Flight Safety Information - December 4, 2025 No. 241 In This Issue : Incident: Emirates A388 at Auckland on Nov 30th 2025, tyre and wheel damage on landing : Incident: Edelweiss A343 at Zurich on Dec 1st 2025, bird strike : Incident: Ryanair B738 at Bratislava on Dec 1st 2025, rejected takeoff due to bird strike : Lockheed Martin F-16CM-52-CF Fighting Falcon - Accident (California) : What to know about Malaysia Airlines Flight 370 as the search resumes : Boeing Vs. Airbus Safety: Here's What The U.S. Accident Stats Say : This Legendary Military Plane Has Been In Service And Production Longer Than Any Other : Delta Air Lines Cuts Boeing 757 Flights by 26% as Fleet Retirement Accelerates : EASA Orders Airbus A350 APU Flap Checks : For the 1st time ever, 8 spacecraft are docked to the International Space Station : UPRTA International to Host “2025 UPRT Safety Summit for Pilots Worldwide” : Calendar of Event Incident: Emirates A388 at Auckland on Nov 30th 2025, tyre and wheel damage on landing An Emirates Airbus A380-800, registration A6-EUE performing flight EK-448 (dep Nov 29th) from Dubai (United Arab Emirates) to Auckland (New Zealand), landed on Auckland's runway 05R but veered to the right edge of the runway before returning to the center line. The aircraft rolled out without further incident and taxied to the apron. On Dec 3rd 2025 New Zealand's TAIC reported: "The Commission is investigating a serious incident at Auckland Aerodrome on the morning of 30 November 2025, involving an Airbus A380-861 aeroplane operated by Emirates Airline, registration A6-EUE, on a commercial flight. The reported circumstances were that the aeroplane landed during rainfall and then taxied to the parking gate. The post-flight inspection identified some damage to two of the aeroplane’s tyres and wheels. No injuries have been reported." The aircraft departed for the return flight 10 hours after landing. https://avherald.com/h?article=5309dd94&opt=0 Incident: Edelweiss A343 at Zurich on Dec 1st 2025, bird strike An Edelweiss Airbus A340-300, registration HB-JMC performing flight WK-38 from Liberia (Costa Rica) to Zurich (Switzerland), was on approach to Zurich's runway 14 when a bird was ingested by engine #4 (outboard right, CFM56). The aircraft continued for a safe landing and taxied to the apron. Maintenance found damage to engine blades. The aircraft is still on the ground in Zurich about 25 hours after landing. https://avherald.com/h?article=5309b5ad&opt=0 Incident: Ryanair B738 at Bratislava on Dec 1st 2025, rejected takeoff due to bird strike A Ryanair Boeing 737-800, registration EI-EVV from Bratislava (Slovakia) to Bari (Italy), was accelerating for takeoff from Bratislava's runway 04 when the crew rejected takeoff at high speed due to a bird strike into the right hand engine (CFM56). The aircraft slowed safely, vacated the runway via the taxiway 1200 meters down the runway and returned to the apron. A replacement Buzz Boeing 737-800 registration SP-RKO reached Bari with a delay of about 90 minutes. The occurrence aircraft remained on the ground in Bratislava for about 21 hours, then positioned to Milan Malpensa (Italy) but has not yet returned to service (Dec 3rd 2025). https://avherald.com/h?article=5309e4e1&opt=0 Lockheed Martin F-16CM-52-CF Fighting Falcon - Accident (California) Date: Wednesday 3 December 2025 Time: c. 10:45 LT Type: Lockheed Martin F-16CM-52-CF Fighting Falcon Owner/operator: US Air Force Thunderbirds Registration: MSN: Fatalities: Fatalities: 0 / Occupants: 1 Other fatalities: 0 Aircraft damage: Destroyed Location: S of Trona Airport (TRH/L72), Trona, CA - United States of America Phase: En route Nature: Training Departure airport: Las Vegas-Nellis AFB, NV (LSV/KLSV) Destination airport: Las Vegas-Nellis AFB, NV (LSV/KLSV) Confidence Rating: Information is only available from news, social media or unofficial sources Narrative: Lockheed Martin F-16CM-52-CF Fighting Falcon Thunderbird #5 crashed south of Trona Airport (TRH/L72), Trona, California. The pilot ejected safely and the aircraft was destroyed. The fire department said: " the pilot suffered non life-threatening injuries. They also reported a fire stemming from the downed aircraft but said there was no threat to the surrounding vegetation or the community." https://www.aviation-safety.net/wikibase/562942 What to know about Malaysia Airlines Flight 370 as the search resumes KUALA LUMPUR, Malaysia (AP) — More than a decade ago, Malaysia Airlines Flight 370 vanished without a trace, sparking