Commercial Aviation
Wizz Air Plans to End Engine Groundings by 2027 Amid Pratt Whitney Crisis
Wizz Air targets 2027 to resolve engine groundings caused by Pratt & Whitney GTF issues, impacting operations and finances across the aviation sector.
Wizz Air’s announcement that it expects to end engine-related aircraft groundings by the end of 2027 marks a critical juncture in the airline’s ongoing struggle with a manufacturing crisis that has disrupted the global aviation industry. The statement from Chief Financial Officer Ian Malin signals both hope and realism in the face of persistent issues with Pratt & Whitney’s geared turbofan (GTF) engines, which have grounded hundreds of aircraft worldwide. The root cause, defective engine components produced with contaminated powdered metal, has forced airlines to overhaul operational strategies, fleet management, and financial planning, while also prompting a broader industry reckoning with supply chain risks and maintenance practices.
The implications of this crisis are far-reaching. Airlines have been compelled to adapt quickly, manufacturers are under pressure to restore confidence and operational reliability, and the competitive dynamics within the commercial aviation sector have shifted. As Wizz Air and its peers navigate these challenges, the industry is witnessing an accelerated evolution in maintenance practices, risk management, and customer support frameworks. Understanding the genesis, scale, and ongoing response to the GTF engine crisis is essential for grasping its impact and the path to eventual resolution.
The Pratt & Whitney PW1000G geared turbofan engine was introduced as a breakthrough in aviation technology, promising significant improvements in fuel efficiency and noise reduction. However, a critical flaw was discovered: contaminated powdered metal used in manufacturing certain engine components between late 2015 and 2021. This contamination resulted in microscopic defects, particularly in the high-pressure turbine disks, which could develop into dangerous cracks and potentially cause uncontained engine failures.
The full extent of the problem became apparent in 2023, when Pratt & Whitney expanded its recall to include all 3,000 PW1100G engines in service globally. These engines power a substantial portion of the Airbus A320neo family, creating a ripple effect across airlines that rely on this aircraft type. The recall required lengthy inspections, each taking up to 300 days, and led to an average of 350 aircraft being grounded at any given time through at least 2026, with the highest concentration of groundings in early 2024.
Financially, the crisis has been monumental. RTX, Pratt & Whitney’s parent company, estimates the total cost, including unscheduled work, replacement parts, and operator compensation, at $6 to $7 billion. RTX itself expects to pay $2.9 billion in compensation to affected customers, reflecting the scale and complexity of the recall. These costs represent one of the largest product recall events in aerospace history and have had a material impact on both manufacturers and operators.
“The recall’s magnitude is unprecedented, requiring inspections that take between 250 to 300 days to complete, leading to an average of 350 airplanes being grounded through 2026.”
Wizz Air stands out as one of the most affected airlines, with its operational model and fleet composition making it particularly vulnerable to the GTF engine disruption. As of mid-2024, the airline had 41 aircraft grounded due to engine issues, approximately 15% of its total fleet. Although this number has since declined to 38, it remains a significant operational constraint, especially for a carrier built on high utilization and rapid growth.
To mitigate the disruption, Wizz Air has doubled its spare engine pool and overhauled maintenance cycles. The airline has also shifted its approach to fleet planning, emphasizing tighter collaboration with Pratt & Whitney and more predictive, data-driven maintenance strategies. These adjustments have exposed structural weaknesses in the engine aftermarket and placed additional pressure on both internal and external maintenance resources.
The financial impact has been severe. For the year ending March 2025, Wizz Air reported a 41.5% year-over-year drop in net profit to €213.9 million, while operating profit fell by 62% to €167.5 million. Despite a modest rise in annual revenues to €5.3 billion, non-fuel unit costs surged nearly 20%, largely due to increased maintenance, repair, and material expenses. The crisis has also forced Wizz Air to reduce its annual passenger growth target and delay new aircraft deliveries, constraining both its short-term flexibility and long-term expansion plans. Wizz Air has responded to the crisis by fundamentally rethinking its network and fleet strategy. The airline recently exited the Abu Dhabi market, citing geopolitical risks and environmental factors that worsen engine wear. Aircraft previously based in Abu Dhabi have been redeployed to European routes, while older A320ceo models are being parked during off-peak periods to conserve maintenance resources.
