June 11, 2025 - No. 24

In This Issue 

: Court claims GA still doesn’t have a commercially available unleaded avgas 

: End of GPS Era: The Secret Rise of Atomic Clocks Signals a Military-Grade Revolution in Global Positioning and National Security

: Largest Engine in the World to Power 777X will Undergo Dust-Ingestion Test

: American Airlines New Boeing 787-9 Encounters Maintenance Problems 

: Trump wants to bring manufacturing jobs back. The aviation industry can't hire fast enough 

: Slew of Endeavor Flights Canceled for Inspections 

: Lockheed to maintain C-5M fleet under new USAF deal

: GE Accelerates Aftermarket Technology 

: FAA certification makes IFR more accessible for general aviation 

: US airlines want FAA to delay secondary flight deck barrier requirement

: Improperly torqued magneto hardware fatal for pilot 




 


 


Court claims GA still doesn’t have a commercially available unleaded avgas
By Janice Wood · June 4, 2025

A California court has denied a motion from the Center for Environmental Health (CEH) asking the court to uphold a 2014 settlement with FBOs and fuel distributors that required leaded avgas to be banned once a “commercially available” unleaded alternative was available.

CEH noted that since General Aviation Modification Inc.’s G100UL is FAA-approved and selling at FBOs in California, the court should enforce that settlement agreement.

However, Judge S. Raj Chatterjee noted in the May 30, 2025, ruling that since G100UL has not gone through the ASTM process for specification, it cannot be considered “commercially available.”

G100UL was approved in 2022 after a decade of testing by the FAA through the Supplemental Type Certificate (STC) process.

In his ruling he cites declarations the court received from independent Original Equipment Manufacturers (OEMs) who opposed CEH’s motion even though the FAA’s STC for G100UL applies to their aircraft, including Piper Aircraft, Cirrus Aircraft, Aviat Aircraft, Diamond Aircraft, and Textron Aviation, which produces Beechcraft and Cessna aircraft.

“The FAA’s approval of an unleaded avgas for use in these aircraft is an important first step in the process of transitioning to an unleaded fuel for the entire GA fleet, but it is not the only step needed to ensure a safe transition,” the ruling states. “Fuel distributors and FBOs lack safety assurance without an industry consensus standard or ASTM International product specification. At present, G100UL is not commercially available for distribution and sale in the U.S. largely due to the fact that it does not have an ASTM International product specification.”

GAMI’s George Braly says the ruling is “disappointing, but not unexpected.”
“It was resolved without courtroom testimony and no opportunity to cross-examine witnesses,” he notes.

He points out that the motion wasn’t to ban 100LL, but for the FBOs and fuel distributors to uphold an agreement they made years ago to sell only unleaded fuel once one becomes commercially available — “which is G100UL,” he says.
George Braly (left) and Tim Roehl from General Aviation Modifications at SUN ‘n FUN 2025. 

In his ruling, the judge also noted that GAMI “elected not to pursue an ASTM specification and has elected not to disclose certain specifications and information regarding G100UL,” the ruling notes. “G100UL has not been subject to ‘peer review’ because GAMI declines to share information without a confidentiality agreement. While that might be GAMI’s rational business choice, that decision has inhibited the formation of a general industry consensus by, among other things, preventing industry stakeholders from adequately vetting the fuel. These factors, in light of the concerns raised regarding the safety and compatibility of G100UL, such as whether it degrades tank sealant, further militate against finding that the fuel is commercially available.”

“The court finds that there are safety and compatibility issues that need to be vetted,” the ruling continues. “The court further finds that material industry stakeholders, including significant manufacturers of the aircraft and engines with which G100UL will be used, need to have their concerns addressed and satisfied before a general consensus on safety, compatibility, and efficacy can emerge.”
The judge acknowledges that general aviation aircraft owners “are likely to be reluctant to use fuel in their aircraft when the pertinent manufacturers have disapproved of that fuel and have asserted that the use of such fuel would void warranties. Absent a general industry consensus that the fuel is safe, compatible, and effective, aircraft users are likely to be reluctant to use the fuel.”

But GAMI’s Braly said G100UL was presented to ASTM for review.

“Most people are unaware that we did submit information to ASTM,” Braly says.
They then discovered that a “major oil company” which had a representative on the committee had taken GAMI’s confidential information and was trying to file competitive patents.

“Once the FAA recognized this, they said we will make a determination that is equivalent to an ASTM spec,” Braly said. “The FAA has, in fact, made a determination of an FAA-approved specification,”

The specification, which is available on the G100UL website, notes that: “The FAA has, in fact, made a determination that this Specification and Standard for a High Octane Unleaded Aviation Gasoline provides, not only an equivalent, but, in fact, an enhanced level of quality control…as compared to the traditional governmental, military, or industry voluntary consensus based standards which have previously defined and controlled the production and distribution of aviation gasolines used for spark ignition piston engines.”

The court ruling also notes that G100UL does not apply to the entire general aviation fleet, including piston-powered helicopters, light sport aircraft (LSA), or experimental aircraft.

But Braly points out that there is only fuel left in the FAA’s Piston Aviation Engine Fuels Initiative (PAFI) from LyondellBasell/VP Racing and officials from that company have already said — even before the process is complete — that there is no way the fuel will suitable for the entire general aviation fleet.

