Flight Safety Information - October 13, 2025 No. 204 In This Issue : Accident: EAT Leipzig A306 at London on Oct 12th 2025, tail strike and balked landing : Incident: American A321 near St. Louis on Oct 10th 2025, engine shut down in flight : Incident: Lift A320 at Cape Town on Oct 10th 2025, hydraulic failure : Incident: TUI Belgium B38M near Las Palmas on Oct 11th 2025, hydraulic problem : Incident: Valuejet CRJ9 near Luanda on Oct 11th 2025, cracked windshield : Incident: Smartlynx A320 at Abuja on Oct 10th 2025, rejected takeoff due to engine failure : Shortage of Personnel in Air Traffic Control Centres Across India a Major Safety Concern: Report : The Shutdown Is Pushing Air Safety Workers to the Limit : Airlines suspend Madagascar services following unrest and army revolt : New Zealand’s Aviation Safety Under Review as CAA Weighs Probe into Fiji Airways Bird Strike Incident : UK court delivers major blow to insurers in Russian aircraft loss battle : Boom Supersonic Makes NBAA-BACE Debut : Muan Crash Aircraft's Engine Parts Replaced Eight Times Before Disaster (S. Korea) : The Eleven Billion USD Nightmare: How Delayed Aircraft Production is Grounding the Future of Air Travel : Calendar of Event Accident: EAT Leipzig A306 at London on Oct 12th 2025, tail strike and balked landing An EAT Leipzig Airbus A300-600 freighter on behalf of DHL, registration D-AEAG performing flight QY-2212 from Leipzig (Germany) to London Heathrow,EN (UK), landed on Heathrow's runway 09L at 17:12L (16:12Z) when the aircraft bounced, suffered a tail strike, settled again on the runway before the aircraft balked the landing and went around. The aircraft positioned for another approach to runway 09R where the aircraft landed without further incident about 20 minutes later. https://avherald.com/h?article=52e4c441&opt=0 Incident: American A321 near St. Louis on Oct 10th 2025, engine shut down in flight An American Airlines Airbus A321-200, registration N997AA performing flight AA-765 from Philadelphia,PA to Phoenix Sky Harbour,AZ (USA), was enroute at FL320 about 150nm eastnortheast of St. Louis,MO (USA) when the right hand engine emitted a loud bang and streaks of flames prompting the crew to shut the engine down and divert to St. Louis, where the aircraft landed safely on runway 12R about 45 minutes later. A replacement A321-200 registration N162UW reached Phoenix with a delay of about 11 hours. https://avherald.com/h?article=52e49225&opt=0 Incident: Lift A320 at Cape Town on Oct 10th 2025, hydraulic failure A Lift Airbus A320-200, registration ZS-GAS performing flight GE-133 from Johannesburg to Cape Town (South Africa), was descending towards Cape Town when the crew reported a hydraulic failure. The aircraft continued for a safe landing on Cape Town's runway 19. The aircraft remained on the ground for about 19 hours before returning to service. https://avherald.com/h?article=52e48fed&opt=0 Incident: TUI Belgium B38M near Las Palmas on Oct 11th 2025, hydraulic problem A TUI Airlines Belgium Boeing 737-8 MAX, registration OO-TMZ performing flight TB-2031 from Brussels (Belgium) to Boa Vista (Cape Verde), was enroute at FL350 about 50nm north of Las Palmas,CI (Spain) when the crew decided to divert to Las Palmas due to the failure of a hydraulic pump. The aircraft landed safely on Las Palmas' runway 03L about 35 minutes after leaving FL350. The aircraft was able to depart again and complete the journey after about 4.5 hours on the ground. https://avherald.com/h?article=52e48ac2&opt=0 Incident: Valuejet CRJ9 near Luanda on Oct 11th 2025, cracked windshield A Valuejet Canadair CRJ-900, registration 5N-BXS performing charter flight VK-6704 from Luanda (Angola) to Uyo (Nigeria) carrying the Nigerian National Soccer Team, was climbing through FL310 out of Luanda when the first officer's windshield cracked prompting the crew to initiate an emergency descent to FL100 and return to Luanda. The aircraft landed safely back on Luanda's runway 23 about 75 minutes after departure. Nigeria's National Soccer Team was returning home after their win against Lesotho in Polokwane (South Africa). The aircraft had landed in Luanda for a fuel stop and was on the second leg of the journey when the windshield cracked. A replacement CRJ-900 registration 5N-BXR positioned to Luanda, continued the flight and delivered the soccer team to Uyo with a delay of approximately 13 hours. https://avherald.com/h?article=52e4795f&opt=0 Incident: Smartlynx A320 at Abuja on Oct 10th 2025, rejected takeoff due to engine failure A Smartlynx Airbus A320-200 on behalf of Air Peace, registration YL-LCT performing flight P4-7862 from Abuja to Asaba (Nigeria), was accelerating for takeoff from Abuja's runway 22 when the crew rejected takeoff at high speed (about 135 knots over ground) due to the failure of one of the engines (CFM56) with a loud bang and streaks of flames. The aircraft slowed safely and returned to the apron. A replacement Smartlynx Malta A320-200 registration 9H-AOZ reached Asaba with a delay of about 3:50 hours. https://avherald.com/h?article=52e34a0e&opt=0 Shortage of Personnel in Air Traffic Control Centres Across India a Major Safety Concern: Report Stakeholders in India’s aviation industry warn that unless there is immediate and sustained intervention, the ATC personnel shortage could become a major challenge, and a serious safety hazard. Shortage of Personnel in Air Traffic Control Centres Across India a Major Safety Concern: Report