Airbus issues major A320 recall after flight-control incident

[wb2...@gmail.com]

I saw this story on multiple news outlets:

“Airbus said in a statement that a recent incident involving an A320-family aircraft had revealed that intense solar radiation may corrupt data critical to the functioning of flight controls.”

https://www.aljazeera.com/economy/2025/11/28/airbus-issues-major-a320-recall-after-flight-control-incident?utm_source=flipboard&utm_content=other

[Ham Account]

As a former embedded developer. I’m really curious about how this works. Is the solar radiation directly effecting the electrics or are their induced currents at play.

TNX ES 73 DE WB2IFS/3

Jesse Alexander
7804 Westover Lane
Clinton, MD 20735
301-877-2029
Cell: 201-247-0831

wb2...@gmail.com
Twitter: @wb2ifs
http://www.linkedin.com/in/jessealexander

On Nov 28, 2025, at 8:29 PM, wb2...@gmail.com <wb2...@gmail.com> wrote:



I saw this story on multiple news outlets:

“Airbus said in a statement that a recent incident involving an A320-family aircraft had revealed that intense solar radiation may corrupt data critical to the functioning of flight controls.”

https://www.aljazeera.com/economy/2025/11/28/airbus-issues-major-a320-recall-after-flight-control-incident?utm_source=flipboard&utm_content=other

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[Phil Erickson]

Hi all,

  Apply Occam's razor here.  Something does not add up at all.  Ultimately, you have to disprove the "null hypothesis", that Airbus used solar radiation (sic) as a convenient excuse to fix a serious software problem that has nothing to do with it?  I present as small evidence that there was a very minor geomagnetic storm (Dst = -50 nT peak) on 30 October, but nothing at all like May 2024 or October 2024 or 11-12 November 2025 events, so it's not an induced current problem (and Airbus A330s were definitely flying all over the place on those days).  X ray and radio flux monitors have, I've been told, no indication of a large burst on 30 October, so it's not that type of impact either.  The press release also says nothing about exactly what radiation is supposedly implicated.

  So alas, I can't reject the null hypothesis.  Who can?

73

Phil W1PJE

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[Ham Account]

🤣🤣🤣🤣 as one of my former supervisors used to say 

“Don’t build a chateau when an outhouse will do.”

The sun is a great excuse—I mean—reason.

TNX ES 73 DE WB2IFS/3

Jesse Alexander
7804 Westover Lane
Clinton, MD 20735
301-877-2029
Cell: 201-247-0831

wb2...@gmail.com
Twitter: @wb2ifs
http://www.linkedin.com/in/jessealexander

On Nov 29, 2025, at 9:11 AM, Ham Account <wb2...@gmail.com> wrote:

As a former embedded developer. I’m really curious about how this works. Is the solar radiation directly effecting the electrics or are their induced currents at play.

[Phil Erickson]

It also cannot easily counter sue you for libel.

73

Phil W1PJE

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[ghby...@k9trv.org]

I’m with Phil.  Plus, the quoted article cites Thales, the elevator and rudder computer maker, saying that the computer is fine but a recent software upgrade apparently had unobserved regression failures (conditions not tested for existing…), and the cure is to revert to the previous software.  I’ve done software for a half century.  I’ve seen this before…

 

George K9TRV

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[Phil Erickson]

Hi George,

And if it was a lack of regression testing, imagine all the lawyers lining up for suits on behalf of the flyers who realized they were traveling for long periods of time on undiagnosed critical flight path errors...

What do you do? Blame the Sun!

Phil W1PJE

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[Jim Willis]

I believe Marconi said, "Damn the Sun!"

73,

Jim - KG6TW

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[pomkomakyx]

No such thing as a recall in aviation. Manufacturers issue Service Bulletins (SB), they are advisory only. There is no requirement to follow them, but its a good idea. Regulatory Agencies, like the FAA, issue Advisory Directives (AD). ADs must be complied with to maintain airworthiness of the aircraft. Its an airplane, not a car.

On Nov 29, 2025 at 10:08, Jim Willis <jimwi...@gmail.com> wrote:

I believe Marconi said, "Damn the Sun!"

73,

Jim - KG6TW

---

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[Peter Beutelman]

Hi all,

Interesting discussion. So, I am adding to it. As stated in a previous reply planes do not get recalled. They get AD'd. The worst AD is an emergency AD with grounding of the impacted aircraft model. The A320 AD is an emergency one with grounding but does allow ferry flights to maintenance depots.

