Flight Safety Information - December 5, 2024 No. 242 In This Issue : Incident: Delta A333 at Amsterdam on Dec 3rd 2024, rejected takeoff : Airbus A320-271N - Ground Damage While Taxing (Brazil) : ‘Not much went right’: How a stowaway avoided identity and boarding pass checks on a flight from New York to Paris : Regulators Confident Pilots Can Manage Engine Safety Device Risks : Republic Airways flight evacuated after returning to Newark Airport over the smell of smoke : Joby Flight Academy Notches Two Key FAA Approvals : Boom’s XB-1 aircraft nears year-end target to break sound barrier on path to future Greensboro-made jet : ARGUS Traqpak predicts 1.6% bump in December flying : Calendar of Events : TODAY'S PHOTO Incident: Delta A333 at Amsterdam on Dec 3rd 2024, rejected takeoff A Delta Airlines Airbus A330-300, registration N810NW performing flight DL-57 from Amsterdam (Netherlands) to Salt Lake City,UT (USA), was accelerating for takeoff from Amsterdam's runway 36L when the crew rejected takeoff at very low speed reporting hot brakes and vacated the runway via the first exit about 0.3nm down the runway. The aircraft stopped for about 40 minutes on the taxiway, then departed from runway 36L and reached Salt Lake City with a delay of about 25 minutes. https://avherald.com/h?article=521251ee&opt=0 Airbus A320-271N - Ground Damage While Taxing (Brazil) Date: Tuesday 3 December 2024 Time: c. 08:21 Type: Airbus A320-271N Owner/operator: LATAM Airlines Brasil Registration: PR-XBG MSN: 11725 Fatalities: Fatalities: 0 / Occupants: Other fatalities: 0 Aircraft damage: Minor Location: SBSP - Brazil Phase: Taxi Nature: Passenger - Scheduled Departure airport: São Paulo-Congonhas Airport, SP (CGH/SBSP) Destination airport: Brasília-Presidente Juscelino Kubitschek International Airport, DF (BSB/SBBR) Narrative: An Airbus A319-132 (reg. PT-TMA, msn 4000, opby. LATAM Airlines Brasil), due to perform flight LA3176, was cleared for pushback from parking position 11. Right after, an Airbus A321-271N (reg. PR-XBG, msn 11725, opby. LATAM Airlines Brasil), due to perform flight LA3004, was cleared for taxi (after pushing back from parking position 8) via taxiways Mike and Lima to the holding point for runway 35L, but requested taxiing via twy. November instead to avoid manoeuvring around maintenance work on twy. Mike, which it was cleared for. While taxiing, PR-XBG's right wing collided against the tail cone of PT-TMA abeam parking position 11 during the latter's pushback, causing damage to both aircraft. https://asn.flightsafety.org/wikibase/464166 ‘Not much went right’: How a stowaway avoided identity and boarding pass checks on a flight from New York to Paris At the largest terminal at New York’s John F. Kennedy International Airport on one of the busiest travel days of the year, security lapses enabled an unticketed passenger to board a plane to Paris in a shocking breach that one aviation expert said should serve as a “wake-up call” for the airline industry. “It’s a really big deal and it leaves our vulnerabilities exposed to the world,” said Mary Schiavo, a CNN aviation analyst and former inspector general for the US Department of Transportation. “Not much went right,” she said of the episode involving a woman a Paris airport official identified as a 57-year-old Russian national. French authorities identified the woman as Svetlana Dali, who was returned to New York on a Delta flight on Wednesday. At least a dozen law enforcement officers from various agencies waited for her at the gate. The stowaway didn’t have a boarding pass but completed a security screening and bypassed identity verification and boarding status stations to board a Delta Air Lines aircraft the Tuesday before Thanksgiving, according to the Transportation Security Administration. The woman did go through carry-on baggage screening where the TSA said its officers found two bottles of water. She was eventually arrested when the plane touched down in France. “Maybe this is one incredibly lucky thing that happened because the system is blinking red,” Schiavo said in an interview. “Everyone knows the threats are out there and the TSA just failed horribly, as did Delta Air Lines. So if people approach this properly, this could be the wake-up call that we need to keep flyers and the people over whose heads we fly safe.” Stowaway blended in with groups A TSA spokesperson told CNN the woman first bypassed an airport terminal employee in charge of the security lane reserved for airline flight crews at JFK’s Terminal 4 main checkpoint. It was at that point the woman skipped the station where her ID and boarding pass would have been checked, the spokesperson said. She then joined the line for standard TSA screening. It remains unclear how the woman was able to get past Delta gate agents at JFK. Delta has not said how the woman was able to board the plane once she made it past the TSA checkpoint. Delta Air Lines said Wednesday night that it was “thoroughly addressing” what it described as a “deviation from standard procedures” that