Flight Safety Information - March 17, 2025 No. 054 In This Issue : Incident: Malaysia B738 at Manila on Mar 14th 2025, engine problems : Airbus A319-114 - Pressurization Issue (Texas) : Pilot killed when helicopter hits power line and crashes into reservoir in northeastern Ohio : New York JetBlue Pilot And ATC Clash Turns JFK Taxiway Chaos Into Heated Showdown : Reagan National Midair Collision Probe Spotlights FAA Risk Analysis : United Airlines gate agent punched in face at Dulles International Airport; passenger arrested : Boeing Appoints New Chief Aerospace Safety Officer : FAA Quietly Adds Special Issuance Medical Expiry Dates : Air India expands fleet with 100 additional Airbus Aircraft : Russian airlines lost 58 aircraft in one year due to sanctions and accidents : Airbus submits bid in tender for 84 aircraft for LOT, says agency PAP : NATO countries are having second thoughts about buying America’s F-35 as the ‘predictability of our allies’ is doubted amid Trump’s seismic shifts : Delta Air Lines (NYSE:DAL) Faces Turbulence With 12% Price Drop Amid Legal Turmoil : ACCIDENT-INCIDENT SAFETY INVESTIGATOR TRAINING PROGRAM | 17-19JUN25 | Early-Bird Rate : Calendar of Events Incident: Malaysia B738 at Manila on Mar 14th 2025, engine problems A Malaysia Airlines Boeing 737-800, registration 9M-MSB performing flight MH-705 from Manila (Philippines) to Kuala Lumpur (Malaysia), was climbing out of Manila's runway 06 when the left hand engine emitted a bang and streaks of flames, a bird strike was suspected. The crew stopped the climb at 3000 feet and returned to Manila for a safe landing on runway 06 about 35 minutes after departure. Passengers reported the left hand engine emitted fire and a bang, subsequently vibrations were felt in the aircraft. The flight was cancelled. The aircraft is still on the ground in Manila on Mar 16th 2025 about 57 hours after landing back. https://avherald.com/h?article=5255043c&opt=0 Airbus A319-114 - Pressurization Issue (Texas) Date: Sunday 16 March 2025 Time: 12:34 Type: Airbus A319-114 Owner/operator: Delta Air Lines Registration: N302NB MSN: 1062 Year of manufacture: 1999 Engine model: CFMI CFM56-5A5 Fatalities: Fatalities: 0 / Occupants: Other fatalities: 0 Aircraft damage: Unknown Location: Near Eldorado, TX - United States of America Phase: En route Nature: Passenger - Scheduled Departure airport: Austin-Bergstrom International Airport, TX (AUS/KAUS) Destination airport: Los Angeles International Airport, CA (LAX/KLAX) Confidence Rating: Little or no information is available Narrative: Delta Air Lines flight DL946, an Airbus A319, suffered a pressurization issue after leveling off at FL360. The pilots executed a descending left turn to 10000 MSL and returned to AUS. https://asn.flightsafety.org/wikibase/486159 Pilot killed when helicopter hits power line and crashes into reservoir in northeastern Ohio A pilot was killed when a helicopter struck a power line early Friday and crashed into a reservoir in northeastern Ohio. The crash in Suffield Township was reported shortly after 7 a.m., the Federal Aviation Administration said. The pilot, Anthony Jones, 52, of North Royalton, was the only person aboard the Schweizer 269C aircraft when it went into the Mogadore Reservoir near state Route 43. Emergency responders deployed boats to get them and their equipment to the crash scene. The pilot's body was recovered a short time later. The cause of the crash remains under investigation. The Ohio State Highway Patrol, along with the FAA and the National Transportation Safety Board, is leading the investigation. Suffield Township sits outside of Akron, approximately 106 miles from Pittsburgh. https://www.cbsnews.com/pittsburgh/news/pilot-killed-helicopter-crash-northeastern-ohio/ **************** Date: Friday 14 March 2025 Time: c. 07:09 LT Type: Schweizer 269C Owner/operator: Neo Helicopter Academy LLC Registration: N262LH MSN: S1926 Year of manufacture: 2009 Fatalities: Fatalities: 1 / Occupants: 1 Other fatalities: 0 Aircraft damage: Destroyed Category: Accident Location: Mogadore Reservoir, Mogadore, OH - United States of America Phase: Manoeuvring (airshow, firefighting, ag.ops.) Nature: Private Departure airport: Wadsworth Municipal Airport, OH (3G3) Destination airport: Investigating agency: NTSB Confidence Rating: Information is only available from news, social media or unofficial sources Narrative: A Schweizer 269C, N262LH, was destroyed when it clipped a power line and crashed into the Mogadore Reservoir, near Mogadore, Ohio. The sole pilot onboard sustained fatal injuries. ADS-B data shows that the helicopter cruising at 1725 ft when it circled the Mogadore Dam and descended to about 1150 ft. The last ADS-B return was recorded at the location of the powerlines. The East Akron-Sammis 138 kV transmission line features 6 cables and runs across the Reservoir. A review of this powerline on Street View reveals it was not marked with any aviation obstruction markers. https://asn.flightsafety.org/wikibase/485039 New York JetBlue Pilot And ATC Clash Turns JFK Taxiway Chaos Into Heated Showdown A heated exchange at JFK Airport between a JetBlue pilot and an air traffic controller over taxiway sequencing raised concerns about communication and safety. The incident involved JetBlue Flight B6815, an Airbus A321 scheduled for departure to San Francisco. As the aircraft awaited clearance amid a crowded departure queue on runway 31L, confusion over the sequencing of planes led to a confrontation between the flight’s pilot and the ATC tower. Escalation on the Taxiway At the