diplomatic relations with Israel are no longer allowed to work flights to Israel. The list of ‘banned’ nationalities are: Afghanistan, Algeria, Bangladesh, Brunei, Comoros, Cuba, Djibouti, Indonesia, Iran, Iraq, Kuwait, Lebanon, Libya, Malaysia, Maldives, Mali, Mauritania, Niger, North Korea, Oman, Pakistan, Qatar, Saudi Arabia, Somalia, Sudan, Syria, Tunisia, Venezuela, and Yemen. On Saturday, Live and Let’s Fly reported that United Airlines has already sent out an internal memo to pilots and flight attendants warning them that if they hold dual nationality with any of these countries, they will no longer be permitted to operate flights to Israel. Even if the crew member holds a valid US passport, they will not be allowed to fly to Tel Aviv. It’s not just United Airlines that has received this update from the Israeli authorities. Any foreign airline flying to Tel Aviv must not crew their flights with crew members who have nationality from any of the 31 banned countries. A crew member might have zero present-day connection with the banned country, but if they hold dual nationality, they won’t be allowed to work the flight. Presumably, the thinking of Israeli security services is that if a country doesn’t have diplomatic relations with Israel, people in that country have been raised to have animosity toward Israel and could be more susceptible to radicalization and extremism. It’s an incredibly crude instrument to counter a potential threat, given that there is plenty of evidence that people who are only nationals of countries with very solid diplomatic relations with Israel have become radicalized and pursued antisemitic extremism. As I wrote before, what happened on September 30 seems to be a massive failure to carry out background checks that could have alerted Flydubai to the fact that Al Hammami had been radicalized. His previous employer, Oman Air, became aware of Al Hammami’s extremist views and was said to be so concerned that it decided to ground him and move him to a desk job. Despite these concerns, Al Hammami was able to go on to work for Royal Air Maroc before securing his role at Flydubai. Prosecutors allege that Al Hammami pursued a career in the aviation industry with the intent of carrying out a 9/11-style terror attack. He deliberately chose Flydubai as a potential employer because the airline regularly flew to Tel Aviv and had used two previous flights to Israel to plan his attack. Al Hammami is believed to have been radicalized when he was living in Melbourne, Australia, where he became acquainted with individuals belonging to a group funded by the Muslim Brotherhood. He claims, however, that his failed attack was his own work and that he was acting alone. https://www.paddleyourownkanoo.com/2026/10/11/israel-bans-foreign-pilots-and-flight-attendants-with-dual-nationality-of-31-countries-in-response-to-thwarted-terror-attack/ 'Absolute Safety': Korean Air and Asiana Airlines hold an integrated pilot safety meeting Korean Air and Asiana Airlines held an integrated pilot safety meeting on the 12th ahead of the launch of their integrated airline. According to Korean Air, the meeting was organized under the theme “Absolute Safety Achieved Together” to reaffirm the two airlines’ flight crews’ shared mission: “to operate safely to their destinations.” Based on “mutual respect” and “horizontal communication,” core values of the integrated Korean Air, the meeting shared the direction the airline should take after integration, including bridging cultural gaps arising from different operating environments and building strong teamwork. It also emphasized a code of conduct calling for compliance with operating procedures and training methods redefined to meet the integrated airline’s standards. Korean Air and Asiana Airlines plan to proactively check even minor differences in operating procedures that may arise in the field to ensure the complete implementation of a unified safety standard (One Standard). The joint pilot safety meetings will be held 22 times in total at Korean Air’s headquarters in Gangseo-gu, Seoul, through November 13. All flight crew members of Korean Air and Asiana Airlines are eligible to attend. “Mutual respect and open communication are the most powerful safety equipment Korean Air has honed over decades,” said Kim Hae-ryong, head of flight operations at Korean Air. “Building on Korean Air’s proven, advanced safety culture, the crews of both airlines will integrate seamlessly as one team (One Team), and the integrated airline will establish itself as a global airline that passengers around the world can choose