Flight Safety Information  - May 8, 2026    No. 090
 
In This Issue

: Incident: France B772 near Munich on May 7th 2026, engine problem

: Southwest planes clip wings at Baltimore airport

: American Airlines passenger injured in mid-flight assault by ‘emotionally unbalanced’ seatmate, lawsuit says

: Southwest Pilots Sue Boeing After 20 Month 737 MAX Grounding

: Singapore Airlines Pilots Failed to Land at Changi, Flight Diverted

: American Airlines Pilots Seem To Waver On Desire To Join ALPA

: Lufthansa prepares refueling stopovers for jet fuel emergency

: How The GE9X's 134-Inch Fan Creates Problems No Other Jet Engine Faces

: Amazon partner Sun Country Airlines prepares to deploy 2 new cargo jets

: This Is How Flight Attendants Quietly Signal That There's Trouble Midair—Here Are the Signs

: Graduate Research Request

: Calendar of Events



 


 


Incident: France B772 near Munich on May 7th 2026, engine problem

An Air France Boeing 777-200, registration F-GSPY performing flight AF-111 from Shanghai (China) to Paris Charles de Gaulle (France), was enroute at FL380 about 30nm north of Munich Airport (Germany) when the crew decided to divert to Munich due to a problem with the left hand engine (GE90). The aircraft landed safely on Munich's runway 26R about 30 minutes later.

The aircraft is still on the ground in Munich about 10 hours later.

https://avherald.com/h?article=538e0f12&opt=0

 


 


 


Southwest planes clip wings at Baltimore airport

Two Southwest planes made contact at Baltimore-Washington International Thurgood Marshall Airport, with video shared by a passenger appearing to show a scrape on the wing of one of the planes.

https://www.yahoo.com/news/videos/southwest-planes-clip-wings-baltimore-205408034.html

 


 


 


American Airlines passenger injured in mid-flight assault by ‘emotionally unbalanced’ seatmate, lawsuit says

An 82-year-old man was severely beaten by a fellow passenger during an American Airlines flight from Palm Beach to Charlotte, resulting in head and brain injuries.

An 82-year-old Florida man was attacked without warning by a stranger aboard a commercial flight from Palm Beach to Charlotte, North Carolina, resulting in severe head and brain injuries, according to a federal lawsuit reviewed by The Independent.

From the moment she boarded American Airlines flight 2485, Allisen Elizabeth Werner, 37, “began exhibiting erratic and emotionally unbalanced behavior such as loud singing and bellowing to herself,” plaintiff Walter Loughney’s complaint states.

It says Loughney, 82, became “concerned” when Werner sat down next to him, but the cabin crew allegedly told him there were no other seats available.

Loughney’s “well-founded fears were realized later in the flight,” when Werner’s conduct took a dark turn, the complaint contends. Suddenly, Werner turned to Loughney, “struck him with punches, and severely beat him, which resulted in serious injury to [Loughney], including injuries to his head and brain,” according to the complaint.

“While Werner beat [Loughney], an American flight attendant stood within arm’s reach,” the complaint alleges. “Said flight attendant watched the assault and battery and did not take action to otherwise defuse or intervene in Werner’s vicious attack.”

Aside from his physical injuries, Loughney is now afraid to fly, according to the complaint. For her part, Werner was arrested upon landing and was subsequently indicted on two federal assault counts, which remain pending.

In an email, attorney Shane Chernoff, who is representing Loughney, told The Independent, “Our client Mr. Loughney trusted and hoped that American Airlines would keep him safe from his origin here in Palm Beach County all the way to his destination, but what happened instead was a terrible life-changing incident that continues to affect him to this day. The evidence in this case will show that American Airlines failed to take proper action to ensure Mr. Loughney’s safety, and we filed this lawsuit to hold American accountable for its failure to protect him.”

American Airlines did not respond on Wednesday to a request for comment. Werner, who is not named as a defendant in Loughney’s suit, was unable to be reached.

On the morning of May 16, 2024, Loughney, a Palm Beach Gardens resident, boarded an American flight at Palm Beach International Airport, with service to Charlotte Douglas International, according to his complaint, which was filed May 5 in West Palm Beach federal court.

He took his seat in 18D, the complaint continues. Soon after, it says Werner, of Bloomfield Hills, Michigan, got on the plane and sat down next to Loughney, in seat 18E.

