Airlines Strategy
Unifi Aviation Layoffs at Hartsfield Jackson Airport Impact 379 Workers
Unifi Aviation will lay off 379 contract workers at Atlanta airport after Delta ends commissary contract, highlighting industry challenges.
In September 2025, Unifi Aviation, a major ground handling company, will lay off 379 contract workers at Hartsfield-Jackson Atlanta International Airport. The announcement follows Delta Airlines‘ decision to terminate its commissary services contract with Unifi, a move that will impact a range of roles essential to in-flight food and beverage operations. This event underscores not only the volatility of employment in aviation ground services but also the broader pressures reshaping the industry, from post-pandemic restructuring to evolving airline strategies and labor market challenges. The layoffs occur despite a projected global increase in demand for in-flight catering and ground services, highlighting persistent vulnerabilities for contract workers in the sector.
The implications of these layoffs extend beyond the immediate workforce, touching on economic, regulatory, and competitive forces that define the aviation support services landscape. As the industry recovers from the disruptions of the COVID-19 pandemic, companies and workers alike face a shifting environment marked by consolidation, technological innovation, and heightened scrutiny of employment practices.
Unifi Aviation, North America’s largest ground handling company, will terminate 379 employees at Atlanta’s Hartsfield-Jackson International Airport, effective September 30, 2025. This action follows Delta Air Lines’ notification that it will end its long-standing commissary services contract with Unifi. The affected roles include 113 assembly agents responsible for meal preparation and packaging, 118 drivers who transport food and beverages, and nearly 150 additional warehouse and management personnel. These workers have been central to Delta’s in-flight dining logistics, ensuring timely and safe delivery of meals and snacks.
The layoffs were disclosed through official filings with the Worker Adjustment and Retraining Notification (WARN) Act, which mandates advance notice for mass layoffs. Unifi’s notice was filed with Georgia’s Office of Workforce Development on August 5, 2025, with the layoffs scheduled for September 30, 2025. This timeline has raised questions about compliance with the WARN Act’s 60-day advance notice requirement, prompting legal scrutiny and potential claims for additional compensation.
Hartsfield-Jackson Airport is Georgia’s largest employer, with more than 63,000 workers across airlines, concessions, security, and support services. The airport generates an estimated $34.8 billion in annual economic impact for Metro Atlanta and $66 billion for the state. The loss of nearly 400 jobs is therefore not only a matter of individual hardship but also a regional economic concern, with potential ripple effects on spending, tax revenues, and related businesses.
“The termination of 379 positions at Hartsfield-Jackson Atlanta International Airport reflects broader trends including industry consolidation, technological transformation, evolving airline operational strategies, and the persistent vulnerability of contract workers to rapid changes in business relationships and market conditions.”
Unifi Aviation was formed in 2018 following Delta’s partial sale of its DAL Global Services subsidiary to Argenbright Holdings. This joint venture structure, 51% Argenbright and 49% Delta, enabled Unifi to become a specialized, large-scale provider of ground services, allowing airlines to outsource non-core functions while maintaining operational synergies. Unifi now operates at approximately 200 locations and employs over 20,000 people across North America.
The company’s services include not only commissary operations but also ground handling, equipment maintenance, cargo, security, and janitorial services. This broad portfolio positions Unifi as a one-stop shop for airlines looking to streamline vendor relationships and administrative oversight. The ground handling industry itself is valued at $34.69 billion in 2024 and is projected to more than double by 2033, according to market research, reflecting continued growth in air travel and outsourcing trends.
Commissary services, while a specialized segment, are critical to airline operations. They require stringent food safety protocols, precise logistics, and the ability to adapt to rapidly changing flight schedules. Airlines typically rely on external providers for these functions, as maintaining in-house catering operations can be costly and complex. The layoffs at Unifi will have profound consequences for the affected workers, many of whom possess specialized skills not easily transferable outside aviation or food logistics. Research indicates that workers who experience layoffs during industry restructuring can face long-term earnings losses of 11% to 19%. The concentration of layoffs in a single company and location may further complicate job searches, as displaced workers compete for a limited number of similar positions in the region.
Legal compliance is also in question. The WARN Act requires 60 days’ advance written notice for mass layoffs, and Unifi’s August 5th filing for a September 30th layoff may fall slightly short of this requirement. Legal firms have begun investigating whether affected workers are entitled to additional pay and benefits under federal law. The absence of union representation for these workers further limits their recourse to negotiated severance or alternative employment arrangements.