with the greatest confidence.” https://www.sportschosun.com/en/culture/2026-10-12/202610120100074110004804 Airbus plans third factory in Morocco as European aircraft giant expands production and targets West Africa’s helicopter market Airbus plans to establish a third factory in Morocco and launch a helicopter-maintenance operation that could serve West Africa, expanding the country’s role in the European aircraft manufacturer’s production and service network. The proposed facility would cover approximately 6,900 square metres. The proposed factory would cover approximately 6,900 square metres and form part of an industrial expansion described as increasing the group’s Moroccan footprint by 30%. Airbus already operates two factories in the country, employs more than 1,300 people and works with approximately 100 local suppliers, according to its Morocco representative, Mickaël Bertrand. The plans would extend a relationship in which Moroccan facilities manufacture components used in the company’s international aircraft programmes. The new factory would focus on design, manufacturing and assembly activities; the disclosure does not describe a final assembly line for complete passenger aircraft. Bertrand outlined the plans in an interview with Asharq Bloomberg published on 10 October⁠. He said the expansion would be formally announced in the coming months, without disclosing its investment value or construction timetable. Moroccan components enter global aircraft programmes Airbus’ existing Moroccan operations produce cockpit components, fuselage structures, floor panels, wing elements and cabin fittings. Its Airbus Atlantic Maroc Composites business also manufactures components for A320 cockpits, ATR baggage compartments and business- and first-class seating. These activities connect Moroccan factories to international aircraft production rather than limiting their customers to the domestic aviation market. The planned expansion would deepen that manufacturing role as the company seeks to produce more complex components locally. It also provides a specific company development beyond Morocco’s broader aerospace ambitions.The industry aims to increase annual exports to $5 billion within three years. That target, reported earlier, is an industry projection and does not represent the value of Airbus’ proposed factory. A maintenance business reaching beyond Morocco Airbus also intends to launch a helicopter-maintenance operation in the coming months, with the possibility of serving West African markets from Morocco. That would add a service business alongside manufacturing. Maintenance facilities support aircraft already in operation through inspection, repair and overhaul, creating a different source of revenue from supplying components for new aircraft. The regional opportunity remains prospective. Airbus has not identified West African customers, signed service contracts or disclosed the number of helicopters the operation would be able to handle. The project is also separate from Safran’s previously announced Moroccan engine-production and maintenance investments⁠. The latest disclosure concerns Airbus’ own industrial expansion and proposed helicopter services. https://africa.businessinsider.com/local/markets/airbus-plans-third-factory-in-morocco-as-european-aircraft-giant-expands-production/70qk114 AB Jets Reports Clean Bill of Health in Argus Audit Third Starlink-equipped Challenger 3500 joins charter certificate AB Jets finished its Argus Platinum renewal audit with no shortfalls found, added a third Starlink-equipped Challenger 3500, and ordered two more. AB Jets finished its Argus Platinum renewal audit with no shortfalls found, added a third Starlink-equipped Challenger 3500, and ordered two more. Charter operator AB Jets said it received a clean bill of health on its policies, procedures, or safety systems during its biennial Argus Platinum renewal audit. The company also reported adding a third Starlink-equipped Bombardier Challenger 3500 to its charter certificate and raising liability limits on its super-midsize fleet to $250 million. According to AB Jets, the audit was an opportunity for a closer self-look at operations and to find ways to build on its safety culture. “Safety systems are built into our daily operation with shared accountability across flight operations, maintenance, leadership, and support teams,” said company partner and director of operations David Turner. “This wasn't about preparing for an auditor. It was about demonstrating the standards our team upholds every day,” added founder and president Andrew