Flight Safety Information - March 19, 2025 No. 056 In This Issue : Incident: Jetblue BCS3 at Boston on Mar 18th 2025, hydraulic problems : 18 March 2025 - Fuerza Aérea del Perú de Havilland Canada DHC-6 Twin Otter accident : Southwest jet came within 200 feet of business jet in Chicago near-miss : United jet suffered navigation parts failure before jolts injured passengers : United Airlines 757 Pilots Lost Hearing, Las Vegas to Chicago Flight Delayed : Concerns about the FAA's air traffic control system date back decades : FAA Urged To Improve Runway Safety Data Usage : NATA Forums Bringing Operators Together on SMS : Japan Airlines to buy 17 more Boeing 737-8s : America Airlines expands pilot training program to Charlotte area with flight academy deal : Bangkok Airways Poised For 30-Jet Expansion, Capitalizing On The Tourism Tsunami Inspired By The White Lotus : Europe and Canada are eyeing alternatives to American-made fighter jets. Here’s why : Superlawyer David Boies expected to hit Boeing with wrongful-death suit spurred by suicide of whistleblower : Calendar of Events Incident: Jetblue BCS3 at Boston on Mar 18th 2025, hydraulic problems A Jetblue Bombardier C-Series CS-300, registration N3185J performing flight B6-2393 from Boston,MA to Denver,CO (USA), had just levelled off at FL340 after departure when the crew decided to return to Boston due to hydraulic problems. The crew requested runway 33L, which was closed at that time, for landing due to the northerly winds, approach initiated the opening of the runway for the landing. The aircraft entered a hold for about 65 minutes then landed on ruwnay 33L about 2.5 hours after departure. The FAA reported: "JetBlue Airlines Flight 2393 returned safely to Boston Logan International Airport around 12:10 p.m. local time on Tuesday, March 18, after the crew reported mechanical issues. The Airbus A220 was heading to Denver International Airport. The FAA will investigate." https://avherald.com/h?article=52563635&opt=0 18 March 2025 - Fuerza Aérea del Perú de Havilland Canada DHC-6 Twin Otter accident Date: Tuesday 18 March 2025 Time: Type: de Havilland Canada DHC-6 Twin Otter Owner/operator: Fuerza Aérea del Perú Registration: MSN: Fatalities: Fatalities: 0 / Occupants: 3 Other fatalities: 0 Aircraft damage: Substantial Category: Accident Location: near Soplin, Loreto - Peru Phase: Landing Nature: Military Departure airport: Destination airport: Confidence Rating: Information is only available from news, social media or unofficial sources Narrative: A float-equipped Twin Otter sustained substantial damage when it overturned during landing on Rio Pastaza, Loreto, Peru. Both pilots were not injured while the engineer suffered minor injuries, according to an Air Force statement. The aircraft was transporting medical supplies when it appeared to have hit an underwater sand bar on landing. https://asn.flightsafety.org/wikibase/486999 Southwest jet came within 200 feet of business jet in Chicago near-miss (Reuters) - A Southwest Airlines flight was less than 200 feet behind a business jet when the Southwest pilot aborted the landing and made an emergency maneuver to narrowly avoid a collision at Chicago Midway Airport on February 25, U.S. safety officials said on Tuesday. A FlexJet Challenger business jet entered the runway without authorization, prompting the Southwest Boeing 737-800 to circle and re-approach the landing, a maneuver called a go-around. The Southwest first officer saw the business jet and realized it was not stopping, called for a go-around and the captain executed it, the National Transportation Safety Board said in a preliminary report. The FlexJet crew said the instructions from controllers did not make sense and said after they sought clarification they were given a new taxi route. The flight crew initially read back the instructions incorrectly but the ground controller immediately reissued the instructions and received a correct readback. The FlexJet flight crew said the sun was impeding visibility from the right side of the aircraft and crew members did not recall seeing any hold short line or pavement markings. The crew said it did not observe the Southwest jet on final approach. A controller instructed the FlexJet to hold short as it approached, but the transmission was not acknowledged, the NTSB said. This month, the Federal Aviation Administration said it was taking steps to address safety issues involving general aviation and business jets. After the Chicago incident, the FAA said it was initiating a safety-risk analysis of close encounters between pilots flying visually and pilots flying under air traffic control. The FAA said it had met with general and business aviation groups. Over the last two years, a series of near-miss incidents has raised concerns about U.S. aviation safety and the strain on understaffed air traffic control operations. Several incidents have involved close calls with small planes. The FAA said it would take a series of steps to remind pilots to check notices for situations they can encounter during flight, be familiar with their destination airport, avoid complacency by paying attention to pre-flight checklists and pay close attention to onboard collision warnings. https://www.yahoo.com/news/southwest-jet-passed-less-200-191836397.html United jet suffered navigation parts failure before jolts injured passengers