Loughney immediately registered concerns about his seatmate, who by this point had started “singing and bellowing,” the complaint goes on. Before takeoff, Loughney asked “multiple times” if he, or perhaps Werner, could be moved to a different location in the cabin.

The cabin crew “knew or should have known” that Werner could be trouble, and should have done something proactively, according to the complaint.

“However, American employees and flight crew were dismissive of his requests, told him no open seats were available, and did not move him or Werner, which resulted in Werner remaining seated next to the Plaintiff,” the complaint states.

While the plane was in the air, the complaint says Werner – without warning – “severely beat” Loughney, punching him again and again and leaving him with lasting injuries, including to his brain.

Once the plane landed in Charlotte, Werner was removed by police.

Allisen Elizabeth Werner who is accused of committing the plane assault was also arrested in August 2024 for allegedly assaulting another attendee at the Burning Man music and arts festival (Pershing County Sheriff’s Office)

On February 20, 2025, a federal grand jury in North Carolina handed down a two-count indictment against Werner. She was formally charged on March 3, but never showed up for her court date that November and was declared a fugitive, according to court records.

Several months earlier, in August 2024, Werner was arrested for allegedly assaulting a fellow attendee at the annual Burning Man music and arts festival. Werner reportedly struck the victim in the face with a nitrous oxide canister, after which she was accused of kicking and punching the police officers who responded to the scene, according to an arrest report.

Loughney’s complaint blames Werner’s attack on American, and calls him “a victim of a full systematic breakdown” by the carrier, which “failed to take adequate measures to ensure Plaintiff’s safety and protect him from assault while onboard its aircraft.”

“Long before Plaintiff’s assault, the issue of air rage and in-flight assaults were well-known concerns within the airline industry, particularly for Defendant American,” his complaint maintains.

Experts say the lack of personal space aboard commercial aircraft, combined with noise, hunger, and “bad smells” can combine to create “a perfect storm of triggered people” that generates outbursts not unlike road rage. Many airlines now train cabin crews to identify “subtle behavioral cues” by passengers that may indicate trouble, allowing them “the opportunity to act before situations spiral,” according to research by Embry-Riddle Aeronautical University.

Still, flare-ups in the air occur regularly, with the Federal Aviation Administration fielding 544 reports of unruly passengers so far in 2026 – an alarming figure to be sure, but a significant drop from an all-time high in 2021 of 5,973 such cases.

Last year, an allegedly intoxicated passenger aboard a Southwest Airlines flight from New York to Kansas City attacked a woman who had gotten the seat she wanted, resulting in criminal charges as well as a lawsuit.

In one notable incident, a Horizon Air passenger made headlines after punching her husband and son mid-flight, then stealing someone else’s cookies during a flight from Austin, Texas to San Francisco, California.

In 2021, an American Airlines passenger was accused of verbally abusing flight attendants, and hitting one of them, because her seat did not recline.

Another American passenger was removed from a flight between São Paulo and New York after threatening to kick a flight attendant “in the balls,” after which she allegedly tried to storm the cockpit.

Loughney’s complaint says American “owed a heightened duty of care to ensure the safety and well-being of its passengers,” and that the airline breached its responsibilities by not taking “meaningful steps” to prevent the assault.

The run-in with Werner caused Loughney “mental anguish and emotional distress, feelings of violation, and ongoing anxiety regarding air travel,” according to the complaint.

It claims he additionally suffered “severe bodily injury resulting in pain and suffering, disability, disfigurement, aggravation of a pre-existing condition, loss of capacity for the enjoyment of life, expense of hospitalization, medical and nursing care and treatment, lost wages, loss of ability to earn money in the future and other economic damages.”

https://www.yahoo.com/news/articles/american-airlines-passenger-injured-mid-171911653.html

 






Southwest Pilots Sue Boeing After 20 Month 737 MAX Grounding

Pilots lost millions of dollars in wages because Boeing falsely represented that the MAX was safe, airworthy, and essentially the same as earlier 737s, the union contends.

DALLAS- Southwest Airlines (WN) recently defeated a passenger lawsuit tied to the Boeing 737 MAX, despite none of the plaintiffs having actually flown the aircraft and the carrier reporting no incidents with it. Now, the airline’s own pilots’ union is taking Boeing to court over the same jet.