Bettis. Meanwhile, AB Jets said its fleet expansion has been well received in both wholesale and retail markets and is seeing repeat demand for the Challenger 3500s, citing the aircraft’s coast-to-coast range, flat-floor cabin, connectivity, and baggage capacity. Headquartered in Tennessee, AB Jets was founded in 1999 and offers on-demand charter and jet card services with a floating fleet. It also has two more Challenger 3500s on order. Its call sign is Fortitude, which the company said reflects its culture. https://www.ainonline.com/aviation-news/business-aviation/2026-10-06/ab-jets-reports-clean-bill-health-argus-audit FADEC Explained: The Computer That Really Runs a Jet Engine When a fighter pilot slams the throttle into afterburner, it feels like a direct command to the engine. It is not. On a modern jet the throttle is a request, sent as an electrical signal to a box of electronics bolted to the engine, and that box decides how much fuel to spray, how to angle the compressor vanes and when to open the bleed valves. The box is called a FADEC, and it is the reason a modern jet engine almost never surges, overheats or flames out when a pilot does something abrupt. FADEC stands for Full Authority Digital Engine Control. The two words that matter are "full authority": the computer does not advise the pilot, it runs the engine outright. That brings huge gains in efficiency, safety and workload, and one uncomfortable trade-off that every engineer who certifies one has to live with. Quick Facts Full name: Full Authority Digital Engine Control (FADEC) Core hardware: An electronic engine controller (EEC or ECU) plus its sensors and actuators What it controls: Fuel flow, variable stator vanes, bleed valves, starting and engine limits Redundancy: Two or more identical channels, each able to run the engine alone Early digital work: 1968 bench runs on a Rolls-Royce Olympus; 1970s NASA flight tests on an F-111 TF30 First engines: Pratt & Whitney F100 (military) and PW2000 (civil), per Wikipedia Manual backup: None on a true FADEC: the FAA notes there is no manual control mode From cables and cams to code For most of aviation history, the throttle was mechanically linked to the engine. Rods, cables and a hydromechanical fuel control unit, full of cams, springs and flyweights, translated lever position into fuel flow. It worked, but it was heavy, needed constant adjustment and could not protect the engine from a ham-fisted pilot. Second World War Germany pushed the idea furthest with the BMW 801 radial's Kommandogerät, a mechanical-hydraulic computer that set mixture, propeller pitch and boost from a single lever. Electronics arrived in stages. Concorde's Rolls-Royce/Snecma Olympus 593 used full-authority analogue control, and in 1968 Rolls-Royce, Elliott Automation and the National Gas Turbine Establishment ran a digital control system for several hundred hours on an Olympus Mk 320. In the 1970s NASA and Pratt & Whitney flew an experimental digital control on the modified left TF30 engine of an F-111, the work that led to the Pratt & Whitney F100 and the PW2000, which Wikipedia lists as the first military and first civil FADEC engines. The decisive flight trials came at NASA's Dryden Flight Research Center, where a Digital Electronic Engine Control (DEEC) was tested on an F100 engine in a NASA F-15 in the early 1980s, a joint NASA, Pratt & Whitney and U.S. Air Force programme. NASA's own history of the effort, written by Terrill Putnam in 1984, traces how full authority digital controls were developed and ground tested before being proven in that F-15. AEROCOR walks through FADEC operation on a light jet, from start-up to cruise. How a FADEC actually works At its heart a FADEC is a loop. The computer reads the power lever position as a thrust request, then reads everything else it needs to know: air density, inlet temperature, compressor and turbine temperatures and pressures, and the speed of each spool. It works out the right settings and drives the actuators, then reads the sensors again and corrects. Wikipedia puts the update rate at up to 70 times per second. The outputs are more than just fuel. A FADEC sets fuel flow, positions the variable stator vanes that keep air flowing smoothly through the compressor, and opens or closes bleed valves to keep the compressor away from a stall or surge. It also runs the start sequence, handles relights, and enforces the engine's limits automatically, so a pilot cannot over-temperature or over-speed the engine however hard the lever is pushed. “There is no direct pilot control over the engine or manual control mode.” Federal