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From everyone at The Foundation for Aviation Safety we wish you all a joyous holiday season and a very happy 2026. This edition of the Aviation Watchdog Report concludes 2025 with a New Year’s Resolution story with a twist, a Christmas tale of a long and arduous flight, and a feature of one of our college interns filling a Flight Analyst role. You’ll also read about the selection of a prime integrator contractor for the Brand New Air Traffic Control System and a helpful story to help you avoid a common ailment for many frequent flyers.
2025 was a disappointing year for aviation safety. We witnessed several tragedies including those in Washington DC and Ahmedabad, India. The fatal crashes of an air ambulance in Philadelphia and a private jet into a military housing complex in San Diego were also sad reminders of how narrow the safety margin in aviation is. Luckily no fatalities occurred after the crash in Toronto and many near mid-air collisions and runway incursions at airports across the nation. The air traffic control meltdowns in Newark and the government shutdown resulted in a frustrating and sometimes frightening situation across our industry.
We are also very proud to announce that The Foundation for Aviation Safety has been awarded the 2025 Platinum Seal of Transparency from Candid. Candid maintains one of the largest databases of U.S. nonprofits, covering nearly two million organizations. It provides nonprofit profiles through GuideStar by Candid, where organizations can update their information and earn a Seal of Transparency to build donor trust. This Platinum Seal of Transparency puts The Foundation for Aviation Safety in the top 1% of all non-profit organizations.
As we put 2025 behind us and look forward to 2026 it is easy to see that the Foundation’s core mission remains our focus. We are proud to serve as the leading aviation watchdog and will continue to report on illegal activities and other problems impacting safety including ineffective government. We serve the individuals that fly and their loved ones. Best wishes to you all for a safe and joyous 2026.
A New Year’s resolution is a personal promise or commitment made at the start of a new calendar year to improve oneself—often by adopting good habits, breaking bad ones, or pursuing specific goals. In a twist to the usual tradition, The Foundation for Aviation Safety is asking for others to make appropriate resolutions. It seems they need a bit of a push. So, perhaps this is more of a New Year’s Wish on our part, but we ask that these New Year’s Resolutions be made, and kept, in the interest of aviation safety.
The FAA
· Secretary Duffy has made the Brand New Air Traffic Control System (BNATCS) a priority, but we sure would like to see him make this goal a personal promise and ensure the FAA staff and selected contractors do the same. Accountability is where most people fail in their own resolutions. Let’s hold Secretary Duffy to this promise so the antiquated system will truly be replaced, and our NAS becomes the best in the world. NextGen has failed miserably yet no one has been held accountable. This is a huge undertaking that could fall flat on its face if leadership fails.
· Can the FAA please make a New Year’s Resolution to simplify the Air Worthiness Directive process, shorten compliance times, and make more information easily accessible? For example:
o FAA-2025-3997-0001, a NPRM issued on November 17, 2025, proposes an AD that would be effective in 2026. It involves a brake fire report resulting from overheating alternating current motor pumps on certain B-777 models. Inspection and/or records review is estimated to take 2 hours, replacement of identified part numbers, if found, would be 5 hours. Yet the AD includes a compliance time of 60 months. Raise your hand if you think flying these airplanes for another five years before inspection is acceptable. Additionally, one can find the compliance time only by digging through Regulations.gov for the docket number, then navigating further to find the Boeing Requirements Bulletin. The FAA appears to be more interested in pandering to the airlines than mandating the elimination of unsafe conditions.
o This one is even worse. Boeing determined that certain escape slides on numerous B-737 models could deploy uncommanded. So, Boeing issued a Requirements Bulletin to users on September 27, 2021. They anticipated that the FAA would issue an AD so corrective action would become mandatory. It makes sense so far, but remember this was 2021. The bulletin was revised in 2022, and eventually an AD was issued on June 29, 2023 (2023-09-04). Since that time several additional revisions have been made to the Requirements Bulletin with each stating the compliance time is three years. The AD adopted that time even though the inspection and replacing the slide, if necessary, is estimated to take only a few hours. If a replacement is necessary, it must be completed prior to further flight. But wait, there’s more.