While passengers sued because they might have had to fly the 737 MAX, around 10,000 Southwest pilots based out of Dallas Love Field (DAL) and other hubs are suing because they weren’t allowed to.

The union alleges Boeing misled it into the 2016 collective bargaining agreement and is pursuing claims for fraudulent misrepresentation, negligent misrepresentation, tortious interference with contractual rights, and fraud.

Why Southwest Pilots Are Targeting Boeing in Court
The 737 MAX grounding spawned numerous lawsuits after two fatal crashes killed 346 people. The shareholder lawsuit against Boeing may ultimately deliver the largest payout of all the MAX-related litigation.

Against that backdrop, the Southwest Airlines pilots’ union argues it deserves compensation too.

The union claims Boeing marketed the 737 MAX as a safe and reliable continuation of the existing 737 family, while failing to disclose that the larger LEAP-1B engines shifted the aircraft’s center of gravity, reduced stability, altered handling, and increased pitch-up and stall risk.

Pilots lost millions of dollars in wages because Boeing falsely represented that the MAX was safe, airworthy, and essentially the same as earlier 737s, the union contends.

The Maneuvering Characteristics Augmentation System (MCAS) was developed to make the MAX feel like prior 737s and avoid mandatory simulator training.

The system relied on a single angle-of-attack sensor, creating a single-point failure mode. If that sensor delivered bad data, MCAS could push the nose down even when no stall existed.

Southwest Airlines (WN) recently defeated a passenger lawsuit tied to the Boeing 737 MAX, despite none of the plaintiffs having actually flown the aircraft and the carrier reporting no incidents with it.

2016 Contract Dispute Behind Lawsuit
Southwest and its pilots’ union were locked in a contract dispute over whether pilots could be required to fly the MAX without fresh negotiations, since the variant was not expressly listed as an aircraft type.

The carrier leaned on Boeing’s marketing position that the MAX was just another 737 variant rather than a distinct type.

Tensions ran high enough that around 800 Southwest pilots picketed the carrier’s 2016 shareholder meeting over the issue.

The union now claims Boeing assured them the MAX held no surprises, operated like earlier 737s, and required no additional training, while hiding MCAS and other key differences.

As reported by View from the Wing, the pilots argue they would not have agreed to include the 737 MAX in the 2016 contract, or would have bargained for different contingencies, had Boeing been transparent about the aircraft’s actual design.

Legal Hurdles Facing the Pilots’ Union
The case is solid on the point that the 737 MAX had real issues. That alone, however, does not make Boeing responsible for lost pilot wages.

The union must connect Boeing’s design decisions and statements to Southwest pilots, then to the 2 crashes, the grounding, Southwest’s schedule changes, and finally to individual pay outcomes under the carrier’s seniority bidding system.

Much of the harm also flowed from actions by the FAA, foreign regulators, and Southwest’s own fleet and scheduling choices, which Boeing will argue acted as intervening causes.

The manufacturer is also expected to challenge whether the union actually relied on its statements when agreeing to the 2016 contract, since the union’s negotiating position was shaped by Southwest’s economics, labor leverage, and pattern bargaining.

On the other hand, certifying an aircraft with hidden safety-critical defects naturally invites a grounding.

Boeing may further argue that the earlier 2006 contract already required pilots to fly the MAX, meaning the union could not have been fraudulently induced into accepting it in 2016.

That argument has not gotten the case dismissed, though it remains strong on the merits.

Boeing’s defense team is also likely to dismiss promotional language such as “safe,” “reliable,” “time-tested,” “minimal risk,” “legacy of the 737 family,” and “maximum reliability” as puffery and optimism rather than specific statements on which the union could legally rely.

The company will further argue it owed no duty to disclose defects to Southwest pilots, since any such obligation ran to regulators and is not the same thing.

Boeing’s Mounting Financial Toll From MAX
By 2021, Boeing had paid out $1.77 billion to airlines worldwide for financial losses caused by the 737 MAX grounding.

The grounding itself stretched roughly 20 months, stripping flying time from schedules and shrinking pilot paychecks across the industry.

The bottom line is that Boeing did bad things, but may not have carried special obligations to Southwest’s pilots, and under Texas tort law, the direct damages were caused by others.