This strategic shift reflects a broader move toward maintenance flexibility and risk mitigation. By pausing utilization of older, less efficient aircraft, Wizz Air is prioritizing operational resilience over aggressive growth. The airline’s ability to rapidly adapt its network and fleet utilization has been tested, forcing a shift from opportunistic expansion to a more conservative, maintenance-driven approach.
The network restructuring has also affected Wizz Air’s competitive positioning. Reduced operational flexibility has limited the airline’s ability to capitalize on new market opportunities, a key advantage for low-cost carriers. Instead, Wizz Air is now dependent on the timely completion of engine repairs and long-term planning with manufacturers and maintenance partners.
“The airline has been compelled to double its spare engine pool and reconfigure maintenance cycles, creating mounting pressure on internal planning and third-party maintenance, repair, and overhaul partners.”
The ongoing engine crisis has placed significant strain on Wizz Air’s financial position and creditworthiness. In July 2025, Fitch downgraded the airline’s credit rating from BB+ to BB, citing weaker operating performance as a direct result of the engine issues. Despite some revenue growth, the airline’s profitability and cost structure have been fundamentally altered by increased maintenance expenses and lost capacity.
Other airlines have faced similar challenges. Spirit Airlines, for example, has negotiated compensation agreements with Pratt & Whitney, including monthly credits through 2025. These arrangements provide some financial relief but require airlines to release further claims, locking in both parties to a defined compensation structure while the repair program continues.
For manufacturers, the crisis has forced accelerated investment in maintenance, repair, and overhaul (MRO) capacity and technological innovation to reduce repair times. RTX has expanded its MRO network, including new partnerships with Delta TechOps and MTU Aero Engines, and is deploying additive manufacturing techniques to speed up repairs and reduce costs.
The GTF engine crisis has affected airlines worldwide, not just Wizz Air. Spirit Airlines has seen up to 30% of its A320neo-family fleet grounded, while Indian carrier GoFirst suspended operations and filed for bankruptcy, directly attributing its collapse to engine reliability problems. Swiss and Air Baltic have also grounded portions of their A220 fleets due to related engine issues, and EgyptAir sold its entire A220-300 fleet because of persistent reliability challenges.
The technical challenges stem from both the contaminated powdered metal issue and other design flaws. The GTF engine’s innovative geared design enables higher efficiency and lower noise but also introduces new failure modes. In addition to the powdered metal contamination, earlier problems included knife edge seal failures and excessive corrosion in high-pressure compressor components, further complicating maintenance and reliability. Pratt & Whitney’s response has included a comprehensive fleet management plan, expanded MRO capacity, and significant investment in new repair technologies. The company’s compensation framework, valued at $6–7 billion, is one of the largest in aerospace history and includes direct payments, credits, and support to affected airlines. These measures aim to restore operational reliability and rebuild customer confidence, but the resolution timeline extends into 2027, with ongoing risks and uncertainties.
“The crisis has accelerated broader industry trends toward maintenance digitization and predictive analytics. Airlines are investing heavily in data-driven maintenance approaches and closer collaboration with engine manufacturers.”
The path to recovery will be gradual. Wizz Air’s goal of ending engine-related groundings by 2027 is ambitious but reflects the current pace of repairs and capacity expansion. As of early 2024, the number of grounded aircraft industry-wide peaked at around 650 before stabilizing at 300–350, where it is expected to remain until 2026. Pratt & Whitney has reported a modest improvement in engine turnaround times, but the repair backlog remains substantial.
Looking ahead, the crisis is likely to influence engine selection, fleet planning, and risk management strategies for years to come. Airlines may prioritize supply chain diversity and avoid overreliance on single-source engine suppliers. Meanwhile, the adoption of predictive maintenance and advanced repair technologies could improve long-term operational resilience and efficiency. The experience has also underscored the importance of robust quality control in aerospace manufacturing and the potential consequences of supply chain lapses.
The Pratt & Whitney GTF engine crisis stands as a defining challenge for the aviation industry, highlighting vulnerabilities in manufacturing, maintenance, and supply chain management. Wizz Air’s projection that it will resolve engine-related groundings by 2027 provides a roadmap for recovery, but the journey involves ongoing operational, financial, and strategic adjustments. The crisis has forced airlines to rethink growth strategies, invest in maintenance capabilities, and collaborate more closely with manufacturers.