heart of the dispute was an apparent misunderstanding about aircraft merging sequences. The JetBlue pilot, perceiving hesitation from an Ethiopian Airlines (ET) aircraft, radioed the tower to express concerns. “They’re not pulling up because they don’t know your sequence, sir. They’re afraid they’re going to cut someone off,” the pilot stated. The ATC controller dismissed the concern, explaining that the Ethiopian Airlines crew had clear instructions to follow the aircraft ahead of them. However, the JetBlue pilot was not convinced. “They have no idea if their sequence is behind or in front of the guy to their right,” he insisted. A Clash of Egos The discussion soon turned confrontational, with the ATC controller sarcastically asking, “Would you like to come and do the job for me?” The JetBlue pilot fired back: “I’d just like you to do it better.” As the aircraft neared takeoff, the controller taunted the pilot by asking if he needed time to make the call before departure. The pilot responed that he intended to call after landing, adding, “I’m on an active taxiway. Wasn’t planning on making a phone call here.” Industry Reactions and Safety Concerns Aviation experts have weighed in on the incident, citing it as an example of how professional communication can break down when egos take precedence over protocol. Ben Schlappig, an aviation blogger and founder of One Mile at a Time, noted that while the JetBlue pilot had valid concerns about sequencing, his failure to properly identify himself early on likely contributed to the escalating tension. On the ATC side, the controller’s sarcastic remarks and suggestion that the pilot make a phone call while taxiing raise questions about adherence to safety priorities. Experts emphasize that controllers should focus on maintaining calm and efficient operations rather than engaging in verbal sparring with pilots. Lessons for the Aviation Industry This incident underscores the importance of clear, professional communication in high-pressure aviation environments. Both pilots and controllers must prioritize operational efficiency and safety above personal grievances. While air traffic controllers face immense pressure in managing complex airport traffic, maintaining composure and professionalism is paramount. Similarly, pilots must follow proper radio communication protocols to ensure their concerns are acknowledged in a constructive manner. With global air traffic continuing to rise, the aviation industry must reinforce training in effective communication and crisis de-escalation to prevent minor misunderstandings from escalating into safety risks. Whether in the cockpit or the control tower, every exchange must be handled with the ultimate goal of ensuring a safe and seamless air travel experience for all. https://www.travelandtourworld.com/news/article/new-york-jetblue-pilot-and-atc-clash-turns-jfk-taxiway-chaos-into-heated-showdown/ Reagan National Midair Collision Probe Spotlights FAA Risk Analysis Investigators are still analyzing data, including the helicopter’s precise flightpath. New restrictions near Ronald Reagan Washington National Airport have eliminated the risk of another midair collision similar to January’s accident involving a regional jet and a U.S. Army helicopter. Investigators and the FAA are still piecing together why such risk persisted for years despite warning signs and whether other precursors were missed. The NTSB in a March 11 safety recommendation letter called on the FAA to prohibit helicopter operations east of National Airport (DCA) along a section of helicopter Route 4 when the airport’s secondary runway, Runway 15/33, is in use. The board also recommended that the FAA designate an alternate helicopter route when 15/33 is in use. The NTSB labeled both recommendations “urgent” and suggested that the FAA work with stakeholders, notably the Defense Department, to develop safe alternatives. The FAA, which had issued temporary restrictions soon after the accident through March 31, immediately accepted the recommendations. NTSB probe leads to restrictions around Washington National Airport Warning signs had long pointed to risks posed by helicopters The FAA is using AI to detect similar patterns at other airports “The existing separation distances between helicopter traffic operating on Route 4 and aircraft landing on Runway 33 are insufficient and pose an intolerable risk to aviation safety,” NTSB Chair Jennifer Homendy said in a March 11 briefing. Route 4 runs along the Potomac River’s east bank and crosses the arrival end of Runway 33 at about 200 ft. above the river, or within 75-100 ft. of where an inbound aircraft should be (see diagram). This location is where American Eagle Flight 5432, a Bombardier/MHIRJ CRJ-700, and the Sikorsky UH-60L Black Hawk, call sign PAT-25, collided on Jan. 29 as the regional jet was on final approach to Runway 33. The collision occurred at 8:48 p.m. local time, in the dark. All 64 occupants on the regional jet and three on the helicopter were killed. The Route 4-Runway 33 intersection is the only area around DCA where approved helicopter routes and conventional airways fly this close together. The minimal separation is a worst-case safety margin and was never meant to support simultaneous operations. But an NTSB examination of pilot reports and other incident data shows that the risks of mixing helicopters and commercial aircraft near DCA extends well beyond the midair collision location. The NTSB review found that from 2011 through 2024, commercial aircraft received an average of one traffic