It also remains striking that the largest payouts in MAX-related cases tend to flow to entities other than the actual victims of the two crashes.

https://aviationa2z.com/index.php/2026/05/07/southwest-pilots-sue-boeing-after-20-month-737-max-grounding/

 





Singapore Airlines Pilots Failed to Land at Changi, Flight Diverted

SINGAPORE- A Singapore Airlines (SQ) flight from Guangzhou (CAN) to Singapore (SIN) was diverted on May 5, 2026, due to severe weather. The disruption highlights how operational safety decisions are made during adverse conditions.

Flight SQ851 was scheduled to arrive at Singapore Changi Airport (SIN) at 5.45 pm but diverted to Hang Nadim International Airport (BTH). The flight carried 301 passengers and 18 crew members, ensuring a safe landing amid worsening weather conditions.

Singapore Airlines Flight Diverted
Singapore experienced intense rainfall on May 5, prompting National Environmental Agency to issue a heavy rain alert at about 5.10 PM.

The advisory covered southern, eastern, and central regions, indicating deteriorating weather conditions near the scheduled arrival window.

At the same time, PUB warned of flash flood risks in several areas, including Tanjong Pagar and parts of north-eastern Singapore.

A flash flood was subsequently reported at the KPE slip road towards Buangkok East Drive, confirming the severity of the conditions affecting ground operations.

Due to reduced visibility and unsafe landing parameters, Flight SQ851 was diverted before arrival. According to Flightradar24, the aircraft was approaching its scheduled landing time when the diversion decision was executed.

According to The Straits Times, such diversions are standard safety procedures when weather conditions compromise operational safety.

A Singapore Airlines (SQ) flight from Guangzhou (CAN) to Singapore (SIN) was diverted on May 5, 2026, due to severe weather.

Flight Timeline and Response Measures
Flight SQ851, operated using a Boeing 787-10, landed safely at Hang Nadim International Airport at 5.41 PM local time, equivalent to 6.41 PM Singapore time.

Passengers remained onboard during the stop, and light refreshments were served on request.

After approximately two hours on the ground, the flight departed Batam at 7.43 PM. It later arrived in Singapore at around 9.20 PM, resulting in a delay of nearly four hours from the original schedule.

An SIA spokesperson confirmed in a media reply on May 7 that all necessary assistance was provided to affected passengers.

This included rebooking connecting flights and arranging hotel accommodation in Singapore, where required.

Airlines follow strict operational guidelines when facing adverse weather conditions. Heavy rain, poor visibility, and flood risks increase landing complexity and require immediate decision-making to ensure safety.

Singapore Airlines stated that the safety of passengers and crew remains its top priority.

The airline also issued an apology to affected customers for the inconvenience caused, reinforcing its commitment to maintaining safety and service standards.

Weather Impact on Operations
Weather disruptions remain a frequent challenge in Southeast Asia due to its tropical climate.

Heavy rainfall and thunderstorms can affect arrival sequencing, runway safety, and airport capacity.

Timely alerts from national agencies allow airlines to adjust operations proactively. Diversions, though disruptive, are essential measures that prevent safety risks and maintain aviation reliability during extreme weather events.

https://aviationa2z.com/index.php/2026/05/08/singapore-airlines-pilots-failed-to-land-at-changi-flight-diverted/

 






American Airlines Pilots Seem To Waver On Desire To Join ALPA

American Airlines pilot union leadership is expected to hear a report this afternoon on the proposed merger with the Air Line Pilots Association. The report from the merger committee apparently indicates that some pilots, who previously backed a merger, have turned against it.

American’s 16,000 pilots are members of the Allied Pilots Association, while ALPA represents about 80,000 pilots at 42 airlines in the U.S. and Canada. A group called AA Pilots for ALPA emerged in 2022, seeking to have the APA board of directors form a committee to review whether to merge. The APA board has 20 members, two from each domicile. Some current members have been elected due to their pro-ALPA positions.

The report is expected to include results from a survey showing that pilots in nine of the ten domiciles have turned against the merger, reversing previous positions. A total of 901 pilots were polled by the University of New Hampshire. The report “shows a very clear trend line, that the desire for a merger has rapidly declined,” said an American pilot who asked not to be named. “As more information comes out, fewer pilots are in favor of a merger.”