Airborne SW for the last 30+ years is developed using the RTCA DO-178 software design assurance process. The fly-by-wire system on the A320 meets DO-178 level A design assurance. That is the highest level.

The current issue seems to be from what is known as a SEU (single event upset) due to solar radiation causing a Jet Blue aircraft to perform an uncommanded pitch down. SEUs are real events that cause today's smaller geometry electronics to essentially "burb" and do something stupid like change a calculated value. So, SW error correction algorithms are used to mitigate these affects.

As to the lawsuit comment. I believe the impacted airlines themselves may go after Airbus for lost revenue and extra maintenance costs. E.g. American Airlines has 320 A320's impacted by this. This is almost a third of their entire aircraft fleet. While American can likely do this SW update themselves it is going to cost them quite a bit.

Peter KE7RQ

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[Dana Whitlow]

Regarding the A320 "recall":  What's all this talk about "solar

radiation"?  Can we please be specific about the "radiation"

and how it causes an electronics "upset"?

Is it perhaps a blast of high-energy photons

from the sun interacting with the ionospere

to create an EMP?  In effect a (minor) Carrington

event?  Or is it something else entirely?

Thanks,

Dana Whitlow

Kerrville, TX

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[Peter Beutelman]

Hi,

Its direct solar particle interaction with electronics. E.g. - An errant neutron or electron can cause an electronic memory cell to change state thus causing an incorrect calculation to occur. This has become more preventing with shrinking electronic geometry.

Peter - KE7RQ

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[Ham Account]

I agree with the previous assessment that “solar radiation” is a red herring. 

I don’t see how a single event can be so quickly and effectively isolated to one version of code running on one specific system. 

TNX ES 73 DE WB2IFS/3

Jesse Alexander

On Nov 29, 2025, at 12:04 PM, Dana Whitlow <k8yum...@gmail.com> wrote:



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[Greg Troxel]

Dana Whitlow <k8yum...@gmail.com> writes:

> Regarding the A320 "recall": What's all this talk about "solar
> radiation"? Can we please be specific about the "radiation"
> and how it causes an electronics "upset"?
>
> Is it perhaps a blast of high-energy photons
> from the sun interacting with the ionospere
> to create an EMP? In effect a (minor) Carrington
> event? Or is it something else entirely?

Perhaps "alpha particle changing a bit in memory" and it's not actually
"solar". My understanding is that this happens at ~sea level and that's
why real computers use ECC memory, and that the higher you go, the less
atmosphere to absorb the alpha particle and the greater the risk.

I remember from long ago that some electronics parts are labeled as
"radiation hardended" and that these were subject to more stringent
export controls. Some hints of this:

https://www.bis.gov/media/documents/2021-srhec-faq-revc-0810-clean-final.pdf

73 de n1dam

[Greg Troxel]

Ham Account <wb2...@gmail.com> writes:

> I don’t see how a single event can be so quickly and effectively
> isolated to one version of code running on one specific system.

SEUs happen, and code can mitigate them or fail to do so.

Not SEU probably, but I have a Zwave switch and power meter, that
reports accumulated kWh. Sometimes it reports crazy values, like a MWh
high and then the next cycle it's back to reasonable. This causes crazy
inferred values. I could write code to look at each value and reject
those that are physically implausible, to be a median filter of the last
3, or something else. That code might or might not be written
correctly.

[Dana Whitlow]

Thanks,guys,

I guess I did not realize that individual particles from the

sun ever had the moxy to penetrate to ground level, or

even to subsonic airliner cruise altitudes.

Although this may seem off-topic, please bear

with me for a bit longer.  There is a homeowner

along my bike route to the grocery store, whose

front yard bears a sign reading "Beware of Snakes".

I've been increasingly tempted to put up my own sign

which would say: "Beware of High Energy Quanta",

just as good general advice.  Perhaps I should be

giving this idea more serious concern.

Dana

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[D Ferguson]

I think Peter is likely on the right track. Radiation comes in two flavors, electromagnetic which we all know and love and ionizing. There are three “ionizing” particles, alpha, beta, and gamma. One can pretty much write off alpha and beta radiation as they are not likely to have the penetrating energy to reach into the avionics (for example, an alpha particle can be blocked by a sheet of paper).