collision avoidance system (TCAS) resolution advisory (RA) per month due to conflicts with helicopters near DCA. Most of these incidences happened during approaches, and two-thirds occurred at night. Many of these conflicts involved aircraft flying higher than authorized. RAs are TCAS’ last line of defense. An RA signals an imminent collision and provides commands—such as “climb,” “level off,” “descend”—for pilots to maintain separation from another aircraft. Investigators found that commercial aircraft and helicopters came within 1 nm laterally and 400 ft. vertically about 15,200 times in 974,000 total operations from October 2021 through December 2024. On 85 occasions, the separations were less than 1,500 ft. laterally and 200 ft. vertically. “There clearly were indicators where safety trending could have occurred,” Homendy said. “Why this information wasn’t studied and known before Jan. 29 is an important question,” Transportation Secretary Sean Duffy said in a March 11 briefing in response to the NTSB recommendations. “But based on that information and this crash, we are going to continue with our restrictions.” The restrictions, which go beyond the NTSB recommendations, effectively ban all nonessential helicopter traffic on Route 4 from Hains Point, 0.6 nm east of the airport, to the Wilson Bridge, 2.8 nm due south of the airport. If essential operations, such as active first responders or air defense missions, are required, all other commercial traffic—notably, flights in and out of DCA—must pause. Use of visual separation air traffic control (ATC) protocol will be limited to certain helicopter operators. The FAA issued its temporary bans, which expire on March 31, and said it would wait for input from the NTSB based on the investigation. The new, permanent restrictions were slated to be codified in a Notice to Airmen, or NOTAM, within days, Duffy said. The secretary acknowledged that the FAA’s lack of action before the collision needs to be examined. “I think the question is, ‘When this data comes in, how did the FAA not know?’” Duffy said. “How do they not study the data to say, ‘Hey, this is a hot spot. We’re having near misses, and if we don’t change our way, we’re going to lose lives.’ That wasn’t done.” How the FAA responded to the incident reports will be one of the NTSB’s primary focus areas as its investigation expands. Events that trigger RAs fall under the FAA’s category of occurrences that require formal reports and evaluations. The FAA’s Air Traffic Organization has a safety management system that lays out specific protocols for investigating incidents and evaluating risks. Several FAA orders codify the process for FAA employees. Voluntary reports, such as entries in NASA’s Aviation Safety Reporting System—including dozens of records that recount occurrences between aircraft and helicopters around National Airport—are considered unverified data and are not automatically escalated for review (AW&ST Feb. 10-23, p. 16). However, individuals involved can file formal reports. But the formal reporting of an event does not ensure that it goes through a prescribed risk analysis process. If an occurrence does not meet specific thresholds, such as two aircraft coming within a certain proximity or obvious mistakes by front-line workers, it may not receive additional scrutiny. “It’s not out of the realm of possibility that [these reports] just didn’t go any further,” one source with ATC experience tells Aviation Week. Duffy said the FAA has adopted a proactive approach to flagging air traffic risks, starting at airports that, like DCA, have significant transiting traffic mixed with departures and arrivals. The agency is using artificial intelligence (AI) to analyze traffic patterns at a dozen airports in eight cites with charted helicopter routes, Duffy said. Plans call for expanding AI monitoring nationwide within weeks, he added. “A lot of information comes, and it’s hard to parse through it,” Duffy said. “AI will help us look at it and see what information we can draw from it to make changes moving forward.” The FAA said it is “using machine learning and language modeling to scan incident reports and mine multiple data sources to find themes and areas of risk.” The changes to DCA’s airspace and analysis of other airports had industry backing before Duffy’s announcement. “We support permanently suspending those helicopter flights around DCA with certain exceptions,” Airlines for America President Nick Calio told lawmakers during a March 4 House aviation subcommittee hearing on ATC staffing and safety. “We also think that helicopters around other major airports that are busy should be reevaluated and looked at for permanent change.” National Air Traffic Controllers Association (NATCA) President Nick Daniels offered no specifics on the accident, citing the association’s status as a party, or designated participant, in the NTSB probe. But he cautioned that safety-related procedural changes, such as traffic bans, should be based on collaborative analysis of specific risks. “It is imperative that we remember that we have safety processes in place today, and we have a local safety council that deals not only at DCA but across the entire National Airspace System,” Daniels told the subcommittee. “It’s imperative that the FAA and NATCA continue to work. That way, we can make that determination at the local level of what the safest approach is, rather than rote mandates.” The decision to ban helicopter flights following the accident was made based on safety council input, he suggested. “Right