For instance, in Dallas, support has declined to 31% from 44%, while in Charlotte support has declined to 38% from 47%, according to the survey. In Phoenix, support declined to 50% from 67%, making Phoenix the only domicile where support is above 49%.

A vote could be taken Wednesday on a resolution that would reduce the threshold for voting on a merger to 50% plus one of the pilots voting, rather than 50% plus one of all pilots. “That would mean an engaged majority would be dictating what the union is, instead of a majority of the class and craft,” said Ed Sicher, a Miami pilot who was APA president for two years.

Sicher was elected in 2022 expecting to serve a three-year-term, but he was removed by the board in 2024 because he opposed ALPA. As president, Sicher presided over negotiations that led to the August 2023 approval of a four-year contract, valued at $9.6 billion, that raised wages about 40% over four years.

He was removed nonetheless. “It was a visceral reaction,” he said. Some pilots “credited ALPA with gains in contract negotiations. It wasn’t ALPA: It was just the time and place.” In particular, American “was going to pay regional pilots what it took,” which led younger mainline pilots and others to back ALPA, he said. But “Now that we’ve done some due diligence, the reality is that we would pay more in dues and get less in services” if ALPA took over.

“Our board of directors is lagging this flag,” said Sicher, anticipating that the board might approve the lower voting threshold.

The key issue in the reversal of support for ALPA appears to be that dues could rise while financial support for APA provided services would decline.

“The math presents a significant challenge,” said a February report to members by DCA domicile Chairman Chris Wachter. “Even if we increased dues for American Airlines pilots by 40% (to a 1.4% rate), the American Airlines MEC will still operate at a $16 million deficit – roughly 43% of our required operating budget.

Wachter wrote, “The deficit exists because of the robust high touch services APA provides,” particularly an aeromedical department that assists pilots who need medical certification as well as analysis and information on benefits, scheduling trip trading and safety measures.

American pilots currently pay annual dues $57.5 million, or 1% of their pay. Were they to join ALPA, Wachter said, they would pay $80 million annually or 1.4% of their pay. Of that, $43 million would go to ALPA, leaving just $37 million available for the APA services, potentially meaning dramatic cuts would be required.

https://www.forbes.com/sites/tedreed/2026/05/06/american-airlines-pilots-seem-to-waiver-on-desire-to-join-alpa/

 





Lufthansa prepares refueling stopovers for jet fuel emergency

The jet fuel crisis is expected to cost the German airline group €1.7 billion for the entire year.

A parked Lufthansa plane stands at Terminal 1 of the Frankfurt Airport.
A Lufthansa plane is pictured at Frankfurt Airport on April 13. Thomas Lohnes/AFP via Getty Images

Lufthansa is preparing to introduce refueling stopovers if destination airports run short of jet fuel due to the war in the Middle East, the airline group’s CEO said on Wednesday.

The measure would allow the German carrier to maintain its most profitable long-haul routes despite potential fuel shortages. The sector is facing a growing crisis because of the halt in tanker traffic through the Strait of Hormuz, which accounts for about half of the EU’s jet fuel imports.

“If you will not reach your target airport with the fuel that you’ve got, then you have to do refueling stops. We’re not there yet, but of course we are preparing for this,” Lufthansa CEO Carsten Spohr said during the presentation of the company’s first-quarter results.

https://www.eenews.net/articles/lufthansa-prepares-refueling-stopovers-for-jet-fuel-emergency/

 






How The GE9X's 134-Inch Fan Creates Problems No Other Jet Engine Faces

The discovery of a crack in the General Electric GE9X’s mid seal during a January 2026 inspection could easily be framed as just another technical hurdle in the long development story of the Boeing 777X. Instead, it reveals something far more interesting about modern aircraft engine design, particularly when engineers attempt to scale performance to unprecedented levels. The GE9X is not just an incremental improvement over its predecessors, but a machine that pushes the physical limits of size, airflow, pressure, and temperature in ways no commercial aircraft engine has before.

At the center of that challenge is the engine’s 134-inch (3.4 meters) fan, the largest ever fitted to a commercial aircraft. While this massive diameter brings significant efficiency gains, it also creates cascading engineering consequences throughout the entire engine. The mid-seal issue highlights how even internal components deep within the engine core are affected by decisions made by the engine manufacturer, General Electric.