For representation. An Air India flight. Photo: PTI New Delhi: A critical shortage of personnel in Air Traffic Control (ATC) centres across India is posing risks to flight safety, raising serious concerns for the aviation sector, which at present is rapidly growing. The challenge is expected to intensify with the recent opening of Navi Mumbai International Airport and the imminent launch of Jewar International Airport in Noida, reported New Indian Express. “The sanctioned strength of ATC officers is 5,337, but there are currently 1,613 vacancies. With new airports coming up and more flights being introduced daily, we need at least 8,000 officers. This severe shortfall is a direct threat to passenger safety and to the wellbeing of existing officers,” reported the newspaper, quoting a source in the Airports Authority of India (AAI). While ATC operations run 24/7, it was only in 2019 that Flight Duty Time Limitations (FDTL), implemented for ATC personnel. “Before that, ATCOs were putting in excessively long hours in a role where even a moment’s lapse in attention can have disastrous consequences,” the source added. The lack of adequate training infrastructure also aggravates the problem, with at present only three ATC training centres operating in the entire country. The two important divisions of the ATC services are Air Navigation Services and Communication Navigation Services. It is important that both these wings act in close coordination to manage aircraft movements, communication, navigation, and surveillance systems. “Despite being a government job, the demanding shift work and comparatively lower pay make it less attractive to job seekers. An ATCO may manage 15 to 20 aircraft at once, whereas a pilot is responsible for only one. Yet, a new ATCO earns about Rs 60,000 per month, while a pilot starting their career makes around Rs 2.5 lakh,” another source told the newspaper. While the AAI has so far declined to issue an official comment, stakeholders in India’s aviation industry warn that in wake of the continuous growth in the sector, unless there is immediate and sustained intervention, the ATC personnel shortage could become a major challenge, and a serious safety hazard. https://thewire.in/government/shortage-of-personnel-in-air-traffic-control-centres-across-india-a-major-safety-concern-report The Shutdown Is Pushing Air Safety Workers to the Limit Federal employees say that flying is still safe despite the strain on air traffic controllers. But expect even more airport delays ahead. It hasn’t been a good year for federal aviation safety workers. January saw the worst US commercial airline disaster in decades, quickly followed by sudden layoffs, staffing shortfalls, major technology glitches at one of the nation’s busiest airports, and short timelines to rebuild the systems that govern national airspace. It somehow got worse this month, when a stalemate between congressional Republicans and Democrats led to a government shutdown. Now, even employees deemed “essential”—including air traffic controllers and transportation security officials (also known as TSA agents)—are working without pay, balancing their usual daily stress with new chaos stemming from the government shutdown. One Federal Aviation Administration engineer who works on air traffic systems says the shutdown has left them overwhelmed and worried about their colleagues. The employee doesn't believe the system is less safe or less reliable but says it makes their office’s work less efficient and might slow down repairs. “One person can only answer, troubleshoot, and resolve so many problems at once,” the employee says. Prior to the shutdown, the FAA announced plans to furlough some 11,300 workers, who help maintain airspace design, infrastructure, and technology. Longtime air safety workers describe this month’s shutdown and funding lapse—the fourth in the past two decades—as familiar, but more unsettling than shutdowns past. There’s the usual anxiety of missing paychecks, which will hit some employees as early as this weekend, and others mid-next week. “They don't take IOUs at grocery stores, gas stations, day cares,” says Johnny Jones, the president of the American Federation of Government Employees Local 1040 and a transportation security officer with the Transportation Security Administration at Dallas Fort Worth International Airport. “There’s definitely a different tone in the workforce. People are confused and concerned.” Employees working through the shutdown are already doing without the support of their furloughed colleagues; some projects have simply stopped. Air safety workers are afraid that the situation could get even worse, and the contractors who support vital functions could still be furloughed. “We feel undervalued and unappreciated as we work to keep the National Airspace System safe,” says one employee of the Air Traffic Organization, the FAA’s operational arm that includes Air Traffic Control, who has so far been classified as essential but fears they may be furloughed soon. Federal employees told WIRED they were confident they could keep air travel safe through any government funding lapse. But the strain will build as the shutdown drags on—meaning more delays and cancellations, says Michael McCormick, who manages the Air Traffic Management program at Embry-Riddle Aeronautical University and worked at the FAA for three decades. The situation will be especially tricky for air traffic controllers, who