after that accident was [an example of] working together to implement change in temporary procedures because we had this process in place,” Daniels said. Former NATCA President Paul Rinaldi suggested that while a collaborative approach can be effective, the FAA needs to act more quickly to mitigate known risks. “That area where the accident happened is a known conflict area,” Rinaldi told lawmakers. “It’s been a known conflict area for years. The FAA should look at these known conflict areas and deconflict them so we don’t have to worry about [them].” The NTSB recommendations stem from the ongoing probe. A preliminary report on the investigation released along with the recommendations adds some new details about the accident sequence. Investigators concluded that both aircraft had illuminated their routine navigation and collision lights. The CRJ also had its right- and left-wing landing lights and upper and lower beacon lights on, the report added. None of the aircraft’s lights were LEDs. The helicopter’s active lights included the left, right and tail pylon position lights, the report said. The CRJ crew received one aural TCAS traffic advisory (TA), 19 sec. before the collision, at a radio altitude of about 850 ft. The UH-60L was 0.95 nm away, the report said. TCAS RAs are inhibited below 900 ft., while aural TAs cease below 400 ft. Detailed altitude data on the helicopter is still being compiled, Homendy said. Details verified so far indicate that the helicopter was above 200 ft.—the collision occurred at about 300 ft.—and investigators are still working to determine why. A review of communications between the local controller in DCA’s tower and both crews confirms that the controller and the Black Hawk crew twice exchanged messages about the inbound CRJ. Both times, someone in the helicopter confirmed having the aircraft in sight and requested visual separation, which was granted. This effectively made the helicopter responsible for ensuring separation, although controllers can always intervene. Investigators determined that key parts of messages from the controller to the helicopter did not get through, which could help explain why the UH-60L crew seemingly never saw the CRJ-700 regional jet. One instruction, issued about 2 min. before the accident, informed the helicopter pilots that the CRJ—5.5 nm away at the time—was in the area. The controller provided the jet’s approximate location and altitude as well as a note that it would be changing course from its Runway 1 arrival and “circling to Runway 33” for its approach, a switch that meant the regional jet would intersect Route 4. “[Cockpit Voice Recorder (CVR)] data from the Black Hawk indicated that the portion of the transmission stating the CRJ was circling may not have been received by the Black Hawk crew,” Homendy said during a Feb. 14 media briefing. “We hear the word ‘circling’ in ATC communications, but we do not hear the word ‘circling’ on the CVR of the Black Hawk.” Then, just 17 sec. before the collision, the controller told the Black Hawk crew to pass behind the CRJ, which was coming from the southbound Black Hawk’s east, or left, side as it approached Runway 33. But the helicopter crew apparently did not receive the key “pass behind” part of the message. “Data from the Black Hawk indicated that the portion of the transmission that stated ‘pass behind the’ may not have been received by the Black Hawk crew because someone keyed a microphone to communicate with the controller,” Homendy said. “The transmission was stepped on by an 0.8-sec. mic key from the Black Hawk.” In a follow-up response 2 sec. later, a Black Hawk pilot told the other crewmembers that ATC wanted them to move left, toward the Potomac’s east bank. Information released by the board includes no evidence of messages to the American crew about the Black Hawk or any other helicopter traffic. The confusion increases the spotlight on communications between ATC and the pilots. Both the CRJ and the Black Hawk were using VHF communication channels, but they were different—one was dedicated to airport arrivals and departures, and one was for helicopter traffic. In that scenario, although both crews could hear everything the controller communicated, they could not hear each other. Investigators will look closely at how this could have affected the pilots’ situational awareness. An NTSB review of DCA tower controller staffing on the day of the accident found that the local controller and helicopter controller positions were combined, or handled by one controller, at 3:40 p.m.—about 5 hr. before the accident. A second controller was also working two positions: flight data and clearance delivery. Three other controllers were on duty working single positions: assistant local control, ground control and operations supervisor. Four additional controllers were in the facility but not on duty at the time of the accident, Homendy said. Such staffing was not uncommon, the experienced ATC source says. The flight data and clearance delivery roles are usually handled by one controller. The helicopter control position will often be combined if rotary-wing traffic is light. Assigning it to the local controller responsible for the runways maximizes situational awareness. https://aviationweek.com/air-transport/safety-ops-regulation/reagan-national-midair-collision-probe-spotlights-faa-risk United Airlines gate agent punched in face at Dulles International Airport; passenger arrested LOUDOUN COUNTY, Va. (DC News Now) — Police are saying that an airline passenger faces charges after he