Flight Safety Information - September 16, 2025 No. 185 In This Issue : Incident: Enter B738 at Krakow on Sep 14th 2025, runway excursion on landing : Incident: American B738 at St. Louis on Sep 12th 2025, fumes in cabin : Air Charter Safety Foundation - Industry Audit Standard Lite : Incident: Indigo A21N at Vishakhapatnam on Sep 9th 2025, severe engine vibrations : Southwest Airlines announces new restrictions on wheelchair users. Here's what to know. : Toxic jet engine fumes sickening crews, passengers: Report : Timely Accident Reports Strengthen Aviation Safety : Air India adopts fatigue risk system as pilot bodies flag safety concerns : Brawl breaks out on flight between Tel Aviv, Bucharest; several detained : IATA’s WSOC 2025 set to tackle critical aviation safety challenges : Silk Way West Airlines extends agreement with GE Aerospace : Icelandair to add two more A321LR aircraft on lease from CALC : Kalitta Air prepares to fly first-ever converted 777 cargo jet : Trump administration orders Delta, Aeromexico to end joint venture by January 1 : Calendar of Event : TODAY'S PHOTO Incident: Enter B738 at Krakow on Sep 14th 2025, runway excursion on landing An Enter Air Boeing 737-800, registration OM-FEX performing flight E4-7030 from Antalya (Turkey) to Krakow (Poland), landed on Krakow's runway 25 at 13:35L (11:35Z) and slowed through 50 knots over ground when the crew attempted to steer the aircraft onto the last exit but did not make the turn and overshot the end of the runway and came to a stop with nose gear and right main gear on soft ground, the left main gear on the last taxiway. The aircraft was disabled, the airport needed to be closed. On Sep 15th 2025 the Polish PKWBL rated the occurrence a serious incident and opened an investigation stating that during the landing roll just after turning onto the taxiway the aircraft skidded. The crew reported the runway excursion, the runway was closed. https://avherald.com/h?article=52ceba41&opt=0 Incident: American B738 at St. Louis on Sep 12th 2025, fumes in cabin An American Airlines Boeing 737-800, registration N357PV performing flight AA-2574 from St. Louis,MO to Phoenix Sky Harbour,AZ (USA) with 157 people on board, was climbing through about 7000 feet out of St. Louis' runway 12R when the crew declared Mayday reporting they had a report of fumes in the cabin and were returning to St. Louis above their maximum landing weight. The aircraft landed safely back on runway 12R about 25 minutes after departure. The FAA reported: "American Airlines Flight 2574 safely returned to St. Louis Lambert International Airport around 8:10 a.m. local time Friday, Sept. 12, after the crew reported fumes in the cockpit. The Boeing 737-800 was travelling to Phoenix Sky Harbor International Airport. The FAA will investigate." The aircraft was able to depart again and reached Phoenix with a delay of about 8:15 hours. https://avherald.com/h?article=52cf668c&opt=0 Incident: Indigo A21N at Vishakhapatnam on Sep 9th 2025, severe engine vibrations An Indigo Airbus A321-200N, registration VT-IUV performing flight 6E-2776 from Vishakhapatnam to Delhi (India), was climbing out of Vishakhapatnam's runway 10 when the crew stopped the climb at about 7000 feet due to severe vibrations of the right hand engine (PW1133G). The aircraft returned to Vishakhapatnam for a safe landing on runway 28 about 35 minutes after departure. According to information The Aviation Herald received the right hand engine was showing vibrations of more than 10 units, the engine was shut down in flight. A post flight engine inspection revealed 3 to 4 damaged blades in the high pressure turbine. The flight was cancelled, the passengers were rebooked onto other flights. The aircraft is still on the ground in Vishakhapatnam. https://avherald.com/h?article=52cf5c18&opt=0 Southwest Airlines announces new restrictions on wheelchair users. Here's what to know. Southwest Airlines passengers who use lithium-powered mobility devices will soon have to remove the batteries and carry them into the cabin before their wheelchair is checked. The new policy will take effect on Sept. 25, and the airline said it's part of an ongoing effort to reduce the danger of fire onboard. In a message to employees circulated Friday, Sept. 12, Dave Hunt, Southwest's vice president for safety and security, said the updated policy brings the airline in line with international safety standards. "Lithium batteries have become one of the most common sources of smoke and fire incidents on aircraft. While these events are rare, quick access and visibility are critical to keeping everyone onboard safe. By taking proactive steps now, Southwest will be among the first U.S. carriers to adopt these higher standards," the message said. Wheelchair batteries will not count against a passenger's carry-on baggage allowance under the new policy. The policy also restricts the size of lithium batteries eligible for transportation on Southwest flights, to 300 watt-hours or less. "To ease the transition, customers with batteries larger than 300 watt-hours will have a grace period through Jan. 11, 2026, while all batteries under the 300 watt-hour limit must follow the new process," a statement from the airline said. "After Jan. 11, devices with batteries above the limit will no longer be accepted for transport." Cruising Altitude: A good Southwest change: You have to make your battery pack visible American Airlines, Delta Air Lines and United Airlines also have some restrictions for the transportation of mobility device power supplies, though each airline's rules are slightly different. Southwest previously announced that lithium power banks need to be visible in the cabin when they're being used to recharge devices onboard, and the Federal Aviation Administration warned airlines last week that they need to evaluate their electronics fire safety procedures and messaging. https://www.yahoo.com/news/articles/southwest-airlines-announces-restrictions-wheelchair-144411005.html Toxic jet