Flight Safety Information - January 30, 2026 No. 022 In This Issue : Incident: Southwest B38M at San Antonio on Jan 27th 2026, rejected takeoff due to runway incursion : Incident: Amazon Prime A333 at Cincinnati on Jan 28th 2026, bird strike results in engine fire : Incident: JAL B763 at Kumamoto on Jan 28th 2026, oil leak on landing : UPS pilots union supports 'Fatigued Pilot Protection Act' : FAA Recommends Spatial Disorientation Training for All Pilots : A year after deadly midair collision near Washington, families push for safety changes : Laser strike reportedly targets plane near Charlotte airport, FAA says : Air India steps up jet orders with Boeing and Airbus upgrades : FAA caught off-guard by Trump call to 'decertify' Bombardier jets : Airbus to kickstart pre-sales for a larger A220 jet, sources say : Calendar of Events Incident: Southwest B38M at San Antonio on Jan 27th 2026, rejected takeoff due to runway incursion A Southwest Airlines Boeing 737-8 MAX, registration N8563Z performing flight WN-4996 from San Antonio,TX to Dallas Love,TX (USA), was accelerating for takeoff from San Antonio's runway 22 when tower called out a swear word and instructed the flight to cancel takeoff clearance as well as an aircraft on final approach to go around after seeing a private light aircraft entering the runway. The aircraft rejected takeoff at about 90 knots over ground and stopped safely. The Southwest Boeing stopped on the runway, held position, vacated the runway and returned to the hold short line of runway 22. The aircraft, that had been delayed by about 80 minutes for first attempt of departure, departed about 40 minutes after the rejected takeoff and reached Dallas with a delay of 2 hours. https://avherald.com/h?article=533e52c3&opt=0 Incident: Amazon Prime A333 at Cincinnati on Jan 28th 2026, bird strike results in engine fire An Amazon Prime Air Airbus A330-300, registration N5827K performing flight AS-2616 from Cincinnati,KY to Houston Intercontinental,TX (USA) with 2 crew, was departing Covington's runway 27 when the left hand engine (Trent 772) ingested a number of birds. The aircraft stopped the climb at 3000 feet, the crew donned their oxygen masks reporting smoke in the cockpit, and returned to Cincinnati for a safe landing on runway 36R about 10 minutes after departure. After landing the crew advised they needed a ladder to the 1R door as they had an engine fire on the left hand side and wanted the #1 engine checked for fire. The FAA reported: "AIRCRAFT STRUCK A BIRD ON TAKEOFF RESULTING IN A LEFT ENGINE FIRE AND RETURNED TO AIRPORT, COVINGTON, KY." The aircraft is still on the ground in Cincinnati about 23 hours after landing back. https://avherald.com/h?article=533e4c42&opt=0 Incident: JAL B763 at Kumamoto on Jan 28th 2026, oil leak on landing A JAL Japan Airlines Boeing 767-300, registration JA610J performing flight JL633 from Tokyo Haneda to Kumamoto (Japan), landed on Kumamoto's runway 07, vacated the runway and stopped on the turnoff immediately after being clear of the runway due to an oil leak. The runway needed to be closed for about one hour while it was being sweeped. The airline reported the aircraft stopped for a maintenance check. The airport reported, an oil leak was confirmed, the aircraft needed to be towed to the apron. The aircraft is still on the ground in Kumamoto about 33 hours after landing. https://avherald.com/h?article=533e35a0&opt=0 UPS pilots union supports 'Fatigued Pilot Protection Act' WASHINGTON — Capt. Robert Travis is head of the Louisville-based Independent Pilots Association, which represents nearly 3,500 UPS pilots. What You Need To Know Lawmakers have introduced a bill to ensure commercial pilots follow the same rules for flight time and rest, whether they fly passengers or cargo The Louisville-based union representing UPS pilots supports the measure Capt. Robert Travis, head of the Independent Pilots Association, said there is a two-tiered level of safety, based on whether pilots fly passengers or packages A spokesperson for the Cargo Airline Association said it opposes “efforts to shift to passenger carrier-centric requirements” In an interview with Spectrum News Thursday, Travis said there is a two-tiered level of safety, based on whether pilots fly passengers or packages. Lawmakers have introduced a bill to ensure commercial pilots follow the same rules for flight time and rest. According to cosponsors of the new bipartisan “Fatigued Pilot Protection Act,” in 2014, the Federal Aviation Administration put in place new safety rules, FAR Part 117, on flight and rest time for passenger pilots, but cargo pilots were ultimately excluded from the updated standards. “Every night in our skies, every day in our skies across the U.S., whether it’s New York or Chicago or Washington, Dallas-Fort Worth, we’ll have a UPS aircraft or a cargo aircraft that’s a 757 flying on a parallel approach next to a passenger carrier, and yet our fatigue can potentially be much higher than