The timing of the layoffs, at the end of the third quarter, could make it more difficult for workers to find new jobs quickly, as hiring often slows in the final months of the year. The aviation sector’s uneven recovery from the pandemic adds another layer of uncertainty, with some segments experiencing robust demand while others, like in-flight catering, continue to face operational and financial pressures.
“Research on layoff impacts reveals that workers who lose their jobs during economic transitions or industry restructuring face significant long-term earnings reductions, with studies indicating that layoffs can result in lifetime earnings losses of 11% to 19% depending on economic conditions at the time of job loss.”
The Unifi layoffs are emblematic of the challenges and changes facing the global aviation ground handling industry. While the sector is projected to grow significantly, reaching over $76 billion by 2033, this expansion is accompanied by volatility, especially in specialized segments like in-flight catering. The global in-flight catering market is expected to reach $27.62 billion by 2030, driven by rising passenger demand, premium meal offerings, and the recovery of long-haul travel.
Outsourcing remains a dominant trend, with airlines seeking to reduce costs and increase flexibility by partnering with specialized service providers. However, this also leads to periodic contract renegotiations and vendor consolidation, as seen in Delta’s decision to end its agreement with Unifi. Sustainability and technological innovation are increasingly important, with airlines demanding environmentally friendly packaging, waste reduction measures, and advanced logistics systems from their partners.
The pandemic accelerated many of these trends, forcing airlines and service providers to reassess operational models and cost structures. For ground handling and catering companies, this has meant both opportunities for growth and heightened risk of displacement due to shifting airline strategies and technological disruption.
The COVID-19 pandemic had a profound impact on aviation ground handling and catering services. At the height of travel restrictions, passenger volumes dropped by more than 70%, leading to mass layoffs and operational shutdowns across the industry. In-flight catering was particularly hard-hit, as airlines suspended most food and beverage services to reduce contact between crew and passengers.
As travel demand has rebounded, the recovery has been uneven. While domestic travel and certain segments have returned to pre-pandemic levels, other areas, such as international long-haul and business travel, continue to lag. Airlines have permanently altered some service models, maintaining reduced in-flight offerings or adopting new procedures that affect demand for ground handling and catering services. The pandemic also underscored the vulnerability of contract workers in aviation, who often lack the job security and benefits of direct airline employees. The experience of rapid layoffs and uncertain rehiring timelines has highlighted the need for stronger worker protections and more robust support systems for displaced employees.
The layoffs at Unifi Aviation have significant economic implications for the Atlanta region and the state of Georgia. With Hartsfield-Jackson serving as a major economic engine, the loss of 379 jobs could reduce local consumer spending, tax revenues, and strain social support systems. Research suggests that each layoff can have broader negative spillover effects, with reduced earnings and employment in related businesses.
Delta’s decision to terminate its commissary contract with Unifi may signal a broader shift in airline operational strategy, possibly toward in-house services or partnerships with other providers. The in-flight catering market is intensely competitive, with major players vying for contracts based on service quality, efficiency, and technological capabilities. Airlines are increasingly seeking partners who can deliver on sustainability, premium offerings, and operational flexibility.
Labor market dynamics in aviation remain complex, with ongoing shortages of pilots and skilled workers in some areas, even as other roles are eliminated through restructuring. Displaced workers from Unifi may face both challenges and opportunities, depending on the evolving needs of airlines and ground service providers.
The WARN Act is central to the legal scrutiny surrounding the Unifi layoffs. By requiring 60 days’ notice for mass layoffs, the law aims to give workers time to prepare for job loss and seek new employment. Unifi’s notice, filed 56 days before the layoff date, may fall short of this requirement, raising potential liability for back pay and benefits.
The affected employees are not represented by a union and do not have bumping rights, which limits their ability to negotiate severance or alternative placements. State and federal agencies, including the Department of Labor and Georgia’s Office of Workforce Development, are responsible for overseeing compliance and connecting displaced workers with reemployment resources.
Additional legal considerations include eligibility for unemployment insurance, retraining programs, and other forms of support. The outcome of ongoing investigations into WARN Act compliance will determine whether affected workers receive further compensation.
