Flight Safety Information - August 28, 2026 No. 169 In This Issue : Incident: Delta B752 near Detroit on Aug 25th 2026, captain sick : Incident: American A321 near Charlotte on Aug 26th 2026, fumes on board : Incident: American B738 at Las Vegas on Aug 26th 2026, loss of two hydraulic systems, hydraulic leak : Incident: Kalitta B738 at Los Angeles on Aug 26th 2026, brakes locked up on landing : Incident: Aerologic B772 at Tokyo on Aug 27th 2026, hydraulic problem : Boeing 737 MAX 8 - Oil Pressure Loss (New Mexico) : Delta Pilot Pleads for Help Before Making Emergency Landing : 2 air traffic controllers left work early the night an Air Canada jet collided with a fire truck at LaGuardia, source says : Report reveals communication issues before jet got too close to Trump’s Marine One — and role White House construction played : ICE officer’s gun found in bathroom at San Francisco airport : Why aircraft electronics are becoming harder to cool : Cirrus Backlog Tops 1,000 Aircraft : FAA proposes ‘performance-based’ approach to aircraft medical kits : New Book Available – Get the Back Stories! : Calendar of Events Incident: Delta B752 near Detroit on Aug 25th 2026, captain sick A Delta Airlines Boeing 757-200, registration N707TW performing flight DL-437 from Los Angeles,CA to Boston,MA (USA), was enroute at FL390 about 120nm west of Detroit,MI (USA) when the crew decided to divert to Detroit. The captain advised ATC: "I am the one that is ill". The captain advised he would taxi the aircraft after landing to the gate and then needed to go to the hospital. The aircraft landed on Detroit's runway 22L about 21 minutes after leaving FL390. The aircraft remained on the ground for about two hours, then continued the flight and reached Boston with a delay of about 2 hours. https://avherald.com/h?article=53ef9393&opt=0 Incident: American A321 near Charlotte on Aug 26th 2026, fumes on board An American Airlines Airbus A321-200, registration N524UW performing flight AA-609 from Orlando,FL to Charlotte,NC (USA) with 167 people on board, was descending towards Charlotte when the crew reported an unpleasant odour on board, subsequently advising cabin crew were telling them about fumes on board causing discomfort to passengers and requesting to accelerate the descent and approach. They would proceed to the gate after landing though, they would not do anything unnecessary like an evacuation. The aircraft landed safely on Charlotte's runway 18R and taxied to the gate. The aircraft remained on the ground for about 12 hours before returning to service. https://avherald.com/h?article=53ef8d33&opt=0 Incident: American B738 at Las Vegas on Aug 26th 2026, loss of two hydraulic systems, hydraulic leak An American Airlines Boeing 737-800, registration N844NN performing flight AA-1541 from Phoenix,AZ to Las Vegas,NV (USA) with 135 people on board, was on approach to Las Vegas' runway 26L when the crew went around and positioned for another approach. The crew declared PAN PAN reporting they would need to stop on the runway. They would need to be towed off the runway. The aircraft landed safely on runway 26L and stopped on the runway, they had lost A and B hydraulic systems. Emergency services reported there was a massive hydraulic leak from the right hand (B) engine (CFM56), the crew responded they had lost both A and B hydraulic systems. The aircraft remained on the ground for about 16 hours before returning to service. https://avherald.com/h?article=53ef846a&opt=0 Incident: Kalitta B738 at Los Angeles on Aug 26th 2026, brakes locked up on landing A Kalitta Charters II Boeing 737-800 in DHL colours, registration N326FL performing flight K5-1814 from Phoenix,AZ to Los Angeles,CA (USA), landed on Los Angeles' runway 25L when other aircraft reported the left main gear on fire. The crew advised tower they had the anti-skid inoperative and the brakes may have locked up, they may have damaged some tyres. The aircraft became disabled on the runway. The FAA reported the brakes malfunctioned, four tyres were blown. The aircraft is still on the ground in LAX about 10 hours after landing. https://avherald.com/h?article=53ef7c45&opt=0 Incident: Aerologic B772 at Tokyo on Aug 27th 2026, hydraulic problem An Aerologic Boeing 777-200 freighter, registration D-AALI performing flight 3S-590 (dep Aug 26th) from Leipzig (Germany) to Tokyo Narita (Japan) with 3 crew, was on approach to Tokyo when the crew reported problems with one of the hydraulic systems. The aircraft continued for a safe landing on runway 34L and stopped on the runway. The aircraft was towed off the runway about 20 minutes after landing. Japan's Transport Ministry reported the aircraft performed an emergency landing due to a problem with its hydraulic system. The aircraft remained on the ground for about 7 hours, then continued service. https://avherald.com/h?article=53ef6fa9&opt=0 Boeing 737 MAX 8 - Oil Pressure Loss (New Mexico) Date: Thursday 27 August 2026 Time: 12:25 UTC Type: Boeing 737 MAX 8 Owner/operator: Southwest Airlines Registration: N8727M MSN: 42576/7153 Year of manufacture: 2018 Engine model: CFMI CFM LEAP-1B Fatalities: Fatalities: 0 / Occupants: Other fatalities: 0 Aircraft damage: Unknown Location: Albuquerque International Airport, NM (ABQ/KABQ) - United States of America Phase: Initial climb Nature: Passenger - Scheduled Departure airport: Albuquerque International Airport, NM (ABQ/KABQ) Destination airport: Las Vegas-Harry Reid International Airport, NV (LAS/KLAS) Confidence Rating: Information is only available from news, social media or unofficial sources Narrative: Southwest Airlines flight WN595, a Boeing 737 MAX 8, returned to Albuquerque Airport, NM (ABQ) due to a lost oil pressure on the right engine, shortly after takeoff. https://www.aviation-safety.net/wikibase/579215 Delta Pilot Pleads for Help Before Making Emergency Landing A routine cross-country flight turned into a high-stakes diversion after a captain fell ill midair and personally requested an immediate trip to the emergency room upon landing. The drama unfolded aboard Delta Air Lines Flight 437, a Boeing 757 carrying 147 passengers from Los Angeles to Boston. Midway through the journey, the captain reported feeling sick, forcing the crew to divert to Detroit Metropolitan Wayne County Airport. Air traffic control recordings captured the pilot delivering a calm yet urgent update directly to the tower. "This is the captain. I am the one who is ill," he told controllers. "Um, I am going to taxi the jet to the gate, and then I need to go to the hospital." The controller in Detroit tower responds, "Roger. Delta four thirty-seven, you can plan an exit at Yankee Two. That'll give you the quickest route to the gate." Former military and commercial aviator Matthew "Whiz" Buckley explained to CBS News Boston that having the sick captain handle communications while the first officer focused purely on flying is standard procedure. "In airliners, if you're not flying, you're the one doing the talking, because that allows, in this case, the first officer, to focus on just flying the airplane. So, yeah, that makes perfect sense as to why he's communicating," Buckley said. The captain told controllers that he felt ill. / flightradar24 "They did this by the book," he said, adding that crew protocol dictates diverting immediately if a pilot feels incapacitated. Delta apologized for the disruption and replaced the crew before the flight landed safely at its final destination, roughly 90 minutes behind schedule. The captain's condition has not been revealed. Delta has been contacted for comment. In June, passengers helped restrain a pilot who appeared to suffer a seizure while the plane was in the air. Flight AC7664, operated by Air Canada's regional partner PAL Airlines, was flying 61 passengers from Newark, New Jersey, to Halifax, Nova Scotia, when the pilot had a medical emergency around 40 minutes after takeoff. One passenger said they knew something was wrong when the De Havilland Q400 plane suddenly "swerved." "It really felt like someone had jilted the controls, and then it happened over and over again," Rodney McDonald told ABC News. A flight attendant then dragged the pilot from the cockpit into the aisle, where McDonald and four other passengers helped restrain him. The first officer took over the controls and landed the plane safely in Boston. https://www.yahoo.com/news/us/articles/delta-pilot-pleads-help-making-102956388.html 2 air traffic controllers left work early the night an Air Canada jet collided with a fire truck at LaGuardia, source says Two LaGuardia Airport air traffic controllers in the control tower left work early the night an Air Canada Express flight collided with an airport fire truck on the runway, according to a source familiar with the investigation into the March 22 crash. The two pilots of Air Canada Express Flight 8646 were killed when the jet collided with an airport fire truck just after landing. The fire truck had been crossing the taxiway to respond to an incident across the airport. The plane had 72 passengers and four crew members on board for the one-hour flight from Montreal to New York's LaGuardia, dozens of whom were injured. The Federal Aviation Administration is now considering disciplinary action against the controllers, the source said, adding that their departure was not by "just a few minutes." Both FAA controllers are currently on leave, according to the source, and are not currently responsible for controlling air traffic. The new details were first reported by the Wall Street Journal as the National Transportation Safety Board continues to investigate the crash. The agency's final report —and a finding of probable cause and contributing factors — is not likely to be published for another six months. "The FAA is committed to holding employees accountable, and we will not compromise the safety or efficiency of the National Airspace System," the agency said in a statement. The union which represents air traffic controllers, the National Air Traffic Controllers Association, would not confirm that controllers were being disciplined, but said the union is "actively discussing these allegations with FAA leadership." "We believe those discussions are the appropriate forum for addressing the matter," the union said in a statement. Both NATCA and the FAA are considered parties to the NTSB investigation, which typically muzzles such