that passenger carrier simply because we’re carved out of the Part 117 duty and rest rules that help mitigate fatigue,” said Travis. In 2013, UPS Flight 1354 originating from Louisville crashed in Birmingham, killing the crew. A report from the National Transportation Safety Board listed several contributing factors, including the crew’s fatigue. However, an NTSB member said in a statement, “even though the FAA’s new pilot fatigue rules promulgated earlier this year do not apply to cargo pilots; these would not have influenced the outcome of Flight 1354 even if they had been followed.” Travis, who is meeting with leaders in Washington this week, said the union supports the new legislation and will keep fighting to get cargo pilots carved back into the rule. “It’s not a matter of if, it’s when there’s going to be a tragedy related to fatigue that otherwise and hopefully could be avoided by having cargo pilots be part of the Part 117 rule,” he said. A spokesperson for the Cargo Airline Association told Spectrum News in a statement: “We strongly support existing FAA regulations governing cargo pilot flight and duty time and oppose efforts to shift to passenger carrier-centric requirements. Cargo and passenger operations are different, and cargo carriers operate under a separate but no less safe set of rules that reflect these operational distinctions.” https://spectrumnews1.com/ky/louisville/news/2026/01/29/ups-pilots-union-legislation FAA Recommends Spatial Disorientation Training for All Pilots The FAA has released an Information for Operators (InFO), calling for all pilots to receive training in spatial disorientation (SD). SD occurs when a pilot’s perception of the direction of flight is not consistent with reality, often due to the lack of visual references or conflicting signals from the body’s sensory systems, FAA officials explained. Released Jan. 22, 2026, the InFO came about from a safety recommendation from the National Transportation Safety Board (NTSB), which identified SD as an issue in a high-profile helicopter accident that occurred in Calabasas, California, in January 2020. The board directed the FAA to convene a panel to evaluate SD simulation technologies to determine which are most effective for training pilots to recognize and mitigate SD. The Spatial Disorientation Training Workgroup (SDT WG) submitted its report to the FAA in January 2023. “Given that approximately 80% of all aviation accidents involve human factors, the FAA recommends a greater focus on SD training beyond the scope of current guidelines,” the InFO said. “SD training should emphasize avoidance of conditions where SD can occur, as well as recognition of onset and recovery from SD events.” The agency recommends that SD training include: Scenario-Based Training: This training should include unexpected scenarios that mimic real-life situations where disorientation may occur to cultivate practical flying skills. Maneuver-Based Training: This training should focus on isolating single events or maneuvers in a controlled environment. By doing this, pilots can gain a deeper understanding of how these situations can lead to SD, and learn effective strategies to recognize, counteract, and recover from such disorientation. The InFO also recommends that pilots receive both theoretical training and practical training. Theoretical training includes ground school, which trains in the physiological systems and structures involved and the mechanisms by which pilots experience SD, FAA officials explained. “Theoretical training establishes the foundation from which situational awareness, insight, knowledge, and skills are developed, and therefore should be accomplished prior to practical training,” the recommendation noted. Practical training includes “exposure to stimuli likely to produce SD, either in an aircraft or suitable ground-based training device” which “allows the pilot to correlate sensations and perceptions experienced during SD with the knowledge obtained from theoretical training.” Sim training could be in full-flight simulators or specialized Spatial Disorientation trainers, FAA officials said. In-Flight training “Under controlled conditions, flight instructors can demonstrate how easily SD can occur and teach recovery techniques,” the InFO said. “In-flight training often includes flying with instruments only, while using view-limiting devices to block the outside view and reinforce reliance on aircraft instruments rather than sensory perception.” Also important are refresher training courses, according to agency officials, who said all pilots should participate in regular refresher courses “to reinforce an understanding of common SD causes and practice instrument scanning techniques, including cross-checking data from multiple sources (e.g., electronic flight bag, Air Traffic Control (ATC) resources, etc.). Refresher training should also review SD recognition and recovery techniques.” Special Emphasis Areas The InFO goes on to say that