The Unifi layoffs highlight the broader transformation underway in aviation ground handling and in-flight catering. Technological innovation is reshaping service delivery, with artificial intelligence and automation streamlining logistics, inventory, and meal planning. Sustainability is also a major driver, with airlines seeking partners who can demonstrate progress in reducing environmental impact. Market consolidation is likely to continue, as airlines prioritize efficiency and reliability by partnering with fewer, larger service providers. This trend may limit opportunities for smaller companies and increase the risk of workforce displacement during contract transitions. At the same time, evolving passenger preferences for premium and diverse meal options are driving investment in higher-quality catering services.
The aviation industry’s experience with pandemic-related disruptions has underscored the need for greater operational flexibility and more robust support systems for workers. As the sector continues to adapt, the lessons from the Unifi layoffs will inform future strategies for balancing efficiency, innovation, and employment stability.
The layoffs at Unifi Aviation serve as a case study in the challenges facing the aviation ground handling industry. They reflect the pressures of consolidation, technological change, and evolving airline strategies, as well as the persistent vulnerability of contract workers in a volatile market. The economic and social impacts of these job losses extend beyond the immediate workforce, affecting the broader Atlanta region and highlighting the need for effective worker protections and support systems.
As the aviation industry continues to evolve, the experience of Unifi and its workers underscores the importance of coordinated policy responses, investment in workforce development, and a balanced approach to operational efficiency and employment stability. The future of aviation ground services will depend on the ability of companies, workers, and policymakers to adapt to changing conditions while safeguarding the interests of those who keep the industry running.
Q: Who is being laid off at Hartsfield-Jackson Airport? Q: When will the layoffs take place? Q: Why is Delta Air Lines ending its contract with Unifi Aviation? Q: What legal protections do the affected workers have? Q: What are the broader implications of these layoffs? Sources: BizJournals, WSBTV
Mass Layoffs at Hartsfield-Jackson Airport Highlight Vulnerabilities in Aviation Ground Services Industry
Overview of the Unifi Aviation Layoffs
Company Profile and Industry Context
Impact Analysis and Worker Implications
Broader Industry Trends in Aviation Ground Handling
Historical Context and Pandemic Impact
Economic and Market Implications
Regulatory and Legal Considerations
Future Outlook and Industry Transformation
Conclusion
FAQ
A: Unifi Aviation will lay off 379 contract workers, including assembly agents, drivers, warehouse staff, and managers, due to Delta Air Lines ending its commissary services contract.
A: The layoffs are scheduled to take effect on September 30, 2025.
A: Delta has not publicly provided detailed reasons, but the move aligns with broader industry trends toward vendor consolidation, operational restructuring, and potential shifts in service delivery models.
A: Under the WARN Act, workers are entitled to 60 days’ advance notice of mass layoffs. Legal investigations are ongoing to determine if Unifi met this requirement and whether workers are eligible for additional compensation.
A: The layoffs highlight vulnerabilities in aviation ground services, the challenges facing contract workers, and the need for effective workforce development and policy support as the industry evolves.
Photo Credit: The Spokesman Review – Montage
Airlines Strategy
Spirit Airlines to Cut $5B Debt, Exit Bankruptcy by Summer 2026
Spirit Airlines plans to reduce over $5 billion in debt and exit Chapter 11 bankruptcy by summer 2026 with a new fleet and premium product strategy.
This article is based on an official press release from Spirit Airlines and summarizes additional financial reporting on the restructuring process.
On February 24, 2026, Spirit Airlines announced it has reached an agreement in principle with its secured creditors to restructure its balance sheet and emerge from Chapter 11 bankruptcy. This development marks a pivotal moment for the ultra-low-cost carrier (ULCC), which returned to bankruptcy protection in August 2025, its second filing in less than a year.
According to the company’s official statement, the Restructuring Support Agreement (RSA) aims to reduce Spirit’s total debt load by more than $5 billion. The airline expects to exit Chapter 11 protection in late spring or early summer 2026 with a streamlined fleet and a revised business model focused on higher-value travel options.
In a press release regarding the agreement, Spirit Airlines President and CEO Dave Davis emphasized the necessity of the financial reset to ensure long-term viability. The carrier confirmed that operations will continue without interruption during the restructuring process, meaning tickets, flight credits, and loyalty points remain valid.
The agreement with Debtor-in-Possession (DIP) lenders and secured noteholders outlines a massive reduction in the airline’s financial obligations. Spirit projects that its total debt and lease obligations will drop from approximately $7.4 billion pre-filing to roughly $2.1 billion upon emergence.