One of the defining features of the General Electric GE9X is its 134-inch fan, a dimension that would have seemed impractical only a generation ago. This fan allows the engine to move an enormous volume of air, dramatically increasing the bypass ratio and improving fuel efficiency by around 10% compared to its predecessor, the GE90. However, scaling a fan to this size is not as simple as enlarging an existing design, as the aerodynamic, structural, and mechanical implications grow significantly with increased diameter.

A larger fan means more air mass flow, which in turn requires a more powerful core to drive it. That core must operate at higher pressures and temperatures to extract sufficient energy, pushing materials and tolerances to extremes. The fan also introduces higher rotational inertia, meaning that acceleration, deceleration, and load transitions place greater stress on shafts, bearings, and downstream components.

This is why the General Electric GE9X operates in a way that few other engines do; while its rated thrust is 110,000 lbs (49,895 kg), it has demonstrated up to 134,300 lbs (60,917 kg) during testing, highlighting the immense forces involved. These forces do not remain isolated to the fan section but ripple through the entire engine, influencing how components behave under real-world conditions, especially during critical phases such as take-off and throttle changes, where loads fluctuate rapidly.

How Much Larger & More Powerful Is The 777X's GE9X Engine Than The 777's GE90?
The GE9X may be the largest turbofan ever built, but by just how much does it surpass its mighty predecessor, the GE90?

The relationship between the fan and the core is central to understanding the mid-seal issue. A larger fan demands a higher overall pressure ratio in the core, which means that air must be compressed more aggressively before combustion. This leads to hotter, denser, and more energetic flow entering the turbine stages, increasing the thermal and mechanical loads on internal components.

Inside the engine's core, turbine stages extract energy to drive the fan, and between these stages are seals that manage pressure differentials and thermal gradients. The mid seal, in particular, plays a critical role in maintaining stability between these stages, ensuring that airflow behaves as intended and that temperature differences do not lead to inefficiencies or structural problems.

With the General Electric GE9X, the conditions around this mid seal are more extreme than in previous engines. The higher pressure ratios and elevated temperatures create an environment where even small design imperfections or material limitations can lead to durability concerns. The crack discovered in January 2026 illustrates how sensitive these components are when operating at the edge of current engineering capabilities, where margins are carefully optimized rather than generously overbuilt.

Rather than being an isolated failure, the mid-seal crack can be interpreted as an indicator of the broader stresses within the engine. This component exists in a region where pressure and temperature must be carefully balanced, acting as a boundary between different turbine stages. Any imbalance or unexpected fluctuation can translate into localized stress concentrations.

General Electric confirmed that the root cause of the issue has been identified and that a redesigned part is being introduced into production. The fact that the solution involves a redesign rather than a simple repair suggests that the original configuration encountered conditions that exceeded initial expectations. This is not unusual in cutting-edge engine technology, where real-world testing often reveals issues that simulations cannot fully capture. This redesigned part should help to ensure that the first variant of the Boeing 777X family, the Boeing 777-9, is delivered in 2027 to the aircraft's launch customer, Lufthansa.

The need for potential retrofits during maintenance overhauls further highlights the dynamic nature of such designs. Unlike older engines, where components operated with wider margins, the General Electric GE9X operates closer to the limits of material performance. This makes it more sensitive to small deviations, requiring ongoing refinement even after certification, as operational data continues to inform engineering updates.

What Makes GE9X The World’s Monster Jet Engine?
Unravel the secrets of the massive GE9X, a jet engine that redefines scale and efficiency in the skies.

The mid-seal issue is not the first challenge faced by the General Electric GE9X engine program. Earlier in its development, the engine experienced high-pressure compressor stator vane durability issues in 2019, a temperature alert that temporarily suspended flight testing in 2022, and a grounding in 2024 related to titanium thrust link failures. Each of these events reflects the same underlying theme - the difficulty of engineering reliability at unprecedented performance levels.

Despite these hurdles, the engine has undergone extensive testing, including more than 30,000 cycles and over 1,600 dust ingestion tests designed to simulate harsh operating environments. These tests are intended to expose weaknesses before the engine enters service, allowing engineers to refine designs and improve durability.

The use of advanced materials such as ceramic matrix composites and additive-manufactured metal components is also part of this effort. These materials can withstand higher temperatures and stresses than traditional alloys, but they introduce new variables in terms of manufacturing consistency and long-term behavior. As a result, each innovation brings both benefits and new challenges, particularly when scaled across an engine of this size.