engine fumes sickening crews, passengers: Report The Federal Aviation Administration (FAA) has received thousands of reports since 2010 about toxic fumes from jet engines leaking into the cockpit and cabin of airplanes, according to an investigation done by The Wall Street Journal. The leaks are due to a commonly used airplane design known as “bleed air” that pulls air from the engine into airplanes so those onboard can breathe. The increase in reports is largely driven by Airbus A320s, which the three largest U.S. airlines use. The aircraft reported seven times the rate of fume events than their Boeing 737, which does not use the “bleed air” design. For JetBlue and Spirit, both of which primarily use Airbus aircraft, the number of fume incidents saw a combined 660 percent surge between 2016 and 2024. The fumes, often described as smelling of “wet dog” and “nail polish,” have led to emergency landings and passengers and crew members falling ill, according to reports obtained by the Journal. Senate, House Lawmakers CANCEL Public Events, PUSH For Security Funding Amid Kirk Killing | TRENDING Most emitted fumes, which consist of carbon monoxide and unspecified quantities of neurotoxins, aren’t toxic and have mild to no symptoms, but long exposure could lead to more severe side effects. For years, aircraft manufacturers and airline lobbying groups have downplayed the risks of inhaling these toxic fumes, according to The Journal. The FAA on its website cites a 2015 review that found fume incidents reported on major U.S. airlines at a rate of “less than 33 events per million aircraft departures,” or about 330 events per year. The numbers could be higher, as crew members aren’t required to report on every fume event. The airline industry has funded studies to disprove claims that fume leakage in aircraft cause significant harm, while opposing legislation calling for increased safety measures to avoid fume leaks, according to the Journal. Congress has attempted to introduce legislation at least 19 times about fume contamination for over two decades, according to a deposition transcript obtained by the Journal of Boeing’s 737 chief product engineer, Julie Brightwell. In 2024, Rep. John Garamendi (D-Calif.) and Sen. Richard Blumenthal (D-Conn.) introduced a bill that would provide sensors on aircraft and more thorough investigations. After industry pushback, the bill, which was signed into law last year, only required research about fume leakage and better reporting on incidents. In August, new legislation was introduced by Rep. Maxwell Frost (D-Fla.) to require filters on passenger airplanes that would completely eliminate fume leakage on planes within seven years. The Hill reached out to Frost’s office for comment on the status of the bill. https://thehill.com/homenews/5503840-toxic-fumes-airline-incidents-surge/ Timely Accident Reports Strengthen Aviation Safety The release of the preliminary report last month on the investigation into the cause of the tragic crash of Air India 171 was awaited by many. Friends and family of the victims want to understand what happened to their loved ones. People in the aviation industry are eager for any lessons to avoid future tragedies. And the general population seeks reassurance that everything possible is being done to make flying as safe as it can be. This report marks an important milestone on the path to a final investigation outcome, and further updates will be closely watched. Recent updates to investigations into the fatal Jeju Air accident in South Korea last December and the midair collision near Washington in January illustrate why timely reporting is so important. For the many parties who have a stake in understanding the cause of an aviation accident these reports provide valuable information on what has been ruled out and where the investigation’s focus is. They also reinforce confidence that progress is being made and that aviation safety is being prioritized. That’s a critically important input in an age where media—social and traditional—is inundated by speculation, much of which would struggle to be categorized as “expert”. When we contrast this speculation against the value of informed accident investigations, IATA feels compelled to directly raise the issue of timely reporting with states globally at the International Civil Aviation Organization (ICAO) Assembly later this month. The report of the investigators is the only word that matters. Even though a preliminary report is not conclusive (and necessarily limited to what is known at the time), it provides the official word on the direction of the investigation. This makes it clear what is known, what’s being looked into, and what’s been formally ruled out. That is highly valuable information for families, professionals and travelers. Learning from past accidents The timing of these reports is not happenstance. Given the importance of accident investigations to improving safety, the 193 member states of the International Civil Aviation Organization (ICAO) set out clear expectations, including timelines and scope, for accident reporting in an international treaty known as the Chicago Convention. Specifically, Annex 13 to the convention require states to publish a preliminary report within 30 days of an accident and a final report as soon as possible or within a year. The preliminary reports from the investigation boards in India, the US and South Korea have all met the first deadline. Importantly, in the case of Air India it does this with more information than some, including myself, would normally expect to see in a preliminary report. While it is always possible to report on what is known at the 30-day mark, it is not always possible to publish a conclusive report within a year. When exceptional circumstances mean that an investigation must take longer, the investigator must publish an update on each anniversary of the accident until the investigation is finished. The NTSB’s investigative hearings into the midair collision