enabled the woman to board the plane without a boarding pass. The airline did not provide specifics but said in a statement it reviewed its own security and its infrastructure is “sound.” Investigators believe a contributing factor may have been the massive holiday weekend crowds at the airport. According to TSA data, nearly 2.7 million people were screened on that Tuesday before Thanksgiving. A review of JFK’s security camera video shows the woman first blended in with a flight crew before the security screening, and later proceeded to the gate where she then placed herself in the middle of what appeared to be a family traveling together, according to a senior law enforcement official briefed on the investigation. She blended in with the group of travelers as they presented multiple tickets and passports at once, according to the official. “This is no excuse,” Schiavo said. “They are supposed to treat each person as a separate security threat. The TSA mantra is ‘every passenger, every time’ — they are not supposed to treat groups any differently than solo — each person must be identified and have a ticket.” Schiavo – who has represented passengers and crew of numerous US aviation incidents, including cases filed on behalf of 9/11 victims’ family members – told CNN that all airport checkpoints are covered by video cameras and the stowaway “is obviously on that video skirting the TSA identification and ticketing check.” “They already know how she did it and they need to fess up and close that loophole,” Schiavo said. Passengers learned about the stowaway on Delta Flight 264 from JFK to Charles de Gaulle Airport when the plane landed. The pilot instructed travelers to remain seated because French police were boarding to deal with “a serious security issue,” Rob Jackson, who was on the flight, told CNN. E-gates seen as solution TSA is conducting its own investigation of the incident, a federal official familiar with the probe told CNN. The incident shows electronic gate technology – known as e-gates, which could integrate with the agency’s facial recognition systems at checkpoints – could prevent incidents like this, though it would require more federal investment, TSA said. TSA Administrator David P. Pekoske, speaking at the American Association of Airport Executives Aviation Security Summit on Tuesday, said the agency occasionally has “a very, very small number” of people who skip the identity verification stage undetected. He suggested electronic gates might be a solution to making sure all passengers are screened. “It’s something we take very seriously,” he said of the people who bypass the identification verification station. “When I see something systemically occurring within the system, my first question is, ‘Hey, what can we do?’ And one of those solutions would be installing e-gates.” Pekoske added, “We don’t use e-gates in our system, and that’s a problem.” Schiavo said bypassing the first identity verification station with its facial recognition technology was among the glaring mistakes committed that day. “She came in and she didn’t have any facial recognition, and obviously they didn’t check to see she was ticketed passenger because she wasn’t,” Schiavo said. She slips by undetected at Delta gate Delta said it “is conducting an exhaustive investigation of what may have occurred” during boarding, but has declined further comment. “At the gate, because it’s an international flight, they should have checked, A. her ticket, and B. her passport. So that’s another check,” Schiavo said. “Of course, that didn’t happen. And then she didn’t have an assigned seat. You know, everybody’s supposed to be seated and buckled in, right? That’s a federal aviation regulation.” A source familiar with the incident said the stowaway was able to evade detection by the flight crew on the plane because the flight was not full, though passengers told CNN the woman was able to hide by moving between bathrooms. “The flight attendants are required to check the bathrooms. Some airlines lock the bathrooms but Delta doesn’t require them to be locked on takeoff,” Schiavo said. “The airlines that require that it’s obviously to stop this bathroom dodgeball.” The woman left France on a flight back to JFK on Wednesday. She was escorted onto the Delta Air Lines-operated plane by two French security officials. The flight touched down in New York shortly after 5 p.m. ET. Representatives from TSA and law enforcement both planned to question Dali about how she evaded airport security. She is expected to face a federal charge for being a stowaway on a vessel or aircraft without consent, according to multiple law enforcement officials. She could face up to five years in prison. Separately, TSA said Wednesday that it has opened a civil case against Dali. The agency cannot bring criminal charges, only civil penalties. CNN has not seen the civil filing. On Tuesday the stowaway was onboard a flight back to New York but Delta refused to fly her when she became disruptive, according to law enforcement