A core component of the restructuring plan involves aggressively cutting fixed costs. Spirit announced it projects annual fleet costs to decrease by approximately $550 million, a reduction of nearly 65%. This savings will be achieved primarily through the rejection of expensive aircraft leases.
Specifically, the airline is moving to reject leases for newer Airbus A320neo aircraft. These models have been impacted by ongoing Pratt & Whitney engine issues, which have grounded portions of the fleet and driven up operational costs. Instead, Spirit intends to rely more heavily on its older, established fleet of Airbus A320ceo family aircraft to maintain schedule reliability.
Beyond the balance sheet, Spirit is implementing a strategic pivot away from its traditional “bare-bones” ULCC model. The airline is adopting a hybrid strategy designed to capture premium revenue while maintaining competitive fares. To compete more effectively with legacy carriers, Spirit is formalizing its premium seating options. According to details released regarding the “New Spirit” strategy, the airline is moving away from unbundled fares toward more inclusive packages:
The airline is also refining its network strategy. Spirit stated it will concentrate operations on high-demand routes and peak travel periods, such as weekends and holidays. Conversely, the carrier plans to aggressively cut off-peak flying, such as Tuesday and Wednesday departures, to maximize load factors and profitability.
This agreement follows a period of significant instability for the Florida-based carrier. Spirit first filed for Chapter 11 in November 2024 after a federal judge blocked a proposed $3.8 billion merger with JetBlue on antitrust grounds. Although Spirit emerged from that initial bankruptcy in March 2025, it struggled to stabilize its finances amid rising costs and engine-related groundings.
Subsequent merger talks with Frontier Airlines in late 2025 failed to produce a deal, leading to the second Chapter 11 filing in August 2025. Market data indicates that while Spirit’s stock remains delisted from the NYSE, shares on the OTC Pink market surged approximately 21% following the February 24 announcement, reflecting investor optimism regarding the debt reduction plan.
The decision to reject A320neo leases in favor of older A320ceo aircraft is a pragmatic but striking reversal for an airline that once touted having one of the youngest, most fuel-efficient fleets in the Americas. While this move resolves immediate cash-flow issues related to expensive leases and engine maintenance, it may raise long-term fuel cost questions.
Furthermore, Spirit’s pivot to a “premium value” model places it in direct competition with the “Basic Economy” products of legacy giants like Delta and United. Success will depend on whether Spirit can deliver a reliable premium experience that justifies the price point, overcoming a brand reputation historically built on stripped-down service.
Will my Spirit Airlines ticket still work? When will Spirit exit bankruptcy? What is happening to the “Big Front Seat”?
Spirit Airlines Secures Agreement to Slash Over $5 Billion in Debt, Targets Summer 2026 Emergence
Financial Reset: The Terms of the Deal
Cost Structure and Fleet Rationalization
The “New Spirit”: Operational and Product Strategy
Premium Product Expansion
Network Optimization
Context: A Turbulent Path to Restructuring
AirPro News Analysis
Frequently Asked Questions
Yes. Spirit has confirmed that operations will continue normally. All tickets, credits, and loyalty points remain valid.
The company anticipates emerging from Chapter 11 protection in late spring or early summer 2026.
The “Big Front Seat” is being rebranded as part of the “Spirit First” package, which now includes additional perks like free Wi-Fi and complimentary snacks and drinks.Sources
Photo Credit: Spirit Airlines
Airlines Strategy
Brazil Proposes Easier Access to $765 Million Aviation Fund
Brazil plans to ease airline access to the $765 million National Civil Aviation Fund by expanding fund use and revising financing and regional flight rules.
This article summarizes reporting by Reuters and Marcela Ayres.
The Brazilian government is taking steps to unlock billions in credit for the country’s major Airlines, responding to industry calls for more flexible financing terms. According to reporting by Reuters, Brazil’s Ports and Airports Minister Silvio Costa Filho has formally requested that the Finance Ministry relax the strict conditions currently attached to the National Civil Aviation Fund (FNAC).
The fund, which holds approximately 4 billion reais ($764.76 million) in available credit, is intended to support the aviation sector’s recovery and modernization. However, uptake has been slow due to restrictive requirements. The proposed changes aim to make these resources more accessible to carriers like Azul, Gol, and LATAM, which are navigating a complex post-pandemic financial landscape.