Aviation Administration — FAA guidance document on Full Authority Digital Engine Control (FADEC) That is the "full authority" in the name. Many earlier systems were supervisory: a digital box trimmed a hydromechanical control, and if it failed the pilot could fall back on the mechanical system. A true FADEC has no such fallback. If the computer stops, the engine stops. Two brains for every engine Engineers handle that risk with redundancy. A FADEC carries two or more separate but identical channels, each able to run the engine on its own, and each monitoring the other. If one channel loses a sensor or develops a fault, the other takes over. The FAA argues that this redundancy makes a FADEC failure statistically less likely than a double magneto failure on a traditional piston engine. Redundancy has limits. Two identical channels running identical software can fail together if the fault is in the design, the software or the data loaded into them, rather than in the hardware. That is a common-mode failure, and it is the scenario certification authorities worry about most. Aircraft Technicians explains the components of a FADEC system and how they talk to the engine. Seville, 2015: when the data was wrong The sharpest illustration came on 9 May 2015. An Airbus A400M, serial MSN023, took off from Seville in Spain on its first pre-delivery test flight, destined for the Turkish Air Force. Shortly after lift-off three of its four TP400 turboprops stopped responding to the crew's throttle inputs. Airbus later said the power of engines one, two and three froze after lift-off. The aircraft hit an electricity pylon during an attempted emergency landing near the airport, killing four of the six Airbus employees aboard. The leading scenario reported at the time was that torque calibration parameter data had been accidentally wiped from three engines' control units when software was installed in final assembly, leaving them unable to operate normally, with no cockpit warning until the aircraft was about 120 metres in the air. Airbus ordered one-time checks of the engine control units across the fleet. “The black boxes attest … that there are no structural defects, but we have a serious quality problem in the final assembly.” Marwan Lahoud — Chief Strategy Officer, Airbus Group, to Handelsblatt, May 2015 The lesson was not that FADECs are dangerous. It was that a full authority computer is only as good as the data and processes behind it, which is why FADEC software and its loading procedures are developed and checked with the same rigour as flight control code. Why fighter pilots love it For combat aircraft the payoff is "carefree handling". Early jet engines punished rough throttle movements, especially at high altitude and high angle of attack, with compressor stalls and flameouts. A FADEC manages the engine's internal schedules so the pilot can move the throttle as fast as the fight demands. The same F100 engine family powers F-15s and many F-16s, and digital control has since become standard on modern fighter engines. There are quieter benefits too. A FADEC logs engine health data for maintenance crews, cuts the number of gauges a crew has to watch, and lets a manufacturer offer one engine at several thrust ratings simply by changing the software. The cost is complexity, and the absolute dependence on electricity and software. The throttle in your hand is no longer a fuel valve. It is a polite request to a computer that knows the engine better than you do. Frequently Asked Questions What does FADEC stand for? FADEC stands for Full Authority Digital Engine Control. It is a digital computer, the electronic engine controller, together with its sensors and actuators, that controls every aspect of an aircraft engine's operation, including fuel flow, compressor vanes, bleed valves, starting and engine limits. https://migflug.com/afterburner/fadec-full-authority-digital-engine-control-explained/ CALENDAR OF EVENTS . European Aviation Training Summit 3 – 5 November 2026 • Estoril Congress Centre, Cascais, Portugal . 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 . Gulf Flight Safety Association (GFSA)conference Riyadh, Saudi Arabia on the 28th and 29th of October 2026 . Bombardier Safety Standdown (November 10–12, 2026 in Wichita, KS) . CHC Safety & Quality Summit - 11th – 13th November 2025 - Vancouver, BC Canada . Aircraft Fire Hazards, Protection, and Investigation17 to 19 November 2026, Woburn MA : Save The Date - February 11-12, 2027 - ProDIGIQ User Conference . 2027 ACSF Safety Symposium - April 6-8, 2027 - ERAU Daytona Beach, FL Curt Lewis