have been dealing with staff shortages for years. (Unlike in shutdowns past, the academy that trains new controllers has remained open.) “Controllers make thousands of decisions every day,” says McCormick. “There are thousands of lives at stake, and they’re well aware that they need to be at the peak of their game. So if they’re ill, if they haven’t slept, if they’re not mentally capable of working in traffic, they know they shouldn’t be.” Workers are also concerned that the White House and federal officials will follow through with their threats to use the shutdown as an excuse to execute mass firings and will continue to push partisan talking points that won’t move politicians closer to a deal. (The US Department of Transportation, along with a number of other agencies, has referred to the “Democrat-led shutdown” in public and internal communications.) “It feels as if they want us to be afraid, but I’m just angry,” says the FAA employee. “Angry that they’re using us as hostages. Angry at their repeated lying, hypocrisy, and performative partisan drivel in my work inbox.” Just before the shutdown began, they note, they renewed their Hatch Act training. The Hatch Act protects government employees from political coercion and sets limits on the kinds of political activities they can partake in. “I don’t have a good word to describe this state—some mix of disbelief and dystopia,” says the worker. “We will never compromise on safety. When staffing constraints arise, the FAA will slow down air traffic at impacted airports to ensure operations remain safe,” FAA spokesperson Hannah Walden tells WIRED, adding that Transportation secretary Sean Duffy “said that air traffic controllers who report to work will be paid. Regarding reductions in force (RIFs), DOT has been clear for months: safety critical positions—including air traffic controllers—have and will continue to be exempt from any RIFs.” In a written statement, a spokesperson for the TSA said of employees working without pay: “It’s unfortunate they have been put in this position due to political gamesmanship. Our hope is that Democrats will soon recognize the importance of opening the government.” On Thursday, Duffy suggested on Fox Business News that controllers and other workers who don’t come to work during the shutdown would be fired. “If we have a continual small subset of controllers that don’t show up to work, and they’re the problem children ... if we have some on our staff that aren’t dedicated like we need, we’re going to let them go,” said Duffy. One air traffic controller described this week’s working conditions as “pretty much the same” but with “an undercurrent of fear that the dipshits in charge will use this as an excuse to decertify our union and take away all bargaining rights.” Air traffic workers know that accusations of coordinated activity and sick-outs, or informal labor actions that could violate long-standing bargaining agreements with the government, are especially perilous right now, as federal officials threaten the status of public sector unions. The Trump administration suddenly ended TSA workers’ collective bargaining agreement in March, before a court preliminarily halted the move in June. Workers worry that taking an absence, even when it's needed, could have long-term consequences for their union—and therefore, their working conditions. The National Air Traffic Controllers Association did not respond to WIRED’s request for comment. But a pop-up on the public union’s website notes that it “does not endorse, support, or condone any federal employees participating in or endorsing a coordinated activity that negatively affects the capacity” of the National Airspace System. Jones, the TSA agent and union leader, says his group won’t organize sick-outs. But employees may have to call out if the lack of pay means “they don’t have the means to commute into work,” he says. “We are sick and tired of being political pawns for Washington,” adds Jones. https://www.wired.com/story/shutdown-pushing-air-safety-workers/ Airlines suspend Madagascar services following unrest and army revolt Since late September, Madagascar island has been experiencing social unrest, leading to demonstrations in several cities. To ensure public safety, Malagasy authorities have imposed a curfew in certain areas, particularly in Antananarivo. The situation became more tense over the week-end. Reuters reported that Madagascar‘s presidency highlighted on Sunday an attempt to grab power by force, as more soldiers as well as forces from the National Gendarmerie threw their support behind a two-weeks long youth-led protest movement. Air France, Emirates, Kenya Airways and Turkish Airlines to suspend temporarily flights The uncertainty was behind Air France-KLM decision to suspend flights between Paris-Charles de Gaulle airport and Madagascar’s capital, Antananarivo, from October 11 to October 13 ‘due to the security situation” on the ground, the airline said in an e-mailed statement on Sunday. Emirates also announced on Monday to suspend Dubai–Madagascar flights until further notice amid ongoing unrest. Kenya Airways and Turkish Airlines also cancelled their flights for this Monday. Air Austral (La Reunion Island) still flies to Nosy Be but suspended flights to Antananarivo. Madagascar Airlines to assure domestic routes National carrier Madagascar Airlines is also publishing every day an updated schedule, adjusting frequencies according to