He points out that G100UL has been approved by the FAA for all piston aircraft.
But according to the California judge, the motion to declare GAMI’s fuel commercially available is “premature.”

“Requiring the public to use a particular brand or type of avgas requires consideration of highly complex and technical health, safety, and compatibility issues,” his ruling reads. “The FAA is studying these issues; the California Legislature is addressing these issues; the aviation industry with its many stakeholders is providing input into the process; and various unleaded fuels are being vetted. This motion, in effect, seeks to circumvent that public-private infrastructure to impose the use of G100UL by way of a motion under a stipulated Consent Judgment. Courts in general should be careful to avoid assuming general regulatory powers and determining complex economic policies.”

“The science of aircraft fuel will continue to develop” he concludes.

The company will continue on its quest to find more airports to carry the fuel, according to Braly.

Right now there are two airports in California, two in Texas, and one in Mississippi that offer G100UL for sale.
For more information: G100UL.com
About Janice Wood
Janice Wood is editor of General Aviation News.



 


 


End of GPS Era: The Secret Rise of Atomic Clocks Signals a Military-Grade Revolution in Global Positioning and National Security
In a world increasingly reliant on satellite navigation, the rising threat of GPS jamming has sparked urgent innovation in atomic clock technology, promising a more secure and resilient future for global positioning systems.

Noah Bennett
June 10, 2025 at 7:47 AM37
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Illustration of the shift from GPS to atomic clocks in aviation safety. Image generated by AI.

•	IN A NUTSHELL🌍 GPS jamming incidents have exposed vulnerabilities in essential systems, prompting a shift towards more resilient navigation technologies.
•	🛰️ The development of portable atomic clocks aims to reduce reliance on satellite signals, making navigation systems less susceptible to interference.
•	🔧 The UK’s National Physical Laboratory is advancing optical clock technology to enhance precision and reliability in timekeeping.
•	 U.S. companies are innovating with technologies like magnetic navigation to provide alternative solutions to traditional GPS systems.

Amid escalating global tensions and technological advancements, the security and reliability of Global Positioning System (GPS) signals have become critical concerns. The recent surge in GPS jamming incidents has highlighted vulnerabilities in our aviation systems and beyond, emphasizing the urgent need for more resilient navigation technologies. As GPS interference becomes a tool for geopolitical maneuvering, the development of atomic clocks and other sophisticated timekeeping mechanisms presents a promising path forward. These technologies could redefine how we navigate and synchronize essential services, reducing our reliance on vulnerable satellite signals.

The Importance and Fragility of GPS
Introduced in the 1970s for military purposes, GPS quickly became indispensable for civilian applications. The system operates through a network of satellites equipped with highly accurate atomic clocks, broadcasting signals to Earth. Receivers calculate precise locations by measuring the time it takes for signals to travel from at least four satellites. However, any interference in these signals or the clock’s synchronization can significantly degrade GPS reliability.

GPS timing is crucial for more than just navigation. Financial institutions use GPS signals to timestamp high-frequency trades, power grids regulate energy transfers, and telecommunications networks synchronize data transfers. A 2019 report by the National Institute of Standards and Technology estimated that the U.S. could face a $1 billion daily loss if GPS were disrupted. In the UK, potential losses are estimated at around £1.4 billion per day, prompting authorities to list GPS jamming as a significant national risk.

Jamming signals can originate from military technologies, criminal enterprises, or low-cost devices available online. In conflict zones, jamming can degrade enemy weapons systems or disrupt drones and missiles. The vulnerability of GPS signals, especially at altitudes with minimal obstructions, underscores the need for more robust alternatives.


High-Stakes Incidents and Evolving Tactics
Recent events in the Baltic region illustrate the geopolitical implications of GPS jamming. Eastern European NATO states have accused Russia of blocking or spoofing satellite transmissions, demonstrating its capability to interfere with Western infrastructure. In March 2024, UK Defense Secretary Grant Shapps experienced this threat firsthand when his plane lost its GPS signal near Russian territory, highlighting the potential risks to passenger aircraft.

The chaotic nature of these incidents raises concerns about a comprehensive GPS signal disruption. Such an event could lead to mid-air collisions, forced emergency landings, and crippled global commerce. The incentive to disrupt GPS grows alongside the need for effective countermeasures. Addressing these vulnerabilities requires technical innovation, political commitment, and substantial funding, reminiscent of historical navigation crises.

Why Atomic Clocks Matter
Accurate location tracking relies on precise time measurement, making atomic clocks essential for GPS functionality. Each GPS satellite carries an atomic clock, capable of maintaining accuracy to within a few billionths of a second daily. If signals are jammed or timestamps spoofed, the receiver’s position fix becomes unreliable.


Reducing dependence on external satellite signals is a potential solution, prompting the development of portable atomic clocks. These devices could reside on Earth or within navigation systems, eliminating the need for satellite timing. By accurately tracking speed and direction changes, navigation could occur without external signals, making jamming or spoofing ineffective.
The UK’s “Time Lords” and Their Work
The National Physical Laboratory (NPL) in the UK has been a leader in timekeeping since developing one of the first practical atomic clocks in 1955. Today, Dr. Helen Margolis’ team at NPL is advancing optical clocks, using lasers for higher precision than microwave-based cesium clocks. These next-generation clocks promise 100 times greater accuracy, potentially transforming navigation by reducing reliance on GPS.