WASHINGTON, March 18 (Reuters) - Investigators found that two key navigation parts failed on a United Airlines (UAL.O), opens new tab flight from Lagos to Washington on January 24, causing the plane to lurch suddenly and injure several passengers. The National Transportation Safety Board said the left and then right inertial reference units failed on the Boeing (BA.N), opens new tab 787 jetliner, which was followed by the autopilot disconnecting automatically and sudden altitude changes. There were 16 injuries, including one serious injury. The flight returned to Nigeria. United declined to comment. Boeing did not immediately comment. The safety board said the flight movements lasted for 12 minutes at 36,000 feet (11,000 meters) over Côte d'Ivoire. At the time, flight attendants were serving meals in the cabin. Investigators removed the flight recorders and other equipment from the aircraft in Lagos and sent them to Washington for the safety board to inspect. https://www.reuters.com/business/aerospace-defense/united-jet-suffered-navigation-parts-failure-before-injury-incident-2025-03-18/ United Airlines 757 Pilots Lost Hearing, Las Vegas to Chicago Flight Delayed Medical protocols required both pilots to seek immediate medical attention, necessitating their removal from flight duty. LAS VEGAS- Chicago-based carrier United Airlines (UA) flight UA1779 from Las Vegas (LAS) to Chicago O’Hare Airport (ORD) was delayed after pilots announced that they had a problem with comms and they might have lost hearing (I hope it’s temporary). United Pilot Lost Hearing A bizarre incident at Las Vegas McCarran International Airport or Harry Reid Int’l Airport left passengers stunned when their flight to Chicago was delayed after both pilots suffered hearing damage during pre-flight checks. The flight scheduled to be operated by Boeing 757-300, registered as N77867, faced significant delay. The unusual situation unfolded after passengers had already boarded the Las Vegas to Chicago O’Hare flight. As travelers settled in, the cabin door was unexpectedly reopened amid noticeable commotion in the forward section of the aircraft. The pilot then addressed passengers over the public address system, explaining that an equipment malfunction had occurred during routine checks. According to his announcement, headsets had been incorrectly connected to a microphone, resulting in an audio feedback issue that caused hearing damage to both pilots. Specifically, the captain lost hearing in his left ear while the first officer experienced hearing loss in his right ear. Medical protocols required both pilots to seek immediate medical attention, necessitating their removal from flight duty. Consequently, all passengers were instructed to deplane while the airline located replacement flight crew members. The technical error forced the airline to reschedule the departure from 2:30 PM to 8:00 PM, creating a five-and-a-half-hour delay. Passengers reportedly responded with a mix of audible frustration and stunned silence, many never having encountered such an unusual reason for a flight cancellation. No further details about the pilots’ conditions or the specific nature of the equipment failure have been released at this time. An equipment malfunction that caused hearing damage to two pilots has generated significant discussion among aviation professionals on social media. The incident, which delayed a Las Vegas to Chicago flight, appears to involve ground crew headset equipment rather than the pilots’ own communication systems. Aviation professionals commenting online have provided technical context about the likely cause. According to one pilot’s assessment, the incident probably involved the headset used by ground crew operating the tug during pushback operations. They noted that the timing of the incident—near the end of boarding—aligns with when ground crew communications would typically be established, rather than the pilots’ headsets which are connected much earlier in pre-flight procedures. The commentator revealed that feedback issues with these systems are not uncommon, though rarely this severe. “Never had my eardrum blown out before but have definitely had issues where it’s so loud you yank the headset off in pain immediately,” shared one pilot. Some aviators described their personal preventative measures, including turning down radio and intercom volumes before oxygen mask testing and delaying headset use until after completing pre-push checklists. When questioned about why headset volumes can reach potentially harmful levels, industry professionals explained that high volume capabilities serve critical safety functions. One commenter noted the need to overcome extreme wind noise in emergency situations such as windshield failure. Several aviation experts emphasized the safety implications of the incident. “Having only 2 ears between 2 pilots is not safe at all,” remarked one commenter, highlighting how critical auditory function is for pilot operations—from radio communications to cockpit alerts and environmental awareness. Another user wrote, “Definitely the right call not to depart, but if it happens in flight you squawk 7600 and fly your clearance/filed flight plan. Would screw up the arrival airspace for a while but not a death sentence.” https://aviationa2z.com/index.php/2025/03/18/united-757-pilots-lost-hearing-flight-delayed/#google_vignette