sources. She had been scheduled to be on a flight to the US on Saturday but French authorities removed her from the aircraft after she started screaming. Second Delta stowaway this year In March, a man from Texas was arrested on a charge of stowing away on a vessel or aircraft after boarding a Delta flight in Salt Lake City without a ticket by using a photo he took of another passenger’s boarding pass while they were not looking, according to court documents. Once on the plane, the man went to the lavatory at the front of the aircraft and spent “a significant amount of time” there while other passengers boarded, the complaint said. After boarding was completed and just before the aircraft doors were secured, the man made his way to the back of the aircraft and entered the lavatory there, according to the complaint. When the man left the bathroom, a flight attendant noticed there were no available seats and approached him, according to the complaint. Once flight attendants obtained the man’s name and determined he didn’t have a ticket, the plane returned to the gate and he was met by law enforcement. Schiavo said the latest stowaway incident demonstrates the vulnerabilities of security in the airline industry. “What’s really important here is, now the world knows our security is once again – just like before 911 – extremely porous,” she said. “Had she been a terrorist, A. it would have been successful, and B. no one would have known who she was.” CNN’s John Miller, Ross Levitt, Mark Morales, Brynn Gingras, Rebekah Riess, Amanda Musa, Polo Sandoval, Holmes Lybrand, Amanda Jackson, Lex Harvey, Saskya Vandoorne, Catherine Nicholls, Taylor Romine and Alanne Orjoux contributed to this report. https://www.yahoo.com/news/not-much-went-stowaway-avoided-190605189.html Regulators Confident Pilots Can Manage Engine Safety Device Risks Regulators are analyzing whether long-term changes are needed for Boeing 737 MAX/CFM International Leap 1B load reduction devices. European and U.S. regulators have determined that risks introduced when a rarely needed Boeing 737 MAX safety device activates can be mitigated by pilots with existing procedures while the agencies deliberate whether longer-term changes are necessary. The joint decision by the FAA and European Union Aviation Safety Agency (EASA) means pilots will follow new, Boeing-provided cues to the same checklist procedures as when an engine failure activates the load reduction device (LRD) that is integrated into the 737 MAX’s CFM International Leap 1B engines. The regulators’ conclusions, reached following a dedicated Corrective Action Review Board (CARB) held Nov. 26, overruled an internal FAA memo's recommendations and disappointed some pilots. Safety device is at the center of two bird strikes Internal FAA memo urged immediate change Agency analysis says risks are not significant Found on many engines, the LRD reduces dynamic loads transferred from a severely damaged fan to the attached structure, including the engine pylon. On the Leap family, fuse bolts fail, which disconnects the fan rotor from the engine core and allows the imbalanced fan to rotate separately. The fan rotor’s unrestricted axial rotation brings fan blade tips into contact with surrounding components. While this helps slow fan rotation, it also opens an oil sump flange, releasing oil into the engine flow path. The flange opening is in front of bleed ports that feed pneumatic air cycle kits, or packs, responsible for regulating air temperature and pressure. On the 737 MAX, the No. 1 engine’s pack feeds the cockpit, while the No. 2 engine’s pack supplies cabin air. An LRD activation will send smoke-filled air into a 737 MAX. When facing an “engine severe damage” scenario, pilots are instructed to follow a specific checklist that, among other things, closes the affected engine’s bleed pressure regulating shutoff valve (PRSOV) and stops the contaminated air from entering the cabin and cockpit. A damaged engine’s PRSOV also closes when the engine’s core slows to a certain rotational speed. But recently released details on two incidents involving Southwest Airlines 737-8s suggest pilots have little margin for error to keep smoke from filling the cockpit or cabin following a substantial engine failure. In the first incident, a turkey vulture struck the No. 2 engine as the aircraft was departing Havana en route to Fort Lauderdale, Florida, in March 2023. The second occurred in December 2023, when a bald eagle flew into the aircraft’s No. 1 engine as it was departing New Orleans for Tampa, Florida. In both cases, the pilots reacted promptly, managed the hazards and returned to their departure airports within about 10 min. A Southwest memo issued in February lauded the pilots’ actions in each incident. “They performed as trained, methodically maintained aircraft control, donned oxygen masks when necessary and executed” the appropriate nonnormal checklists (NNC), the Southwest memo said. The bulletin emphasized that an engine failure accompanied by smoke in the cockpit or cabin