NPL’s mission draws parallels to the 18th-century quest of John Harrison to create a portable marine chronometer, solving the “longitude problem” and revolutionizing sea navigation. Similarly, NPL aims to create a national network of interconnected atomic clocks, providing a secure, ultra-accurate timing reference for critical infrastructure. By 2030, the UK hopes to synchronize finance, energy, and national security against this resilient timekeeping backbone.

Progress in the US and Other Nations
While the UK leads in quantum timing research, other countries are also addressing GPS vulnerabilities. In the U.S., companies like Infleqtion and SandboxAQ are developing innovative solutions. Infleqtion’s “Tiqker” portable atomic clock system uses subatomic interactions for precise timekeeping, while SandboxAQ’s “AQNav” technology leverages magnetic navigation to determine location without satellite signals.

Australia’s Q-CTRL is tackling the sensitivity issues of quantum sensors in noisy environments, partnering with Airbus, the Australian military, and the UK Navy to deploy these technologies. Collaboration with NASA and the US Geological Survey on gravity mapping projects may lead to more advanced geospatial data.

The potential for a new revolution in navigation is immense. As jamming and spoofing become more common, backup systems are crucial to prevent disastrous consequences. Just as marine chronometers once revolutionized global trade, today’s advanced timekeeping technologies could catalyze economic growth and new services. However, many solutions remain at the prototype stage, with high costs and practical challenges to overcome. How will our world adapt to these evolving navigation technologies, and what new possibilities will they unlock?





 


Largest Engine in the World to Power 777X will Undergo Dust-Ingestion Test
GE's enhanced testing protocols address durability shortfalls that particularly affected power plants operated in dusty and sandy regions such as the Middle East.

By Natalia Shelley
June 10, 2025


Note: See photos in the original article. 


BOSTON- GE Aerospace completed its first round of GE9X dust-ingestion tests in 2022. It conducted 1,600 engine-run cycles that revealed no adverse findings.
The company established these tests as part of its preparation for the 105,000 lb-thrust GE9X engine. This engine will power Boeing’s long-delayed 777-9 aircraft scheduled for customer delivery next year.

GE9X Engine for Boeing 777-9; Photo: By Dan Nevill from Seattle | Wikimedia Commons

GE Engine Testing Phase
GE announced on May 28 that it has approached completion of the second round of GE9X dust-ingestion tests, building upon the initial 2022 evaluations.


The GE9X represents the first powerplant GE subjected to dust-ingestion tests before service entry. It reflects the company’s increased focus on durability following reliability issues affecting both GE’s engines and competitors’ models in recent years, as flagged by Flight Global.

GE’s enhanced testing protocols address durability shortfalls that particularly affected power plants operated in dusty and sandy regions such as the Middle East.
The company recently rolled out durability improvement kits for CFM Leap-1A turbofans, which power Airbus A320neo-family jets, consisting of tweaked high-pressure turbine blades and nozzles.

Safran chief executive Olivier Andries noted in 2023 that Leap engines suffered significantly in harsh conditions. This is especially true in the Gulf and India regions.
Photo- GE Aerospace

Design Modifications
GE developed similar improvement kits for Leap-1B engines powering Boeing’s 737 Max aircraft. It also implemented design changes to address dust and sand-induced durability issues affecting its GEnx and GE90 engines.
These modifications involved components including shrouds, nozzles, blades, and combustor linings.

GE senior executive director of research Joe Vinciquerra explained that the company initially lacked understanding of dust material constituents and their interaction with exotic materials systems within engines.
Photo- GE Aerospace

Advanced Testing
GE now recreates dust conditions to conduct experiments and tests that simulate real-world engine environments, enabling engineers to solve durability problems effectively.
The company subjected its GE9X to 27,000 simulated flight cycles and 17,000 hours of operation during development.

GE began shipping production-conforming GE9X engines to Boeing last year and plans to increase production during the second half of this year.

Competitor Responses
GE’s competitors face similar durability challenges, with all companies dedicating increased resources to address these issues.
Pratt & Whitney works through widespread problems with its PW1000G geared turbofan family, while Rolls-Royce develops durability improvements for Trent engine variants.

Rolls-Royce’s durability package for Trent 1000 engines aims to extend high-pressure turbine blade life and double service intervals between maintenance removals, while improvements for Trent 7000s and Trent XWB-97s include redesigned components and combustor optimisation.






 


American Airlines New Boeing 787-9 Encounters Maintenance Problems
The setbacks faced by American’s 787-9 add to ongoing industry concerns about Boeing’s reliability.
By Kevin Derby
June 9, 2025

FORT WORTH- American Airlines (AA) is facing persistent operational challenges with its newly delivered Boeing 787-9 Dreamliner, registered as N846AN.

The aircraft has suffered multiple setbacks since arriving from Boeing’s Everett facility, casting a shadow over what should have been a seamless entry into service.
The aircraft’s first few missions, including flights between Dallas (DFW), Chicago (ORD), and Los Angeles (LAX), were impacted by recurring technical issues and lengthy delays.

These problems raise concerns about the reliability of the jet and the consistency of Boeing’s delivery standards.