The higher you fly, the less atmosphere there is to block the radiation. Aircrew flying at 30,000 feet get the same radiation dose that one gets with a dental x-ray. There is a great XKCD graphic that illustrates this. So avionics will get hit by ionizing radiation and experience a single event upset. Years ago, avionics was quite as sophisticated and the transistor geometries were significantly larger, meaning the electron trail left by an ionizing particle did not have as much impact. Yes, it could cause a single event upset, but rarely. These days, with smaller geometries, the avionics is more susceptible to SEU. 

Thanks Peter for shedding some light on the problem.

dennis

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[Peter Beutelman]

Hi,

Attached are the FAA Emergency AD, EASA Emergency AD, and Airbus' AOT.

Peter - KE7RQ

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[Dave Typinski]

At jetliner cruising altitude (~35,000 ft or ~10 km), there are several things
happening in terms of ionizing radiation. It's not only direct solar or cosmic
radiation, but the secondary products as well that can cause an SEU.

https://www.mpi-hd.mpg.de/hfm/CosmicRay/Showers.html

--
Dave

>> <mailto:g...@lexort.com>> wrote:

>>
>> Ham Account <wb2...@gmail.com <mailto:wb2...@gmail.com>> writes:
>>
>> > I don’t see how a single event can be so quickly and effectively
>> > isolated to one version of code running on one specific system.
>>
>> SEUs happen, and code can mitigate them or fail to do so.
>>
>> Not SEU probably, but I have a Zwave switch and power meter, that
>> reports accumulated kWh. Sometimes it reports crazy values, like a MWh
>> high and then the next cycle it's back to reasonable. This causes crazy
>> inferred values. I could write code to look at each value and reject
>> those that are physically implausible, to be a median filter of the last
>> 3, or something else. That code might or might not be written
>> correctly.
>>
>> --
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>>
>>
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[Terry Bullett]

Or blame the weather, which is fundamentally the same thing.
 
This is exactly why the FedGov does all of the weather forecasting.   A private company would be sued out of existence the first time an environmental forecast was wrong and such forecast created economic loss (as if that EVER happens :P)
Just like flight cancellations, if the airline can argue that it was weather (and BTW there is always weather somewhere!) then they owe the passengers nothing.

My $0.02 opinion

Terry
W0ASP

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-- 
Dr. Terry Bullett          WØASP 
NOAA National Centers for Environmental Information (NOAA/NCEI)
Cooperative Institute for Research in Environmental Sciences (CIRES)
Terry....@noaa.gov    720-446-9775 (google voice)  978-337-9092 (cell)   
"Life is Complex.  It has a Real part and an Imaginary part." 

[Peter Beutelman]

One last thought. The A320 flight control incident will likely open up a bigger issue on why the DO-178 level A SW development process did not catch an error in the SEU mitigation SW design or change to it.

SEU/SEEs are not new to commercial aviation. Its been an issue for awhile now. Manufacturers of jet aircraft such as Airbus, Bombardier, Boeing, Cessna, Dassault, Embraer, and Gulfstream all have SEU/SEE requirements that have to be addressed prior to them accepting a design that prevents and/or mitigates SEU/SEEs from causing issues. The verification that these requirements are satisfied are accomplished  through design reviews, testing, and analysis.

Peter - KE7RQ

On Sat, Nov 29, 2025, 13:39 Peter Beutelman <phbeu...@gmail.com> wrote:

This is a long and detailed read..Info on SEU citations.

Peter

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[Peter Beutelman]

This is a long and detailed read..Info on SEU citations.

Peter

On Sat, Nov 29, 2025, 13:10 Dave Typinski <dav...@typnet.net> wrote:

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[Jacob Bortnik]

Hi all,

One possible cause for the enhanced radiation levels at aircraft altitudes was studied in my group, and found to be related to a plasma wave called "plasmaspheric hiss", occurring along the same magnetic field line as the aircraft, but near the geomagnetic equator.  This wave would presumably lead to energetic electron scattering and resultant precipitation into the upper atmosphere, followed by Bremsstrahlung and the gamma/X-ray shower described on this thread previously.

References:

Aryan et al., 2025a; https://agupubs.onlinelibrary.wiley.com/doi/10.1029/2025JA033959

Aryan et al., 2025b; https://agupubs.onlinelibrary.wiley.com/doi/full/10.1029/2024SW004184

Aryan et al., 2023; https://agupubs.onlinelibrary.wiley.com/doi/full/10.1029/2023SW003477

Best,

Jacob

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Jacob Bortnik, Ph.D.