in Washington held in August and an update on the Jeju accident from South Korean authorities have preceded those anniversaries. That’s very much welcomed. Timely reporting must be universal While some investigations take longer than expected, periodic reports are helpful milestones in understanding progress towards a final report. An example of this was the investigation of the crash of Air France 447 which crashed in the South Atlantic 2009. It took nearly two years just to find the wreckage. The investigation took until 2012 to complete during which time three preliminary reports were published. The tenacity of the investigators led to changes in the design of aircraft components, the functionality of flight data recorders and pilot training. With such important learning at stake, it is shocking that adherence to the ICAO requirements on accident investigation is not universal. Of all the accidents that happened between 2018 and 2023, 43% of the investigations have failed to publish a final report. That includes 12 accidents which claimed the lives of 242 people. This is not an acceptable result. And we place emphasis on the importance of the preliminary report because failure to comply with ICAO standards at that early stage of investigation often foreshadows failure in final reporting. Tardy investigations slow safety improvements For two years running IATA has raised the critical need to complete accident investigations as prescribed by ICAO standards in its report to the IATA Annual General Meeting. We keep a tally of final accident reports in the IATA Annual Safety Report and a summary in the both the IATA Annual Review. There are many reasons that states give for not complying with these requirements, lack of capacity or insufficient resources among them. Politics as a reason is left unsaid but can unfortunately be inferred as a factor in some cases as well. Life-saving insights In the face of potentially life-saving insights, no excuse is acceptable. Resource and capacity issues can be managed through delegation or technical advice. And allowing political considerations to impact decisions or disclosures on safety flies in the face of the non-punitive just culture which is the foundation of aviation safety. The timely updates on these recent accidents stand as positive examples of what is both expected and critically needed of states when investigating aviation accidents. These reports are an essential step to align the entire aviation industry’s capabilities to ensure that whatever caused these accidents are not repeated. Further details as they become available and final accident reports at the earliest possible moment will help everyone to learn from these tragedies and make flying safer. Safety is aviation’s top priority. Because of this, accidents are rare. In 2024 nearly five billion people boarded 40.6 million flights. Among these were seven fatal accidents leading to 251 fatalities. That is, of course, 251 too many. Every life lost in a civil aviation accident is honored with the promise of ever greater determination to make flying even safer. Accident reports published in line with ICAO standards are incredibly valuable to fulfilling this solemn promise. https://www.iata.org/en/pressroom/opinions/timely-accident-reports-strengthen-aviation-safety/ Air India adopts fatigue risk system as pilot bodies flag safety concerns As DGCA’s deadline ends, Air India agrees to implement the Fatigue Risk Management System, but pilot unions warn it risks extending duty hours. Air India sources said that it has decided to comply with the norms proposed by the aviation regulator. NEW DELHI: The deadline set by the Directorate General of Civil Aviation (DGCA) for airlines and other stakeholders to respond to its advisory on the Fatigue Risk Management System (FRMS) for pilots ends on Monday, so Air India has decided to adopt the new system. However, a leading pilot association has said that the system in its present form raises serious concerns. The FRMS places responsibility on airlines to ensure strong reporting mechanisms and maintain schedules that give cockpit crew enough opportunities for rest and sleep. The advisory also stresses that no punitive action should be taken against pilots who declare themselves fatigued and unfit to fly. Air India sources told The New Indian Express that the airline has decided to comply with the norms proposed by the aviation regulator. Captain Anil Rao, General Secretary of The Airline Pilots Association of India (ALPA), representing nearly 1,000 pilots in India and abroad, said that ALPA supported the scientifically based management system. “However, without independent oversight and strict safeguards, FRMS risks becoming a tool for operators to extend duty periods at the expense of safety.” He also called for delaying the implementation until the final accident report of AI 171, which crashed in Ahmedabad, is released. “The relevant safety recommendations on fatigue made in the report needs to be incorporated in this,” he said. “Despite the non-punitive intent, past instances reveal punitive action against pilots reporting fatigue including termination of employment. In at least one case, when a pilot appealed, DGCA did not recognize fatigue – undermining trust in both operators and regulators,” Rao added. He further said that while FRMS is a well-intentioned step to align India with global fatigue management practices, its present form presents significant concerns. “While the positive elements – scientific foundation, International Civil Aviation Organisation alignment, structured oversight and emphasis on non-punitive culture – are acknowledged, the risks of misuse, regulatory overlap, operator manipulation, lack of independent pilot oversight, and unresolved safety lessons from recent accidents outweigh the immediate benefits.” Captain CS Randhawa, president of the Federation of Indian Pilots, which represents 5,000+ professional pilots and aviation professionals, told this newspaper