American Airlines’ New Boeing 787-9 Issues
American Airlines’ (AA) new Boeing 787-9, registered N846AN, arrived on April 29, 2025, with a delivery flight from Everett (PAE) to Dallas-Fort Worth (DFW).
This premium heavy jet, designed with new interiors, was expected to elevate the airline’s long-haul offerings.

However, its entry into service has been marred by recurring maintenance problems. According to OMAAT, the aircraft has faced multiple disruptions, preventing it from completing scheduled flights and causing significant delays.

On June 4, 2025, N846AN was set to reposition from Dallas-Fort Worth (DFW) to Chicago O’Hare (ORD) as flight AA9783 to prepare for commercial service. Shortly after takeoff, the plane encountered a maintenance issue, forcing it to return to DFW within an hour.
The following day, June 5, it successfully reached Chicago, but the troubles persisted. On June 6, the aircraft was scheduled for its commercial debut, operating flights AA2012 and AA2321 between Chicago (ORD) and Los Angeles (LAX). Both flights were canceled due to further maintenance issues.

On June 7, the jet managed to complete the outbound flight from Chicago (ORD) to Los Angeles (LAX), albeit with a two-hour delay caused by crew availability rather than mechanical problems.

However, the return flight, originally set for a quick 90-minute turnaround, faced a staggering 32-hour delay, rescheduled from 1 PM on June 7 to 9 PM on June 8. As a result, of the four commercial flights planned, only one operated, highlighting the severity of the aircraft’s issues.

Concerns Over Aircraft Reliability
There’s speculation surrounding the nature of the aircraft’s repeated problems, though no confirmed cause has been made public.

Unofficial reports suggest issues ranging from engine performance to door malfunctions. While such faults are not unheard of in new aircraft, the pattern observed with N846AN is particularly concerning.

Aviation observers, including @xJonNYC, highlight the ambiguity of whether these issues are minor “growing pains” or symptoms of deeper mechanical faults.

The repeated attempts by American Airlines to deploy the aircraft, followed by consecutive operational failures, indicate that the root problem remains unresolved.

Although new jets are expected to be delivered in near-perfect condition, Boeing’s recent manufacturing lapses, particularly involving quality control, have increased scrutiny over its deliveries.

The setbacks faced by American’s 787-9 add to ongoing industry concerns about Boeing’s reliability.

Next Steps for American Airlines
American Airlines has yet to publicly confirm whether N846AN will be returned to its maintenance hub in Dallas for further diagnostics or sent back to Boeing for more extensive investigation.

Given the aircraft’s spotty start and high-value operational role in long-haul networks, the airline may opt for a more cautious approach before reintroducing it into full commercial service.

The future of N846AN will be closely watched by industry professionals and travelers alike, especially as American aims to expand its premium heavy wide-body fleet.
For now, passengers and crew can only hope the airline resolves the technical setbacks quickly and safely.






 


Trump wants to bring manufacturing jobs back. The aviation industry can't hire fast enough
Story by Leslie Josephs 

In this article
•	President Donald Trump has long touted the importance of manufacturing jobs in America.
•	But the U.S. aviation industry is facing a wave of retirements for aircraft technicians and other skilled aviation workers.
•	Airlines and aerospace companies are trying to get more younger people interested in the field.

Note: See photos and videos in the original article. 


Aircraft mechanics have a very important job.
CNBC
Why A Shortage Of Airplane Mechanics Is Aviation's Next Challenge
LAFAYETTE, Ind. — President Donald Trump has said he wants to bolster manufacturing jobs and other technical employment in the United States. But in the aviation industry, finding skilled workers to make airplanes and engines — and maintaining those jobs for years to come — has been a struggle.

The average age of a certified aircraft mechanic in the U.S. is 54, and 40% of them are over the age of 60, according to a joint 2024 report from the Aviation Technician Education Council and consulting firm Oliver Wyman, which cites Federal Aviation Administration data. The U.S. will be short 25,000 aircraft technicians by 2028, according to the report.
"A lot of them were hired on in the '80s and early '90s. You just start doing some math and you start saying at some point they're going to retire," said American Airlines Chief Operating Officer David Seymour, who oversees the carrier's more than 6,000 daily flights.

To boost their ranks, airlines and big manufacturers of airplanes and their thousands of components are trying to get more younger people interested in the field.
'Lost a lot of talent'

Technicians work on an engine at GE Aerospace's engine shop in Lafayette, Indiana.

'Lost a lot of talent'
The industry was already facing a retirement wave when Covid hit, and companies cut or offered buyouts to experienced workers — from those who build aircraft to those who maintain them to keep flying.

"People forget that the aerospace industry was in a pretty serious ramp at the time pre-Covid. And then frankly, of course overnight we went from ramping to zero demand over time. And so we lost a lot of talent," said Christian Meisner, GE Aerospace's chief human resources officer.

GE, along with its French joint venture partner Safran, makes the bestselling engines that power Boeing and Airbus top-selling jetliners, and has been ramping up hiring, though it is also dependent on a web of smaller suppliers that have also been getting back up to speed since the pandemic.