Concerns about the FAA's air traffic control system date back decades Federal watchdogs have raised many red flags about the handling of the system. Federal watchdogs have raised concerns about the Federal Aviation Administration's air traffic control system for decades, an ABC News analysis of government reports found. In the weeks since the fatal plane crash over the Potomac River near Ronald Reagan Washington National Airport, DOT Secretary Sean Duffy said the FAA is hoping to deploy a "brand-new air traffic control system" within the next four years. "This should have happened four years ago, 10 years ago, 15 years ago," Duffy said. "Right now, we're at a point where we can actually do it, and we can do it really fast again." Red flags regarding the FAA's handling of air traffic control matters have spanned Republican and Democratic administrations for more than 30 years. In 1990, Government Accountability Office Transportation Issues Director Kenneth Mead told a congressional subcommittee that although the FAA had made progress, the agency had "inexperience in developing large-scale, highly automated systems" and was "still experiencing problems in modernizing the ATC system" "In light of the tremendous levels of F&E [facilities and equipment] funding projected for the next few years, it is crucial that FAA show[s] the Congress, the aviation community, and the flying public that ongoing and future activities will result in demonstrable improvements," Mead added at the time. MORE: Wing of Delta plane strikes runway at LaGuardia Airport during landing The modifications may have been easier said than done. "Planned improvements in safety and capacity have been delayed, and the costs, both of maintaining existing technologies and of replacing outdated ATC systems and infrastructure, have grown," a 2005 GAO panel found, noting that cultural, technical and budgetary factors constrained or impeded ATC modernization. "FAA no longer sees its modernization program as a multiyear initiative with a defined end; rather, it now sees the program as an ongoing investment in technological advances designed to improve aviation safety and capacity," the panel explained. The Office of Inspector General at the U.S. Department of Transportation, which conducts investigations at DOT divisions such as the FAA, the Federal Railroad Administration and the Federal Transit Administration, took a deep dive into the FAA's handling of ATC matters multiple times. Inspector general reports in 2008 and 2012 found that the physical conditions of many ATC facilities were deteriorating, with issues ranging from "poor facility design" to water leaks and ventilation problems. The 2008 IG report mentioned that the FAA was expected to finish implementing its Next Generation Air Transportation System, or NextGen, by 2025. The GAO posted on its website earlier this month that there was "mixed progress" with NextGen's implementation. As the years went on, the investigations into the FAA continued. In 2015, the IG included the tower at Ronald Reagan Washington National Airport on its list of "frequently least efficient" large hub airport towers. Less than two years later, the IG recognized some improvements made by the FAA to its contingency plans, but found that their ATC facilities "are not yet fully prepared to respond effectively to major system disruptions, in part because of a lack of necessary controller training for these types of emergency events." "FAA has made limited efforts to ensure adequate controller staffing at critical air traffic control facilities," the IG found at the time, pointing out that the FAA's Washington Center was authorized to have 21 traffic management coordinators but instead had 13, while the facility was authorized to have 36 operational supervisors but instead had 25. One of the final federal investigative reports prior to the fatal collision over the Potomac came in September 2024. The GAO made seven recommendations to the FAA, including calling on the agency to report to Congress on how it was handling risks involving "unsustainable and critical systems." The FAA "has been slow to modernize the most critical and at-risk systems," the GAO said at the time. "About one third of FAA ATC systems are considered unsustainable." https://abcnews.go.com/US/concerns-faas-air-traffic-control-system-date-back/story?id=119924345 FAA Urged To Improve Runway Safety Data Usage The FAA’s most recent push to mitigate runway safety risk is showing signs of success, but the agency must continue adding datasets and building out its risk-monitoring metrics, a Transportation Department Office of Inspector General (OIG) report said. The OIG report reviewed FAA’s progress since the agency’s early 2023 Safety Call To Action. Key metrics, notably the number of serious and total incursions, are trending in the right direction. Among the positive data points is a 12% decline in total incursions in financial year 2024 compared to fiscal 2019, and a sharp reduction in Category A and B incursions—the most serious—in financial year 2024 compared to financial year 2023. FAA data examined by Aviation Week found similarly positive trends, including 2024’s reduction in serious incursions involving at least one commercial aircraft compared to 2023. The incursion data, collected and managed by the FAA’s Safety Services Group (SSG), is the agency’s