that the DGCA must withdraw its "flawed proposal. ' "The circular is a blueprint for commercial exploitation and regulatory ambiguity and will lead to a degradation of safety margins," he said. The most critical failure is the exclusion of a nominated representative from any pilot body in the Flight Safety Action Group and the DGCA taskforce, Randhawa said. "There is a significant safety loophole by the regulator in proposing a graded approval rollout after initially setting up a "pilot cohort" of two or three major airlines. This approach is fundamentally flawed as it marginalises smaller carriers," he added. https://www.newindianexpress.com/nation/2025/Sep/15/air-india-adopts-fatigue-risk-system-as-pilot-bodies-flag-safety-concerns Brawl breaks out on flight between Tel Aviv, Bucharest; several detained Romanian border police identify Israelis involved in fight after meeting plane at airport, fine them $930 each An altercation between several Israelis on a HelloJets flight to Bucharest escalated to a massive fight involving some 30 passengers on Sunday night, according to Romanian media. HelloJets was operating the flight for Israel’s Israir, which confirmed the incident, but said that 11 people were involved. Romanian publication Mediafax reported that the border police was notified ahead of the flight’s arrival at Henri Coandă International Airport that their presence was required as soon as the plane landed. The border police told Mediafax that the cause was a “spontaneous conflict” that broke out between several Israeli passengers, without giving further details. Upon arrival of the flight, the border police investigated the incident with the flight crew, according to Romanian newspaper Adevărul, before identifying the Israeli passengers they believed to be directly involved in the fight. The passengers were escorted from the plane for further investigation and were fined 4,000 Romanian Leu ($930) each, the publication added. Israir, which hired HelloJets to operate its flight to Bucharest, told Ynet in response to a request for comment that the incident had involved 11 passengers. “Israir condemns violence of any kind and operates according to law and regulations,” the airline added. https://www.timesofisrael.com/brawl-breaks-out-on-flight-between-tel-aviv-bucharest-several-detained/ Boeing ‘Clearly Behind’ On 777-9 Certification, Ortberg Says Boeing’s 777-9 certification program is falling behind, CEO Kelly Ortberg said, suggesting the issues could be significant enough to warrant a formal change to its current first-delivery timeline. “We still don’t have authorization from the FAA for a good portion of the certification program,” Ortberg said at the Morgan Stanley Laguna conference Sept. 11. “So, we’re working through that right now with the FAA, but we were clearly behind our plan in getting the certification done.” Boeing’s notional timeline has both FAA approval and first deliveries coming in 2026. Ortberg did not change this, but said senior leadership are evaluating the issue to determine potential ramifications. “I’ve asked [CFO] Jay Malave ... to spend some time as we come through this quarter, really looking at this schedule slip and understanding what the implications are and our go-forward plan,” he said. Ortberg emphasized that the latest delays are not linked to technical issues. “Both the airplane and the [GE Aerospace GE9X] engine are really performing quite well,” he said. He alluded to an increasingly deliberate FAA approach to aircraft approval as the major obstacle. “We can go fly, but we can’t actually get the certification credit until we get” type inspection authorization (TIA)—formal FAA testing clearance—for the required tests, Ortberg said. The FAA broke the 777-9 TIA into phases, which give Boeing approval to conduct required tests in specific batches. Before approving each TIA phase and allowing its pilots on the aircraft, the FAA must be convinced that the design conforms to the applicable regulations. Phased TIAs are not new. What has changed is the FAA’s level of scrutiny. Some of the new process is linked to requirements, such as new limits in delegating certification work to industry, in 2020 legislation that reformed FAA certification. It also reflects the post-737 MAX crisis environment in which the agency is simply asking more, and sometimes more complex, questions before allowing applicants to progress to a certification program’s next step. The changes came with Boeing in the midst of its 777-9 certification program as well as efforts to earn approval for the last two 737 MAX variants, the 737-7 and 737-10. All three programs have been hit with multiple delays—some technical, and some linked to new certification protocol—and are years behind as a result. The 737s are currently on track for 2026 approvals, provided that a required redesign of the engine anti-ice system earns FAA approval. “At the last earnings call [in July], we slipped the completion of the certification from the end of the year into next year,” Ortberg said. “The good news is we’ve made really good progress on the design of the engine anti-ice since that time. I feel pretty good that we’re nailing that design.” “We’re in the process right now of working with the FAA on the certification of that design, what tasks need to be done,” he added. “We’re still planning on getting that cert done next year, getting aircraft delivered next year.” Going forward, Ortberg sees room for improvement without compromising safety. “The certification process [is] way too slow,” Ortberg said. “We’ve got to work with the FAA in swinging the pendulum back and making that a process that’ll work. I can’t imagine that we can do a new airplane without having that process refined.” https://aviationweek.com/air-transport/aircraft-propulsion/boeing-clearly-behind-777-9-certification-ortberg-says IATA’s WSOC 2025 set to tackle critical aviation safety challenges The World Safety and Operations Conference (WSOC) 2025, taking place from 14-16 