Ultimately, the lessons learned from this episode will shape the future of aircraft design, manufacturing standards, and airline operations. While the costs have been high, both financially and operationally, the industry’s response demonstrates resilience and a commitment to safety and reliability. As the sector moves forward, the innovations and adaptations born out of necessity may yield long-term benefits, strengthening the foundations of global aviation.
What caused the Pratt & Whitney GTF engine crisis? How has Wizz Air been affected by the engine issues? When is the crisis expected to be resolved? What compensation have airlines received? What are the broader industry implications? Sources:
Wizz Air Aims to End Engine-Related Groundings by 2027 Amid Ongoing Pratt & Whitney Turbofan Crisis
The Genesis and Scale of the Pratt & Whitney GTF Crisis
Wizz Air’s Operational and Financial Challenges
Strategic Pivots and Network Restructuring
Financial Performance and Credit Implications
Industry-Wide Impact and Technical Details
Future Outlook and Industry Implications
Conclusion
FAQ
The crisis was caused by contaminated powdered metal used in manufacturing engine components between 2015 and 2021, leading to microscopic defects and potential engine failures.
Wizz Air has had up to 41 aircraft grounded, representing about 15% of its fleet, and has faced significant financial and operational challenges, including reduced profitability and delayed growth plans.
Wizz Air’s CFO has stated the airline aims to resolve all engine-related groundings by the end of 2027, though this timeline depends on ongoing repair and maintenance efforts.
Affected airlines have received compensation agreements from Pratt & Whitney and RTX, including direct payments, credits, and other financial support, with the total compensation framework valued at $6–7 billion.
The crisis has prompted airlines to reassess their maintenance strategies, diversify engine sourcing, and invest in predictive maintenance and advanced repair technologies.
Reuters
Photo Credit: Arpingstone
Route Development
Miami International Airport Launches First Wait n Rest Sleep Rooms in North America
Miami International Airport opens North America’s first Wait n’ Rest sleep rooms with luxury suites and flexible pricing starting at $40 for 60 minutes.
This article is based on an official press release from Miami International Airport.
Miami International Airport (MIA) has officially opened the first Wait n’ Rest sleep rooms in North America, marking a significant upgrade to its passenger amenities. According to a press release from the airport, the new facility is located in Concourse D and represents only the second Wait n’ Rest location globally.
The introduction of these luxury sleep suites aims to provide travelers with a quiet, private space to recharge during long layovers or demanding travel schedules. We note that this development aligns with a broader industry trend of airports transforming from mere transit hubs into comprehensive lifestyle environments.
The newly opened Wait n’ Rest facility features 15 luxury sleep rooms designed to accommodate between one and four guests. The airport’s official statement highlights that each suite is equipped with hotel-level bedding, in-room touchscreen entertainment, and information monitors. Guests also have access to private showers, fresh towels, and a curated selection of food and beverages.
Technology plays a central role in the guest experience. Passengers can control their room environment and order refreshments directly from the in-room touchscreens, creating a seamless and self-guided stay tailored to modern travel habits.
Pricing for the sleep rooms is structured to accommodate various layover lengths and group sizes. According to the press release, short stays start at $40 for a 60-minute session for a single guest. Rates scale up based on occupancy, reaching $55 for two guests, $70 for three guests, and $85 for four guests. For travelers needing a longer rest, an eight-hour overnight package is available, starting at $200 for one guest and capping at $245 for four guests.
Following the launch in Concourse D, MIA and Wait n’ Rest are already planning further expansion within the airport. A second location is scheduled to open in Concourse H this summer, providing even more passengers with access to these premium rest facilities.
Miami-Dade County Mayor Daniella Levine Cava praised the new addition in the official release, highlighting the convenience it brings to the transit hub: “Thanks to Wait n’ Rest, finding a comfortable, convenient place to get refreshed, recharged, and rejuvenated while traveling through MIA just got much easier. I am proud to welcome the first Wait n’ Rest location in North America to Miami-Dade County.”
Wait n’ Rest Founder and CEO Duilio Sanguineti emphasized the changing nature of air travel, stating in the release that modern travelers demand comfort, privacy, and intentional experiences beyond basic efficiency.