punched a United Airlines gate agent Thursday night at Washington Dulles International Airport (IAD). According to reports, Metropolitan Washington Airports Authority police officers responded to an incident at Gate D12 where they say a man from Maryland assaulted the United Airlines gate agent. Members of the airport authority’s fire and rescue department took the gate agent to the hospital for treatment. Someone who was at the gate posted video of the encounter on the X platform. The video shows a man punching the gate agent in the face, knocking him to the floor. The man is currently facing charges of assault and disorderly conduct. https://www.wric.com/news/united-airlines-gate-agent-punched-in-face-at-dulles-international-airport-passenger-arrested-2/ Boeing Appoints New Chief Aerospace Safety Officer As part of its effort to strengthen the safety culture within the organization, Boeing has announced Don Ruhmann as the company’s new Chief Aerospace Safety Officer. He comes with extensive experience with Boeing, holding various critical roles for big projects, such as the 777 and 787 programs. New Chief Aerospace Safety Officer for Boeing Boeing has announced that it has appointed Don Ruhmann as the company’s new Chief Aerospace Safety Officer, effective immediately. This role was created in 2021 to support Boeing’s integrated enterprise Global Aerospace Safety program that also includes Product & Services Safety, Aerospace Safety Analytics and Global Aviation Safety System. Ruhmann replaces Mike Delaney, a Boeing veteran who announced his retirement after being with the company for around 40 years. For this critical role, Delaney will serve in an advisory role to assist the transition over the next several months. Boeing’s Chief Aerospace Safety Officer will report directly to the CEO, Kelly Ortberg, who commented, “Over the past several years, we’ve made important strides to strengthen our safety practices, safety culture and actions to implement SMS at Boeing. Don’s experience with airplane design, certification and strong relationships with global regulators makes him perfectly suited to lead and build on those efforts at Boeing and across the industry.” Years of experience Don Ruhmann comes with years of aviation experience and has served at Boeing in several key programs over the years. He holds a Master’s degree in Applications of Physics from the University of Washington and a Bachelor’s degree in Aerospace Engineering from Texas A&M University. Ruhmann also completed executive education at Columbia University. Additionally, he holds a private pilot's license. He joined Boeing in 1989, and has held various senior leadership positions. He was previously vice president of Development Programs for Boeing Commercial Airplanes where he oversaw program management of new derivative airplanes from initial offering through certification and entry into service. Before that, he was vice president and chief project engineer for the 787 program. This position made him accountable for the safety, product integrity, configuration, design, and airplane performance on the 787 program. For several years, Ruhmann also served in engineering leadership roles on the 777 and 777X program. According to the Boeing website, he was the director of Engineering for the 777 and 777X program, overseeing engineering performance and execution and leading the integration of the 777 and 777X engineering teams. Before that, he also served Boeing as the regional vice president of Commercial Aviation Services for the Middle East, Russia, Central Asia, and Africa. As someone who has been involved in all these critical programs at the company, the hope is that Ruhmann will use his expertise to strengthen Boeing's safety culture and help the CEO bring the company back on track. Rebuilding trust Over the last few years, Boeing has seen a significant dip in trust in its safety culture. The planemaker was under the microscope a few years ago after the two fatal crashes of its 737 MAX aircraft, which revealed issues with its software and led to a nearly two-year grounding of the type. Just as it was seen to be making some progress, last year’s Alaska Airlines’ midair blowout incident revealed further gaps in its manufacturing processes, ultimately forcing the Federal Aviation Administration (FAA) to impose a 38-plane monthly cap on production. Recently, with a change in administration, the new Transportation Secretary, Sean Duffy, also said that the FAA is not yet ready to lift the cap. Reuters quotes Duffy from his interview with Fox News Channel’s The Faulkner Focus, where he said, “When you breach the trust of the American people with that safety and with your manufacturing, we're going to put the screws to you to make sure you change your ways and start doing things right. They've lost trust.” Trump's Nominee To Head USDOT Will Keep Boeing 737 MAX Production Cap Currently, Boeing is permitted to produce no more than 38 737 MAX aircraft per month. Duffy went to Washington and met with Ortberg and FAA Administrator Chris Rocheleau. He later addressed reporters and said, “They get it and they are making the changes in manufacturing. I think they are making progress but they still need tough love.” https://simpleflying.com/boeing-new-chief-aerospace-safety-officer/ FAA Quietly Adds Special Issuance Medical Expiry Dates Some special issuances come with an end date that other medicals don’t have. The FAA is charged by Congress with issuing certificates to qualified persons. These certificates are federal licenses. One such