October in Xiamen, China, will bring together global aviation experts to address a wide array of pressing safety issues. This year’s event is set to offer fresh perspectives on industry challenges, with a focus on crisis management, dangerous goods, GNSS spoofing, spectrum allocation and more. Mark Searle, IATA’s Global Director of Safety, highlights the significance of holding the conference in China, given the country’s strong safety record in aviation. “Hosting WSOC in China offers a fresh perspective on current safety initiatives,” Searle explains. “The exchange of insights and best practice will help raise safety standards globally.” Crisis Management: Separating Fact from Fiction Crisis management will be a key focus at WSOC 2025, with an emphasis on improving industry preparedness. Recent incidents have highlighted the ongoing need for robust crisis response strategies. Searle, underscores the critical issue: “Relying on speculation or unverified experts can distort facts and impede efforts to objectively identify causes and improve safety in the industry.” At WSOC, experts will explore how the aviation community can better handle crises by eliminating guesswork and focusing on clear, evidence-based decision-making. The conference will stress the importance of building response frameworks that rely on verified information rather than external influences, which can cloud judgment and delay effective action. Dangerous Goods: Addressing the Growing Threat of Lithium-Ion Batteries As more passengers carry electronic devices on board, managing dangerous goods, especially lithium-ion (Li-ion) batteries, has become a critical safety concern. Recent incidents, including fires caused by overheated power banks and faulty batteries, have underscored the risks these devices pose. At WSOC 2025, the focus will be on enhancing cabin crew training to better recognize and manage these hazards. Experts will explore best practices for identifying potential risks from power banks, laptops, and other battery-powered electronics, as well as emergency procedures for handling battery-related incidents. The goal is to equip cabin crew with the knowledge and tools needed to ensure safety as the number of electronic devices carried by passengers continues to grow. GNSS Spoofing: Tackling a Growing Threat Another critical issue to be addressed at the conference is the rising threat of Global Navigation Satellite System (GNSS) spoofing. Although conflict zones have traditionally been the focal point, the scope of GNSS spoofing is broadening, with more isolated incidents being reported. The growing accessibility of spoofing equipment raises alarms about potential risks to global aviation. Attendees will discuss how to move from awareness to actionable solutions, focusing on limiting the opportunities for spoofing and mitigating its impact on operations. Improving Runway and Wildlife Safety WSOC will also present groundbreaking tools aimed at improving runway safety. Traditionally, runway safety initiatives have been fragmented, often tailored to specific regions or airports. This year, IATA will introduce a more unified approach, leveraging ICAO Standards and Recommended Practices (SARPs) to create a comprehensive runway safety toolkit. This initiative aims to identify systemic issues, define improvement measures, and establish success metrics for enhanced runway safety globally. Similarly, wildlife management will be another key area of focus. IATA will unveil a toolbox of recommended practices to streamline wildlife hazard management, emphasizing the importance of a more proactive and coordinated approach to minimizing wildlife-related safety risks at airports. Risk-Based IOSA: A New Approach to Auditing More familiar safety themes will also be revisited, including the IATA Operational Safety Audit (IOSA), which has recently moved ‘risk-based’. This methodology allows airlines to focus on the specific risks that are most relevant to their operations. The shift to Risk-Based IOSA is already delivering positive results. Searle explains, “It challenges airlines to take a closer look at their operations and audits have become more consistent through a single, standardised auditor pool. We’re seeing more positive safety trends as a result.” Risk-Based IOSA has already demonstrated its effectiveness in improving safety. With over 440 airlines on the IOSA registry, the audits have identified an average of 28 findings per audit, although some airlines have reported single-digit findings, while others have identified as many as 90. The ultimate goal is a downward trend in safety-critical findings over time, something that has already been demonstrated with airlines who have undergone two risk-based audits. Tackling Emerging Safety Issues Several other safety topics will be explored during conference, including: Aircraft Equipment Mandates: As airlines face pressure to implement mandatory equipment upgrades, the conference will examine the logistical challenges of meeting these requirements, particularly when the necessary equipment is unavailable within the prescribed timelines. Spectrum and 5G Mitigation: With the expiration of temporary 5G mitigation measures, there is increasing concern about potential interference with radio altimeters. WSOC will explore how the industry can address this issue and ensure the development of altimeters capable of filtering out such interference. Rescue and Firefighting Services: While airports declare their firefighting capabilities, there’s a growing need for regular checks to ensure these services are consistently meeting operational standards. WSOC will discuss how airports verify their rescue and firefighting capabilities to guarantee readiness in case of emergency. WSOC: A Pivotal Event for Aviation Safety and Innovation WSOC is more than just a conference; it is a key event in the aviation industry calendar, setting the stage for advancing safety and resilience across the sector. Despite the challenges, aviation continues