primary driver for National Airspace System (NAS) runway safety improvement initiatives. The OIG audit found the data could be better used, both by sharing it more internally and feeding it into a more comprehensive dataset. “FAA’s data analysis ... focuses on examining overall incursion trends and addressing safety issues at individual airports rather than on a comprehensive basis using safety data across FAA’s lines of business to examine system-wide causes,” the OIG found. “In addition, organizational issues and a lack of available causal data explaining why incursions occur hinder analysis and mitigation efforts.” SSG is hampered by a lack of sharing from other parts of the agency, OIG found. “For example, Flight Standards is responsible for investigating pilot deviations and entering its findings into the Safety Assurance System. However, officials from the headquarters and two regional [SSG] offices stated that Flight Standards either does not always share the details of its analyses with officials in their office or the data is presented in a way that prevents determining the reason why an event occurred,” the report said. “This limits the [SSG’s] access to information on why pilot deviations occur.” The FAA has acknowledged these shortcomings. The agency is working on an “integrated safety dashboard” that pulls in more data and helps the agency make risk-based decisions. It will also develop guidance on how to use the dashboard. More broadly, it will work on data sharing, both from within and into SSG. The OIG’s report made five recommendations. Two related to finishing the dashboard, and a third urged implementing a related MITRE report’s recommendations. “These include reevaluating [Commercial Aviation Safety Team] and FAA safety metrics and applicable thresholds to develop additional safety risk guidance, aligning and sharing metrics for monitoring NAS risks across FAA’s lines of business, and expanding investment in analyzing new datasets for emerging risks,” the report said. The OIG also suggested FAA develop a realistic schedule for rolling out its three systems grouped under a “technology sprint” initiative announced in November 2023. The three systems, Surface Awareness Initiative, Approach Runway Verification, and Runway Incursion Device, are in various stages of rollout to at least 55 airports. “While the FAA has developed initial cost and deployment timelines, the agency has yet to finalize these plans and, according to the FAA’s Program Management Office, the plans are dependent on the availability of continued funding,” the OIG said. The FAA concurred with all five OIG recommendations and said they would be completed by the end of 2025. https://aviationweek.com/air-transport/safety-ops-regulation/faa-urged-improve-runway-safety-data-usage NATA Forums Bringing Operators Together on SMS Association's recent event drew 70 professionals who shared concerns with the FAA The National Air Transportation Association (NATA) is planning a series of forums to help prepare Part 135 and air tour operators for the upcoming safety management system (SMS) mandate, as well as provide better insight to the FAA on their struggles in meeting the requirements. The association is looking at potential locations and timing that would best fit operator schedules as well as other events where it could reach the larger community. These forums come on the heels of the 135 SMS Roundup event the association recently held, drawing 70 aviation professionals and government officials from around the country, including from the FAA, to Dallas. The forum not only included sessions on key topics—from building safety culture and employee engagement to using technology and learning about case studies—but it fostered a dialog between the FAA and operators on areas that were unclear or concerning, said Jenny Ann Urban, v-p of regulatory affairs for NATA. The overarching theme was to help prepare operators for the May 28, 2027 deadline for submission of their declaration of compliance signifying that they have SMS implemented. “You need to design and implement your SMS before submitting your declaration of compliance because once that's submitted, even if you’ve submitted ahead of the deadline, you've entered into a regulatory environment where they can come and inspect you,” Urban said. Along with regulators, also participating in NATA’s forum were representatives from larger operators that have already adopted past voluntary SMS programs or submitted their declarations of compliance. Not only were they on hand to share best practices with smaller operators but to learn from each other, Urban noted. A key theme emerging among them was that safety is not a competition but rather it's better for the industry as a whole when everyone is incorporating best practices and sharing information. As far as the FAA officials there, they had an opportunity to hear questions on how the SMS programs will be reviewed and inspected and concerns that different inspectors may have different expectations. A key message impressed by operators was the importance that inspectors are trained and understand the rules. Particularly important was that inspectors evaluate for compliance but not dictate how to get there. Among the questions was whether the FAA could keep up with the mandate alongside industry. Regulators are hoping—and starting to see—that many