should prompt pilots to follow the “Engine Fire or Severe Damage or Separation” NNC first, followed by two smoke, fire and fumes NNCs. American Airlines, which also operates 737-8s, provided a similar bulletin. “An engine failure on takeoff followed by the presence of smoke or fumes must be dealt with promptly, but in a methodical manner,” the American bulletin said. “Maintaining aircraft control while donning oxygen masks is essential while executing the Engine Fire or Engine Severe Damage or Separation NNC. Once [that NNC] is complete, the Smoke, Fire or Fumes NNC and the Smoke or Fumes Removal NNC should be completed as required.” Both airline memos were based on a Boeing Operations Manual Bulletin that highlighted the existing NNCs. Experts in the FAA’s Office of Accident Investigation and Prevention (AVP) analyzed flight record data and other information from both incidents. Their conclusions, published in an Oct. 28 internal memo, differ sharply from those of Boeing and the airlines. The memo called for both immediate and long-term actions to minimize risks—principally smoke in the cockpit—that an LRD activation presents. Key among the AVP’s six “emergency” recommendations is to adopt new temporary pilot procedures that prohibit using the No. 1 engine pack until the aircraft is above 3,000 ft. The AVP also wants Boeing and CFM to redesign the system so the affected pack is deactivated or its PRSOV closed as soon as an LRD-triggering event is detected. This, AVP reasoned, will lessen the burden on pilots during an already high-pressure event. In the Havana incident, the crew flipped the affected No. 2 engine’s start lever to “cutoff,” closing the affected bleed valve 1 min. 16 sec. after the bird strike, the AVP memo stated. By then, the cabin was full of smoke. In the New Orleans incident, the engine spooled down quickly following the bird strike, and the affected valve closed within 16 sec. “Despite the PRSOV closure within 16 sec., this was not quick enough to preclude a toxic amount of smoke and fumes to enter the flight deck in high concentrations,” the AVP memo said. “During an LRD activation event, automatic bleed PRSOV shutdown cannot be relied upon with the current system shutdown logic. This is due to the amount of time required for N2 core speed to reduce, coupled with the possibility that the engine could attempt to continue relight procedures. “The worst-case scenario is a left engine [(No. 1)] bird strike with LRD activation and without automatic PRSOV closure, which would reasonably lead to higher flight deck smoke concentrations,” the AVP memo added. Among the concerns AVP cited was a Boeing analysis showing that an LRD activation can reduce flight deck visibility to 5 in. within 30 sec. if the PRSOV is not closed. This gives pilots a narrow window to keep the cockpit air clear. Given the hazards, current protocols are insufficient, AVP argued. Some pilots agree. The applicable NCC—the Engine Fire or Severe Damage or Separation (EFSDS) list—is not a required memory item. The 737 has no warning light or prompt that differentiates a routine engine failure from one that triggers the LRD. Pilots must first identify the engine problem as “severe,” then reference a quick-access card or similar source to follow the steps. “[LRD activation] presents itself buried under a bunch of different things,” says Dennis Tajer, spokesperson for the Allied Pilots Association and a 737 captain at American Airlines. “You have to analyze it, and you’re doing it when you’re close to the ground and your job is just to get the aircraft cleaned up. Then the [LRD] dumps a bunch of smoke into your office.” The FAA and EASA acknowledged that LRDs need further review and potentially some changes—but not immediately. “The FAA held a [CARB meeting] to discuss the CFM Leap 1B engine bird strikes leading to smoke entering Boeing 737 MAX aircraft,” the agency said in the statement. “The CARB’s work included evaluating several internal FAA safety recommendations. Based on the available data, the CARB determined the issue does not warrant immediate action, and the FAA will follow its standard rulemaking process to address it.” EASA, which jointly certifies CFM products alongside the FAA, said the two agencies “concur on the line of action.” While nothing will change on the LRD or in flight manuals, pilots will receive updated guidance. Boeing has issued “new information” with instructions “that direct flight crews more quickly to the appropriate actions when they experience abnormal engine indications,” the FAA said. The FAA statement did not detail the new instructions, which are still working their way through airline flight operations departments and into pilots’ hands. Boeing did not immediately respond to an Aviation Week request for comment. The decision does not ease pilot concerns. “Boeing’s enhanced instructions better be some way to protect passengers other than running three separate checklists in seconds,” Tajer says. The Cockpit Companion, an unofficial book and app for 