organizations from commenting publicly on a crash until a final report has been published. CNN has reached out to the NTSB for comment. "We will not tolerate fraud, and we are taking appropriate action to hold folks accountable and prevent unlawful practices from disrupting the traveling public," Transportation Secretary Sean Duffy said in a statement. "But when a small percentage of individuals take advantage of the American taxpayer, unfairly add additional work to their fellow controllers, and impact the airspace – we have no choice but to act." https://www.yahoo.com/news/us/articles/2-air-traffic-controllers-left-190329234.html Report reveals communication issues before jet got too close to Trump’s Marine One — and role White House construction played Communication issues occurred between air traffic control frequencies and Marine One just before a passenger jet got too close to the helicopter carrying President Donald Trump as he was taking off from a temporary location at the White House earlier this month, the National Transportation Safety Board said in a preliminary report on Thursday. The seven pages of findings — which came on the same day air traffic control again struggled to communicate with Marine One and had to rely on other helicopters in the air to relay messages — also contained details about how construction at the White House played a role. “There was not adequate line-of-sight to ensure communications between the radio transmitter/receiver sight and The Ellipse, where (Marine One) was temporarily operating from while construction was ongoing at the White House,” the report said. The report says Marine One made two failed attempts to contact Ronald Reagan Washington National Airport’s air traffic control tower. The first attempt was “not received at all,” and the second attempt “was broken and completely unreadable,” and investigators further questioned the helicopter control frequencies. Earlier this month, planes continued to take off as Marine One lifted off from the Ellipse, just south of the White House, with President Trump onboard. An American Airlines regional jet got within the protective bubble around the helicopter. Flights are typically halted from the nearby airport when the president is taking off. “There was momentary loss of separation after which the aircraft continued to move away from one another,” the Federal Aviation Administration said after the incident, reaffirming the president was never in danger. White House spokesperson Kush Desai said in a Thursday statement to CNN that “Marine One flights are piloted by the finest aviators in the world, and the White House maintains the utmost confidence in these patriots and other security officials who are responsible for ensuring the President’s safety.” “Although the President was at no point in harm’s way during the August 4th momentary loss of separation,” Desai said, “the White House continues to work with relevant military, FAA, and other security personnel to ensure the President’s continued safety.” As previously reported by CNN, in a recording of air traffic control audio, the pilots onboard Marine One can be heard repeating they will be taking off soon, but the control tower was apparently unable to hear the transmission. According to the NTSB, the air traffic control frequency had been working normally, and there were no known outages or reports of degradation on the day of the incident. FAA technicians from Spectrum Engineering also conducted a coverage analysis and determined that “there was not adequate line of-sight to ensure communications between the radio transmitter/receiver sight and The Ellipse,” where Marine One left from the White House during the ongoing construction. Transportation Secretary Sean Duffy confirmed the issue to reporters when he said later that the breakdown resulted from a telecommunications problem. “We’ve found at a staff level, between the Marine One team and the FAA, there had been some telecom issues,” Duffy told CNN at a news conference this month at Newark Liberty International Airport. “We are resolving that, and our teams are working very well together.” The FAA told CNN it “took immediate action” after the August 4 incident, including relocating an antenna to improve communications between DCA air traffic controllers and Marine One pilots, and reviewing the procedures involved. Technicians told investigators after the incident there had been no documented history of reported problems with the frequency. Radio checks were also conducted with two separate Marine Helicopter Squadron One aircraft located at the Ellipse and in the same area, with no reported deficiencies. The report also notes Marine One was temporarily operating from the location “while construction was ongoing at the White House.” There were also no deficiencies in communication with other helicopters in contact with DCA’s traffic control tower. The FAA convened a safety review panel to investigate the incident, and agency leadership met with the White House Military Office helicopter unit. The FAA added the group would “enhance coordination on three-minute lift notification and boost signal frequencies.” The NTSB investigation remains