will seek approval for their declaration in advance. But there is a prevailing concern about a rush right at the deadline. FAA officials indicated that they were paying attention to these and other concerns and were using that information as they train and educate their workforce. Based on attendee feedback, that dialog with regulators was among the most valuable interactions with operators at the forum. But also important was the sharing of best practices because the participants understood that SMS is an evolving process rather than a static program, Urban said. Other topics of interest included how AI can be used to help with data review or other aspects of an SMS, and what other technology is available to assist operators. Safety culture also remained an important theme because it is central to the SMS program—how it starts with leadership, filters through the entire organization, and continues to grow. Urban added this dialog was especially important for smaller operators to help encourage employees to report, particularly when there may be just a few staff members. Regulators and industry officials alike agreed that education is the key to the industry-wide successful adoption. “People get a little overwhelmed with SMS, but if you already have management systems in place, you don't have to reinvent the wheel. You can utilize that,” Urban said, stressing that SMS will be different for every operator. Every operator has different risks and different safety analyses. This is why it is important to have the regulators understand the industry and make sure SMS is scalable. Operators need to understand what fits and works for them. These are some of the key themes that the association is hoping to reach other operators as it plans for future such forums in advance of the 2027 mandate. But in addition to the forums the association is using its own and other events to get the message out. The concern is reaching the operator who may not be paying attention or may be intimidated by the process. https://www.ainonline.com/aviation-news/business-aviation/2025-03-18/nata-forums-bringing-operators-together-sms Japan Airlines to buy 17 more Boeing 737-8s TOKYO, March 19 (Reuters) - Japan Airlines (9201.T), opens new tab (JAL) said on Wednesday it plans to buy 17 more Boeing 737-8 aircraft to refresh its fleet. The order adds to a 2023 announcement that the company would buy 21 of the 737-8 planes to replace Boeing 737-800 aircraft serving mainly domestic routes. JAL also said it plans to introduce 11 Airbus A321neo aircraft to replace Boeing 767s, primarily on routes to and from Haneda Airport. In the international market, JAL said it plans to introduce 10 Boeing 787-9 aircraft and 20 Airbus A350-900 planes. https://www.reuters.com/business/aerospace-defense/japan-airlines-buy-17-boeing-737-8-planes-11-airbus-a321neo-aircraft-2025-03-19/ America Airlines expands pilot training program to Charlotte area with flight academy deal American Airlines is expanding its pilot academy training to the Charlotte region through a partnership with the country’s largest flight school, the airline announced Tuesday. ATP Flight School and the Fort Worth, Texas-based airline will welcome the first class of students in August. The American Airlines Cadet Academy trains students to fly commercial planes. It will be located at Concord–Padgett Regional Airport, according to American’s network of flight schools. “We’re providing access to high-quality training in a region that is very important to our operation, strengthening our efforts to maintain a sustainable pilot workforce,” stated Nathan Gatten, American’s executive vice president of American Eagle, corporate real estate and government affairs. Along with training, cadets also will have access to flight simulations, aircraft and American pilot mentors to provide support. ATP is adding a new hangar, simulator bay, testing and other amenities for the academy in Mecklenburg County, according to American. Those costs were not immediately available. American Airlines Cadet Academy is adding an ATP Flight School in the Charlotte region. American Airlines Ashley Pillon, ATP director of airline and corporate partnerships, said the deal provides a clear path for people to work at American Airlines. Approximately 900 people are currently enrolled in the Cadet Academy. American is accepting applications for students at aacadetacademy.com. More than 1,500 students have graduated from ATP since 2004 and joined airlines such as Envoy, Piedmont and PSA. After completing the program, American Airline graduates will be placed with one of the company’s smaller regional carriers before transferring to larger aircraft with longer routes. More on ATP and American Airlines Florida-based ATP was established in 1984 and operates more than 80 flight schools across the U.S. It has a training fleet with more than 600 aircraft. Along with American, some of ATP’s partner airlines include Delta, United, Frontier and Spirit. American Airlines offers thousands of daily flights to more more than 350 destinations in more than 60 countries. Charlotte Douglas International Airport is the second largest hub for American, which accounts for about 90% of all flights out of the airport. https://www.charlotteobserver.com/news/business/article302284819.html#storylink=cpy Bangkok Airways Poised For 30-Jet Expansion, Capitalizing