737 system functionality, published its own LRD update. The update also suggests adding a new memory item to two NNCs: the EFSDS and Engine Failure or Shutdown lists. The action: Close the related bleed switch. “This one just struck me right away,” Cockpit Companion co-founder Bill Bulfer says. “I told [co-founder Robert Dorsett], ‘This has to go out to the pilots, because this can happen anytime.’” Another 737 MAX pilot who first brought the LRD issue to the FAA this year is proposing a similar change to the EFSDS. While the FAA’s review found no immediate safety risks, the agency hinted that longer-term changes are likely. One possibility is changing the system’s logic to ensure PRSOVs close more quickly following an LRD activation. The AVP report includes a similar recommendation. Other aircraft types with LRDs also will be scrutinized to determine risk levels. “The FAA continues to assess how these events could affect other engines with similar structural designs,” the agency said. The NTSB also will weigh in. The agency opened a formal probe into the New Orleans incident on Nov. 22 and has been participating in a Cuba-led probe of the Havana incident. Meanwhile, EASA said it is conducting a longer-term “safety review” of LRDs on the entire Leap-powered fleet. “The Leap 1A engine type includes a similar LRD device as installed on Leap 1B engines, and EASA is therefore investigating the scenario of a similar event occurring on Leap 1A engines installed on Airbus A320neo airplanes,” the agency confirmed, adding that no immediate safety issues have been identified. “EASA is evaluating, with the support of the engine and aircraft manufacturers, the risk levels to which the Leap 1A and A320neo fleet are currently exposed and whether corrective actions are required.” The review will cover the 737 MAX and Comac C919 families as well as the A320neo, EASA said. Engine failures that trigger LRDs are rare—the Southwest incidents are the only reported occurrences on the 737 MAX family. No reports have been filed from Airbus A320neos. Various aircraft-engine combinations mean LRDs function differently. The Leap 1A LRD is generally similar to that of the Leap 1B. But on the Airbus A320/A320neo family, bleed air from both engines is mixed and fed equally throughout the flight deck and cabin. The Leap 1A also has a larger fan diameter than the Leap 1B. Bird ingestion certification standards vary based on engine inlet size. Larger engines must meet more stringent standards, such as withstanding strikes by heavier birds. https://aviationweek.com/air-transport/safety-ops-regulation/regulators-confident-pilots-can-manage-engine-safety-device Republic Airways flight evacuated after returning to Newark Airport over the smell of smoke Airplane evacuated at Newark Airport after smell of smoke reported Republic Airways said the plane landed safely and taxied to a ramp area where a precautionary evacuation was conducted. NEWARK, New Jersey (WABC) -- A United Airlines regional flight operated by Republic Airways was evacuated after landing back at Newark Liberty International Airport after the crew reported a smell of something burning. Republic Airways 3439, operating as a United Express flight from Newark to Detroit Metropolitan Wayne County Airport, departed around 4:30 p.m. on Wednesday, then returned around 5 p.m. after crewmembers detected the smell of smoke in the cockpit, according to Republic Airways. The airline says the plane, an Embraer E170, landed safely and taxied to a ramp area where a precautionary evacuation was conducted by the crew. Passengers and crewmembers were then taken to the Terminal C via a bus. No injuries were reported, and the airline said they are working to rebook passengers and get them to their destination as quickly as possible. Port Authority says the FAA temporarily held flight operations during the evacuation, and then re-opened airspace with flight activity just before 6 p.m. https://abc7ny.com/post/united-airlines-plane-evacuated-newark-airport-after-small-fire-cabin/15623001/ Joby Flight Academy Notches Two Key FAA Approvals Part 141 approval and acceptance of SMS are big steps forward. Joby Aviation announced Tuesday (Dec. 3) its flight academy has received an FAA Part 141 certificate—and its air operations voluntary Safety Management System (SMS) has been accepted by the federal agency. The Part 141 certificate will enable “streamlined” pilot training, setting up a pipeline of qualified aircrew members for Joby’s planned Part 135 commercial air operations. The FAA accepting the Part 5 voluntary SMS is seen as advancing Santa Cruz, California-based Joby’s safety culture, since Part 135 operators still have several years to comply with the SMS mandate. The makeup of the SMS incorporates “clear safety policies and procedures as well as a culture that prioritizes safety and encourages team members to report safety concerns,” according to Joby. Bonny Simi, president of operations at Joby, said, “As a former airline pilot, I’m particularly looking forward