the evolving situation. Overnight flights have been rescheduled during the day to avoid traveling after sunset. Passengers affected by cancellations are automatically rebooked on the next available flights. The carrier offers free re-booking on the base fare, subject to availability in the same booking class, within one year from the original ticket issuance date. Taxes will be recalculated at the time of reissuance. Change of destination are permitted without penalty, with fare adjustment if necessary, within one year from the original ticket issuance date. The airline also offers an issuance of a credit valid for 12 months, usable across our entire network. The management of Antananarivo International Airport has clarified that the platform remains open to air traffic, although continuous monitoring of the situation is being ensured. Only the Civil Aviation Authority of Madagascar (ACM) is authorized to announce a possible closure if tensions were to intensify. Travelers can keep informed by checking the official airport website: https://www.antananarivo-airport.aero/ https://www.travelmole.com/news/madagascar-flights-suspension-unrest/ New Zealand’s Aviation Safety Under Review as CAA Weighs Probe into Fiji Airways Bird Strike Incident A recent Fiji Airways flight emergency has brought renewed attention to New Zealand’s aviation safety and wildlife management around airports. A Boeing 737-808, bound for Nadi, was forced to return to Christchurch Airport after a bird strike shortly after takeoff, prompting the Civil Aviation Authority (CAA) to assess whether a formal investigation should be launched. The aircraft, carrying over 170 passengers, circled for nearly two hours to safely burn excess fuel before landing with visible damage to its nose and engine. This event has not only unsettled travelers but also underscored how bird strikes continue to pose operational challenges in air transport despite advanced aviation technologies. The occurrence draws attention to the ongoing intersection between tourism, wildlife behavior, and climate change, revealing how shifting ecological patterns may influence flight safety in regions like New Zealand and the Pacific. As the CAA awaits an official report from the airline, experts call for improved data standardization and greater transparency in reporting such incidents globally. CAA Awaits Decision on Possible Investigation The Civil Aviation Authority (CAA) in New Zealand remains undecided on initiating an investigation into the Fiji Airways emergency that occurred at Christchurch Airport on 9 October 2025. The aircraft, a Boeing 737-808, had only recently departed for Nadi, Fiji, when it reportedly collided with a flock of birds. The impact forced pilots to make a precautionary return to Christchurch, adhering to aviation safety protocols that required circling for approximately two hours to burn fuel before landing. Although the event triggered a full emergency response, a CAA spokesperson noted that bird strikes typically do not warrant formal investigations unless substantial damage or safety concerns are evident. The authority is now awaiting Fiji Airways’ incident report before determining further steps. Emergency Landing and Passenger Reactions The emergency landing unfolded without injury, but passengers experienced a tense two-hour flight as the plane repeatedly circled to reach a safe landing weight. Witnesses reported feeling both the jolt of the collision and the physical effects of continuous circular flight. Despite the scare, many travelers remained composed and later continued their journey to Fiji on another aircraft. Upon inspection, the Boeing 737 was found with a dent on its nose and traces of blood on one engine, confirming contact with a bird or flock during ascent. Aviation analysts commended the crew’s calm response and adherence to safety procedures, which ensured the situation remained under control. This event has renewed discussion among aviation enthusiasts and the tourism sector about the challenges that natural environments pose to flight safety in countries known for their scenic landscapes and abundant birdlife. Rising Bird Strike Statistics in New Zealand In recent years, New Zealand has recorded an upward trend in reported bird strikes, though they remain relatively uncommon compared to overall flight movements. On average, about 1,500 strikes occur annually, equating to roughly four incidents per 10,000 flights. Christchurch Airport reported 54 bird strikes last year, the highest in the country, followed closely by Napier, which logged 45. However, when airport size and total flight activity were considered, Napier ranked highest in strike frequency, recording 102 incidents per 10,000 flights, followed by Invercargill, Hamilton, Rotorua, and Tauranga. By contrast, Christchurch placed sixth with 31 incidents per 10,000 flights, highlighting how smaller regional airports may face proportionally greater exposure to wildlife encounters. During the first half of 2025, Christchurch documented 103 strikes and near strikes, equivalent to 20 incidents per 10,000 flights, while Wellington Airport reported 17, and Auckland just six per 10,000. Underreporting and Inconsistent Data According to avian ecologist Tirth Vaishnav, bird strike incidents may be significantly under-reported across the global aviation industry. Minor collisions that leave minimal or no visible damage often go unnoticed or unrecorded, while in