one of aviation’s most baffling mysteries. Despite years of multinational searches, investigators still do not know exactly what happened to the plane or its 239 passengers and crew. On Wednesday, Malaysia’s government said American marine robotics company Ocean Infinity would resume a seabed hunt for the missing plane on Dec. 30, reigniting hopes that the plane might finally be found. A massive search in the southern Indian Ocean, where the jet is believed to have gone down, turned up almost nothing. Apart from a few small fragments that washed ashore, no bodies or large wreckage have ever been recovered. Here’s what we know about the deadly aviation tragedy. ‘Good night, Malaysian Three Seven Zero’ The Boeing 777 disappeared from air-traffic radar 39 minutes after departing Kuala Lumpur for Beijing on March 8, 2014. The pilot’s last radio call to Kuala Lumpur — “Good night, Malaysian Three Seven Zero”— was the final communication before the plane crossed into Vietnamese airspace and failed to check in with controllers there. Minutes later, the plane’s transponder, which broadcasts its location, shut down. Military radar showed the jet turn back over the Andaman Sea, and satellite data suggested it continued flying for hours, possibly until fuel exhaustion, before crashing into a remote section of the southern Indian Ocean. Theories about what happened range from hijacking to cabin depressurization or power failure. There was no distress call, ransom demand, evidence of technical failure or severe weather. Malaysian investigators in 2018 cleared the passengers and crew but did not rule out “unlawful interference.” Authorities have said someone deliberately severed communications and diverted the plane. Passengers came from many countries MH370 carried 227 passengers, including five young children, and 12 crew members. Most passengers were Chinese, but there were also citizens from the United States, Indonesia, France, Russia and elsewhere. Among those aboard were two young Iranians traveling on stolen passports, a group of Chinese calligraphy artists, 20 employees of U.S. tech firm Freescale Semiconductor, a stunt double for actor Jet Li and several families with young children. Many families lost multiple members. Largest underwater search in history Search operations began in the South China Sea between Malaysia and Vietnam, then expanded to the Andaman Sea and the southern Indian Ocean. Australia, Malaysia and China coordinated the largest underwater search in history, covering roughly 120,000 square kilometers (46,000 square miles) of seabed off western Australia. Aircraft, vessels equipped with sonar and robotic submarines scoured the ocean for signs of the plane. Signals thought to be from the plane’s black box turned out to be from other sources, and no wreckage was found. The first confirmed debris was a flaperon discovered on Réunion Island in July 2015, with additional fragments later found along the east coast of Africa. The search was suspended in January 2017. In 2018, U.S. marine robotics company Ocean Infinity resumed the hunt under a “no find, no fee” agreement, focusing on areas identified through debris drift studies, but it ended without success. The challenge of locating remains One reason why such an extensive search failed to turn up clues is that no one knows exactly where to look. The Indian Ocean is the world’s third largest, and the search was conducted in a difficult area, where searchers encountered bad weather and average depths of around 4 kilometers (2.5 miles). It’s not common for planes to disappear in the deep sea, but when they do remains can be very hard to locate. Over the past 50 years, dozens of planes have vanished, according to the Aviation Safety Network. U.S. company resumes search Malaysia’s government gave the green light in March for another “no-find, no-fee” contract with Ocean Infinity to resume the seabed search operation at a new 15,000-square-kilometer (5,800-square-mile) site in the ocean. Ocean Infinity will be paid $70 million only if wreckage is discovered. However, the search was suspended in April due to bad weather. The government said Wednesday that Ocean Infinity will resume search intermittently from Dec. 30 for a total of 55 days, in targeted areas believed to have the highest likelihood of finding the missing aircraft. It is unclear if the company has new evidence of the plane’s location. It has said it would utilize new technology and has worked with many experts to analyze data