ongoing. https://www.cnn.com/2026/08/27/us/marine-one-passenger-jet-report ICE officer’s gun found in bathroom at San Francisco airport A flight attendant found the gun in a restroom stall and reported it to security, an airport spokesperson confirmed. ICE presence at U.S. airports has made headlines across the country in recent weeks, with immigration attorneys reporting an uptick in airport arrests and warning clients about flying. David Paul Morris / SAN FRANCISCO — A flight attendant found an ICE officer’s gun unattended in a public restroom at San Francisco International Airport last month, NBC Bay Area’s Investigative Unit has confirmed. The gun was found in the stall of a men’s bathroom past the security checkpoint in Terminal 2 on the evening of July 21, according to SFO public information officer Doug Yakel. The flight attendant who found it reported the gun to security staff, who closed the restroom to the public and called 911, Yakel said in an email. San Francisco police officers responded within minutes and were on scene when the ICE officer later returned to retrieve the lost firearm, Yakel said. It’s still unclear how long the gun was left sitting in the bathroom before it was found. The airport reported the incident to TSA for potential follow-up action, Yakel added. It’s unclear what the ICE officer was doing at SFO or whether he has faced any discipline. Yakel said the airport wasn’t privy to the nature of ICE’s presence at the airport that evening, and ICE has not responded to questions sent Wednesday morning by NBC Bay Area. A Department of Homeland Security spokesperson said Gorb lawfully entered the U.S. in 2010 but overstayed her visa by more than 15 years. NBC Bay Area’s Investigative Unit learned of the ICE officer’s lost gun through a public records request seeking further details on Gorb’s arrest. An internal email contained within a batch of records the airport released this week alluded to an “event where an ICE officer left his gun in the MRR near Checkpoint D in TB2.” The airport provided additional details Wednesday afternoon in response to questions from NBC Bay Area. Glacier collapse that caused Nepal floods likely linked to thawing permafrost, scientists say ICE presence at U.S. airports has made headlines across the country in recent weeks, with immigration attorneys reporting an uptick in airport arrests and warning clients about flying. It’s unclear exactly how many immigrants have been arrested at SFO, but Yakel told NBC Bay Area the airport is aware of three such arrests since March, including the arrest of Gorb. Yakel said the airport is “not involved in decisions about DHS or ICE operations” and doesn’t “assist in immigration enforcement, consistent with Sanctuary City policies.” NBC Bay Area obtained CCTV video of another such arrest on March 22 that also led to widespread public outcry after bystanders filmed the incident and posted it on social media. The third arrest took place on May 1, Yakel said. https://www.nbcnews.com/news/us-news/ice-agents-gun-found-bathroom-san-francisco-airport-rcna594781 Why aircraft electronics are becoming harder to cool More capable avionics, onboard computing and electrification are putting additional heat aboard aircraft and changing how engineers approach cooling. Key Highlights Modern aircraft electronics generate significant heat, requiring advanced cooling techniques to maintain performance within size and weight limits. Conduction cooling offers a sealed, low-maintenance solution but faces limits as processors become more power-dense, necessitating supplementary methods like forced-air or liquid cooling. High-altitude environments reduce air cooling effectiveness, prompting the use of liquid cooling systems that circulate coolant to manage higher heat loads. NASHUA, N.H. — Putting more computing power aboard an aircraft creates another engineering problem: the electronics have to get rid of the heat they produce. That challenge grows as vehicles add more capable avionics, sensors and onboard computing while space and weight remain limited. Heat can eventually affect how much performance an electronic system can sustain. A processor may be capable of handling a larger workload, for example, but it cannot operate at that level indefinitely if its temperature climbs beyond its operating limits. Aircraft make the problem particularly interesting. Electronics have to fit within strict size and weight limits while operating through changing temperatures, pressures and flight conditions. Some equipment also sits inside sealed or tightly packaged enclosures that leave little room for conventional cooling hardware. More computing can put more heat into less space Modern avionics may have to process information from several sensors and support more functions locally rather than sending data elsewhere for analysis. AI and edge computing are two examples. For instance, an inspection drone may process camera imagery onboard to identify an object or defect while it flies. More capable autonomous aircraft may combine information from cameras, radar and navigation sensors to understand their surroundings and make decisions. Handling that information aboard the aircraft