On The Tourism Tsunami Inspired By The White Lotus Bangkok Airways Pcl is preparing to place an order for up to 30 new aircraft as part of a major fleet renewal initiative, aiming to capitalize on the surge in tourism fueled by the success of the popular television series The White Lotus. The Thai airline is set to approach aircraft manufacturers Airbus SE, Boeing Co, and Embraer SA for the acquisition of at least 20 single-aisle jets in the first half of this year, with an option for around 10 additional planes, according to CEO Puttipong Prasarttong-Osoth. The airline intends to expand its fleet to a minimum of 30 jets over the next four to five years, which may include leasing some of the aircraft. Bangkok Airways operates key routes between Bangkok and top tourist spots, including Koh Samui, a primary filming location for the latest season of The White Lotus, where the airline also owns the airport. The popularity of the show is anticipated to attract a significant influx of tourists to Thailand, with the government forecasting a record 40 million visitors this year. According to CEO Puttipong, the airline has already experienced a 14% rise in advance flight bookings for the second quarter, defying the usual low season for Thai tourism. Bangkok Airways expects a 10% to 20% increase in passenger numbers on its Koh Samui routes, building on last year’s 2.7 million passengers. As the owner of the island’s airport, the airline effectively holds a monopoly on flights to this popular destination. In response to the growing demand, Bangkok Airways will commence a 1.5 billion baht (US$45 million or RM198.12 million) renovation of Samui airport in the second half of this year. The project, which is set to last for three years, will proceed while the airport remains operational. The airline has also secured approval to increase daily flights to 73 from the current 50. https://www.travelandtourworld.com/news/article/bangkok-airways-poised-for-30-jet-expansion-capitalizing-on-the-tourism-tsunami-inspired-by-the-white-lotus/ Europe and Canada are eyeing alternatives to American-made fighter jets. Here’s why BERLIN (AP) — Questions are mounting in Canada and in Europe over whether big-ticket purchases of high-end U.S. weaponry, such as the F-35 Joint Strike Fighter, are still a wise strategic choice for Western countries worried about their investment in U.S. defense technology. In less than two months, U.S. President Donald Trump has upended decades of foreign policy. He has left NATO members questioning whether Washington will honor the trans-Atlantic alliance’s commitment to defend each other, if other European countries are attacked by Russia. He’s also made repeat overtures to Moscow and suspended most U.S. foreign aid. That could impact foreign sales of the Lockheed Martin-produced F-35 and other advanced U.S. jets like the F-16. As Russia’s war in Ukraine grinds on, it’s become clear that Eastern European NATO members still have vast stores of Soviet-era weapons in their stockpiles that weren’t interoperable with Western weaponry. A long-term plan to get all of NATO on similar platforms — by replacing old Soviet-era jets with Western ones, particularly the F-16 and in some cases, the F-35 — has gained momentum. Some of the NATO countries are now rethinking tying their defense to U.S.-made systems and potentially considering European jets. Angering an F-35 partner In Canada, where Trump has launched a trade war and has threatened economic coercion to make it the 51st American state, new Prime Minister Mark Carney has asked Defense Minister Bill Blair to review its purchase of F-35s. Canada has been a partner with the U.S. in developing the fighter. Blair will see if there are other options “given the changing environment,” a defense spokesman said. Carney on Tuesday announced an early warning radar system purchase from Australia worth Canadian $6 billion ($4.2 billion). Officials say it will have a smaller footprint than a similar American system. And in Portugal, the outgoing defense minister recently told a Portuguese newspaper that “recent positions” taken by Washington compelled a rethink about the purchase of F-35s. Portugal is considering various options to replace its F-16s. “You’re not just buying an airplane, you’re buying a relationship with the United States,” said Winslow T. Wheeler, who spent three decades in U.S. Congress working for Democrats and Republicans on national security and defense issues. “People in the past have not just welcomed, but craved that kind of relationship.” The Netherlands and Norway, on the other hand, have recently voiced support for the F-35 program. The F-35 and a ‘kill switch’ The F-35 Joint Strike Fighter was designed to combine stealth, maneuverability and attack capabilities in a single aircraft. Each jet costs about $85 million (78 million euros), and the price jumps to as high as $150 million (137 million euros) when supporting infrastructure and spare parts are included. About 1,100 have been produced to date for 16 military services across the globe. The F-35B, a variant that can take off from ship decks vertically, is the latest model. It’s the most expensive weapons system the U.S. has ever produced, with estimated lifetime costs now expected to top $1.7 trillion. One of the ways the program was counting on reducing those costs was by selling more aircraft to international customers. But the Trump administration’s recent stance on the Russia-Ukraine war has fueled fears that Washington may have similar ways to coerce buyers in a future fight — such as by embedding a hypothetical “kill switch” in the F-35’s millions of lines of programming. The Pentagon’s F-35 Lightning II Joint Program Office, however, vehemently rejected that notion. “There is no kill switch,” the office said in a statement on Tuesday. “We remain committed to providing all users with the full functionality and support they require.” But that’s not the only way to impact an ally’s program, Wheeler said. The F-35 requires constant U.S.