The integration of Wait n’ Rest at MIA underscores a growing competitive advantage for major international hubs. As passenger volumes increase and layovers become a standard part of global transit, airports that offer premium, accessible rest options are better positioned to capture high-value travelers. MIA’s recent accolades, including being named the most-improved mega airport in North America for customer satisfaction by J.D. Power in 2025, suggest that investments in passenger experience are yielding tangible reputational benefits. The tiered pricing model also makes this amenity accessible to a broader range of travelers compared to traditional, exclusive airport lounges.
Where are the Wait n’ Rest sleep rooms located at MIA? How much does it cost to rent a sleep room? What amenities are included?
Premium Comfort for Transit Passengers
Suite Features and Technology
Flexible Booking Options
Future Growth and Airport Enhancements
Concourse H Location Planned
AirPro News analysis
Frequently Asked Questions
The first location is currently open in Concourse D. A second location is planned for Concourse H this summer.
Rates start at $40 for a 60-minute stay for one guest. An eight-hour overnight package begins at $200 for a single guest. Prices increase slightly for additional guests, up to a maximum of four people per room.
Guests have access to luxury bedding, in-room touchscreen monitors, private showers, fresh towels, and a selection of snacks and beverages.
Sources
Photo Credit: Miami Airport
Aircraft Orders & Deliveries
Boeing 737 MAX Delivery Delays in Q1 Due to Wiring Flaws
Boeing delays Q1 737 MAX deliveries due to wiring scratches from machining error but maintains 2026 delivery target of 500 jets.
This article summarizes reporting by The Wall Street Journal and journalist Drew FitzGerald, as well as confirmation by Reuters. The original WSJ report is paywalled; this article summarizes publicly available elements and public remarks.
Boeing is navigating a fresh production hurdle this week after disclosing that first-quarter deliveries of its 737 MAX aircraft will be delayed. The slowdown is attributed to newly discovered wiring flaws on undelivered jets. The issue, which was first brought to light in a report by The Wall Street Journal and subsequently confirmed by Reuters, involves minor damage to electrical components caused during the manufacturing process.
Despite the immediate impact on March and first-quarter delivery schedules, Boeing has assured customers and regulators that the defect does not compromise the safety of 737 MAX airplanes currently in active service. The aerospace manufacturer also maintains that its long-term delivery targets for the year remain fully intact, providing a measure of stability for airline fleets awaiting new aircraft.
This development arrives at a critical juncture for Boeing. Under the leadership of CEO Kelly Ortberg, the company has been working aggressively to rehabilitate its production quality and global reputation following a series of high-profile manufacturing deviations. We look at the specifics of the wiring issue, the projected impact on Boeing’s assembly lines, and how the market is responding to the latest supply chain friction.
According to reporting by Reuters, Boeing identified what it described as “small scratches” on the wiring of a specific batch of undelivered 737 MAX airframes. The company traced the root cause of these scratches to a “machining error.” At this time, Boeing has not publicly clarified whether this specific machining error occurred within its own internal manufacturing facilities or originated from a third-party supplier.
To rectify the issue, Boeing is currently executing rework procedures on the affected planes before they can be handed over to customers. The timeline for these repairs appears to be relatively brief.
A company spokesperson stated that the necessary repairs can be completed in a “matter of days” for each plane, according to Reuters.
While the rework will undeniably slow down the pace of deliveries for March and the broader first quarter of 2026, Boeing’s annual projections remain unchanged. As reported by Reuters, the company still expects to meet its full-year goal of delivering approximately 500 of the narrow-body 737 MAX jets to its global customer base.
Furthermore, the assembly of new aircraft has not been halted. Production of the 737 MAX continues uninterrupted at a rate of 42 jets per month. Boeing has outlined ambitious expansion plans for later this year, intending to increase that rate to 47 jets per month. To facilitate this growth, the company is scheduled to open a fourth 737 assembly line at its Everett, Washington facility this summer. Long-term corporate data indicates a target production rate of 63 jets per month within the next few years. The news of the wiring delay contrasts sharply with highly positive delivery metrics Boeing reported just weeks prior. According to official Boeing corporate data cited by Reuters, the manufacturer delivered 51 commercial jets in February 2026. This achievement marks the highest delivery total for the month of February since 2018, representing a significant increase from the 46 jets delivered in January 2026.
Of the 51 aircraft delivered in February, 43 were 737 MAX models. These strong delivery figures underscore the robust demand for the narrow-body jet, with Boeing reporting a massive backlog of 6,741 unfilled orders as of February 28, 2026.