In a letter sent to Finance Minister Fernando Haddad on February 13, 2026, Minister Costa Filho outlined three primary adjustments designed to make the credit lines viable for airlines. Reuters reports that these changes focus on expanding how funds can be used and adjusting the obligations airlines must meet in return.
Currently, FNAC loans are largely restricted to the purchase of Commercial-Aircraft, engines, and parts. The new proposal seeks to broaden this scope significantly. Under the requested rules, airlines would be permitted to use the funds for working capital, MRO, pilot training, and education programs for aviation workers. This shift addresses the immediate liquidity needs of carriers, allowing them to fund daily operations rather than solely capital expenditures.
The proposal also seeks to increase the government’s participation in Investments aircraft acquisitions.
“The proposal includes increasing the financing cap to 30% of an aircraft’s value, up from the current 10% limit.”
, Summarized from Reuters reporting
To qualify for FNAC loans, airlines are currently required to increase flights to the Amazon and Northeast regions by 30%. The Ministry has proposed lowering this mandatory increase to 15% relative to pre-financing levels. Alternatively, airlines could meet the requirement if 17.5% of their total yearly departures serve these specific regions. This adjustment aims to balance the government’s goal of regional integration with the commercial realities faced by the airlines. The push to loosen credit conditions comes as Brazil’s major carriers work to stabilize their balance sheets following years of financial turbulence. The National Bank for Economic and Social Development (BNDES), which acts as the financial agent for the fund, offers interest rates estimated between 6.5% and 7.5% annually, terms significantly more favorable than private market rates in Brazil.
According to industry data summarized in the report, the major carriers are at different stages of financial restructuring:
The proposed changes to the FNAC represent a pragmatic pivot by the Brazilian government. While the initial framework prioritized aggressive regional expansion and strict capital expenditure, the low uptake suggested a mismatch between policy goals and airline capabilities. By allowing funds to be used for working capital and maintenance, often the most pressing cash drains for recovering airlines, the government is acknowledging that a healthy airline sector is a prerequisite for achieving broader connectivity goals.
Furthermore, increasing the financing cap to 30% is a clear strategic move to support Embraer. If airlines can finance nearly a third of a new E2 jet through low-interest government loans, the value proposition for buying Brazilian-made aircraft improves significantly against foreign competitors.
Brazil Moves to Ease Airline Access to $765 Million Aviation Fund
Proposed Regulatory Adjustments
Expanding Use of Funds
Increasing Financing Limits
Revising Regional Obligations
Industry Context and Financial Health
AirPro News Analysis
Sources
Photo Credit: Ueslei Marcelino – Reuters
Airlines Strategy
United Airlines Updates MileagePlus Program Favoring Cardholders
United Airlines overhauls MileagePlus with higher rewards for credit cardholders and reduced benefits for others starting April 2026.
This article is based on an official press release from United Airlines.
United Airlines has announced a comprehensive restructuring of its MileagePlus loyalty program, marking a significant shift in how the airline rewards travelers. Effective for tickets purchased on or after April 2, 2026, the changes create a distinct “two-tier” system that heavily favors co-branded credit cardholders while reducing benefits for those who do not hold a United Chase card.
According to the airline’s announcement, the new structure is designed to give travelers “three new reasons” to acquire and use a United MileagePlus credit or debit card. These incentives include increased mileage earning rates, exclusive discounts on award travel, and expanded access to premium cabin inventory.
However, these enhancements come at a cost for general members. Travelers without a co-branded card will see their mileage earning rates decrease significantly, and earning miles on Basic Economy fares will be eliminated entirely for non-cardholders without Premier status.
The most immediate change is the bifurcation of mileage earning rates based on credit card ownership. United is moving away from a uniform earning chart to one that rewards cardholders with higher multipliers on flight spend.
Under the new system, primary cardholders will earn miles at an accelerated rate compared to the previous standard. The new base earn rates for cardholders flying on United are:
In addition to these base rates, cardholders earn a “payment bonus” when using their specific card to book the ticket. For example, the United Club Card now earns an extra 5 miles per dollar on United purchases, meaning a Premier 1K member could earn up to 17 miles per dollar total.