license is the medical certificate, issued by the FAA's Office of Aerospace Medicine ("AAM") under 14 CFR Part 67, Medical Standards and Certification. In accordance with Section 67.3, a person who meets the medical standards in Part 67 is entitled to the applied-for medical certificate. Part 67 does not provide for an expiration date on medical certificates; instead, medical certificate validity periods are listed in Part 61, Section 61.23(d) specifically. Sometimes, medical certificate applicants find themselves outside the "four corners" of Part 67. Such persons can still apply for (and be issued) medical certificates under the discretionary issuance Section 67.401. However, such persons are typically then subjected to an alternative set of eligibility requirements that exist only in a policy document called the Guide for Aviation Medical Examiners ("GAME"). While the GAME is publicly available, it is directed at AAM designees, and AAM changes it regularly without advance notice to the public. AAM has begun in the last few years to sometimes impose a “drop-dead” date in the Limitations section of some "special issuance" medical certificates. Typically this limitation takes the form "Not valid for any class after..." AAM seldom explains to the certificate holder the basis for the imposition of this limitation. Nor is there any basis in Part 67 for a date limitation on a medical certificate. (Section 67.401(d)(1) states that AAM may “Limit the duration of an Authorization.” It does not provide for limiting the duration of a medical certificate). These date limitations are a relatively new phenomenon, begun without public notice. And their use is not documented anywhere, including in the GAME, which has led to wide variability in their application. As new civilian pilots, we learn that medical certificates are issued without expiration dates. Instead, we were taught to refer to 14 CFR Section 61.23(d), a Flight Standards rule, which contains a table that sets forth medical certificate validity periods and describes the way a first class medical certificate, for example, becomes valid for second class privileges after a period of time, and then third class. “Drop-dead” date limitations on medical certificates directly interfere with the regulatory validity periods listed at Section 61.23(d). These Section 61.23(d) regulatory validity periods are even referenced on all medical certificates: standard text included on all medical certificates states “The holder of this certificate must ... comply with validity standards specified for first-, second-, and third-class medical certificates (14CFR § 61.23).” Indeed, the holder of such a medical certificate may wish to comply with these validity standards, as required by both the rule and the text on the medical certificate; but be prevented from doing so as a result of AAM’s unexplained imposition of this undocumented and extra-regulatory limitation. By imposing these “drop-dead” date limitations, AAM is interfering with the Section 61.23(d) regulatory validity periods, which are applicable to all medical certificates. For these reasons, I have applied for a regulatory grant of exemption that provides that medical certificates issued under it will not contain “drop-dead” date limitations but will instead comply with the uniform regulatory validity periods at Section 61.23(d). https://www.avweb.com/insider/guest-blog-faa-quietly-adds-special-issuance-medical-expiry-dates/ Air India expands fleet with 100 additional Airbus Aircraft Air India has placed an order for 100 more Airbus aircraft, including 10 widebody A350s and 90 narrowbody A320 Family jets. This adds to its 2023 firm order of 470 aircraft with Airbus and Boeing, bringing its total Airbus orders to 350. The airline has also partnered with Airbus for Flight Hour Services-Component (FHS-C) to optimise maintenance and performance of its growing A350 fleet. Chairman Natarajan Chandrasekaran highlighted India’s rapid aviation growth as a key driver behind this expansion, aligning with Air India’s vision of becoming a world-class global airline. Airbus CEO Guillaume Faury reaffirmed Airbus’ commitment to supporting Air India’s transformation under Tata’s leadership. Currently, Air India has 344 Airbus aircraft awaiting delivery, having already received six A350s. The new fleet aims to enhance long-haul and domestic operations, reinforcing Air India’s position as a major player in global aviation. https://www.businesstraveller.com/business-travel/2025/03/17/air-india-expands-fleet-with-100-additional-airbus-aircraft/ Russian airlines lost 58 aircraft in one year due to sanctions and accidents Russian airlines had to retire 58 passenger aircraft in 2024. Source: Dmitry Yadrov, head of the Russian Federal Air Transport Agency Rosaviatsiya, as reported by Russian news agency Interfax Details: Yadrov explained that this was caused by accidents and the impossibility of repairing the aircraft. Currently, airlines have 1,138 aircraft and 920 helicopters, Yadrov clarified. As The Moscow Times notes, Russian civil aviation has faced strict sanctions following Russia's full-scale invasion of Ukraine. The US, EU and other countries banned the supply of spare parts and ready-made aircraft to Russia, while Boeing and Airbus stopped providing technical support for existing aircraft. Specifically, the planes have been left without regular checks, such as the C Check, which manufacturers perform every one and a half to two years, and deeper D Checks, which are carried out every 6–12 years. As a result, domestic