to be one of the safest modes of transport says Searle, “Air travel is incredibly safe, and the topics being discussed at WSOC reflect our unwavering commitment to maintaining that safety record. We expect lively debates and fresh perspectives that will drive the industry to even greater heights of safety.” Through collaboration and continued innovation, WSOC 2025 will help ensure that aviation remains a model of safety and operational excellence in the years to come. WSOC will feature a diverse lineup of speakers, showcasing the breadth of expertise needed to continue to drive safety improvements. Willie Walsh, IATA’s Director General, and Searle will join forces with industry leaders and safety experts such as Xie Bing, CEO and President, Xiamen Airways; Yannick Malinge, SVP and Chief Product Safety Officer, Airbus; Elmarie Marais, CEO, GoCrisis; Al Madar, VP Operational Safety and Deputy Chief Aerospace Safety Officer, Boeing; and Crispin Orr, Chief Inspector of Air Accidents, UK AAIB. Their insights are expected to fuel meaningful discussions and promote collaborative solutions. View the WSOC Program. https://www.aerotime.aero/articles/iatas-wsoc-2025-set-to-tackle-critical-aviation-safety-challenges Silk Way West Airlines extends agreement with GE Aerospace GE Aerospace and Silk Way West Airlines have announced an extended services agreement to support the carrier’s growing fleet of widebody Boeing aircraft. This includes five GEnx-2B-powered 747-8 Freighters, six GE90-115B-powered 777 Freighters, and up to four GE9X-powered 777-8 Freighters. In 2021 and 2022, Silk Way West announced the purchase of Boeing 777-8 Freighter and Boeing 777 Freighter aircraft as part of its fleet modernisation strategy. The airline handles over 500,000 tonnes of cargo annually and operates a network spanning more than 40 destinations worldwide, including Europe, the Commonwealth of Independent States, the Middle East, Central Asia, Eastern Asia and the Americas. Onno Pietersma, Chief Operating Officer of Silk Way West Airlines, expressed satisfaction with the extension of the partnership: “It will continue to help us deliver on our long-term strategy of sustainable growth and allow us to continuously improve the services we provide to our valuable customers.” Russell Stokes, President and CEO, Commercial Engines and Services for GE Aerospace commented, “We are proud to continue building our relationship with Silk Way West Airlines as they modernize their fleet. GE Aerospace widebody engines represent the pinnacle of aviation technology, designed to lower operating costs and reduced environmental impact.” All GE Aerospace commercial engines are certified to run on Sustainable Aviation Fuel (SAF) blends today. https://avitrader.com/2025/09/16/silk-way-west-airlines-extends-agreement-with-ge-aerospace/ Icelandair to add two more A321LR aircraft on lease from CALC Icelandair has announced several developments since the start of September, all with a view to expanding the airline and its operations. These developments include the signing of a lease agreement for two more Airbus A321LR narrowbodies and the commencement of a new route between Iceland and Edinburgh, Scotland. Lastly, the carrier has announced that its CEO, Bogi Nils Bogasson, will also become its COO for the time being. On September 12, 2025, the airline revealed that it had signed lease agreements with the lessor CALC (China Aircraft Leasing Group) for two brand-new A321LR aircraft. The new additions will join others of the type either already operated by the airline or due to be delivered in the coming years. All the Airbus A321LRs being acquired are being used to replace the carrier’s once sizeable Boeing 757 fleet. The company once had 37 of the type, but this is now down to 11, with new Boeing 737 MAX 8s also replacing some of the larger 757s on key routes. “This [lease agreement] marks the beginning of a new partnership between Icelandair and CALC, based on a shared vision and long-term collaboration,” said an Icelandair statement. “The A321LR offers extended range, improved fuel efficiency, and reduced emissions compared to the 757s, aligning with Icelandair’s sustainability goals, as well as enhancing passenger comfort with Airbus’ award-winning Airspace cabin design.” According to the airline, the new aircraft will be delivered directly from Airbus in the winter season of 2026/2027 and will join Icelandair’s growing fleet of Airbus A321LRs, which currently stands at four airplanes. “We are excited to welcome CALC as a new partner in our fleet development journey,” said Bogi Nils Bogason, CEO of Icelandair. “The addition of these two Airbus A321LR aircraft supports our strategy to modernize our fleet with new, more efficient aircraft. Furthermore, it reflects our commitment to delivering an exceptional travel experience while strengthening our route network.” Icelandair’s relationship with Airbus goes back to April 2023, when the carrier announced that it had signed a Memorandum of Understanding with Airbus for the purchase of 13 Airbus A321XLR aircraft with purchase rights for an additional 12 aircraft. The aircraft deliveries will start in 2029. However, the carrier is leasing several A321LRs to fill the gap, and so far, it has four leased Airbus A321LRs for that purpose. Icelandair In January 2024, Icelandair and CDB Aviation signed long-term lease agreements for two new Airbus A321LR aircraft, scheduled for delivery in the second half of 2025. The addition of the CALC aircraft will bring the A321LR fleet to six, providing the airline with more capability and flexibility in its network. The aircraft are being used to provide more capacity on European routes, which is also opening up new routes across the US and Canada. Heading back to Scotland On September 12, 2025, Icelandair launched a new service between Edinburgh and Iceland, adding the Scottish capital to the airline’s expanding network. Icelandair will offer either three or four flights a week to Edinburgh. Initially