Inside the Aviation Industry Mafia / When Commercial Profit Overrides Flight Safety!

After four years of extended deadlines and repeated warnings about the risk of engine blade fractures, the Civil Aviation Organization has barred MD aircraft subject to the flight eligibility directive from continuing to fly. Although the decision may affect domestic flight capacity, it once again brings the safety of the aircraft fleet and the cost of delays in implementing technical requirements into focus.

Marjan Ahmadi: The story of stopping the flight of MD planes in Iran started with a technical warning about the engines of these planes. A warning that gradually became one of the important regulatory challenges in the country's aviation industry.

The main issue was the frequent breakage of JT8D-200 engine blades and the need to replace some parts to prevent more serious failures. An issue that finally led the Civil Aviation Organization to make a strict decision about the continuation of this fleet.

The root of this story goes back to 2021; When following the repeated broken blades of JT8D-200 engines, the competent authority of the country of manufacture issued an airworthiness directive (AD) to reduce the likelihood of similar incidents. Further, in 2023, replacement of the blades of the third and fourth stages of the engine with new parts produced during overhaul or workshop visit of the engine (Shop Visit) was proposed as a requirement.

The purpose of this instruction was not to simply replace a few parts; Rather, it sought to prevent the failure of parts, reduce the possibility of severe damage to the engine, and prevent accidents caused by the loss of engine reliability during flight.

four-year deadline; Why was the implementation of the directive delayed?

In 1400, the Civil Aviation Organization announced the requirement for MD planes in the form of flight qualification instructions to airlines and continued to emphasize its implementation.

However, the full implementation of the requirements within the set deadline faced obstacles that, according to the companies involved, were mainly due to the restrictions caused by the embargo, the limited capacity of the manufacturer to produce parts, the difficulty of accessing the official supply chain, and the complexity of the internal manufacturing technology of the parts.

The manufacture of these parts, in addition to specialized technical knowledge, requires numerous metallurgical tests and durability checks; An issue that turns the supply of replacement parts into a time-consuming process. However, the main issue was highlighted where the repeated requests to extend the deadline for the implementation of the directive became part of the multi-year process of this case, instead of finally solving the problem.

From March 1402 to June 1405, airlines and repair centers requested to extend the deadline for the implementation of the directive eight times. The implementation deadline was also postponed in several stages and companies were given time to complete the technical requirements.

In the meantime, the Civil Aviation Organization considered a series of alternative measures for risk management during the extension period; From intensifying technical inspections and reducing the distance between them to continuous monitoring of engine performance, applying operational restrictions according to the conditions of the aircraft, reducing the maximum take-off weight by five tons, and limiting flights during the hot hours of the day in the summer season.

However, all these measures were temporary in nature and could not replace the permanent replacement of the desired parts.

Finally, in 2025, the manufacturing company emphasized the end of relying on alternative solutions and the necessity of fully implementing the flight qualification instructions. In the same framework, the Civil Aviation Organization, citing international requirements, increasing the life of the fleet, the trend of events related to MD engines and limiting the manufacturer's technical support, assessed the continued operation of the included aircraft as high risk without implementing the technical requirements.

Finally, 31 Shahrivar 1405 was announced as the deadline for the implementation of the directive; After the deadline, the civil aviation organization prevented the flights of the affected planes from continuing.

On the other hand, airlines and repair centers still wanted more time to implement the requirements, pointing to the restrictions caused by the embargo and war conditions. However, the position announced by the Civil Aviation Organization is based on the fact that economic difficulties and the provision of parts do not remove the responsibility of meeting safety requirements from the shoulders of operators and responsible institutions.

Based on this, it will be possible to continue the operation of the affected aircraft only after the full implementation of the instructions and the replacement of the specified parts.

36 incidents related to MD engines in 6 years!

According to statistics and information, since 1400, 36 air accidents related to the failure of JT8D-200 engines of MD planes have been recorded in Iran as follows.

This statistic highlights the importance of continuously checking the reliability of the engines in this fleet; However, to draw accurate conclusions about the risk process, it is necessary to consider the number of flights, engine operating hours, severity of events and their rate of occurrence.

Based on the same data, the highest number of reported flights with engine-related events are related to Iran Airtour with 10 cases and ATA with eight cases. Taban with five cases, Caspian, Chabahar and Kish with three cases each, Kish Air with two cases and Zagros and Flykish with one case each are in the declared list.