Boeing has proactively notified both its airline customers and the Federal Aviation Administration (FAA) regarding the scratched wiring. As of Tuesday, the FAA had not issued any immediate public directives or comments regarding this specific machining error. However, the broader regulatory environment remains stringent. Boeing has operated under intense FAA oversight and strict production caps since a midair door plug blowout on a 737 MAX 9 in January 2024, an event that triggered sweeping audits of the company’s quality control protocols.
Financial markets reacted swiftly to the initial news. Following The Wall Street Journal’s report on the morning of March 10, Boeing shares (NYSE: BA) dropped by more more than 3%. The stock managed to recover approximately half of that decline later in the trading session, as investors processed the short-term nature of the repairs and the reaffirmation of the 500-jet annual delivery target.
We observe that while any production delay is a frustration for Boeing and its customers, the transparency and speed of the response here are notable. The distinction between a systemic, fleet-wide design flaw and a localized machining error on undelivered airframes is vital context. Because the fix requires only a few days per aircraft and does not impact planes currently in the sky, this event registers as a minor operational hurdle rather than a fundamental grounding crisis. Nevertheless, in the post-2024 regulatory climate, every manufacturing deviation at Boeing is heavily scrutinized, meaning CEO Kelly Ortberg’s margin for error remains incredibly thin as he works to scale up production at the Everett plant.
Yes. Boeing has explicitly stated that all 737 MAX airplanes currently in active service are unaffected by this specific machining error and can continue to operate safely.
No. Despite the slowdown in first-quarter deliveries, Boeing still expects to meet its full-year goal of delivering approximately 500 of the 737 MAX jets in 2026, according to company statements provided to Reuters.
The issue was caused by a “machining error” that resulted in small scratches on the wiring of certain undelivered aircraft. Boeing is currently reworking these specific planes to resolve the defect. Sources: Reuters, The Wall Street Journal
Boeing 737 MAX Deliveries Face Q1 Delays Due to Wiring Flaws
Understanding the Wiring Defect
Root Cause and Repair Timeline
Impact on 2026 Delivery Goals
Recent Milestones and Regulatory Context
February Delivery Highs
Regulatory Oversight and Market Reaction
AirPro News analysis
Frequently Asked Questions
Are current 737 MAX flights safe?
Will this affect Boeing’s annual delivery target?
What caused the wiring issue?
Photo Credit: Boeing
Route Development
Trump Administration Advances Washington Dulles Airport Rebuild Plans
Federal officials push to accelerate Washington Dulles Airport modernization, involving United Airlines and private firms in redesign proposals.
This article summarizes reporting by Reuters. Additional context and data are provided via comprehensive industry research.
The Trump administration is actively engaging in discussions to execute a massive overhaul of Washington Dulles International Airports (IAD). According to reporting by Reuters, officials have confirmed that ongoing talks aim to reach a consensus on rebuilding the primary international gateway for the Washington region.
Driven by President Donald Trump and Transportation Secretary Sean P. Duffy, the initiative seeks to replace aging infrastructure, most notably the airport’s legacy “mobile lounges”, and accelerate modernization. While the Metropolitan Washington Airports Authority (MWAA) currently operates the facility, federal officials have reportedly deemed the local authority’s timeline too slow, prompting high-level federal intervention to expedite the multi-billion-dollar project.
The push to rebuild Dulles was formally announced in December 2025 during a White House Cabinet meeting. Industry reports note that President Trump criticized the facility’s current state while praising its iconic main terminal, designed by Finnish-American architect Eero Saarinen.
“It should be a great airport, and it’s not a good airport at all. It’s a terrible airport.” Following this announcement, Transportation Secretary Sean P. Duffy issued a Request for Information (RFI) to solicit design, financing, and construction concepts from private developers. Duffy emphasized the need to complete the project cost-effectively and rapidly.
Recent developments indicate that these efforts are accelerating. On March 9, 2026, Deputy Transportation Secretary Steve Bradbury confirmed at an industry forum that the U.S. Department of Transportation (USDOT) and MWAA are working to find a consensus on the project’s path forward.