The saga continues with another AD, 2025-25-04, published December 12, 2025, with an effective date of January 16, 2026. Here is the AD Summary:
The FAA is superseding Airworthiness Directive (AD) 2023-09-04, which applied to certain The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes, and certain Model 737-8 and -9 airplanes. AD 2023-09-04 required inspecting all escape slide assemblies to identify affected parts and replacing affected escape slide assemblies with different assemblies. This AD was prompted by the determination that additional airplanes might be affected by the unsafe condition. This AD retains the requirements of AD 2023-09-04 and requires those actions for additional airplanes, including Model 737-8200 airplanes. The FAA is issuing this AD to address the unsafe condition on these products.
Summarizing this example is not easy but we’ll take a stab at it. Boeing knew there was a problem in 2021, an AD was initially published in 2023, and another superseding AD in 2025. The compliance time is three years but based on different start dates; either the June 29, 2023 AD effective date or the January 16, 2026 effective date. So, airplanes flying today could have an unsafe condition that Boeing was aware of in 2021. But inspections and any necessary repairs won’t have to take place until June 29, 2026, or January 16, 2029, based on the airplane model. Yet if required, repairs must happen before further flight. If you’re confused and shaking your head, then you understand why we are asking for this New Year’s Resolution.
· Please, Boeing, commit to a New Year’s Resolution that you will never again create another 737 derivative. The model has been stretched, re-engined, and had new lipstick applied so many times that it has become old, worn out, unsafe, and noncompliant with federal regulations. Tell us when you will launch the new narrow body design that is fully compliant with all federal regulations. Mr. Ortberg – click here if you need help developing S.M.A.R.T. goals. While you’re at it, put more effort into fixing the MAX. How long does it take to make an LRD software change? Start there and then maybe you can focus on the dozens of other manufacturing and design defects. See our 737 MAX Defects table if you need guidance.
· We ask that Boeing please accept responsibility for their fraudulent behavior and treat crash victim’s family members with the respect they deserve. Boeing pled guilty to defrauding the FAA, yet they have managed to negotiate a non-prosecutorial agreement. A New Year’s Resolution to embrace honesty, transparency, integrity, and accountability would be the right path. Shame on you for again placing monetary gains over all else.
The Criminal Court System
· The criminal case, United States v. The Boeing Company (Docket No. 4:21‑CR‑005‑O) is moving from Judge Reed O’Connor’s courtroom in the Northern District of Texas to the Fifth Circuit Court of Appeals in New Orleans. We ask that the three-judge panel will also be guided by a resolution to put peoples’ lives and the public interest ahead of corporate greed and hold people accountable for the deaths of 346 people.
Airbus
· According to Service Difficulty Reports filed by the airlines, the Airbus family of A320/330s average at least one “dirty socks smell” or “burning smell” or “fumes in the cabin/cockpit” event per day in the U.S., many resulting in emergencies. Please, Airbus, set a New Year’s Resolution to determine the cause(s) of these fume events and stop them from happening. The flying public deserves uncontaminated air to breathe when flying on your jets.
AAIB India
· The Air India Flight 171 crash investigation has become the poster child for secrecy, substandard investigation protocols, and loss of integrity. The Aircraft Accident Investigation Bureau (AAIB) has failed to provide an acceptable preliminary report, had one public hearing cut short because of outrage, and has been completely silent for months. All the while the B787 continues to fly across the globe. AAIB – please set a New Year’s Resolution to communicate all relevant information in a clear and factual manner. Resist any corporate or governmental influence and reach a valid conclusion quickly.
ARAIB South Korea
· Unfortunately, the Aviation and Railway Investigation Bureau needs to make the same New Year’s Resolution. It’s been a year since the Jeju Air Flight 2216 accident claimed 179 lives. The investigation has taken a similar path by failing to release an adequate preliminary investigation and blaming pilot error when no supporting evidence has been released. A public hearing for families was cut short due to the families staging protests and blocking the session. Also, there has been no mention of the bird control/mitigation failures and the inconceivable placement of a concrete berm at the end of the runway. Please resolve to issue a final report that clearly documents the facts and additional safety information.