pilots should be trained and be aware of locations where SD is more prevalent, including mountainous areas, low altitudes, coastal regions, uncongested areas, and locations with a lack of weather advisory. FAA officials advise pilots “should remain vigilant when conducting operations in these types of locations, which could lead to SD.” That also goes for environmental conditions that could lead to SD, including heavy precipitation, areas of rapid weather changes, night operations, areas of common fog development, pollution-induced low visibility zones, and near volcanic eruptions. Also imperative is “immediate recognition and acceptance” of SD, according to the InFO. “Awareness and vigilance during flight help pilots learn to quickly identify symptoms of SD. Once recognized, pilots can accept that they are experiencing SD and immediately rely on the aircraft instruments to correct any erroneous perceptions. Ignoring or fighting disorientation can lead to dangerous situations.” Recovery Strategies The InFO offers several strategies to enhance safety and reduce accidents, including: Trust the Instruments: It is imperative pilots learn to rely on the flight instruments over the pilot’s sensory perceptions when feeling disoriented. Flight instruments provide objective data about the aircraft’s orientation and are crucial for safe flying. Fly Straight and Level: If a pilot becomes disoriented, the pilot should focus on flying straight and level using the aircraft’s flight instruments until they can regain situational awareness. Cross-Check Instruments: It is imperative that pilots regularly cross-check multiple flight instruments to ensure they are giving consistent information. This can help confirm the aircraft’s true orientation. Avoid Sudden Movements: Pilots should make smooth, gradual adjustments to the aircraft controls, as well as head and body movements, to minimize the risk of further disorientation. Regain Visual Reference: Pilots may regain visual references by descending to a known, safe, lower altitude or by climbing to a higher altitude where they can see the ground or the horizon. Once in visual conditions, pilots should remain in visual meteorological conditions for the remainder of the flight. Stay Calm and Focused: Panic can worsen the disorientation. When experiencing SD, pilots should take a few deep breaths and focus on the training received, recovery procedures, and checklists available. Communicate with ATC: If available, pilots should communicate their situation to ATC for further assistance and guidance. Use Autopilot: If available, pilots should engage the autopilot to maintain stability and control of the aircraft. This can give a pilot time to regain situational awareness and to recover from SD. While an InFO contains “valuable information,” it is only for guidance and is not required, FAA officials noted. You can read the full InFO at FAA.gov. https://generalaviationnews.com/2026/01/29/faa-recommends-spatial-disorientation-training-for-all-pilots/ A year after deadly midair collision near Washington, families push for safety changes WASHINGTON — The smiling faces of some of the 67 people killed in the midair collision a year ago danced across the screen in a video montage at an emotional memorial event this week. At the same time, an undercurrent of resilience and determination ran through the proceedings. "While we were powerless in that moment to help our loved ones, we were not powerless to help each other," said Doug Lane, whose wife Christine and teenage son Spencer were killed on American Airlines flight 5342 from Wichita, Kan. to Washington. "So that's what we did. And we've been doing that ever since." The collision of a passenger jet and Army helicopter was the nation's deadliest aviation disaster in decades. A year later, Lane and other family members of the victims have channeled grief into advocacy. They're still pushing for action on aviation safety, including crash-avoidance technology — and digging in for a long fight. D.C. plane and helicopter crash NTSB blames 'deep' systemic failures for deadly midair collision near Washington, D.C. "You made a choice to pay it forward," said U.S. Transportation Secretary Sean Duffy at the memorial event. "To pay it forward in a way that some other family wouldn't have to go through what your family went through. And you channeled it into positive energy to make a difference." The Trump administration has made temporary restrictions on helicopter traffic around Ronald Reagan Washington National Airport airspace permanent. Families of the victims say they're grateful for that, but they're pushing for more. Many of these families attended a meeting where the National Transportation Safety Board discussed the findings of its yearlong investigation into the collision. The NTSB put the blame on systemic failures at the Federal Aviation Administration and in the U.S. Army, and issued dozens of recommendations intended to prevent future disasters. Still, it