planned as a seasonal service, the route has now been upgraded to year-round due to strong reception from customers. The route will be operated by a Boeing 737 MAX 8 aircraft, with a flying time of two hours 20 minutes to Edinburgh (EDI) and two hours 35 minutes back to Keflavik-Reykjavik Airport (KEF). According to the carrier, “The flight times for the route ensure that passengers can connect seamlessly onto Icelandair’s extensive global network, with the airline serving 18 destinations in North America, playing a vital role in bringing Iceland to the world and vice versa.” “The route launches following the 80th anniversary of Icelandair commencing flights to Scotland this year, a journey that began a legacy of connecting the two great countries as part of the airline’s first international service. Edinburgh becomes Icelandair’s second Scottish route to the Icelandic capital Reykjavik, joining Glasgow and further strengthening the airline’s presence in the region,” said the airline’s statement. Also, earlier in September, the carrier announced that Sylvía Kristín Ólafsdóttir would be stepping down as Chief Operating Officer of Icelandair. While the recruitment drive to replace Ólafsdóttir is ongoing, Bogi Nils Bogason, the CEO, will temporarily take over the position of Chief Operating Officer alongside the CEO position until the appointment has been finalized. https://www.aerotime.aero/articles/icelandair-leases-two-a321lrs-calc Kalitta Air prepares to fly first-ever converted 777 cargo jet Certification delays slowed delivery of new aircraft-type by more than 2 years Kalitta Air will be the first airline to operate a Boeing 777-300 converted freighter in commercial service. The plane was modified by Israel Aircraft Industries. Key Takeaways: Kalitta Air, a Michigan-based all-cargo airline, in October plans to begin operating the world’s first two Boeing 777-300 aircraft retrofitted from passenger to cargo configuration, marking a new aftermarket production source that analysts say will provide needed long-haul capacity as a large portion of the existing widebody freighter fleet ages out. The aircraft, which are part of a larger seven-aircraft order, arrived at Kalitta’s maintenance facility in Oscoda, Michigan, on Friday and Saturday, according to a news release from Kalitta Air and AerCap (NYSE: AER), which is leasing the freighters to the airline. The planes will receive finishing touches in Oscoda before entering service. Israel Aerospace Industries delivered the 777-300s more than five years after launching the 777-300 freighter conversion program, in partnership with AerCap. The lessor is supplying used 777s from its portfolio that have reached their useful life as passenger aircraft. IAI recently obtained certification for the structural design changes from the Federal Aviation Administration and Israel’s Civil Aviation Authority in late August. Conversion work includes stripping the cabin interior and installing reinforced floor beams and panels, a wide cargo door, a protective barrier behind the cockpit and a cargo handling system for maneuvering large containers. Kalitta Air says the ex-Emirates 777s, which have a payload of 110 tons, will be used to replace aging Boeing 747 cargo jets. IAI is scheduled to deliver more aircraft in the coming weeks. The redesigned jets are dubbed the “Big Twin” because of the 777’s size and two GE-90 engines. With 25% more interior volume than a 777-200, the 777-300 Extended Range freighter is well suited for lightweight e-commerce shipments that take up a lot of space and don’t weigh as much as other commodities. It has 14% more volume than a 747-400 converted freighter and is 21% more fuel-efficient, according to IAI. “Kalitta Air has always embraced new technology to serve our customers, and we are proud to be the launch operator for the first 777-300 Extended Range Special Freighter. This aircraft will give us greater range and payload capability to meet growing demand in the global cargo market,” said Connie Kalitta, founder and CEO of Kalitta Air. Headquartered in Ypsilanti, Michigan, Kalitta Air operates 21 Boeing 747-400 cargo jets and 10 factory-built 777 freighters, according to aviation databases. Among its key customers are DHL Express and the U.S. military. IAI and AerCap have previously indicated they have dozens of orders for their 777 conversion. Customers include Emirates SkyCargo, which has committed to 10 aircraft; Tel Aviv-based Challenge Airlines, with an order for six converted freighters and an option for four additional units; Taiwan’s EVA Air; and Hong Kong startup Fly Meta, which has signed a lease for four 777-300 units and will place the aircraft Malta-based Air Atlanta Europe to fly on its behalf. Kalitta Air originally was scheduled to take delivery of the first “Big Twin” in 2023. Lingering supply chain bottlenecks following the Covid pandemic and limited FAA resources directed towards reviewing applications for 777 structural modifications because of the focus on Boeing quality control problems have delayed certification of new programs from IAI and U.S.-based competitor Mammoth Freighters, according to aerospace industry executives. Widespread criticism of the FAA for its safety oversight of Boeing’s manufacturing following two 737 MAX crashes and a door-plug blowout during flight have made FAA regulators excessively cautious when reviewing any new designs. The IAI program also was hindered by Israel’s war against Hamas, with test flights limited at times because of rocket activity and some workers required to report for military duty. Mammoth Freighters also 35 orders for its converted aircraft. Qatar Airways is the launch customer for Mammoth’s 777-200 Long Range freighter and Avia AM Leasing will take the initial batch of 777-300s. Mammoth Freighters began test flying the 777-200 in late July. It is already producing aircraft in anticipation of certification at its assembly hangar in Fort Worth, Texas, and a partner facility in Manchester, England. The