Professor and Department Chair

Michio and Yoko Yanai Endowed Department Chair in Atmospheric and Oceanic Sciences

Department of Atmospheric and Oceanic Sciences

Faculty Director of the UCLA SPACE Institute

University of California at Los Angeles (UCLA)

 

https://dept.atmos.ucla.edu/jbortnik

Pronouns: he/him

 

"My wish for you is that you continue. Continue to be who you are, to astonish a mean world with your acts of kindness. The effect you have on others’ lives is the highest expression of your own."

Source: Letter to My Daughter, Maya Angelou

[Jonathan]

Hi Jacob,

I follow your research and I like it quite a bit. Ground observations of VLF hiss often coincide with geomagnetic activity, along with risers and chorus. In these publications, I could not find if there was mention of geomagnetic activity at the time VLF hiss and increased radiation levels. Your correlation plots with high r values show a very interesting conclusion, but does it coincide with geomagnetic activity?

Thanks.

Jonathan

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[John Frank]

This Veritasium explainer video describes bit flips, aka SEU, and has several interesting historical events triggered by these radiation induced bit flips:

https://youtu.be/AaZ_RSt0KP8?si=we--XPxpsXHz7mrO

It says that most such bit flips are not triggered by radiation from our sun.

Maybe DO-178C needs a software analog of physical radiation hardening, like computing all values multiple times.

73

John

[David Eckhardt]

Go back a couple of weeks of solar activity.  We had several huge serial CME impacts which completely upset communications (the ionosphere) for a couple of days.  It wasn't a Carrington Event, but for all of us who follow solar activity on a daily basis, the thought was resurrected. 

I also detected a "rather" disturbed magnetosphere and ionosphere at TLF, around 1 to 5 Hz (not MHz, kHz, but Hz) which lasted longer than the HF event.  

Dave - WØLEV 

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--

Dave - WØLEV

[Jonathan]

Hi Dave,

Are you sure that SLF activity wasn't some form of noise? It looked like noise to me. It did not seem to match the temporal scale of those types of emissions.

Jonathan

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[Phil Karn]

Radiation on aircraft is most definitely a thing. I've flown with radiation sensors and there is a very distinct pattern. When you take off, the background radiation level falls until you reach several thousand feet at which time it rises again. During cruise it can easily be 10x the ground rate. I believe that as you take off, you move away from the usual terrestrial sources of background radiation but the increase in cosmic rays doesn't occur until you've gained some altitude. It's definitely coming from above; a friend reports being able to lower the rate by placing the detector under the seat in front of him, using the passenger in it as a shield.

As for the Airbus problem, my sources are the same as everyone else's. My understanding is that there are two copies of  a device called an ELAC - Elevator and Aileron Control module, and there's supposed to be a switchover when one fails. Apparently that didn't happen on a flight from Cancun to Newark, causing an uncommanded drop in altitude and injuring some passengers. They diverted to Tampa FL.

I'm not a pilot but I follow civil aviation a bit, particularly the excellent Mentour Pilot channel on YT. I've noticed that dual redundancy is common on civil aircraft, vs the triple redundancy common in human-rated spacecraft. Triple redundancy lets you easily identify and vote out the failed system, while a dual system switchover often requires human intervention. The system here seems to be designed to detect a fault and switch over automatically, and apparently this didn't happen on this flight because of incomplete regression testing of a software update.

But that's just my partly informed opinon.

Phil

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[John Lauber]

This guy, Juan Browne is a pilot, formerly flew the A-320, and generally does a very good job reporting on incidents and accidents.  He offers a concise description of the incident and provides a very good overview of the A-320 flight control system architecture.  A320 ELAC B L104 Software Update Emergency AD 

 

John

WI6P

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[Gerry Creager]

I think Phil sums it up nicely.

73 

Gerry N5JXS

Gerry Creager N5JXS

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[Phil Karn]

Yes, Juan Browne's youtube channel 'blancolirio' channel is a good source for this sort of stuff. I don't think he has any special access to information but he's good at interpreting it for us non-pilots.

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[Ham Account]

This video was quite excellent. Thanks for sharing!

TNX ES 73 DE WB2IFS/3

Jesse Alexander
7804 Westover Lane
Clinton, MD 20735
301-877-2029
Cell: 201-247-0831

wb2...@gmail.com
Twitter: @wb2ifs
http://www.linkedin.com/in/jessealexander

On Nov 29, 2025, at 10:11 PM, Peter Beutelman <phbeu...@gmail.com> wrote:



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