other cases, ground staff discover remains only after flights have departed. Vaishnav emphasized inconsistencies in data recording and reporting practices among different countries and airports. Studies indicate that only 15 percent of bird strikes are reported in the United States, 30 percent in Canada, and less than 50 percent in Australia. Global estimates suggest that just one in five incidents reaches official databases. Some airports reportedly hesitate to report bird strikes due to concerns about perceived performance issues. However, experts argue that transparency and standardization would strengthen global aviation safety and contribute to effective wildlife management strategies near airports. Seasonal and Environmental Factors Research indicates that bird strikes tend to increase during late autumn in both hemispheres, coinciding with fledgling seasons when more young birds are airborne. Larger migratory species, such as gulls and geese, are known to cause more significant damage, but even dense flocks of smaller birds can pose serious risks, especially when they hit sensitive areas such as engines or windscreens. The influence of climate change has further complicated these patterns. Shifts in migratory routes, breeding cycles, and feeding grounds are altering the presence and behavior of bird populations around flight paths. This changing dynamic has implications not only for aviation safety but also for eco-tourism, as both sectors depend on stable environmental conditions. Understanding the Physics of Bird Strikes The Civil Aviation Authority has detailed how impact energy increases sharply with aircraft speed and bird mass. Doubling the bird’s weight doubles the energy of collision, but doubling the aircraft’s speed quadruples it. Even light aircraft traveling at 90 knots can suffer major structural damage from a collision with a half-kilogram bird. Potential consequences include shattered windscreens, torn fuselages, ruptured hydraulic systems, and damaged landing lights or air intakes. Flocks pose the greatest hazard. A single starling weighs roughly 85 grams, yet a group of them can collectively cause catastrophic damage. Birds resting near runways may react unpredictably to aircraft movement, sometimes taking flight directly into the path of planes. In some rare cases, hawks have mistaken aircraft for prey and attacked them mid-air. Aviation Safety and Tourism Implications While New Zealand remains one of the world’s most popular destinations for nature and adventure tourism, its airports operate in close proximity to rich ecosystems that attract large bird populations. The balance between aviation safety and wildlife conservation is therefore of growing importance. Tourism authorities and aviation regulators are now exploring collaborative strategies to mitigate bird hazards without disrupting natural habitats. Measures may include advanced radar detection systems, habitat management, and regional cooperation with environmental agencies. The Fiji Airways emergency in Christchurch has underscored a persistent challenge within global aviation—managing the delicate coexistence of aircraft operations and wildlife. While the CAA has yet to confirm whether an investigation will proceed, the event has already spurred dialogue on improving reporting standards, data accuracy, and international collaboration. As travel to and from New Zealand continues to rise with renewed tourism activity, ensuring safe skies will depend on proactive research, transparency, and environmental awareness—an essential balance between the freedom of flight and the natural world below. https://www.travelandtourworld.com/news/article/new-zealands-aviation-safety-under-review-as-caa-weighs-probe-into-fiji-airways-bird-strike-incident/ UK court delivers major blow to insurers in Russian aircraft loss battle Court ruling on Russian aircraft losses sets new standards for aviation insurance disputes A UK court has handed down a decisive ruling in a high-stakes dispute between aircraft lessors and global insurers over Russian aircraft losses, reshaping the landscape for aviation insurance claims. In a judgment delivered by the High Court of Justice, Business and Property Courts of England and Wales, Commercial Court, some of the world’s largest aircraft leasing companies - including AerCap Ireland Limited, Dubai Aerospace Enterprise (DAE) Ltd, Falcon 2019-1 Aircraft 3 Limited, KDAC Aircraft Trading 2 Ltd, Merx Aviation Servicing Ltd, and GASL Ireland Leasing A-1 Limited - brought claims against insurance giants AIG Europe S.A., Lloyd’s Insurance Company S.A., Chubb European Group SE, and others. The litigation followed the loss of aircraft in Russia. At the heart of the case were questions about the scope and operation of aviation insurance policies—specifically, the distinction and interplay between “all risks” and “war risks” coverage. The court was tasked with resolving disputes over the commencement date and rate for pre-judgment interest, the allocation of legal costs among parties, and applications for permission to appeal. The facts were clear: after the loss of aircraft in Russia, the lessors sought recovery from their insurers. The insurers challenged the claims, raising issues about when coverage was triggered and the correct interpretation of policy terms. The court’s ruling examined insurance contract language, citing that “insurance contracts are treated in law as contracts to hold the