NTSB
· Anyone see a pattern here? The Foundation for Aviation Safety has called for an overhaul of the international aircraft crash investigation process. The ICAO Annex 13 standards are outdated, and the processes open the door for corporate and government influence. We ask that the NTSB join us in this effort. We’re even willing to set a dual New Year’s Resolution with the NTSB to help create a new process that includes greater transparency, takes advantage of unbiased experts across the world, increases funding to current investigative bodies, and expedites investigation completion to better serve the flying public. It’s time the NTSB admitted they are understaffed and overwhelmed by the multitude of investigations they are responsible for. How else do they end up over 1,000 investigations behind?
· NTSB – while you’re at it… please release the documents related to the ET302 crash provided to you by The Foundation for Aviation Safety. The documents have been requested by the Ethiopians, and it is up to them to determine relevance. Chair Homendy, please set a New Year’s Resolution to be more transparent and cooperate with international investigations rather than pressuring others to bend to your desires.
Sadly, this list of New Year’s Resolutions The FAS would like to see could go on for many more pages. If you’ve read this far you can see that there are many problems in the commercial aviation industry that need immediate attention. As corporate greed increases there is a corresponding decrease in governmental oversight. This trend needs to stop and be replaced by an aggressive adherence to regulation, basic safety standards in manufacturing and operation, and devotion to the public interest.
Thank you for reading and Merry Christmas and a Happy New Year to everyone. The Foundation for Aviation Safety has made its New Year’s Resolution to continue the core mission:
We are proud to serve as the leading aviation watchdog and will continue to report on illegal activities and other problems impacting safety including ineffective government. We serve the individuals that fly and their loved ones.
There is no more dedicated aficionado of aviation safety than the jolly man in the red suit who is about to undertake the red-eye of all red-eyes. The ground crew of industrious workers are busy with the tasks of loading the sleigh to within weight and balance limits, fueling up the reindeer, and checking the weather forecasts for every city around the globe. As he watches with pride while sipping a cup of Yuletide Tea his attention turns to his final paperwork. As is well known in aviation circles, there is no better preparation than to review each edition of the Aviation Watchdog Report before heading out on any flight, especially this epic journey. As he carefully reads each informative article, he becomes more thankful for this source of safety information. He has never been more prepared for his annual flight.
Although his sleigh is packed full of gifts that include small drones for young enthusiasts around the world, he fully understands the risks associated with them. It could be very painful for Rudolph should they contact one while in flight. The March story, The Foundation for Aviation Safety is Issuing a Warning – There is a Growing Risk of Drones Colliding with Airplanes is read with interest. He’ll be sure to follow proper FAA procedures around all airports. He is also saddened to read, Boeing Petitions the FAA for Yet Another 737 MAX Exemption. He shakes his head as he wonders how the 737 MAX can have so many noncompliant systems. His sleigh has always been fully compliant although a few reindeer have sought exemptions for occasional cookie overconsumption.
The Flying with Children story is informative and extremely important for those families travelling over the holidays. He’s thankful that he’s the only sleigh occupant. Kids flying around in the sleigh only happens in the movies. Although he doesn’t have to worry about toxic fumes (unless Blitzen eats too many carrots prior to takeoff) he does wonder why the FAA hasn’t done sufficient air quality testing. It seems appropriate to do so and mandate corrective actions to prevent the common “dirty sock smell” and other smoke and fume events in passenger aircraft. Fume Events and Aerotoxic Syndrome are real threats to airline passengers and crew. But if he ever had evacuate the sleigh he can answer in the affirmative after reading, Emergency Evacuation – Are you Prepared?
He agrees with the sentiments in U.S. Air Traffic Control – An Overhaul is Warranted. He certainly can’t be delayed by flow control procedures on this flight! He is encouraged after reading NextGen Didn’t Deliver – Will the New Initiative? The U.S. needs this new ATC system; getting around Canada and Europe is much easier. But reading, FAA Organization Authorization Designation is even more concerning. He can’t trust the elves to inspect and approve their own work; that would be negligent at best. They’re very talented, but everyone makes mistakes. The same is certainly true for aircraft manufacturers!
Looking back at United Flight 232 and American Flight 191 tragedies gave him pause. We must all learn from history and strive to do everything we can to prevent a recurrence. When he reads of the recent UPS Flight 2976 disaster he worries that regulators and operators are failing to heed the warning signs.