Meisner said that the company has a strong retention rate and that some employees earn their FAA licenses to work on airplane engines or airframes on the job. At GE's engine plant in Lafayette, Indiana, about an hour outside of Indianapolis, base pay averages between $80,000 and $90,000 a year, based on qualifications and experience, the company said.

A worker at GE Aerospace's Lafayette, Ind. engine plant
Median pay for aircraft technicians or mechanics was $79,140 a year in the U.S. in 2024, compared with a nationwide median income of $49,500, according to the Bureau of Labor Statistics. The agency projects 13,400 job openings in the field each year over the next decade.

American's Seymour said that with new pay raises, technicians could make $130,000 a year at the top of their pay scale in nine years at the carrier.

While many experts don't expect jobs that have been shipped abroad like clothing manufacturing to come back to the U.S., high-value sectors tend to pay much more and are more likely to stick around. But hiring can still be difficult in a sector that is seen as politically important and symbolic to the country's economic power.

The impending worker shortages aren't just for those who repair aircraft and engines. A shortfall of air traffic controllers has also stifled airline growth and raised concerns about safety in recent years. The Trump administration has said it will raise wages and ramp up hiring to try to reverse yearslong shortfalls.

Manufacturing is about 9% of U.S. employment but "we all have a bit of a fetish with manufacturing because we focus on it more and than other sectors," said Gordon Hanson, a professor of urban policy at Harvard University.

Students at Aviation High School in Queens, N.Y.
The U.S. unemployment rate in May held steady at 4.2%.

One problem with manufacturing jobs, Hanson said, is that workers aren't very geographically mobile, and if factories reopen or hiring ramps up, that could make it harder to attract employees from other places.

"You're asking the local labor market to supply workers," Hanson added.

Wages for technicians that repair aircraft at airlines, as well as big manufacturers like Boeing, have gone up in recent years, with skilled workers still in short supply and travel and airplane demand robust. But some workers said that's not enough.
"We need to increase wages," said Sarah MacLeod, executive director of the Aeronautical Repair Station Association. Most of the companies the association works with are small businesses. 

She warned that the "entire world is going to feel this workforce shortage. You already can't get your houses built. You already can't do XYZ. I think and pray that aerospace can actually lead the recovery of that."

Looking to the future
Students work on an airplane engine at Aviation High School in Queens.
Getting FAA licenses can take years, but the reward can be high. Some students are considering forgoing traditional four-year college degrees straight out of high school to get into the industry.

"I'm thinking about going to college, but it's whichever really comes first. If they give me an opportunity to go to the airlines, I'd like to do that," said Sam Mucciardi, a senior at Aviation High School in Queens, New York.

The public school offers its roughly 2,000 students the option to stay on for a fifth year to earn their FAA licenses with training at the school.

"I stay late after school every day to work on the planes and, probably a little bit too much ... but I still really enjoy it," Mucciardi said. "That's what I put my all my heart into."
The school, which has been teaching students how to maintain aircraft since the 1930s, is fielding more demand from airlines in recent years.

"After a program like ours, typically you'd go to the regional airlines first, like the Endeavors, the Envoys," said Aviation High School Principal Steven Jackson. "Lately, because of the huge technician need, there's been more students going directly into American, Delta, United, but you have the whole range." He said the school received about 5,000 applications this year from students.

A student at the hangar of Aviation High School in Queens, N.Y.
Students at the school learn at the campus in the Sunnyside section of Queens but also at other facilities at John F. Kennedy International Airport.

Seymour said American has teamed up with high schools before, but is now going even younger and working with some junior highs to raise awareness about the career path.

"It is getting into the high schools and showing that a career in aerospace as an engineer or frankly, on a production floor, is not your grandparents' manufacturing. It is high tech," GE's Meisner said. "You're talking about laser-guided machine, precision machining operations, exotic coatings and metals."

Krystal Godinez, who has lived in the Lafayette area for about 14 years, graduated last summer from GE's first apprentice program class at the facility after about two years. She said she previously worked in the automotive industry.
"I feel like what I do here … definitely does matter. It's like taking all those extra steps, make sure everything is correct," she said. "We're there to kind of keep people safe out there and make them feel safe."

American's Seymour was optimistic that younger people are changing their tune.
"There was a period of time when people said 'I want a computer, I want tech,'" he said. "There are people who want to get their hands dirty."

-- CNBC's Erin Black contributed to this article.





 


Slew of Endeavor Flights Canceled for Inspections
The Delta Connection carrier canceled around 8% of its scheduled flights.

An Endeavor Air CRJ-900. (Photo: AirlineGeeks | William Derrickson)
[ News ]June 6, 2025 12:39 pm ET
By Caleb Revill

Delta canceled over 150 flights on Thursday and Friday after dozens of its regional jets for Endeavor Air were taken out of service for inspections.

Around 45 aircraft were taken out of service late Thursday afternoon to perform inspections on their Wi-Fi systems. A Delta spokesperson told AirlineGeeks in an emailed statement that the inspections were “not an issue of flight safety.”

According to Delta, about 70 flights were canceled on Thursday and 90 more were canceled on Friday. The spokesperson stated that the carrier operates nearly 1,300 aircraft systemwide with more than 300 regional aircraft operated by regional partner carriers like Endeavor Air.