and narrow the search area to the most likely site. https://www.yahoo.com/news/articles/know-missing-malaysian-airlines-flight-081808456.html Boeing Vs. Airbus Safety: Here's What The U.S. Accident Stats Say Lately, Boeing has dominated headlines and not for good reasons. After a series of incidents involving the 737 MAX and Dreamliner, public perception of Boeing's safety record has declined. However, if you strip away the emotion and look at raw data, the issue becomes far less dramatic. Based on an analysis of the U.S. National Transportation Safety Board (NTSB) records, both manufacturers operate at extraordinarily low accident rates. Between 2014 and 2024, only two to six accidents due to mechanical issues in the engine or landing gear were reported each year despite a staggering six million flights operating annually in the United States. Even more importantly, none of these incidents caused accidents that resulted in fatalities. When adjusted for the number of flights, Boeing and Airbus show nearly identical records though raw counts can make Boeing appear worse simply because far more of its planes fly in U.S. airspace, roughly three times more than Airbus. Still, public skepticism persists. Part of that comes from Boeing's recent quality-control controversies, as problems such as loose bolts, missing fasteners, and poorly fitted door plugs have been traced to weak oversight at Boeing's own factories and at key suppliers like Spirit AeroSystems. However, another part of it is a statistical illusion. Why does Boeing's safety record appear worse than Airbus's The perception that Boeing racks up more incidents than Airbus can be traced back to the high profile crashes that happened with the 737 MAX. This perception can be worsened by agencies using incomplete information. For example, a chart that made its rounds on social media sites like LinkedIn drew information from the U.S. National Transportation Safety Board's public database and put together every aircraft with Boeing listed as its manufacturer. However, this included World War II bombers, vintage trainers, and cargo jets from the 1930s and '40s, all of which haven't carried passengers for decades. Even within commercial aviation, the data wasn't balanced. Because the NTSB is a U.S. agency, it receives far more detailed reports about Boeing aircraft, while Airbus incidents overseas are often logged by European regulators and never appear in the same database. The result is a lopsided picture that makes one company look worse simply due to where the accidents occurred and who investigated them. Online, that imbalance spreads fast where search trends and booking platforms even show spikes in users filtering out Boeing aircraft after major stories. Experts warn that this kind of availability bias, when people judge danger based on what they see most often in the news, makes rare events feel common. Once obsolete aircraft, military jets, cargo carriers, and charter flights were removed, the numbers changed dramatically: Boeing's valid incidents dropped from nearly 1,000 to about 165, and Airbus's to around 80. When these were weighted by the number of flights, analysts found no measurable difference in aircraft-related safety rates between the two manufacturers. What the data actually shows Several Boeing and Airbus aircraft lined up on a tarmac. Several Boeing and Airbus aircraft lined up on a tarmac. - Matheus Obst/Shutterstock When you stop relying solely on headlines and look at verified U.S. data, the takeaway is surprisingly calm. From 2005 to 2024, both Airbus and Boeing have cut accident rates to historic lows. Across the same period, fatal hull-losses averaged around just one to two per year per manufacturer. The vast majority of the events that did occur weren't mechanical failures. Analysts who combed through years of NTSB records found that roughly 80% of all incidents were traced to human or environmental factors like turbulence, pilot errors, or even minor cabin injuries caused by things like spilled coffee. True aircraft-related issues, things actually tied to the plane's design or systems, made up less than the remaining 20% of the actual incidents, and almost none involved manufacturing defects. In fact, when maintenance-related cases are filtered out, both Boeing and Airbus incur around 0.39 and 0.38 true aircraft-related incidents per million departures, respectively. Statistically, that's as close to zero as you can expect issues with man-made things to get. The reality: flying has never been safer Modern aviation is operating at its safest point in history and it's interesting how flying has become the safest way to travel. According to the International Air Transport Association (IATA), 2023 saw just one major accident for every 1.26 million flights, and this is a record-low rate. MIT research puts the global death risk at roughly one in 13.7 million boardings, meaning you're far more likely to be struck by lightning or give birth to quadruplets than die in a plane crash. As Anthony Brickhouse, professor of aviation safety at Embry-Riddle Aeronautical University, explained to CNN, "If you look at the numbers, you're more at risk to have an accident driving to the airport than you are flying at 38,000 feet." And even though small jets keep crashing, they're still safer than driving. Safety analyst and editor-in-chief of Airline Ratings, Geoffrey Thomas, also reassured CNN that flying gets safer every year. Both Boeing and Airbus learn from every incident and make active efforts to ensure it doesn't happen again. In other words, while perception may fluctuate with headlines, the numbers and raw data never do. Whether your next flight is on a Boeing 737 or an Airbus A320, statistically, you're boarding one of the safest machines ever built. Want more like this? Join the Jalopnik newsletter to get the latest auto news sent straight to your inbox, and add us as a preferred search source on Google. https://www.yahoo.com/news/articles/boeing-vs-airbus-safety-heres-222500906.html This Legendary Military Plane Has Been In Service And Production Longer Than Any Other The United States military has been flying all manner of aircraft for more than a century. Every few years, something new and exciting takes to the sky. Still, while there are plenty of new models of aircraft being produced, several have been around for a long time with no clear end date in sight. The oldest military aircraft that's still in use is the legendary B-52 Stratofortress. However, no new ones have been produced since the early 1960s, leaving one plane as the oldest in service that's still in production. The C-130 Hercules was first introduced to the United States Air Force in 1956, and they've been flying ever since. Unlike the B-52, C-130s are still being produced, as Lockheed continues to churn out C-130s at the Lockheed Martin Aeronautics facility in Marietta, Georgia. The most recent Air Force acquisition, a special operations variant named MC-130J Commando II, rolled off the production line in January 2025, marking the final specialized Hercules model. Still, while that model may be the last, the current production model, the C-130J Super Hercules, remains in active production. If you're wondering why the Air Force continues to operate a four-propeller transport aircraft that was introduced before color television was common, it's because they're highly adaptable and reliable. The Air Force has used C-130s for all kinds of missions, from transporting essential gear and troops to operating them like tankers to aerially refueling helicopters and tilt-rotor aircraft with the MC-130 variant. The longest-produced aircraft still in use has numerous capabilities The C-130 has been produced for over 70 years, and that's largely because it hasn't yet outlived its usefulness. While larger and more capable transport aircraft have come along, nothing has replaced the C-130, which is flown by 63 countries. Lockheed has produced more than 2,500 C-130s of multiple variants, many of which have served in combat, non-combat, humanitarian, and civilian roles. The C-130 is also the largest plane to land and take off from an aircraft carrier. It's a reliable platform regardless of its mission, and it is incredibly varied. While many C-130s are used to transport personnel and equipment, several variants are tasked with specific missions. The KC-130 is equipped with a removable tank capable of holding 3,600 gallons of fuel. The HC-130 is a long-range search and rescue variant. The platforms operating today are all modernized and upgraded to current standards, so even the oldest aircraft in the inventory remain useful. In 2015, the Air Force retired its then-oldest C-130 in the inventory. Dubbed the "Iron Horse," the plane amassed a total of 27,533 flying hours and had been in operation for 52 years. That's longer than the service life of an aircraft carrier, which is both impressive and a testament to how well the C-130 is built and maintained. As of this writing, the