Why No Other Engine Faces The Same Problems

While other modern engines also pursue high efficiency, the General Electric GE9X stands apart due to the sheer scale of its fan and the resulting demands on the core. Engines with smaller fans do not require the same level of pressure ratio or thermal intensity, allowing them to operate with comparatively lower stresses on internal components.

This difference is crucial because it means that certain issues, like the mid seal crack, are not easily transferable from one engine program to another. The General Electric GE9X exists in a unique design space where traditional engineering assumptions must be revisited, as components that have performed reliably in other engines may behave differently when subjected to the conditions created by such a large fan.

Subscribe for deep-dive newsletter coverage of GE9X
Curious about the engineering behind extreme engines? Subscribe to the newsletter for expert analysis of the GE9X mid-seal crack, how a 134-inch fan changes core loads, and clear, technical explainers on modern aircraft engine design.

In essence, the General Electric GE9X is exploring a new corner of the performance envelope. This makes it more susceptible to unforeseen interactions between components, as the combined effects of size, pressure, and temperature create scenarios that have limited historical precedent. The mid seal is just one example of how these interactions can manifest, especially when compounded over thousands of operating cycles.

https://simpleflying.com/how-ge9x-134-inch-fan-creates-problems-no-other-jet-engine-faces/




 


Amazon partner Sun Country Airlines prepares to deploy 2 new cargo jets

Amazon has transferred two additional Boeing 737-800 converted freighters to Sun Country Airlines. The planes will be ready to fly in a few weeks. (Photo: Jim Allen/FreightWaves)

Amazon has transferred two Boeing 737-800 converted freighters to Sun Country Airlines for operation in the United States this summer.

Amazon will have two additional cargo jets at its disposal in the United States this summer to move packages within its e-commerce logistics network and carry general cargo for non-Amazon sellers.

Sun Country Airlines expects to begin operating two Boeing 737-800 converted freighters on Amazon’s (NASDAQ: AMZN) behalf by the end of June, the company said in its first-quarter earnings report on Friday.

Shareholders from both companies are expected to vote Friday on Allegiant’s $1.5 billion to buy Minneapolis-based Sun Country. The U.S. Department of Transportation signed off on the deal last month and executives say it could close as soon as May 13.

Sun Country operates 20 Boeing 737-800 passenger-to-freighter aircraft under a transportation services agreement with Amazon, which supplies the leased aircraft. At the time of the merger agreement in January, the ultra-low cost leisure carriers announced that Amazon had committed to place two additional cargo jets with Sun Country this year, bringing the narrowbody freighter fleet to 22 aircraft.

Following the transaction’s close, Sun Country will continue to operate separately until Allegiant is able to obtain a single operating certificate from the Federal Aviation Administration, which could take 18 or more, an Allegiant spokesperson said. In the meantime, the freighter aircraft will remain on Sun Country’s operating certificate.

The newest freighters were previously operated in Europe by ASL Airlines Ireland before Amazon reclaimed them, according to Planespotters.net.

The earnings report provided the first timeline for the planes’ entry into service.

Sun Country said it received the two planes in March and that they are expected to begin supporting Amazon’s logistics network by the end of June.

It can take several weeks or months to integrate aircraft on an airline’s operating certificate. Airlines have to review the maintenance history, thoroughly inspect the engines, systems and airframe, and update operational manuals to align the planes with the new operator’s maintenance program and specifications before receiving the approval of aviation regulators.

Last year, Amazon transferred eight freighters under its control from Atlas Air to Sun Country.

Sun Country reported cargo revenue of $46.1 million during the first quarter, up from $28.2 million in the prior year. The eight new freighters were the primary reason for the large increase.

Amazon has warrants for the right to purchase about 10 million Sun Country shares. When the merger with Allegiant is consummated any warrants that haven’t vested will automatically become fully vested. Amazon will receive Sun Country stock and then be compensated for its shares in Allegiant stock and cash.

https://www.yahoo.com/finance/markets/stocks/articles/amazon-partner-sun-country-airlines-144503165.html

 






This Is How Flight Attendants Quietly Signal That There's Trouble Midair—Here Are the Signs

If all goes well, you most likely won't know.

Key Points
Flight attendants use discreet gestures, interphones, and signals to communicate issues without alarming passengers.