can lessen dependence on a communications link, but it shifts more of the computational and thermal load onto the vehicle itself. Conduction cooling provides a simple starting point One established way to cool rugged electronics is conduction. Rather than moving air directly across components, a conduction-cooled system gives heat a physical path out of the electronics. Heat can travel from a processor through the circuit board and mechanical interfaces into a cold plate, which carries it farther away from the component. This approach can work well when engineers need to keep electronics enclosed. Without outside air flowing directly through the equipment, designers can better protect sensitive hardware from dust, moisture and other contaminants. Conduction cooling also avoids fans and some of the moving parts associated with other thermal-management systems, but the approach has limits. As processors create more heat, the thermal path has to carry a larger load. Small gaps and materials with lower thermal conductivity can make it harder for heat to move from the component to the chassis. Air and liquid can handle larger heat loads When conduction alone cannot remove enough heat, designers have other options. Forced-air cooling moves air across or around electronic hardware to carry heat away. This can increase heat transfer, but it also requires space for airflow and equipment such as fans or blowers. Engineers also have to think about where the heated air goes after it leaves the electronics. Aircraft environments can complicate that equation because cooling performance changes with altitude and surrounding conditions. Air becomes less dense as altitude increases, which can minimize its ability to carry heat away. A coolant can circulate near electronic assemblies, absorb heat and carry it to another location where the aircraft can reject it. Liquid can move more heat than air in a relatively compact system, but that capability comes with additional hardware. Pumps, tubing, connections and heat exchangers take up space and add weight. Engineers also have to account for maintenance and the consequences of a leak. The best approach depends on the vehicle and the electronics inside it. A small uncrewed aircraft faces different constraints from a large commercial airplane, even if both need to cool increasingly capable computers. Electric aircraft add another thermal challenge The cooling problem extends beyond avionics. Electric and hybrid-electric aircraft add batteries, motors and power electronics that generate their own heat. Those systems may also have different preferred operating temperatures, making thermal management a larger aircraft-level problem. A battery, for example, has to remain within an acceptable temperature range during charging, discharge and flight. Power electronics need to shed the heat they generate while converting and controlling electrical energy. Motors create another source that designers have to manage. Because those loads can interact with the cooling requirements of avionics and other onboard electronics, engineers cannot always treat each component as an isolated thermal problem. They have to decide where heat moves throughout the aircraft, which systems can share cooling equipment and where the aircraft can ultimately reject that energy. For electric vehicle in particular, the cooling system itself also consumes power and adds weight. A thermal-management solution that removes more heat but requires a larger pump or additional coolant can affect aircraft efficiency and range. Cooling is moving closer to the electronics Another way to address the problem is to shorten the distance heat has to travel in the first place. Traditional cooling methods often remove heat after it has already traveled through a component package and into a larger electronic assembly. Newer approaches can push thermal management closer to the processor or other heat-producing device. Engineers have explored high-conductivity materials, improved thermal interfaces, microchannels and other techniques designed to draw heat away from components more directly. Removing heat near its source can help prevent a small, high-power component from developing a localized hot spot. That becomes more important as processors become more power-dense. A system does not necessarily have to produce an enormous amount of heat overall to create a thermal problem. Concentrating that heat in a very small area can be enough. Better cooling near the component can also give aircraft designers more flexibility farther up the system. Once heat leaves a processor efficiently, engineers have more options for transferring it through the enclosure and into the aircraft's larger thermal-management system. https://www.militaryaerospace.com/commercial-aerospace/news/55401397/why-aircraft-electronics-are-becoming-harder-to-cool Cirrus Backlog Tops 1,000 Aircraft Manufacturer reports higher deliveries and revenue as aircraft orders continue to keep pace with production. Cirrus Aircraft said Wednesday its order backlog remains above 1,000 airplanes after the manufacturer reported higher deliveries and revenue for the first half of 2026. Cirrus delivered 405 