insured harmless against liability or the loss insured against; therefore insurers are in the absence of contrary provision in breach of contract as soon as the insured liability or loss occurs.” The court, however, exercised discretion as to when interest should begin, stating it was reasonable for insurers to have a short period to consider their position after a loss, especially in complex cases. On pre-judgment interest, the court adopted the US Prime rate as the default for dollar-denominated awards, in line with recent Commercial Court practice. Arguments for a lower rate, based on the lessors’ borrowing costs, were rejected due to insufficient evidence and lack of proper pleading. The court stated: “the appropriate rate to take for pre-judgment interest is the default rate for US$ awards in the Commercial Court, namely US Prime.” The judgment also addressed the allocation of legal costs, reflecting the multi-party nature of the litigation. Costs were apportioned according to each party’s success on key issues, with reductions where parties lost on significant points. The court noted that AerCap’s total costs were said to be approximately £81 million, and determined that interim payments should be conservative given the size and complexity of the case. Most notably for the insurance industry, the court denied permission to appeal. The judge emphasized the need for finality, stating, “it is desirable, if there are no points which have a realistic prospect of success, that there should be finality as soon as possible, so that the market knows where it stands, not least because of the forthcoming OP trial.” For insurance professionals, this ruling is significant. It clarifies how English courts will approach the timing of claims, the calculation of interest, and the allocation of costs in large, multi-party insurance disputes—particularly those arising from geopolitical events. The decision underscores the importance of clear policy wording and robust claims handling. https://www.insurancebusinessmag.com/uk/news/claims/uk-court-delivers-major-blow-to-insurers-in-russian-aircraft-loss-battle-552779.aspx Boom Supersonic Makes NBAA-BACE Debut Could a supersonic business jet be on the horizon? Boom aims to roll out the first prototype of its Overture supersonic airliner in 2026, begin flying it in 2027, and complete FAA type certification by the end of the decade. © Boom Supersonic A somewhat unusual exhibitor for a business aviation trade show, Boom Supersonic is making its debut at NBAA-BACE this year. The Colorado-based startup, which is developing a boomless supersonic airliner, insists it has no plans to produce a supersonic business jet—at least not yet. “Boom does not currently plan to build business jets, but we are supportive of opening up competition in the space,” a company spokesperson told AIN. “With so many developments and milestones toward the return of supersonic travel in 2025, now is a great time to engage with this audience.” During flight tests earlier this year, Boom’s XB-1 supersonic demonstrator aircraft broke the sound barrier six times without creating an audible sonic boom on the ground, successfully demonstrating what the company calls “boomless cruise.” According to Boom, the 60- to 80-passenger Overture supersonic airliner will enable flights up to 50% faster over land and twice as fast over water. “We believe that XB-1 demonstrating a practical solution for sonic booms will lead to innovation in the broader industry, and it has already influenced the regulatory landscape for supersonic travel,” Boom’s spokesperson said. In June, President Trump signed an executive order directing the FAA to repeal a 52-year ban on supersonic flight over land in the U.S. and to establish new aircraft noise certification regulations. “Lifting the ban will drive innovation in supersonic travel, not only for commercial but also for business jets focused primarily on overland routes,” the spokesperson said. “Boom is focused on commercial airliners, but we do believe the repeal of the supersonic overland ban will unlock innovation and competition in both the commercial and business aviation space.” “Now that supersonic flight is allowed over the U.S., a supersonic business jet absolutely should exist,” they added. “Boom would gladly license our ‘boomless cruise’ technology—which includes the Symphony engines—to anyone interested in making this product. We hope someone does this—if not, we’d consider entering the market once Overture is in service.” Boom is developing its own Symphony turbofan engines for the Overture, and the company plans to begin ground tests soon in a new facility it is building at the Colorado Air and Space Port. “By early 2026, we expect to produce thrust during fully-operational engine core tests,” the spokesperson said, adding that the tests will analyze the performance of the compressor, combustor, and turbine section. “We are building the first full-scale engine, and more than half of the parts on that engine are already in manufacturing.” “Building Overture…remains our primary objective,” the spokesperson told AIN. “Overture 1 is the first supersonic airliner in the family of aircraft Boom plans to build to meet the global demand for supersonic travel. Just as we expect fares to come down over time as demand grows, future iterations of Overture will evolve to meet the needs of the market and our customers.” VIDEO