Air Force has no plans to retire the platform, so it's likely that the C-130 will continue flying for many years to come. Want the latest in tech and auto trends? Subscribe to our free newsletter for the latest headlines, expert guides, and how-to tips, one email at a time. You can also add us as a preferred search source on Google. https://www.yahoo.com/news/articles/legendary-military-plane-production-longer-141500449.html Delta Air Lines Cuts Boeing 757 Flights by 26% as Fleet Retirement Accelerates Yahoo is using AI to generate takeaways from this article. This means the info may not always match what's in the article. Reporting mistakes helps us improve the experience. Generate Key Takeaways Delta Air Lines has significantly reduced its Boeing 757 operations, cutting daily flights by 26% compared to December 2024 as the carrier accelerates retirement of its aging workhorse aircraft, according to new industry data. The Atlanta-based carrier now operates an average of 250 daily round-trip 757 services in December 2025, down from 338 flights during the same period last year, representing a reduction of 88 fewer daily services across its network. The steep decline reflects Delta's ongoing fleet modernization strategy as the airline phases out aircraft that have served as the backbone of its domestic and select international routes for decades. Delta has removed 23 Boeing 757-200s from service in 2025, more than double the number retired in the previous year, according to ch-aviation data. Route Cuts Hit Multiple Markets The capacity reduction has eliminated 757 service from nine domestic markets that previously relied on the aircraft type. Charleston, Chicago O'Hare, Cincinnati, Columbus, Indianapolis, Milwaukee, Pensacola, Raleigh/Durham, and Savannah no longer see 757 service, forcing Delta to deploy alternative aircraft or reduce frequency on these routes. International operations have been hit even harder, with non-US services falling by 40% year-over-year. Routes to Lima, Peru, and Punta Cana, Dominican Republic, no longer feature the 757, reflecting the aircraft's diminishing role in Delta's international network. Atlanta, Delta's primary hub, has experienced the most significant impact. The airline now plans 182 daily round-trip 757 flights from Atlanta in December, representing a nearly one-third reduction from the previous year. The cuts are particularly pronounced for the larger 757-300 variant, whose Atlanta activity has dropped by 62%. Fleet Modernization Challenges Delta currently operates 92 Boeing 757s, including both -200 and -300 variants, making it the world's largest operator of the type. However, the aircraft face economic headwinds despite being fully depreciated assets. Aviation industry analysts note the 757's unique position in Delta's fleet creates replacement challenges. The 757-300 variant operates with a 234-seat configuration, and there is no available narrowbody aircraft on the market that can match this capacity in a multi-class configuration, according to AeroXplorer analysis. The aircraft's powerful engines and performance capabilities have made it valuable for challenging airport operations, but increasing fuel costs and maintenance requirements are offsetting the benefits of the fully paid-off aircraft. Future Fleet Strategy Delta plans to replace its 757 fleet gradually with more fuel-efficient aircraft, including the Airbus A321neo and Boeing 737 MAX 10. However, the transition will take years because no single model can seamlessly match the 757's unique performance profile. The most recent retirement occurred on November 25, when aircraft N545US, a 29.5-year-old frame originally delivered to Northwest Airlines in 1996, completed its final passenger service from New Orleans to Atlanta before being ferried to storage in Victorville, California. Industry experts suggest Delta's measured approach to 757 retirement reflects the aircraft's continued value on specific route types, particularly transcontinental flights and services to airports with challenging operating conditions. Delta will likely continue operating refreshed 757s on key routes where their strengths matter most while gradually introducing replacement aircraft as market conditions and fleet economics dictate. The 757 cuts represent part of Delta's broader strategy to streamline its fleet from 13 aircraft families to seven, enhancing operational efficiency and reducing maintenance complexity as the airline positions itself for post-pandemic growth