The share of MDs in the country's fleet, a limited number but a significant effect

On the other hand, out of a total of 357 airplanes at the disposal of Iranian airlines, 190 are active and 167 are inactive. From this collection, there are 53 MD aircraft, 41 of which are currently declared active.

These planes are owned by 12 airlines: Ata with 11 planes, Zagros with eight planes, Iran Airtour, Kish Air and Chabahar with 6 planes each, Caspian with five planes, Taban with three planes and Atlas, Flykish and Novin Air with two planes each. Ava and Ladd also have an MD car.

The same concentration of the fleet in a few companies shows that the stoppage of covered flights, although it does not include all the planes in the country, can have significant operational and economic consequences for the companies affiliated with this model.

According to estimates, the seat capacity of MD planes in the country is 7942 seats. It has also been announced that about 22% of the country's air transport capacity depends on these planes; A figure that, due to its importance in evaluating the effects of stopping flights, needs to be compared with the official statistics of seat capacity, number of flights and fleet utilization.

Cost is an important decision for the aviation industry

Stopping MD flights, along with the safety objective, can put significant pressure on flight scheduling. Possible consequences of this decision include reduced seat supply, increased probability of flight cancellations or reductions, limited coverage of some routes, and increased operational burden on replacement aircraft.

At the economic level, a decrease in the income of companies relying on this fleet, changes in the work schedule of employees, pressure on repair centers and an impact on other components of the aviation service chain can be predicted. However, the actual extent of these effects will depend on how quickly the lost capacity is replaced, the state of the fleet of other models and the ability of companies to adjust flight schedules.

In other words, the issue is not just stopping a number of planes; Rather, it is how to manage the transition from a limited and low-safety fleet to alternative capacity without causing widespread disruption to passengers.

Serious questions about maintenance economics

In addition to the issue of the implementation of the directive, there are serious questions about the economic structure of operating MD planes; including the economic motivation of using high-density aircraft, the role of maintenance companies affiliated with airlines, how to provide replacement parts, and the degree of independence and effectiveness of technical supervision.

Some criticisms also focus on the possibility of commercial interests taking precedence over safety requirements, the weakness of monitoring the quality of parts and repairs, providing unreliable information to decision-making bodies, and trying to extend the operation of these planes.

The footprints of the airline industry mafia in insisting on the continuation of flights

Continuing to import MD aircraft to Iran instead of other types of aircraft by airline companies due to the profit from the 180 seats of these aircraft and its quick return on investment, the creation of repair companies by the airline companies themselves, the increase in the number of MD flights despite the regulatory guidelines that lead to fatigue in the operation of the aircraft; It is only part of the operation of the airline industry mafia.

On the other hand, failure to properly implement the alternative methods of the "Flight Qualification Manual", specific communications of some airlines and charterers, and contamination of airline managers in order to obtain the necessary permits, providing false statistical information about the capability, health and operation of these aircraft to the regulatory authorities with the aim of operating this aircraft until the end of 2027, creating rent in the production of replacement internal parts, as well as unwillingness to invest in the technical field, including the improvement and modernization of defective engines, are another part of the conditions that the hands behind the scenes create have done

However, airlines can clarify how much of the multi-year delays are due to genuine component supply barriers and how much is due to poor planning, underinvestment, or ineffective oversight.

While in some meetings, strange claims are made: "In case of any accident, the insurance will pay the financial and life damages."

Warning of regulatory bodies: safety is not a place for compromise

The warnings of the regulatory and security institutions emphasize several main axes, including the end of the deadline for using alternative methods, the necessity of re-inspecting MD engines, preventing non-standard airplanes from flying, avoiding issuing licenses without confirming technical and security qualifications, and taking necessary measures to prevent possible accidents.

In these warnings, it is also emphasized that the increase in incidents related to the engine should be taken seriously and the responsibility of the Ministry of Roads and the Civil Aviation Organization for the safety of flights will not be lost by the opinion or pressure of other institutions.

With these interpretations, the main message of this position is clear: "Economic constraints, sanctions and the difficulty of obtaining parts, although realities affecting the aviation industry, should not become a license to ignore safety requirements."