-controlled tech upgrades to operate in combat. If a relationship with the U.S. soured and updates were delayed, it could make a jet, or even a fleet, inoperable, he said. Lockheed Martin said in a statement on Tuesday that the defense contractor delivers “all system infrastructure and data required for all F-35 customers to sustain the aircraft.” European jet alternatives The Saab Gripen, Eurofighter Typhoon and Dassault Rafale could see an increase in sales if other countries decide to forgo their F-35 purchases. But none of them have the F-35’s stealth capabilities. The Swedish-made Saab Gripen is used by the militaries of Sweden, the Czech Republic, Hungary, South Africa,Brazil and Thailand. Conventional defense industry wisdom says it’s significantly cheaper than the F-35, Wheeler said. The Eurofighter Typhoon, part of the British, German, Spanish and Italian forces, is manufactured by a consortium of defense companies: Airbus, BAE Systems and Leonardo. The French-built Dassault Rafale twin-jet fighter is used by some branches of France’s armed forces. The governments of Egypt, India, Qatar, Greece, Croatia, the United Arab Emirates, Serbia and Indonesia have all signed contracts for Rafales. David Jordan, a senior lecturer in defense studies at King’s College London and co-director of the Freeman Air and Space Institute, said that previously, European leaders felt it was easier and more cost-effective to lean on the U.S. defense industry to get access to advanced weaponry. But the Trump administration’s move away from Europe could be the turning point, Jordan said. It would require the continent to pool its money and resources — often a sticking point among the countries — into research and development, manufacturing and logistics. But “the European defense industry is more than capable of building what it needs” within a decade, Jordan said. French President Emmanuel Macron is already ramping up his efforts to persuade allies to switch to European defense contractors and weapons systems, including being offered Rafale fighters over F-35s. If the Europeans increase their production, it would greatly affect the bottom lines of Lockheed Martin and other U.S. defense companies. Jordan said that U.S. defense contractors are likely concerned about Trump’s next move. “At what point will they say ‘we don’t like this, we’re talking about risking billions of dollars here,’” Jordan said. The White House didn’t respond to a request for comment on Tuesday. https://apnews.com/article/trump-f35-defense-military-fighter-jets-7e18c5459228d16769385dd0b8c3d930 Superlawyer David Boies expected to hit Boeing with wrongful-death suit spurred by suicide of whistleblower Among other high-profile cases, Boies represented victims of Jeffrey Epstein. Attorney David Boies, and the legal team that has long championed the case of the late Boeing whistleblower John Barnett, are expected to file a wrongful-death suit against the troubled aerospace colossus, Fortune has learned. A little over a year ago, after giving two days of testimony in a long-running action versus Boeing, Barnett was found dead after spending the entire night in his Clemson orange Dodge Ram truck, his finger on the trigger of a silver Smith & Wesson pistol and a note sitting next to his body. In May, an investigation by the Charleston Police Department found that Barnett had committed suicide by putting by putting a bullet through his head. (You can read the full story of Barnett's life and tragic death in our feature here.) Fortune is the first to report the news of the expected suit and Boies's involvement. When asked for comment, Boeing provided the following statement to Fortune: "We are saddened by John Barnett's death and extend our condolences to his family." Barnett's passing didn't end his crusade to make Boeing expose blatant violations of its own policies and procedures that he claims to have experienced in his seven years at the 787 Dreamliner factory in North Charleston, S.C. Starting in 2017, just before Barnett left Boeing due to the onset of PTSD and panic and anxiety attacks, Charleston attorneys Rob Turkewitz and Brian Knowles sued Boeing on a so-called AIR21 complaint under an Office of Health and Safety Administration law that protects whistleblowers from retaliation by their employers. But the wrongful-death suit versus Boeing is a new action that's being introduced in addition to the OSHA or regulatory suit. The team will strive to prove "causation," showing that Boeing's specific actions caused the workplace stress that led Barnett to suicide. And the Turkewitz-Knowles duo added big-time firepower by engaging Boies Schiller to join the campaign—especially in getting the 84-year old founder who'd won a