in the competitive U.S. aviation market. https://www.yahoo.com/finance/news/delta-air-lines-cuts-boeing-133052033.html EASA Orders Airbus A350 APU Flap Checks The European Union Aviation Safety Agency (EASA) is mandating Airbus-recommended inspections of A350 auxiliary power units (APU) following two in-service incidents linked to a common problem. Airbus reports two occurrences of APU air intake flap detachments in the last two years, the Dec. 2 EASA airworthiness directive (AD) explains. Probes of each found cracked hinges due to corrosion pitting. Further investigation found the stress and cracking increased if the affected aircraft flew under permitted master minimum equipment list (MMEL) conditions with the APU air intake flap open and the unit off. APU supplier Honeywell developed an inspection program and detailed the issue in an October service bulletin. Airbus, in its own customer bulletin, recommended operators the checks. The aircraft manufacturer also modified the A350 MMEL to mitigate the identified risk. EASA’s AD, based on the Honeywell bulletin, orders initial APU air intake flap inspections within 4-12 months, depending on several factors. Follow-up checks are required every 24 months. The directive also mandates adopting the updated MMEL. https://aviationweek.com/air-transport/safety-ops-regulation/easa-orders-airbus-a350-apu-flap-checks For the 1st time ever, 8 spacecraft are docked to the International Space Station An illustration of the International Space Station with labels for the many spacecraft filling its 8 docking ports, including the Cygnus spacecraft, the Progress, and two Soyuz spacecraft. An illustration of the eight visiting spacecraft docked at the International Space Station as of Dec. 1, 2025. | Credit: NASA The space station is feeling like a lot of us in the wake of Thanksgiving — very, very full. All eight docking ports for spacecraft on the current configuration of the International Space Station (ISS) are fully occupied for the first time in the complex's history, NASA officials said in a statement on Monday (Dec. 1). (Construction of the ISS began in 1998, but the complex didn't have that many ports in the beginning.) The ISS is so full up that controllers had to temporarily move aside a robotic spacecraft to make room for an astronaut taxi last week. NASA astronaut Chris Williams and Sergey Kud-Sverchkov and Sergei Mikaev of the Russian space agency Roscosmos arrived aboard Russia's Soyuz MS-28 spacecraft, which docked at the Russian Rassvet module on Thanksgiving Day (Nov. 28), for an expected eight-month mission. Before the Soyuz crew got there, Mission Control at NASA's Johnson Space Center in Houston used the ISS' robotic Canadarm2 to move Northrop Grumman's Cygnus-23 cargo spacecraft, "to provide appropriate clearance" for the incoming crewed spacecraft, NASA officials stated. Cygnus-23 was then reinstalled at the Earth-facing port of the station's Unity module. (That's spacecraft No. 2 of eight, for those of you keeping track.) There's another Soyuz vehicle at the ISS as well — Soyuz MS-27, which is installed at the Russian Prichal module. But its orbital stay is coming to and end: Soyuz MS-27 is scheduled to depart the ISS with NASA's Jonny Kim and Roscosmos cosmonauts Sergey Ryzhikov and Alexey Zubritsky on Dec. 8, for a landing soon thereafter in Kazakhstan. The remaining five spacecraft at the ISS are the Russian Progress-92 and Progress-93 robotic cargo spacecraft, which reside at the Russian Poisk and Zvezda modules, respectively; the Japanese HTV-X1 cargo craft, berthed at the nadir port of the station's Harmony Node 2; and two SpaceX Dragon capsules. These Dragons are at the two other ports on Harmony used for visiting spacecraft. One is the Commercial Resupply Services-33 (CRS-33) robotic cargo capsule, at the Harmony Node 2 forward port. The other is the Crew-11 Dragon, on Harmony's space-facing port. (Harmony in fact has six ports, but three serve as attachments to the Destiny, Columbus and Kibo ISS modules.) As its name makes clear, Crew-11 is an astronaut mission. Its crewmembers make up the remainder of the Expedition 73 long-duration astronauts on the ISS: NASA's Zena Cardman and Michael Fincke, Kimiya Yui from the Japanese Aerospace Exploration Agency (JAXA), and Oleg Platonov from Roscosmos. The quartet will return to Earth sometime in 2026. https://tech.yahoo.com/science/articles/1st-time-ever-8-spacecraft-210000419.html UPRTA International to Host “2025 UPRT Safety Summit for