will take more hard work to turn those recommendations into reality, NTSB chair Jennifer Homendy said Wednesday. "Enduring change can take time. Making the systemwide changes we need doesn't come easy. We may have a very long, uphill battle before us. And yet I'm hopeful," Homendy said at the memorial event. "Because as I look around, I see who's in the fight." The chair of the National Transportation Safety Board, Jennifer Homendy, speaks at a memorial event in Washington, D.C. this week. The chair of the National Transportation Safety Board, Jennifer Homendy, speaks at a memorial event in Washington, D.C. this week. Luke Johnson/Getty Images The NTSB is calling for wider adoption of a tracking technology called ADS-B. Commercial jets already use it to send their position out. Safety advocates want to close loopholes for military aircraft, and expand the use of this technology so that planes can receive signals, too. That could have given the pilots on Flight 5342 more warning, and more time to avoid the collision, according to the NTSB. This is not the first time the NTSB has made this recommendation. In fact, it's recommended expanding the use of ADS-B in, as it's known, more than a dozen times since 2008. D.C. plane and helicopter crash 'There's a serious safety issue,' investigators say following DCA midair collision "That was the year my son Spencer was born," said Doug Lane, who lost his wife and son in the collision, in an interview this week. "So he was 16 years old when he died." Lane and other family members have been very involved in crafting a bipartisan bill called the ROTOR Act, which includes many of the NTSB's recommendations. The bill, sponsored by Senators Ted Cruz, R-Texas, and Maria Cantwell, D-Wash., passed the Senate unanimously last month. But it's stalled in the House of Representatives, partly because of opposition from powerful committee chairman Sam Graves, R-Mo. In a statement to NPR, Graves said that "Congress needs to get this right," adding that lawmakers should wait for a final report issued by federal safety investigators in a few weeks before moving forward. In an interview with Politico, Graves went further, calling the ROTOR Act proposal "emotional legislation" and raised concerns about its cost. Graves and other committee leaders said this week they would review the NTSB's findings as they determine their next steps. But family members of the crash victims say there's no reason to wait. "We do not need more studies. We do not need more reviews. This is so obvious and I hope that our lawmakers meet the moment," said Rachel Feres, whose cousin Peter Livingston was killed in the collision along with his wife and two daughters. "Early on, people told us, you're going to have to show up for a long time. You're going to have to be here for years," Feres said in an NPR interview this week. "And I was really angry when I heard that." Since then, Feres has come to understand the old saying that 'aviation regulation is written in blood.' She's learned from family members who've worked for change after other plane crashes, Feres said — sometimes in the background, often for years. "So that is a torch that we now pick up," she said. "We are not going to rest until those recommendations are made law." https://www.npr.org/2026/01/30/nx-s1-5693165/dca-collision-families-aviation-safety-ntsb Laser strike reportedly targets plane near Charlotte airport, FAA says Blue laser was reportedly pointed at plane before it landed at Charlotte Douglas International Airport The Jan. 27 strike happened around 7 a.m., about five miles from the airport when an American Airlines crew. CHARLOTTE, N.C. (WBTV) - An airplane was reportedly targeted by a laser strike near Charlotte Douglas International Airport on Thursday, the Federal Aviation Administration (FAA) said. The Jan. 29 strike happened around 7 a.m., about five miles from the airport when an American Airlines crew reported that a blue laser was pointed at them. The flight -- which operated as Flight 3114 -- landed safely. It was not immediately clear how many people were aboard. FlightAware records showed the plane took off from Charleston, S.C. just after 6 a.m. and landed in Charlotte about an hour later. Soon after the laser report, the FAA said it had notified local authorities and was investigating. The FAA said laser strikes -- which are when beams are aimed at planes -- pose a “serious safety threat” and are a federal crime. People caught shining lasers at planes could face FAA fines up to $32,000 per violation, with criminal penalties including up to five years in prison and $250,000 in additional fines. Nearly 11,000 laser strikes were reported to the FAA in 2025. It was unclear where the beam involved in the Jan. 29 laser strike in Charlotte came from. https://www.wbtv.com/2026/01/29/laser-strike-reportedly-targets-plane-near-charlotte-airport-faa-says/ Air India steps up jet orders with Boeing and Airbus upgrades Boeing and Air India