As he finishes up the cup of tea along with his preflight tasks he takes one last look at the Aviation Watchdog Report. He totally agrees that There Are No Accidents: Only Predictable Outcomes. He drills constantly with his crew as each possible scenario is reviewed well before he boards the sleigh and the crew is harnessed. It’s also true that the current system of accident investigation needs to be overhauled. The story, The Aircraft Investigation Process is Broken is spot on.
He would like to read more from this team of experts, but it’s time to mount up for the long flight ahead. With no danger of an LRD Activation, he’s set for takeoff and a safe journey bringing joy around the world. He can’t help himself as he cracks the whip and rotates off the glistening snow as he shouts gleefully, “Now, Dasher! Now, Dancer! Now, Prancer and Vixen! On, Comet! On, Cupid! On, Donner and Blitzen!”
Editor’s Note: We at The Foundation for Aviation Safety are so appreciative of your readership and your interest in aviation safety. We offer you all our best wishes and a wonderful holiday no matter where you live or what holiday you celebrate. Aviation connects the world in many ways and maintaining our hard-earned safety margin is vitally important to all. We enjoyed bringing you this holiday tale but trust us when we say we will never lose sight of the seriousness of this mission. We serve all individuals who fly and their loved ones.
The Reston Virginia based security company Peraton has won the bid to become the “prime integrator” contractor to build the new air traffic control system. Peraton will coordinate subcontractors to replace telecommunications networks, radar systems, automation software, and physical facilities across the National Airspace System (NAS). The FAA received two bids—Peraton and Parsons (a joint bid with IBM). Peraton was selected as the single integrator to help ensure continuity throughout the project. Transportation Secretary Sean Duffy and FAA Administrator Bryan Bedford announced the award on December 4, 2025.
Congress approved a $12.5 billion “down payment” on the system earlier this year. The total cost is likely to exceed $30 billion with a target completion of 2028. The systemic problems plaguing the ATC infrastructure and operational efficiency have been well documented in 2025 including the air traffic controller shortages, the meltdowns in Newark from antiquated communications technology, and the tragic mid-air collision in Washington DC.
The Foundation for Aviation Safety advocated for a new system in May 2025 when we published the story, “U.S. Air Traffic Control – An Overhaul is Warranted.” This has been a long time coming after decades of neglect and mismanagement. The current initiative is exciting, and we are hopeful that it can become everything that Secretary Duffy is currently envisioning. The ambitious plan can be reviewed on the FAA website by clicking here.
It is well known that sitting for prolonged periods is not good for the human body. Humans are built to be mobile, and constant movement is generally beneficial. This can be accomplished through regular exercise, proper ergonomics while working in an office setting, and by keeping active in all phases of life. But these commonsense guidelines are more difficult to follow if one is a frequent flyer. This is especially true if long-haul flights are involved. Sitting for prolonged periods, especially in cramped airline seats, can pose a serious health risk for many individuals. Deep vein thrombosis (DVT) is a common condition that can lead to even more serious health problems.
Simply put, DVT is a blood clot that forms in the body’s deep veins, most commonly in the legs. There are many causes of DVT, and risk factors include advanced age, obesity, previous or family history of DVT, recent surgery, and ongoing inflammatory disease. For the purposes of this article the focus is on sitting in an airplane seat for that long cross-country or international flight. If you have one of those in your holiday plans, please read on.
The circulatory system is a complex collection of veins, arteries, one-way valves, the heart, and the lungs. The heart is responsible for pumping blood throughout the body. It circulates oxygenated blood through the arteries to every part of the body. That blood is then returned to the heart through the veins and then pumped into the lungs for oxygenation and returned to the heart. This cycle repeats itself continuously with the average adult moving nearly two gallons of blood through the body each minute.
Blood must also be able to clot to stop blood loss during an injury. Without this clotting property a simple laceration could be life threatening. The bad news is that clotting sometimes occurs due to other factors such as stagnant blood flow. This is the case when a person is sedentary for an extended period. Blood must return to the heart from the legs and if the legs are not moving there is a likelihood of reduced flow, especially around the one-way valves within the veins. If blood is stagnant, it is much more likely to start clotting. The result is a blood clot in the vein which can cause a blockage. It can also break away and move from the lower body back to the heart and/or lungs. This is when a DVT can become life-threatening. For anyone interested in more physiological information about this process at the molecular level check out this link.