Common cues like repeated dings or cabin lights may indicate activity but are not always signs of an emergency.

In serious situations, crews prioritize clear communication, and passengers can ask questions if they feel concerned.

For many, air travel can be quite unnerving. Beyond the discomfort of folding limbs into seats like origami, passengers put complete trust and control into the hands of pilots and flight attendants, and may be unaware if something is wrong.

Though flying remains one of the most statistically safe modes of transportation, things do happen. After all, recent headlines of emergency landings, collisions, and crashes can worry even the most seasoned of travelers.

On the off chance that something does go awry, either mechanically or with a passenger, all eyes are on the flight attendants to react. But beyond perceived facial expressions, what codes or actions may alert you to more serious issues? And are these cues decipherable by the everyday person?

“If something is wrong, gestures are certainly used internally, for security reasons, to communicate with the flight deck and deescalate the situation,” an American Airlines flight attendant told Travel + Leisure. “In the event of a medical emergency, we are more transparent if we need to ask if there is a medical professional on board to assist.”

It’s also no secret that flight attendants rely on an interphone to communicate with each other behind the scenes.

“You might see a red light and hear several dings back to back, which could indicate something is happening,” the flight attendant said. “But it could also just mean the crew is being chatty.”

An Alaska Airlines flight attendant echoed these claims, adding that “our goal is always to stay discreet and not alarm passengers.”

“Most issues like unforeseen illnesses are treatable, and we do our best to respect the person’s privacy and get them the help that they need,” she said. “If there is plane trouble, we will not be secretive and will communicate next steps to the cabin as quickly and calmly as possible.”

For unexpected delays and diversions, sometimes passengers may even receive information before the flight attendants themselves.

“Passengers often have access to our airline’s app, which updates in real time,” the American Airlines flight attendant revealed. “Resources like Flighty are also beneficial for identifying specific maintenance, weather, air traffic, or crew issues.”

But if passengers do find themselves in a situation where something feels off, or they need some gentle reassurance or clarification, do not hesitate to flag down a flight attendant and ask questions.

“We are here, first and foremost, for your safety,” stressed the American Airlines employee. “We are constantly observing everything from the moment we start boarding, from passengers to potential plane problems.”

https://www.yahoo.com/travel/advice/safety/articles/flight-attendants-quietly-signal-theres-111500237.html

 






Graduate Research Request

candidate in Aviation with a specialization in Human Factors at Embry-Riddle Aeronautical University. 

With nearly 40 years of experience in aircraft maintenance and aviation safety, his dissertation research examines how Aircraft Maintenance Technicians (AMTs) experience and describe decision-making during troubleshooting, inspection, and repair activities in Part 121 and Part 135 operations. The IRB-approved study seeks currently employed Part 121 and Part 135 AMTs with at least one year of maintenance experience to participate in one confidential 60 to 75-minute virtual interview focused on real-world maintenance decision-making. Participation is voluntary and confidential, and no proprietary or company-specific information will be requested. 

Although employed by the FAA, this research is conducted solely in an academic capacity and is not affiliated with or conducted on behalf of the FAA. Individuals interested in participating or learning more may contact Steve Poiani at poianadf@my.erau.edu.

Steve Poiani
Doctoral Candidate
Embry-Riddle Aeronautical University
poianadf@my.erau.edu

 






 
CALENDAR OF EVENTS


. The African Aviation Safety & Operations Summit - May 19-20 | Johannesburg, South Africa

. ESASI 2026, 20-21 May, Dubrovnik

. Safeskies Australia - Australia’s renowned Aviation Safety Conference - Canberra Australia 20 and 21 May 2026

. Aircraft Fire Hazards, Protection, and Investigation Course 7 to 9 July 2026; Woburn MA 01801 USA

: APSCON/APSCON Unmanned 2026 – Ft. Lauderdale, FL - July 13-17, 2026

: Aircraft Cabin Air International Conference - 22-23 September 2026

. IATA World Maintenance & Engineering Symposium (23-25 June, Madrid, Spain)

. ISASI - BOSTON 2026 - September 28, 2026 – October 2, 2026

. 2026 NBAA Business Aviation Convention & Exhibition (NBAA-BACE) Oct. 20-22, 2026 | Las Vegas, NV



Curt Lewis