https://www.ainonline.com/aviation-news/business-aviation/2025-10-13/boom-supersonic-makes-nbaa-bace-debut Muan Crash Aircraft's Engine Parts Replaced Eight Times Before Disaster (S. Korea) Same Engine Type Had Manufacturing Defect; Investigation's Pilot Error Claim Sparks Backlash A Jeju Air passenger plane that caused a crash killing 179 people at Muan Airport in South Jeolla Province last December was confirmed to have had its engine parts replaced eight times due to malfunctions in that year alone. Additionally, it was revealed that the same type of engine (CFM56) as the one in the crashed aircraft was judged to have a "manufacturing defect" by a major German aircraft engine manufacturer in 2023. According to the "Muan Accident Aircraft (HL8088) Engine Inspection Records" received by Rep. Kim Eun-hye, People Power Party, from the Ministry of Land, Infrastructure and Transport on the 13th, the aircraft experienced 10 malfunctions, damages, and abnormal message alerts between 2023 and 2024, leading to 10 part replacements. The malfunctions included critical components such as the electronic engine control (EEC) device, which regulates thrust during landing. While aircraft part malfunctions often occur depending on operational conditions, the issue lies in the fact that eight of the malfunctions occurred last year alone, and all of them were in the right engine. An investigation by the Ministry of Land, Infrastructure and Transport’s Aviation and Railway Accident Investigation Board immediately after the Muan Airport crash last year also found that the right engine had sustained severe damage. Additionally, in November 2022, a Jeju Air flight (HL8303) en route from Kansai, Japan, to Jeju Island had to return due to an engine malfunction. The engine in this aircraft was the same type as the one in the Muan Airport crash. At the time, the plane experienced a "bang" sound and engine failure at 1,500 feet during ascent. The following year, Jeju Air entrusted the repair of the CFM56 engine to the German engine manufacturer MTU, which notified them that "defects occurring during the special process and forging stages of engine production were the main cause, leading to internal damage." It was specified that cracks in the blades of the high-pressure turbine, which acts as the engine’s generator, caused overall damage, indicating a manufacturing defect where quality was not secured during the process. This engine was manufactured by CFMI, a joint venture between the U.S. and France. However, the investigation board sent the problematic engine to France earlier this year for analysis and tentatively concluded that there were no engine defects. Instead, in July, they attempted to announce that the crash was caused by the pilot’s mistake of shutting down the wrong engine but faced backlash from the bereaved families, leading to the cancellation of the announcement. The board explained to the families that the pilot had turned off the left engine instead of the severely damaged right engine and subsequently also shut down the right engine’s integrated drive generator (IDG). At the time, criticism arose over the exclusion of possibilities such as IDG defects or external collisions causing the shutdown, with calls to not rule out the possibility of engine defects. Rep. Kim stated, "Since the same type of engine had already been judged defective, the investigation board must thoroughly investigate all possibilities and reach a final conclusion." https://www.chosun.com/english/national-en/2025/10/13/5U3Z5FMCFFAIBNQGNRJTH5PCZU/ The Eleven Billion USD Nightmare: How Delayed Aircraft Production is Grounding the Future of Air Travel The aerospace industry faces a critical supply chain crisis that is deeply affecting global airlines. As delays in aircraft production and parts supply continue to escalate, airlines are grappling with rising costs and operational challenges. With the commercial aircraft backlog reaching over 17,000 planes in 2024, airlines are being forced to keep older, less efficient aircraft in service for longer. This decision is impacting their profitability and their ability to meet growing passenger demand. In 2025, these supply chain disruptions are expected to cost the airline industry more than $11 billion. Rising Costs Due to Aircraft Delays The ongoing delays in aircraft production are being driven by multiple factors, including supply shortages and labour market challenges. As a result, airlines are forced to hold on to aging fleets, which come with significant cost burdens. The operational costs of maintaining older aircraft are substantial, and airlines are feeling the pressure. Fuel costs are one of the biggest contributors to this financial strain. Airlines are operating older, less fuel-efficient aircraft because new planes are not being delivered on time. This is expected to cost the industry approximately $4.2 billion in 2025. The need for more fuel and the inefficiency of older engines further amplify this issue, especially as airlines are unable to replace these aircraft promptly due to delays in production. Maintenance costs are another major concern. As fleets age, the frequency and cost of maintenance increases. In total, the industry is expected to spend an additional $3.1 billion in 2025 on keeping these older planes in working condition. Older aircraft often require more frequent repairs, which increases operational downtime and costs for airlines. The Impact of Delays on Aircraft Leasing and Parts Inventory