Anchor Airlines hold significant sway over airport redesigns, as their operational needs dictate infrastructure requirements. On February 25, 2026, President Trump held a meeting regarding the airport’s future that included United Airlines CEO Scott Kirby. Industry data shows that United Airlines is a critical stakeholder, accounting for nearly 70 percent of passenger traffic at Dulles.
Throughout February 2026, the Oval Office also hosted executives from major infrastructure and construction firms, such as AECOM, to pitch proposals for redesigning the airport’s layout, building new terminals, and eliminating the legacy shuttle system. Dulles sits on federal land with the USDOT holding the property title, but operational responsibility lies with the MWAA. This arrangement is governed by a lease originally signed in 1987 and recently extended in 2024 through the year 2100.
The airport handled a record 29 million passengers in 2025. However, it has faced long-standing criticism for its reliance on mobile lounges to transport passengers between the main terminal and distant concourses. Scrutiny of these vehicles intensified after a November 2025 crash injured 18 people.
MWAA has its own modernization efforts underway, including the construction of a new 14-gate Concourse E. The authority also plans to phase out the mobile lounges over the next 15 to 20 years at an estimated cost of $160 million.
The Trump administration has publicly stated that this 15-to-20-year timeline is insufficient. In response to ongoing scrutiny, MWAA President and CEO John Potter has defended the airport’s current trajectory, noting in public remarks that the facility has made significant progress over the past decade.
Following the USDOT’s RFI, several ambitious proposals were submitted by private entities in January 2026. These pitches highlight a growing trend of utilizing Public-Private Partnerships (P3) to expedite massive federal infrastructure projects without waiting for traditional congressional funding.
According to industry research, Ironbridge P3 Infrastructure proposed a $35 billion to $55 billion project that would preserve the historic Saarinen main terminal as a national aviation museum and VIP terminal, shifting actual airport operations to a brand-new complex. Another joint venture, TRUMP Airports (formed by Fengate Capital Management and AltitudeX Aviation Group), suggested adding a dedicated “Head of State Terminal” and replacing mobile lounges with a fully connected train system powered by a new microgrid.
Additionally, Glydways proposed an autonomous, battery-electric shuttle system running in tunnels to replace the legacy people movers, specifically extending to United Airlines’ Concourse D.
The sudden federal focus on Dulles has drawn mixed reactions from industry experts and preservationists. Aviation infrastructure expert Sheldon H. Jacobson questioned the initiative, calling it a “head-scratcher” and suggesting that funding might be better allocated to updating the nation’s aging air traffic control equipment. Architectural preservationists, including the Art Deco Society of Washington, have urged the USDOT to protect the historic Eero Saarinen main terminal. They advocate that the architectural masterpiece must not be demolished, warning against a repeat of the destruction of New York’s original Penn Station.
We observe that the dynamic between the federal government and the local operating authority provides a compelling narrative regarding who ultimately controls the future of the capital’s primary international gateway. The heavy involvement of private infrastructure firms and anchor carriers like United Airlines underscores a shift toward leveraging private sector innovation to bypass slower, traditional funding routes.
Furthermore, the initiative aligns with President Trump’s Executive Order 14344, signed in August 2025, which mandates specific aesthetic standards for federal public buildings. How these aesthetic mandates will blend with the functional requirements of a modern, high-capacity international airport remains a critical area to watch as consensus talks proceed between the USDOT and MWAA.
Who currently operates Washington Dulles International Airport? Why is the federal government intervening in the airport’s redesign? What are the proposed alternatives to the current mobile lounges? Sources: Reuters
Federal Push for Rapid Modernization
, President Donald Trump, December 2025 (according to industry reports)
Airline and Private Sector Involvement
The Current State of Dulles and MWAA’s Role
Existing Local Plans vs. Federal Ambitions
Proposed Redesigns and Private Sector Concepts
Expert Opinions and Preservation Concerns
AirPro News analysis
Frequently Asked Questions (FAQ)
The Metropolitan Washington Airports Authority (MWAA) operates the airport under a lease with the federal government that extends through the year 2100.
The Trump administration believes MWAA’s timeline for modernization, specifically the 15-to-20-year plan to phase out legacy mobile lounges, is too slow and seeks to accelerate the rebuild using private sector partnerships.
Private firms have pitched various solutions, including fully connected train systems, autonomous battery-electric shuttles running in tunnels, and entirely new terminal layouts.
Photo Credit: FAA
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