airlines had to repair Western-made planes on their own, resorting to "cannibalisation" – dismantling one aircraft for parts to repair another. Meanwhile, two-thirds of the Russian airline fleet consists of foreign-made planes, which account for 90% of domestic passenger transport. Another 150 planes are SSJ-100s, which are also heavily reliant on Western components. Background: Russian business representatives met with Robert Agee, the President and CEO of the American Chamber of Commerce in Russia, to discuss the lifting of sanctions in certain sectors of the economy. Specifically, the discussion focused on civil aviation, the supply of spare parts and components, and aircraft maintenance. https://www.pravda.com.ua/eng/news/2025/03/14/7502908/ Airbus submits bid in tender for 84 aircraft for LOT, says agency PAP WARSAW, March 15 (Reuters) - Airbus (AIR.PA), opens new tab has submitted a bid in a tender for 84 passenger planes for Polish national carrier LOT, Airbus Vice President Benoit de Saint-Exupery was quoted as saying by the PAP news agency on Saturday. "Our bid concerns two versions of the A220-100 and 300 aircraft," he told PAP. In March 2024, Poland's Ministry of State Assets said that LOT intended to send a request for proposals to Airbus and Embraer (EMBR3.SA), opens new tab regarding the purchase of aircraft to service its regional routes. "From what we know, LOT is to resolve the tender and make a decision quite quickly, within a few months. The sooner, the better for the carrier," de Saint-Exupery was quoted as saying. https://www.reuters.com/business/aerospace-defense/airbus-submits-bid-tender-84-aircraft-lot-says-agency-pap-2025-03-15/ NATO countries are having second thoughts about buying America’s F-35 as the ‘predictability of our allies’ is doubted amid Trump’s seismic shifts Canada and Portugal have expressed willingness to explore alternatives to the F-35 stealth fighter as President Donald Trump has sown doubt about the US commitment to the NATO alliance. That comes as Trump presses ahead with his trade war and continues to call for Canada to become the 51st US state. America's F-35 stealth fighter is seen by some allies as a potential vulnerability rather than a cutting-edge weapon that can boost warfighting capabilities. In recent days, Canada and Portugal have expressed willingness to explore alternatives to the Lockheed Martin plane as President Donald Trump has sown doubt about the US commitment to the NATO alliance. On Friday, Canadian Defense Minister Bill Blair said the country is actively looking at other fighter jets amid growing political momentum to scrap a $13 billion deal for 88 F-35s that was signed in 2023. Canada has committed money for its first 16 planes, which are scheduled for delivery early next year. Blair indicated that after accepting that batch of F-35s, Canada could turn to European aircraft to replace its aging fleet of fighters. "The prime minister has asked me to go and examine those things and have discussions with other sources, particularly where there may be opportunities to assemble those fighter jets in Canada," he told the Canadian Broadcasting Corp., alluding to a Swedish proposal for Saab's Gripen fighter. A defense ministry spokesperson also told Bloomberg that the deal hasn’t been canceled, but Canada needs to "make sure that the contract in its current form is in the best interests of Canadians and the Canadian Armed Forces." The review of the F-35 deal comes has Trump has imposed tariffs on Canada and vowed to make the country the 51 state of the US, sparking outrage and boycotts of American products. Meanwhile, Trump has long been skeptical of NATO and complained that member countries aren’t spending enough on defense. Despite allies boosting their outlays in recent years, he has signaled it's not enough and threatened to not come to their aid. “If they don’t pay, I’m not going to defend them. No, I’m not going to defend them,” he told reporters in the Oval Office last week. In addition, Trump has threatened a trade war with Europe and alarmed allies there by warming up to Russia and halting US military aid to Ukraine, prompting the EU to embark on a massive military buildup in preparation for a world without a reliable US security shield. The seismic developments rocking the trans-Atlantic alliance, which were underscored by Trump's recent shouting match with Ukrainian President Volodymr Zelensky, are top of mind as another NATO ally weighs a separate purchase of fighter jets. While Portugal's air force has recommended buying F-35s, outgoing Defense Minister Nuno Melo told Público that the country can't ignore the current geopolitical environment. "The recent US stance in the context of NATO and the international geostrategic dimension, makes us think what are the best options, because the predictability of our allies is a factor to be reckoned with," he said. He added that "this ally of ours" could limit use as well as maintenance support and access to components that are needed to ensure the aircraft are operational "in all types of scenarios." "There are several options that must be considered, particularly in the context of European production," Melo said, with the defense ministry later adding that Portugal isn't ruling out the F-35. Reluctance among foreign militaries to buy the F-35 comes on top of concerns that the Trump administration is looking to slash US defense spending. As the Pentagon's most expensive acquisition program, the F-35 has been a perennial punching bag and has previously drawn Elon Musk’s scorn as being