landmark antitrust case for the U.S. Justice Department against Microsoft, represented the Al Gore campaign in the 2000 Florida presidential recount, and garnered big settlements for the Jeffrey Epstein victims to take a leading role in both cases. (Boies, it should also be noted, stirred controversy for his representation of movie mogul Harvey Weinstein, who's serving time for sexual offenses, and Elizabeth Holmes of Theranos.) The OSHA and new wrongful-death suit each seek financial damages on behalf of Barnett's estate, including Vicky Stokes and his brothers Rodney, Michael, and Robbie Barnett. "When we got the police and autopsy reports concluding that John had taken his own life, Brian and I issued a press release expressing our sadness and stating that 'while Boeing may not have pulled the trigger, the company is legally responsible for his death,'" Turkewitz told Fortune. Boeing greatly hardened its stance, he says, after it became clear that the Barnett lawyers were also seeking to file a wrongful-death case. Up against what he characterizes as a small army of Boeing lawyers, Turkewitz and Knowles decided they needed to engage powerful reinforcements. So Turkewitz turned to his old friend Boies. The two had collaborated in the late 1990s, securing a big verdict in an asbestos liability case in New York City. "David's one of the best lawyers in America," said Turkewitz. "He got to know the Barnett family. He took the case not because the dollars are huge but because of the message we'd be sending." Boies is working closely on the cases with Boies Schiller managing partner Sigrid McCawley. Boies blasts "the old Boeing arrogance" When this writer interviewed Boies in mid-March at his rambling country home set in horse country north of Manhattan in Amonk, N.Y., the litigator was in full reformer mode. Boies, who'd turned 84 the previous week, insisted that Barnett was a hero who embodied just the kind of dedication to diligently following safety rules that Boeing now needs to restore its reputation. Attired in a vintage blue suit over a red-and-green-plaid work shirt and Skechers, Boies told me, "He wasn't looking for anything for himself. He was just looking to make airplanes safe. And they immediately wanted to bury him because they considered any kind of criticism a threat. If they'd listened to people like Barnett all along, they wouldn't have had the problems that injured them so badly." Boies says that in the litigation, Boeing adopted a "scorched-earth policy" that "you see from time to time, but thankfully not often." He professes amazement that leadership isn't settling the Barnett case as part of an initiative symbolizing that Boeing is shedding its recently troubled past to find a new direction. "They should be celebrating Barnett instead of continuing to try to ignore his example of doing the right thing," he says. For Boies, the new management keeps using the right words, but contradicting its position by not admitting openly to its past mistakes. "They purport to want to close the door to the past. But every time you bring up the kind of specific abuses Barnett identified, they deny them. The old Boeing arrogance and refusal to accept criticism comes back," declares Boies. Says Turkewitz, "John's death has been devastating for his family and friends. John's mom, Vicky, and his brothers are amazing people and want to continue John's mission to protect the flying public. We had hoped to resolve the cases at mediation, but unfortunately reached an impasse." Boies expects the wrongful-death case to go to trial As for the cases, Boies recounts that the two sides have discussed a deal that would settle both actions in a single package. "But I don't think we ever got into a narrow enough range," he says. "It was clear they were not willing to be reasonable in terms of numbers. They want to treat this like they're an insurance company that doesn't want to pay out any money." He believes that in the OSHA case, the administrative judge will award the Barnetts a settlement if the two sides don't reach an agreement beforehand. "Boeing will mainly argue about the amount to be paid," he says. In the wrongful-death action, he adds, the outcome will hinge on whether Boeing's alleged harassment of Barnett on the job, which he claims brought on post-traumatic stress syndrome and anxiety and panic attacks, was legally responsible for his demise when he took his own life. "It will be the argument: 'We didn't pull the trigger, we didn't push him off a ledge,'" says Boies. "But I think we know a lot about PTSD today and the effects it can have in destroying a person's life." Boies believes the wrongful death case will go to trial, and Turkewitz agrees. The Charleston attorney predicts that Boeing will fight hard to prevent it from getting before a jury. "Boeing's lawyers will argue that it's frivolous; they'll file motions and seek summary judgment to block it," he says. Both Turkewitz and Boies believe that Barnett's ultimate vindication may be from the judgment of 12 Americans assessing whether Boeing caused the death of this passionate maverick by punishing him for a crusade that, had leadership joined in, could have saved a great American institution from its steep fall from grace. https://www.yahoo.com/news/exclusive-superlawyer-david-boies-expected-175154266.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