manufacturer has seven aircraft, including at least one for DHL, at various stages of modification, according to its LinkedIn page. A third group, the Kansas Modification Center, is also developing a 777-300 conversion program, but is well behind IAI and Mammoth. Air cargo and logistics executives have expressed concern about a potential shortage of large freighter aircraft in a few years, with demand for air cargo projected to grow nearly 4% per year amid a large retirement wave for aging freighters, production delays for next-generation freighters under development by Boeing and Airbus, and questions of feedstock availability as passenger airlines cling to 777s because of the prolonged certification of the next-generation 777X. About a fifth of the 650 widebody freighters in intercontinental operation today are older than 30 years and soon eligible for retirement, according to cargo airline Atlas Air. Advisory firm IBA estimates the price for a mid-life 777-300 converted freighter, including acquisition costs, is $75 million to $80 million. If the engines require an overhaul, the prices is expected to be closer to $100 million. IAI has arranged production partnerships for 777-300 conversions with Etihad Engineering in Abu Dhabi, Sharp Technics K at Incheon airport in Seoul, South Korea, and Ascent Aviation Services in Marana, Arizona, to help expedite deliveries. https://www.freightwaves.com/news/kalitta-air-prepares-to-fly-first-ever-converted-777-cargo-jet Trump administration orders Delta, Aeromexico to end joint venture by January 1 WASHINGTON (Reuters) - The Trump administration said late on Monday it was ordering Delta Air Lines and Aeromexico to unwind a joint venture by January 1 that let the carriers coordinate scheduling, pricing and capacity decisions for U.S.–Mexico flights. The U.S. Transportation Department in July had proposed ending the nearly nine-year-old joint venture as part of a number of actions aimed at Mexican aviation after the department under President Joe Biden said in January 2024 it was considering ending it. Washington has also warned it could take action against European countries over limitations at airports. The department said on Monday the end of the joint venture "is necessary because of ongoing anticompetitive effects in U.S.-Mexico City markets that provide an unfair advantage to Delta and Aeromexico." The carriers account for about 60% of passenger flights from Mexico City Airport to the U.S. The airport is the fourth-largest international gateway to and from the United States. The U.S. government said it was not requiring Delta to sell its 20% equity stake in Aeromexico. It added the carriers had considerable flexibility to compete in the market and to work together and could reapply for approval if conditions change. Delta said it was disappointed the Transportation Department was terminating approval for the venture, saying it "will cause significant harm to U.S. jobs, communities and consumers traveling between the U.S. and Mexico. We are reviewing the Department’s order and considering next steps." Aeromexico said it regretted this decision, which it said overlooked the benefits the alliance had brought tourism and connectivity, and would work with Delta to determine the next steps. "This measure does not affect our customers," it added, noting the codeshare agreement between the airlines would remain in effect, as well as the reciprocity of their frequent flyer programs. The Mexican government did not immediately respond to requests for comment. Delta said previously the joint venture generates nearly 4,000 U.S. jobs and more than $310 million of U.S. gross domestic product. It warned up to $800 million in annual consumer benefits could evaporate, two dozen routes could be canceled and smaller aircraft could replace existing planes. In July, the Transportation Department said it was taking action after the Mexican government had cut flight slots and forced cargo carriers to relocate operations in Mexico City, impacting U.S. airlines. Transportation Secretary Sean Duffy ordered Mexican carriers to file flight schedules and warned his department could disapprove flight requests from Mexico if the government failed to address U.S. concerns over decisions made in 2022 and 2023. On Monday, the Transportation Department said Mexico "continues along a path of market intervention and distortion that adversely affects competition in the U.S.-Mexico air services market" and said it "perpetuated a slot allocation regime that does not meet international standards and advantages Aeromexico." The department warned likely problems from the venture included higher fares in some markets, reduced capacity and challenges for U.S. carriers due to government intervention. https://www.yahoo.com/finance/news/trump-administration-orders-delta-aeromexico-003100648.html CALENDAR OF EVENTS · ISASI ANNUAL SEMINAR 2025'September 29, 2025 – October 3, 2025, DENVER, COLORADO . 2025 NBAA Single-Pilot Safety Standdown; Monday, Oct. 13 | 8:00 a.m. – 12:00 p.m.; Las Vegas, NV . 2025 NBAA National Safety Forum, Tuesday, Oct. 14 – Wednesday, Oct. 15; Las Vegas, NV . Air Medical Transport Conference (AMTC™) - 2025 – October 27-29th (Omaha, Nebraska) . 78TH ANNUAL INTERNATIONAL AVIATION SAFETY SUMMIT (IASS) - Lisbon, November 4–6 . 29th annual Bombardier Safety Standdown, November 11-13, 2025; Wichita, Kansas · CHC Safety & Quality Summit, 11th – 13th November 2025, Vancouver, BC Canada . 2026 ACSF Safety Symposium; April 7-9, 2026; ERAU Daytona Beach, FL . 2026 NBAA Maintenance Conference; May 5-7, 2026; New Orleans, LA . BASS 2026 - 71st Business Aviation Safety Summit - May 5-6, 2026 | Provo, Utah . The African Aviation Safety & Operations Summit - May 19-20 | Johannesburg, South Africa . Safeskies Australia - Australia’s renowned Aviation Safety Conference - Canberra Australia 20 and 21 May 2026 . 2026 NBAA Business Aviation Convention & Exhibition (NBAA-BACE) Oct. 20-22, 2026 | Las Vegas, NV Curt Lewis