The recent cancellations have equated to about 8% of Endeavor’s flights.
“We apologize to customers whose Delta Connection flights, operated by our regional partner Endeavor Air, were disrupted Thursday,” the Delta spokesperson told AirlineGeeks. “Our customer service teams are working directly with customers to find alternative options to get them to their destination as quickly as possible while Endeavor’s Technical Operations teams work diligently to return aircraft to service.”

Delta stated that it will offer accommodations, vouchers, and rebooking assistance to customers impacted by the flight delays and cancellations.

Endeavor solely operates CRJ-700 and CRJ-900 aircraft under the Delta Connection brand. The regional carrier is a wholly-owned subsidiary of Delta.

According to data from Anuvu Pulse, Endeavor canceled 8% of its scheduled flights on Thursday, with nearly 22% canceled so far on Friday.






 


Lockheed to maintain C-5M fleet under new USAF deal
NewsAviation
By Colton Jones
Jun 7, 2025
Modified date: Jun 7, 2025


File photo by Roland Balik
Lockheed Martin Aeronautics has been awarded a new contract to provide continued logistics and sustainment support for the U.S. Air Force’s fleet of C-5M Super Galaxy aircraft.

The agreement, announced as a ceiling $56 million undefinitized contract action, will fund maintenance and logistics services through May 2026.

According to the Department of Defense, the cost-plus-fixed-fee and firm-fixed-price contract will support the Super Galaxy fleet upgraded through the Avionics Modernization Program (AMP) and the Reliability Enhancement and Re-engining Program (RERP). -

The contract, awarded to Lockheed Martin Aeronautics Co., based in Marietta, Georgia, was a sole-source acquisition. Initial funds of $27.4 million from fiscal 2025 operations and maintenance accounts were obligated at the time of award. Work will be carried out at Lockheed’s Marietta facility.

The contract ensures continued strategic airlift capability for both the Air Mobility Command and the Air Force Reserve Command.

The C-5M, a heavily upgraded variant of the legacy C-5 Galaxy, is one of the largest military transport aircraft in the world and remains critical for rapid global mobility.
The Air Force has previously cited the C-5M as a core asset for supporting rapid deployment and humanitarian relief operations. The platform plays a central role in delivering heavy and oversized cargo—including tanks, helicopters, and large support equipment—directly to combat and disaster zones.

The C-5 Galaxy Contracting Branch, located at Robins Air Force Base, Georgia, is managing the agreement.







 


GE Accelerates Aftermarket Technology
Share

Lindsay Bjerregaard 
Sean Broderick 
June 05, 2025


Note: See photos in the original article. 

GE Aerospace says preliminary studies have shown AI-enabled visual inspections have more accurate, consistent results.
Credit: GE Aerospace

NISKAYUNA, New York—Newer, more complex aircraft engine designs are driving significant advances in performance and fuel efficiency, but they also require new, improved maintenance techniques.
As GE Aerospace prepares for the GE9X’s service entry next year and tests new technologies through its RISE program, the engine manufacturer is also tackling how advanced technologies can accelerate maintenance and technician training.

During a press event last week at the GE Aerospace Research Center (GRC), the company shared examples of how it is utilizing technologies such as artificial intelligence (AI), robotics, digital modeling, and augmented and virtual reality to improve aftermarket support for in-service engines.

According to GE, visual inspections account for the largest share of work performed in its global network of more than 18 MRO facilities. The company’s engineering division, which performs more than 4,000 shop visits annually, has partnered with the GRC to understand how to use technology like AI to capture consistent high-resolution inspection images, stitch them together and digitally capture information to help drive maintenance decisions and performance recommendations.

For example, GE has developed an AI-assisted engine inspection system that uses a robot to place a borescope in a standard position within the engine alongside a turning tool that rotates blades in front of it to collect a standard set of images. The system pairs this with image analytics, machine learning and 13 individual AI applications to select the correct image, check for damage such as cracks or missing coating, and compare it to GE’s requirements for whether a part can continue service or needs to be removed for maintenance.

GE says the inspection findings and digital records can be fed upstream to its engineering division, which uses the information to consider potential design upgrades and provide recommendations to operators on how to operate assets optimally. These findings can also be applied to GE’s next-generation products, such as the GE90 or future RISE designs.

The inspection section of the GE90’s engine shop manual is 19 pages long, and it takes an individual trained inspector between 8.5-12 hr. to inspect a single part, the company says. However, robots can implement between 25-40 different tools—such as cameras or mirrors—to recreate human visual acuity of a part and capture 100% of the inspection process in less than 8 hr.

Augmentation And Collaboration
Automation also helps eliminate inherent human and environmental shortcomings. Human performance in visual inspections can vary depending on a wide variety of factors, such as different lighting conditions or inspector fatigue.

GE says it has conducted broad studies related to human versus machine performance, such as for fluorescent penetrant inspection. The results showed that a camera system paired with machine learning had more than 85% accuracy compared with around 70% accuracy from a human relying on subjective visual findings. GE says the technology also has an advantage because standardized image collection provides the same image quality from the same representative location on a part every time.

Embracing automated image capturing and analysis does not mean humans are out of the loop, GE emphasizes. Rather, they help cut down on data-aggregation time and isolate issues that require an expert’s review. They also can be shared to bring more maintenance experts together.