have announced that the airline has ordered 30 additional fuel-efficient 737 MAX jets, taking its Boeing order book to nearly 200 aircraft across both single-aisle and wide-body families. The expanded deal includes an incremental purchase of 20 737-8 jets finalised this month, while an order for ten 737-10 aircraft had previously appeared as unidentified on Boeing’s Orders & Deliveries website. Both purchases exercise existing options, supporting Air India’s continued network growth as travel demand rises. Alongside the Boeing expansion, Air India has also confirmed a significant adjustment to its Airbus programme. The airline will convert 15 of its existing Airbus A321neo orders to the longer-range Airbus A321XLR (Extra Long Range) variant. The conversion was announced on January 29, at Wings India 2026, one of Asia’s leading civil aviation events, held in Hyderabad. This move forms part of Air India’s landmark Airbus orders placed in 2023, with an additional commitment in 2024, covering 50 twin-aisle A350 aircraft and 300 single-aisle A320 Family jets. Of the 210 A321neo aircraft ordered, 15 will now be delivered as A321XLRs, while the remaining 90 A320neo aircraft will remain unchanged. Deliveries of the new A321XLR fleet are expected between 2029 and 2030. Together, the Boeing and Airbus announcements underline Air India’s long-term strategy to modernise its fleet, improve fuel efficiency and expand its reach across domestic and international markets. https://avitrader.com/2026/01/30/air-india-steps-up-jet-orders-with-boeing-and-airbus-upgrades/ FAA caught off-guard by Trump call to 'decertify' Bombardier jets Trump says decertifying Bombardier private jets is in retaliation for Canada’s failure to certify private jets from Gulfstream Aerospace. In a Truth Social post earlier this evening, President Donald J. Trump said he is “decertifying” aircraft built in Canada. The U.S. president said it was in retaliation for Canada’s failure to certify four Gulfstream aircraft types. Bombardier Global and Challenger jets are a mainstay of the U.S. fractional and charter fleets, as well as used by many corporate flight departments. Its CRJs are also used by major regional airlines in the United States. A single source close to the Federal Aviation Administration tells Private Jet Card Comparisons that the agency was caught off guard by the posting on social media. Receive an apples-to-apples comparison of programs that meet your needs from more than 500 jet card and fractional options covering 65 points of differentiation and over 40,000 data points. It is not clear what Trump meant by decertifying, but a possible, if not likely, result would be grounding Canadian-made aircraft from operating in the U.S. Slightly after 6 p.m. this evening, the POTUS took to Truth Social. He specifically called out Bombardier. Trump posted: ‘Based on the fact that Canada has wrongfully, illegally, and steadfastly refused to certify the Gulfstream 500, 600, 700, and 800 Jets, one of the greatest, most technologically advanced airplanes ever made, we are hereby decertifying their Bombardier Global Expresses, and all Aircraft made in Canada, until such time as Gulfstream, a Great American Company, is fully certified, as it should have been many years ago. Further, Canada is effectively prohibiting the sale of Gulfstream products in Canada through this very same certification process. If, for any reason, this situation is not immediately corrected, I am going to charge Canada a 50% Tariff on any and all Aircraft sold into the United States of America. Thank you for your attention to this matter!’ However, several senior industry executives said that, until the Federal Aviation Administration issues a directive, there is nothing to do. According to Reuters, more than 400 Canadian-made private jets are currently operating in the United States. The Air Current reports that over 2,000 Canadian-made aircraft are currently flying in the U.S. One source said Trump is correct about the G500, G700, and G800 regarding certification. A New York Times report after publication of this article cites the Transport Canada website as stating that the G500 is indeed certified in Canada. U.S. Bombardier Operators NetJets operates the Challenger 350, 650, and Global 5000, 5500, 6000, and 7500. Flexjet operates the Challenger 350. It recently agreed to sell the Challenger 300 fleet to Baker Aviation. Vista America operates Challenger and Global aircraft for VistaJet customers. Airshare operates Challenger 3500s in its fractional program. Both FlyExclusive and Wheels Up have been expanding their super-midsize fleets with Canadian Challengers. Several executives said there will be no impact on operations until they receive official notice from the FAA. The expectation is that the implications will focus on tariffs for new deliveries. Canadian fractional AirSprint and charter operator Chartright Air Group both operate U.S.