to seeing our Flight Academy grow in both courses and students in the coming years as we offer highly competitive prices and strong training curricula that position graduates for success in the industry. We are also building a strong safety foundation for our planned operations with the FAA acceptance of our Safety Management System governing air operations under our Part 135 operation, Joby Elevate.” https://www.avweb.com/aviation-news/joby-aviation-strides-forward-with-developing-commercial-platforms/ Boom’s XB-1 aircraft nears year-end target to break sound barrier on path to future Greensboro-made jet MOJAVE, Calif. (WGHP) — Only a few more tests remain until Boom Supersonic’s XB-1 aircraft tries in earnest to break the sound barrier. The XB-1 aircraft, described by Boom as “the world’s first independently developed supersonic jet,” has completed eight successful test flights this year at the Mojave Air & Space Port in California. The company has planned about 10 test flights to prove the craft’s capabilities and aims to hit Mach 1, the speed of sound, before the end of the year. Its first successful flight, which happened on March 22, hit 264 knots true airspeed and reached 7,120 feet. During its latest flight, on Nov. 16, XB-1 hit a speed of Mach 0.82, 487 knots TAS, with a peak altitude of 25,040 feet. “Flight eight assessed aircraft handling qualities with the stability augmentation system off,” Boom Supersonic said in its ongoing XB-1 blog. “XB-1 cleared this requirement, confirming that the pilot can safely control the aircraft at higher speeds even in the event of a stability augmentation system failure.” The flight also served as Boom Supersonic's first test of a new material, applied to the jet's aft underbelly, that the company is exploring with the Defense Innovation Unit and Air Force Operational Energy Office. According to Boom Supersonic, the material is "a shark skin-inspired ‘riblet’ package that aims to reduce drag, fuel consumption and emissions, especially at high speeds." It was developed by MicroTau, an Australian advanced manufacturing company that focuses on aerodynamics. https://myfox8.com/news/north-carolina/greensboro/booms-xb-1-aircraft-nears-year-end-target-to-break-sound-barrier-on-path-to-future-greensboro-made-jet/ ARGUS Traqpak predicts 1.6% bump in December flying Fractional operators saw a 5.1% gain in November compared to 2023 as the overall market declined 3.8% according to the latest ARGUS data. By Doug Gollan After a 3.8% drop in November, ARGUS Traqpak analysts expect a 1.6% year-over-year increase in the final month of 2024. ARGUS Senior Vice President Travis Kuhn tells Private Jet Card Comparisons, “November activity in North America was expected to decline, but it slowed a bit more than planned.” Advertisement He adds, “Large cabin activity continues to be a catalyst for declines, as both Part 91 and Part 135 reported a double-digit decline in the cabin class for the month. Looking ahead, we expect the first half of December to be up slightly from last year, with an overall expected gain of 1.6% for the month.” According to ARGUS, Large Cabin jets saw a 12.4% dive in November, with Midsize Jets off 3.5%. Light Jets (-1.7%) and Turboprops (-1.2%) were also in the red. NetJets Praetor 500 Find the perfect solution for your private aviation needs Save Time. Buy Confidently. Receive an apples-to-apples comparison of programs that meet your needs from more than 500 jet card and fractional options covering 65 points of differentiation and over 40,000 data points. Get Started Fractional operators again led the mark with a 5.1% year-over-year November increase. Conversely, Large Jets (+7.6%) saw the biggest gain, just ahead of Light Jets at +7.5% growth. Midsize Jets were 4.3% ahead of last year, with Turboprops down 1.8%. Cayman Cookout Part 135 operators were down 3.5%, although Turboprops were up 2.0%. Large Jets saw the most significant year-over-year drop, down 16.8%. Midsize Jets were down 2.3%, while Light Jets fell 1.2%. Advertisement Part 91 flying had the biggest drop, down 7.5%. Large and Midsize Jets were both 12.6% below 2023 levels for November. Small Jets were down 5.2%. Turboprops faired the best but still flew 3.5% less than a year ago. https://privatejetcardcomparisons.com/2024/12/04/argus-traqpak-predicts-1-6-bump-in-december-flying/ CALENDAR OF EVENTS • Sponsor the 2025 Fuzion Safety Conference! March 4 & 5, 2025 (Orlando) • Annual Women in Aviation International Conference, Gaylord Rockies Resort & Conference Center | Denver Colorado, March 27-29, 2025 • 59th Annual SMU Air Law Symposium is scheduled March 31 - April 2, 2025 • Air Charter Safety Foundation (ACSF) Safety Symposium April 7-9, 2025 • AIA Conference: The Aviation Insurance Association's annual conference in Orlando, Florida from April 25–28, 2025 • Sixth Edition of International Accident Investigation Forum, 21 to 23 May 2025, Singapore • The 9th Shanghai International Aerospace Technology and Equipment Exposition 2025; June 11 to 13, 2025 Curt Lewis