GE created a connected inspection tool that enables inspectors to work with a remote expert to review images and make informed decisions based on what both parties see simultaneously. The technology was created in collaboration with the U.S. Navy to enhance aircraft readiness, and now GE wants to roll it out for all inspections across its MRO network.

Advanced Repair Techniques
GE Aerospace is developing new inspection and repair techniques for the GE9X. photo credit: GE Aerospace

At its Singapore service shop, GE has developed a geometric adaptive machining technology to improve the accuracy of CFM56 high-pressure compressor blade repairs. GE says these parts have a specific three-dimensional geometric shape they must maintain to achieve optimal aerodynamic efficiency, but the blades can become distorted or shortened during operation.

The repair, which involves welding new material onto the tip of the blade and machining it to blend with the rest of the part, must account for these shape changes. Manual finishing of the tip repair process requires a skilled operator, most of whom typically take around 18 months to achieve competency at the repair, according to GE. Post-pandemic workforce shortages led GE to look at automation options for the repair process.

The technology works by capturing blade geometry during inspection. This data is fed into GE’s adaptive machine, where software uses an advanced 3D morphing technique to create a customized repair program for each individual blade to compensate for any distortion or variation that has occurred during operation. GE industrialized the technology late last year in Singapore and now it is looking to scale it to high-pressure compressor airfoils.

Another engine with complex parts that will require advanced repair and inspection techniques is the GE9X. Designed with what the engine manufacturer says are its biggest, most swept blades, the GE9X also features ceramic matrix composites that will require new inspection technologies.

For instance, GE used computed tomography to view the layup of GE9X fibers and coatings in relation to one another in a very high-resolution 3D space. The company says FAR Part 145 does not have computed tomography as a validated inspection method across any of the next-generation engine OEMs, so to support service entry, it is working to understand how to clean and inspect components effectively for service return. This may mean qualifying a new inspection technology or finding an alternative equivalent already certified for the aftermarket.

Network Innovations
 GE Aerospace has invested nearly $3 billion in research and development for the RISE program. photo credit: GE Aerospace

GRC is central to another repair development effort that involves GE experts at both its recently opened Services Technology Acceleration Center (STAC) as well as its Singapore engine overhaul facility. The company is modifying its patented Activated Diffusion Healing (ADH) process for braze and patch repairs—essentially filling cracks—in nickel-based super alloys.

The repairs are key for keeping critical low-and high-pressure turbine parts in service. The existing process is effective, but limiting in the scope of repairs it can handle, GE says. This causes many parts to be scrapped. Chemicals in the process can also be hazardous to workers.

GRC and the Singapore shop, which performs most of GE’s braze and patch repairs, is developing a hydrogen furnace to conduct the repairs. A furnace is used for both cleaning the parts and joining them with the filler material, which bonds to the base metal as both are heated. The first unit has been commissioned at the STAC and is in testing.

The furnace will be paired with a new type of ADH repair with improved material properties, GE says. The combination will see a new repair process that can handle larger flaws, which will lower parts-scrap rates. It also will be safer for workers, GE says. GE is confident the new repair will be ready for everyday use in 2026.

Meanwhile, GE has invested over $1 billion in training, tooling and capacity to support the GE9X’s service entry in 2026. For instance, its Customer Training Education Center in Cincinnati is working to add augmented or virtual reality training to complement classroom training.

Mohamed Ali, GE Aerospace’s SVP and chief technology and operations officer, says the company recently revamped many of its technician training programs to identify and plug in gaps related to the use of new technologies such as AI.

“Sometimes it is a limiting factor in getting people in and having them fully productive,” he told Aviation Week Network. “We want them [to] first get that training, because we believe it’s an investment in the future that’s going to pan out more, even though you might have to wait a little bit and spend some time and some money in breaking the box.”

GE has invested around $2.7 billion in research and development for RISE, including hiring around 900 engineers last year. Ali says RISE is the largest demonstration program in GE Aerospace’s history. The program is targeting a 20% or greater fuel burn improvement through propulsive efficiencies, including an open fan architecture, a compact core, and the integration of alternative fuels and hybrid electric systems.






 


FAA certification makes IFR more accessible for general aviation
By General Aviation News Staff
June 3, 2025 


Note: See photo in the original article. 

uAvionix’s AV-HSI and AV-APA hardware have earned FAA certification, making IFR “a whole lot more accessible” for general aviation, according to company officials.
“When paired with the AV-30-C, these certified components unlock real IFR capability, including seamless autopilot and nav integration, for thousands of legacy GA aircraft,” company officials added.

When the AV-30-C was initially certified in 2020, it was FAA approved as an attitude indicator or directional gyro replacement for both VFR (Visual Flight Rules) and IFR (Instrument Flight Rules). The AV-HSI PMA brings the AV-30-C’s IFR capabilities “a giant leap forward, by enabling display of precise en route and approach guidance from GPS and VOR/ILS navigators,” uAvionix officials said.

The AV-HSI PMA connects to up to four AV-30-Cs while also providing an ARINC 429 interface to digital autopilots.