Pilots Worldwide” Aviation leaders unite to eliminate the Loss of Control In-Flight threat The Upset Prevention and Recovery Training Association, International (UPRTA International), is proud to announce its annual UPRT Safety Summit for Pilots Worldwide, taking place December 17, 2025. This single-day virtual event will feature leading experts from across the aviation industry to present and share best practices, new strategies, and the association’s strategic plan to save lives by eliminating the Loss of Control In-Flight (LOC-I) threat. LOC-I: Aviation’s Most Persistent Killer Loss of Control In-Flight remains the leading cause of fatalities across all segments of aviation, a tragic reality that has persisted for over a decade. • According to Boeing’s annual statistical summary, LOC-I tops the list of fatal airline accidents worldwide. • In the past decade alone, LOC-I accidents involving airliners have claimed 428 lives. • AOPA’s Air Safety Institute reports that 40% of general aviation accidents are attributed to LOC-I. • In general aviation, a fatal LOC-I accident occurs once every four days. To confront this global safety challenge, the aviation community has developed Upset Prevention and Recovery Training (UPRT) programs—a proven strategy that strengthens pilots’ manual flying skills and equips them to recover safely from unexpected in-flight upset events. A Global Commitment to Safety “At UPRTA International, we drive upset training excellence in aviation to save lives globally,” said UPRTA International President Paul “BJ” Ransbury. “Guided by our core values of safety, leadership, empowerment, and commitment, we’re uniting the industry to set new standards, deliver best practices, and ensure every pilot is prepared to prevent Loss of Control InFlight — protecting lives on every flight.” UPRTA International Executive Vice President of Operations Dave Carbaugh added, “Loss of Control In-Flight remains aviation’s most persistent and deadly threat. The UPRT Safety Summit will give pilots and operators critical insight into how global best practices are evolving beyond compliance — to truly save lives — and how UPRTA is helping shape the future of upset prevention and recovery.” Summit Highlights The 2025 UPRT Safety Summit for Pilots Worldwide will feature presentations from UPRTA International’s senior leadership and expert working groups representing multiple sectors, including: • Flight Department – Business aviation, government, and military • General Aviation – Owner-pilot associations and individual pilots • Safety Management Systems – Risk management, safety profiles, operational manuals • Science – Human factors and data-driven safety analysis • Regulatory – Airlines and flight schools Registration Information The 2025 UPRT Safety Summit for Pilots Worldwide is free to attend and will begin at 14:00Z on Thursday, December 17, 2025. Register here: http://bit.ly/2025uprta About UPRTA, International UPRTA International is a nonprofit association dedicated to saving lives with the mission of eliminating Loss of Control In-Flight accidents through the global adoption of comprehensive Upset Prevention and Recovery Training (UPRT) programs. By uniting industry stakeholders, regulatory bodies, operators, and training experts, UPRTA International drives the development and implementation of best practices that enhance flight safety and protect both pilots and the traveling public. For more information, visit: https://www.youtube.com/watch?v=c8HMjiHwr2s About the UPRT Safety Summit for Pilots Worldwide UPRTA International hosts the UPRT Safety Summit annually to provide pilots, instructors, operators, and regulators with direct access to world-leading experts in upset prevention and recovery. The Summit focuses on the LOC-I threat and equips participants with life-saving knowledge, practical training strategies, and regulatory insights to advance aviation safety worldwide. Media Contact: Stuart “Kipp” Lau Executive Vice President – Industry Liaison Upset Prevention and Recovery Training Association, International email: slau@uprta.org Tel: (502) 649-3211 Website: www.UPRTA.org Upset Prevention and Recovery Training Association, International World Headquarters: 601 Pennsylvania Avenue, NW Suite 900, South Building | Washington, DC 20004 www.uprta.org CALENDAR OF EVENTS . Singapore Airshow 2026 - FEBRUARY 3-6, 2026. . 60th Annual SMU Air Law Symposium - March 31 - April 1, 2026 (Irving, TX) . 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