In summary, blood clots in the legs can cause blockages that injure local tissues. Localized pain, swelling, and discoloration can result. This is a significant problem, but it becomes far worse if the clot suddenly travels to the heart or lungs. The clot can then cause a heart attack or a pulmonary embolism- both are serious conditions and require swift medical intervention.
Prolonged sitting in that cramped airliner seat means the blood must fight gravity to return to the heart. It also doesn’t have the advantage of continual muscle contraction that helps move blood through the veins. Other factors specific to flying that can increase the likelihood of developing a DVT are the dry air in the cabin (10-20% humidity) and the relatively high cabin altitude. Breathing in dry air will dehydrate the system which leads to thicker blood and the lower oxygen level at a typical cabin altitude of 6,000 feet means less oxygenated blood which is more susceptible to clotting.
As mentioned above, keeping your legs moving is a key to avoiding DVT while flying. Get up out of your seat frequently- at least every two hours. Choosing an aisle seat is helpful in this effort. But you can also help yourself by simply moving your legs frequently, performing heel raises and other stretches as you sit, and avoiding crossing your legs. Keep them moving as best you can even if you can’t get up out of your seat. Drinking plenty of water will help hydrate and likely make you get out of your seat more often to use the facilities. Lastly, avoid alcohol as it can dehydrate you as well.
Wearing compression socks is often recommended to prevent DVT. These socks are tightest at the ankle and gradually loosen toward the calf and thigh. This mimics the natural pressure needed to push blood back up the leg towards the heart. This increases blood flow velocity, thereby reducing the likelihood of clotting.
Please keep these recommendations in mind if you are planning a long flight, especially if you have any of the other risk factors. Additional information about DVT, how to avoid them while flying, and compression socks can be found at these links:
· WebMD- What you Should Know About Flying and Blood Clots
· Columbia Vascular Surgery- How to Avoid Blood Clots When Flying: Advice from a Vascular Surgeon
Edward, call sign Dragon, serves the Foundation for Aviation Safety as a Flight Operations Analyst. His primary role is to document and evaluate Service Difficulty Reports (SDRs) filed with the FAA and catalog all flights squawking 7700 around the world.
Edward is currently a fourth-year student at the University of Virginia majoring in Aerospace Engineering and minoring in Technology Ethics in the Engineering and Society Department.
Edward’s interest in aviation safety began during high school, when he wrote a paper titled “What was the ethicality behind the design and certification of the Boeing 737 MAX?.” Already drawn to aerospace engineering and closely following developments surrounding the 737 MAX crashes, he chose to examine the ethical failures that contributed to these tragedies.
“Through researching and writing the paper, I learned about Boeing’s history, the FAA’s oversight role, and the consequences that arise when profit is placed above sound engineering principles. That experience cemented my commitment to helping build an aviation industry where ethical decision-making is standard practice and safety is never compromised.”
Edward attended a presentation by Ed Pierson during his third year at UVA. That talk reaffirmed his belief that engineering is not just a technical profession, it's a responsibility. Edward then learned about The Foundation and the intern position through the Policy Internship Program led by Professor Rider Foley. Last summer Edward was based in the DC area and attended multiple Congressional and NTSB hearings, gaining valuable experience in the oversight and investigative processes designed to keep our skies safe.
“I am deeply grateful to Ed and everyone at the Foundation for trusting me with meaningful work and for demonstrating what principled leadership in aviation truly looks like.”
We are all very proud of Edward and his contributions to The Foundation for Aviation Safety. He has a bright future as he graduates in 2026 and begins his professional career.
Editor’s note: The Foundation is actively recruiting talented college students for our volunteer staff positions. If you’re a senior or graduate student and your major is engineering, aviation, aeronautics, communications, information technology, meteorology, aviation maintenance, or related fields – please consider sending a resume to info@foundationforaviationsafety.org.
Your trust in The Foundation for Aviation Safety is vital to our work – Thank you for standing with us in advocating for accountability, transparency, and safety in aviation. If you’ve set up a donor advised fund (DAF), we’re pleased to let you know that the Foundation is eligible to receive grants via that vehicle.
Here’s how you can direct your DAF to support us:
Thank you for reading the Aviation Watchdog Report. Your continued support for the Foundation and interest in aviation safety is vital to making the industry safer for everyone.
The Foundation for Aviation Safety Team
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