The AV-APA PMA, used either with the AV-HSI PMA or by itself, adds an analog interface to drive legacy S-TEC autopilots with heading and GPS guidance.
Features of the new certified systems include:
•	Reduced Workload: Advanced instruments provide accurate flight information, allowing pilots to focus more on flying and less on managing systems.
•	IFR-compliant navigation display: Full course and glideslope guidance for ILS and LPV approaches.
•	Connected Cockpit: Synchronization of settings such as heading bug and barometric pressure across up to four AV-30 displays.
•	Autopilot Integration: Digital integration with Trio Pro Pilot and Aerocruze using the AV-HSI. Analog integration with S-TEC using the AV-APA.
•	
Pre-orders are shipping in June 2025, with general availability beginning in July. The AV-HSI is priced at $799, while the AV-APA is $699.






 


US airlines want FAA to delay secondary flight deck barrier requirement
By Thomson Reuters
Jun 3, 2025 | 3:41 PM

(Reuters) – Major airlines want the Federal Aviation Administration to delay a requirement set to take effect in August requiring that new passenger airplanes have a secondary barrier to the flight deck to prevent intrusions, the agency said on Tuesday.

Airlines for America, the trade group representing American Airlines , United Airlines , Delta Air Lines and other major carriers, said the FAA should delay the requirement finalized in 2023 because the agency has not yet approved a secondary cockpit barrier and no manuals, procedures or training programs have been authorized.

After the hijacking of four U.S. airplanes on Sept. 11, 2001, the FAA adopted standards for flight deck security to make them resistant to forcible intrusion and unauthorized entry.

(Reporting by David Shepardson; Editing by Leslie Adler)





 


Improperly torqued magneto hardware fatal for pilot
By General Aviation News Staff 
June 3, 2025 · 

The Cessna 182 during the NTSB’s examination. (NTSB Photo)

The passenger of the Cessna 182 reported that he and the pilot had been flying around the Pacific Northwest for several days. On the evening of June 11, 2023, they arrived at McCall Municipal Airport (KMYL) in Idaho and stayed overnight. Due to forecasted weather they elected to depart the following morning for a short flight to Indian Creek, Idaho.

The passenger reported that the pilot conducted a preflight inspection of the airplane and pre-takeoff checks on the morning of the accident. During the taxi to the runway, the pilot commented on the slight tailwind for the departure runway, and that it may result in a slightly longer takeoff roll.

As the airplane rotated for takeoff, the pilot said, “We have a power problem.”
The passenger told investigators that the pilot stated that he wanted to return to the runway to land, but the airplane was not climbing and did not have enough altitude to fly over the trees at the departure end of the runway.

Witnesses who observed the airplane departing to the north from KMYL noted that the departure roll appeared to be “unusually long.”

One witness reported that, “the engine was not developing too much power, but it sounded smooth, very low power, no coughing or sputtering….”

From their vantage point, they saw the airplane’s nose pitch up and begin to climb, but it did not gain enough altitude to clear the trees that were near the departure end of the runway.

The airplane hit the top of a pine tree before it descended below the tree line and out of visual range.

The pilot died in the crash and the passenger was seriously injured.
A post-accident examination of the engine revealed that a single-drive dual magneto was installed. The magneto was located in its normal relative position on the mounting pad, however it was not securely attached to the mounting pad.

Both the upper and lower retaining hardware were loose, and the lower retaining hardware was also backed off from the magneto. When the magneto was manually manipulated, there was movement between the mounting pad and the magneto.

A review of the airplane’s maintenance records revealed that a single-drive dual (D-style) magneto had been replaced about 15 hours before the accident flight.

The maintenance facility that replaced the magneto reported that the airplane was brought in for service due to a possible malfunctioning magneto.

According to the mechanic, while he was troubleshooting the malfunction, he noted that the “P” leads were crossed. The “P” leads were switched to their proper positions. An engine run was conducted, confirming that the right side of the magneto had failed.

The mechanic told investigators that the maintenance facility was only able to perform limited to basic diagnostic testing and replacement of magnetos, and that his experience with a D-style magneto was limited. As a result, the airplane owner ordered and supplied another single-drive dual magneto to the maintenance facility. After installing the replacement magneto, several engine runs were conducted, with no further discrepancies noted. A separate mechanic conducted the quality control check of the maintenance performed.

The airplane was returned to service and the pilot was advised to conduct a run-up and in-flight ignition test. If any abnormalities were present during the run-up and in-flight ignition test, the pilot was to return the airplane to the maintenance facility for further troubling shooting and diagnostics. The pilot conducted a run-up of the airplane, completed a couple of circuits in the airport traffic pattern, and then departed the area.

A service instruction letter issued by the engine manufacturer provided guidance for the installation and maintenance of the single-drive dual magneto. The service instruction letter cautioned that the magneto and/or attaching hardware on the engine accessory housing can become loose or unfastened after maintenance.

This condition can be caused by any, or a combination, of the following: Incorrect fastening hardware installation, incorrect torquing of the fastening hardware, incorrect gasket used for the magneto installation, incorrect magneto clamps installed, and incorrect gap between the magneto clamp and the accessory housing. The letter noted that failure to comply with the service instruction could result in a loss of engine power.
Probable Cause: Maintenance personnel’s failure to properly torque and inspect the magneto hardware, which resulted in a partial loss of engine power.

NTSB Identification: 192360

To download the final report. Click here. This will trigger a PDF download to your device.
This June 2023 accident report is provided by the National Transportation Safety Board.

Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.


Curt Lewis