inferior to drones. The White House and the Defense Department's joint program office for the F-35 didn't immediately respond to requests for comment. A spokesperson for Lockheed Martin said the company values its partnership and history with the Portuguese Air Force and looks forward to continuing that partnership in the future. "The F-35 is the most advanced, survivable and connected fighter aircraft in the world, enabling 21st Century Security and allied deterrence," Lockheed said in a statement to Fortune. "Questions about foreign military sales of the F-35 are best addressed by the US government." Lockheed provided a similar comment about Canada's F-35 review. In a separate statement to the CBC, the company sought to dispel online misinformation that claims the F-35 has a "kill switch" that allows the US government to cripple the aircraft, saying "we deliver all system infrastructure and data required for all F-35 customers to sustain the aircraft." Still, an American promise is looking more doubtful as the US upends traditional geopolitics, according to Quantum Strategy’s David Roche, who told CNBC earlier this month that “NATO is dead” as Trump distances the US from long-time allies. That makes Russia’s Vladimir Putin and China’s Xi Jinping the big winners, as they see confirmation of their views that democratic powers are on the decline, Roche explained. “The big loser is actually the US, because nobody will trust a US treaty again,” he added, noting that a lot of so-called Global South countries will fall into China’s orbit as a result. https://www.yahoo.com/news/nato-countries-having-second-thoughts-165713248.html Delta Air Lines (NYSE:DAL) Faces Turbulence With 12% Price Drop Amid Legal Turmoil Delta Air Lines experienced a 12% decline in its share price over the past week, potentially influenced by several significant events. The announcement of a partnership with JetZero to develop a sustainable aircraft aligns with Delta's long-term sustainability goals but might not provide immediate investor confidence amid the recent federal lawsuit filed against the airline following a crash in Toronto. This legal issue, which involves allegations of negligence, likely contributed to investor unease. Meanwhile, broader market conditions saw a decline, with major indexes down for the fourth consecutive week due to economic and political uncertainties. While technology stocks saw a significant rally, the overall market weakened, affecting companies like Delta even amid positive sustainable innovation news. Despite Delta's forward-looking sustainability efforts, the combination of litigation concerns and prevailing market trends appeared to weigh heavily on investor sentiment last week. The best AI stocks today may lie beyond giants like Nvidia and Microsoft. Find the next big opportunity with these 23 smaller AI-focused companies with strong growth potential through early-stage innovation in machine learning, automation, and data intelligence that could fund your retirement. Over the past five years, Delta Air Lines (NYSE:DAL) has delivered a remarkable total shareholder return of 122.95%, underscoring its ability to navigate both opportunities and challenges. During this period, key developments have shaped the company's long-term performance. Delta's substantial earnings growth, averaging 49.8% per year, is particularly significant in driving shareholder returns. The strategic partnership with JetZero announced in March 2025, focused on creating a sustainable aircraft, aligns with Delta’s emphasis on sustainability and innovation. Additionally, operational expansions, such as the collaboration with Riyadh Air in July 2024, have bolstered Delta's connectivity and market reach. In financial terms, Delta has managed its economic positioning by maintaining a good value status, trading at a noteworthy discount compared to peers—with a Price-To-Earnings Ratio of 8.7x versus the industry average of 10x. However, recent times have been challenging, as reflected in a disappointing earnings report for Q4 2024, highlighting a net income of US$843 million, down from US$2.04 billion year-over-year. Nonetheless, Delta's commitment to sustainability and increased dividend declarations, such as the 50% rise in July 2024, illustrate its ongoing efforts to deliver value to shareholders. Shareholder in Delta Air Lines? Ensure you're never caught off-guard by adding your portfolio in Simply Wall St for timely alerts on significant stock developments. https://www.yahoo.com/finance/news/delta-air-lines-nyse-dal-172420944.html CALENDAR OF EVENTS · 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 . 70th annual Business Aviation Safey Summit (BASS), May 6-7, 2025, Charlotte, N.C., organized by Flight Safety Foundation in partnership with NBAA and NATA. · Sixth Edition of International Accident Investigation Forum, 21 to 23 May 2025, Singapore · Flight Safety Foundation - Aviation Safety Forum June 5-6, 2025 - Brussels . 2025 EASA-FAA International Aviation Safety Conference, 10 Jun 2025 to 12 Jun 2025, Cologne, Germany · The 9th Shanghai International Aerospace Technology and Equipment Exposition 2025; June 11 to 13, 2025 . 3rd annual Asia Pacific Summit for Aviation Safety (AP-SAS), July 15-17, 2025, Singapore, organized by Flight Safety Foundation and CAAS. · ISASI ANNUAL SEMINAR 2025'September 29, 2025 – October 3, 2025, DENVER, COLORADO . 29th annual Bombardier Safety Standdown, November 11-13, 2025; Wichita, Kansas · CHC Safety & Quality Summit, 11th – 13th November 2025, Vancouver, BC Canada Curt Lewis