Leasing costs for engines have also spiked due to the delayed delivery of new aircraft. Airlines now face an additional $2.6 billion in leasing costs in 2025. Aircraft engines, which traditionally spend less time on the ground, are now grounded for longer periods due to the lack of new aircraft. Consequently, airlines are seeking more engine leases, which has led to a 20–30% rise in lease rates since 2019. On top of this, airlines are being forced to stockpile spare parts, which also drives up costs. The global parts inventory has expanded to cope with supply chain disruptions. This inventory expansion is expected to cost airlines around $1.4 billion in 2025. Airlines are taking this step in order to ensure they have the necessary parts on hand to maintain their fleets and avoid further delays in aircraft operations. Growing Demand for Air Travel and Limited Capacity As airlines struggle with delays and higher costs, global demand for air travel continues to surge. In 2024, passenger demand rose by 10.4%, while capacity expansion was only 8.7%. This gap between demand and supply is pushing load factors to record highs of 83.5%. Airlines are unable to expand their fleets fast enough to accommodate the growing number of passengers, leading to overcapacity issues and significant operational strain. The imbalance between demand and supply is also putting pressure on ticket prices. Airlines may have to raise fares in an attempt to cover their mounting costs, which could affect customer satisfaction and potentially reduce demand in the long run. The rising costs and strain on resources could also lead to delays in flight schedules, affecting passengers’ travel experiences. The Global Supply Chain Challenge The root causes of these supply chain delays are multifaceted. The geopolitical instability, raw material shortages, and tight labour markets have all contributed to disruptions in production. These challenges have prevented manufacturers from ramping up aircraft production to meet demand. While manufacturers have made some strides in addressing these issues, it remains to be seen how long it will take to restore a fully functioning supply chain. The current economic model in the aerospace sector, which relies heavily on the stability of the supply chain, is no longer sufficient to cope with these disruptions. As a result, airlines are being forced to adapt their strategies and find new ways to keep their fleets operational. Collaborative Solutions for a Resilient Supply Chain To address these challenges, the aerospace industry must adopt collaborative solutions. There is no quick fix to the current supply chain crisis, but several strategies can help mitigate the effects. One key recommendation is to open up the aftermarket to allow more flexibility in the supply of parts and services. This would give airlines greater choice and better access to the parts they need to maintain their fleets. Additionally, improving supply chain visibility is essential. By creating more transparency across all levels of the supply chain, airlines and manufacturers can spot risks early and reduce bottlenecks. The use of better data tools can help streamline the entire chain, making it more resilient to future disruptions. Expanding repair and parts capacity is another critical measure. Accelerating repair approvals and supporting the use of alternative parts and serviceable materials can ease the strain on the supply chain. Manufacturers must also explore advanced manufacturing techniques to address production bottlenecks. Looking to the Future of Aircraft Production Despite the ongoing challenges, the aerospace industry remains optimistic about the future. Airlines, original equipment manufacturers (OEMs), and suppliers must collaborate more closely to tackle the complex issues facing the supply chain. By working together, the industry can rebuild a more resilient and efficient supply chain that benefits everyone involved. The key to resolving these challenges lies in collective action. All stakeholders in the aerospace industry, including airlines, OEMs, suppliers, and lessors, must take a strategic approach to ensure that production and maintenance capabilities can meet the demands of the future. This is essential for ensuring the long-term growth and sustainability of the aviation sector. Conclusion: Reshaping the Aerospace Industry for the Future The aerospace industry’s supply chain crisis is far from over, but with the right steps, the sector can recover and emerge stronger. Airlines must continue to innovate and adapt to the challenges posed by delayed aircraft production and parts supply. While the costs associated with these disruptions are significant, the industry’s ability to collaborate and improve transparency will play a critical role in overcoming the current obstacles. As airlines struggle to meet demand while dealing with production delays and rising operational costs, the industry’s collective response will determine the trajectory of the global aviation market. Through strategic collaboration, better data, and new approaches to production, the aerospace industry can build the resilience it needs to thrive in an increasingly complex and competitive global market. https://www.travelandtourworld.com/news/article/the-eleven-billion-usd-nightmare-how-delayed-aircraft-production-is-grounding-the-future-of-air-travel/ CALENDAR OF EVENTS . 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