To balance the increased rewards for cardholders, United is reducing the earn rates for members who do not hold a qualifying card. The new rates represent a reduction of up to 40% for some tiers:
Beyond earning mechanics, United is introducing new redemption benefits exclusive to cardholders. According to the press release, these changes are intended to make miles more valuable for those invested in the co-branded ecosystem.
Cardholders will now receive an automatic discount on United and United Express award tickets. This discount applies to the mileage portion of the fare: Perhaps the most significant upgrade for frequent flyers is the expansion of Saver Award availability. United stated that cardholders will now have access to Saver Award inventory in United Polaris Business Class. Previously, this expanded availability was a perk reserved strictly for high-tier Premier Platinum and 1K elites. This change allows cardholders to combine better availability with the 10-15% discount, potentially lowering the cost of a business class seat from 80,000 miles to approximately 68,000 miles.
United is also tightening restrictions on its lowest fare class. For tickets purchased on or after April 2, 2026, non-cardholders who do not possess Premier status will earn zero miles on Basic Economy tickets. While cardholders will continue to earn miles on these fares, the rate will be reduced compared to standard economy tickets.
This move aligns United with competitors like Delta Air Lines and American Airlines, both of which have previously removed mileage earning from their most restrictive fare classes.
While premium cards like the United Explorer, Quest, and Club cards receive these benefits automatically, the entry-level United Gateway Card has a specific stipulation. According to the terms detailed in the announcement, Gateway cardholders must spend $10,000 in a calendar year on the card to unlock the higher earn rates and the 10% award discount. Failing to meet this threshold results in the cardholder being treated as a non-cardholder for these specific benefits.
This overhaul represents a definitive pivot in United’s loyalty strategy, explicitly positioning the MileagePlus program as a credit card rewards ecosystem first and a frequent flyer program second. By slashing earn rates for non-cardholders, particularly international travelers who cannot easily access US-issued Chase cards, United is signaling that flying alone is no longer sufficient to earn meaningful rewards.
The strategy mirrors broader industry trends where airlines generate substantial profit from selling miles to banks rather than flying passengers. While the devaluation for the casual traveler is steep, the value proposition for the “United Loyalist”, someone who holds a premium card and flies regularly, has arguably improved. The ability to access Polaris Saver inventory without top-tier status is a powerful incentive that may drive significant card acquisitions.
Furthermore, United is technically “late” to the Basic Economy restriction. Delta removed earnings on these fares years ago, and American Airlines followed suit effective December 2025. United’s unique twist is using the credit card as a “key” to restore those earnings, creating a direct financial incentive to hold the card even for budget travelers.
When do these changes take effect? Do I lose miles I have already earned? What if I have a United card but don’t use it to pay for the flight? Does this affect international members? Sources: United Airlines Press Release, Chase.com
United Airlines Overhauls MileagePlus: Major Boost for Cardholders, Cuts for Everyone Else
A New “Two-Tier” Earning Structure
Increased Rates for Cardholders
Devaluation for Non-Cardholders
Exclusive Award Discounts and Inventory
Automatic Redemptions Discounts
Expanded Saver Award Access
The Basic Economy Restriction
The “No-Fee” Card Caveat
AirPro News Analysis
Frequently Asked Questions
The new rules apply to tickets purchased on or after April 2, 2026.
No. Your existing mileage balance remains safe. The changes only affect how you earn miles on future flights and how many miles are required for future redemptions (via the new discounts).
You will still earn the “Cardholder Base Rate” (e.g., 6 miles/$ for a General Member) just for holding the card and linking it to your account. However, you will miss out on the additional “payment bonus” (3-5 miles/$) awarded for charging the ticket to the card.
Yes. International members who cannot apply for US-based United credit cards will be subject to the lower non-cardholder earn rates (3-9 miles/$), effectively devaluing the program for them by roughly 40%.
Photo Credit: United Airlines
-
Regulations & Safety4 days agoGreen Taxi Aerospace Gains FAA Approval for Electric Taxi System
-
Regulations & Safety6 days agoSingapore Airlines A350 Collides with Spirit Airlines Jet at Newark Airport
-
Technology & Innovation6 days agoRTX Hybrid-Electric Plane Demonstrator Completes Key Ground Test
-
Regulations & Safety3 days agoUnited Airlines Plane Collides with Deicing Truck at Denver Airport
-
Regulations & Safety3 days agoNTSB Finds No Mechanical Failure in Bangor Challenger 600 Crash