-made Textron Citation light jets. The FAA did not respond to a request for comment. Trump Tariffs have been a concern for business aviation over the past year. https://privatejetcardcomparisons.com/2026/01/29/faa-caught-off-guard-by-trump-call-to-decertify-bombardier-jets/ Airbus to kickstart pre-sales for a larger A220 jet, sources say Airbus to start sales talks on larger A220 within weeks Formal launch as early as July, subject to board approval Stretched version of A220 has been on horizon for a while Airbus more broadly facing slow production, high costs DUBLIN, Jan 29 (Reuters) - Airbus (AIR.PA), opens new tab is poised to start offering airlines and leasing firms a larger version of its A220 regional jet with a view to launching development later this year, industry sources said. The planned kickoff aims to line up enough pre-orders to justify going ahead with the roughly 180-seat A220-500 version and marks the start of proper negotiations before a potential launch announcement as early as the Farnborough Airshow in July. Airbus officials told financiers on the sidelines of the Airlines Economics conference in Dublin that 2026 would be a "big year" for the A220 and more details would be given soon, the sources told Reuters. Any final decision to develop the so-called "simple stretch" design lengthening the fuselage would be subject to Airbus board approval. Airbus reaffirmed that it is exploring all options for the A220 while ramping up production and supporting customers. "A lot of work is underway to accelerate our ability to make a decision on a stretch," a spokesperson added. Airbus bought the struggling A220 programme for a dollar in 2018 after Canada's Bombardier ran short of cash. A larger version of the 110-to-160 seat passenger plane has been on the horizon for some time. But Airbus has been distracted by slow production, high manufacturing costs, questions over the durability of engines as well as pressure from leasing firms over wider delivery delays. In a surprise appearance at the Dublin conference on Monday, new Airbus commercial CEO Lars Wagner gave broad backing to the A220-500 concept, but reassured leasing companies that he was focused on tackling industrial pressures across the board. Two of the sources said Airbus had briefed financiers that conditional sales discussions - a critical pre-launch milestone known as "authorisation to offer" - would open in weeks and the plane could be put into development by the end of the year. Potential targets include carriers like Delta Air Lines (DAL.N), opens new tab, Air Canada (AC.TO), opens new tab and Air France (AIRF.PA), opens new tab that already operate the A220, analysts said. All three airlines declined to comment. RANGE DILEMMA A larger version of the A220 would allow Airbus to renegotiate supplier contracts and lower production costs per aircraft, which have kept the venture in the red. The upgrade aims to boost orders without adding major new costs or development time by focusing on the longer fuselage without redesigning the engines or wings. This would involve sacrificing some of the range of the existing A220-300 but allow airlines to lower costs per seat. Analysts say it would also lift the A220 out of the regional market shared with Brazil's Embraer (EMBJ3.SA), opens new tab, where aircraft prices tend to be lower - but at the risk of cannibalising sales of its top-selling A320neo narrow-body family. The A220 has been rapidly losing ground to Embraer's E2. The A220 and the older but more widely used A320 have very different characteristics and require separate pilot training. Boeing is expected to hit back by playing up the benefits of sticking with one compatible jet family like its 737 MAX. Speaking in New York on Thursday, a senior executive at engine maker Pratt & Whitney (RTX.N), opens new tab said it was always working with Airbus to improve aircraft. Analysts say stretching planes has a mixed record, ranging from outright flops to some of the industry's best-sellers. On paper, larger planes tend to offer airlines better economics. But typically the most successful stretches have had more investment than simply extending the fuselage, said aviation analyst Rob Morris, noting that the Boeing 737-900, for example, only started selling in large numbers when its range was extended. https://www.reuters.com/business/aerospace-defense/airbus-start-sales-drive-larger-a220-jet-sources-say-2026-01-29/ CALENDAR OF EVENTS . Singapore Airshow 2026 - FEBRUARY 3-6, 2026. . VERTICON 2026 - Atlanta March 9-12 . CANSO Global Safety Conference 2026 - 29 March – 1 April 2026 (Jeddah, Saudi Arabia) . 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 . World Aviation Training Summit - 5-7 May 2026 - Orlando . 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 . IATA World Maintenance & Engineering Symposium (23-25 June, Madrid, Spain) . ISASI - 2026 (September/October 2026) - Dubai, UAE . 2026 NBAA Business Aviation Convention & Exhibition (NBAA-BACE) Oct. 20-22, 2026 | Las Vegas, NV Curt Lewis