aircraft during the six-month period, up 16% from 350 a year earlier. Revenue increased 24% to $737 million from $594 million. Orders Keep Pace With Deliveries Orders and reservations reached 398 aircraft during the first half, compared to 241 during the same period in 2025. The company reported a book-to-bill ratio of 0.98, meaning the company received nearly as many new aircraft orders as it completed deliveries. The company did not provide a model-by-model breakdown of its backlog. “Our backlog is healthy. Depending on make and model, you have to wait anywhere from one to two years to take delivery, which keeps the used market very healthy too,” Cirrus CEO Zean Nielsen said during the company’s earnings call. “Our book-to-bill is almost one to one.” Aircraft sales generated $617 million in first-half revenue, up from $498 million a year earlier. Revenue from Cirrus Services and other operations increased from $96 million to $120 million. Net income rose to approximately $88.1 million from about $65 million during the first half of 2025. Cirrus Adds Production Capacity The results follow the Aug. 14 opening of an expanded Cirrus manufacturing facility in Grand Forks, North Dakota. The project added more than 30,000 square feet and increased space for composite manufacturing. The facility produces components for the SR Series and Vision Jet and will also manufacture composites for the new TRAC10 training aircraft. “In the first half of 2026, we had a book-to-bill of nearly 1 at 0.98, which means we really had as many orders as units delivered to end customers, keeping our overall backlog very strong as we continued to increase our production capacity,” Cirrus CFO George Letten said during the earnings call. Cirrus is preparing to begin TRAC10 production ahead of planned deliveries in 2027. Nielsen said the company has been increasing production to gradually reduce delivery waits and is targeting a backlog that would eventually represent roughly one year of production. https://avweb.com/aviation-news/cirrus-backlog-tops-1000-aircraft/ FAA proposes ‘performance-based’ approach to aircraft medical kits Washington — The Federal Aviation Administration wants to replace the standardized list of items for airline first aid and emergency medical kits with a “performance-based requirement.” According to a notice of proposed rulemaking published Aug. 5, FAA is seeking to “ensure (kit) contents are practical and sufficient to allow crewmembers to address the most common medical emergencies that occur onboard commercial aircraft.” The FAA Reauthorization Act of 2024 directed the agency to consider changes to these kits. “The 2024 reauthorization directed that the proposed rule consider the benefits and costs of any new medications or medical equipment to address the emergency medical needs of children and pregnant women, opioid overdose reversal, anaphylaxis, and cardiac arrest,” the notice states. “The 2024 reauthorization further directed the proposed rule to consider to what extent emergency medical kits should be readily available for use by flight crews without prior approval by a medical professional.” The agency is also proposing changes to Appendix A in Part 121 of FAA regulations. “The problem with the current Appendix A is it prescribes specific medications and quantities of each medical item,” the notice states. “Medical science and medication innovation often evolve, and FAA’s proposal would allow operators’ emergency medical kits or first aid kits to evolve with them. However, Appendix A’s prescriptiveness that specifically names certain medications and specific quantities of each medication in the emergency medical kit prevents operators’ emergency medical kit or first aid kit contents from keeping up with the most modern medical scientific developments. “In addition, medication shortages occasionally impact operators’ abilities to acquire an adequate supply for their emergency medical kit.” The deadline to comment on the proposed rule is Oct. 5. https://www.safetyandhealthmagazine.com/faa-proposes-performance-based-approach-to-aircraft-medical-kits/ CALENDAR OF EVENTS . ALPA's 70th Air Safety Forum -September 14-17, 2026; Washington, DC . ICAO/EASA Third Global RSOO/RAIO Forum for Aviation Safety — September 29–30, 2026, in Georgetown, Guyana., https://www.icao.int/events : NATA Ground Handling Safety Symposium - September 15-16, 2026 Dallas/Fort Worth, TX www.nata.aero/ghss : Aircraft Cabin Air International Conference - 22-23 September 2026 . ISASI - BOSTON 2026 - September 28, 2026 – October 2, 2026 . Global Aviation Conference Frankfurt- 29-30SEP2026 - Frankfurt, Germany . Defence Aviation Safety Conference 2026 — October 5–6, 2026, United Kingdom. . European Aviation Training Summit 3 – 5 November 2026 • Estoril Congress Centre, Cascais, Portugal . 79TH ANNUAL INTERNATIONAL AVIATION SAFETY SUMMIT MONTREAL | NOVEMBER 10-12, 2026. . Airlines 2026 conference - November 11, 2026 (London) . 2026 NBAA Business Aviation Convention & Exhibition (NBAA-BACE) Oct. 20-22, 2026 | Las Vegas, NV . Bombardier Safety Standdown (November 10–12, 2026 in Wichita, KS) . 2027 ACSF Safety Symposium - April 6-8, 2027 - ERAU Daytona Beach, FL Curt Lewis