September 3, 2025 - No. 36 In This Issue : ATSB Issues Safety Advisories for Cessna 206 : “They Laughed Then Gasped”: China’s 3D-Printed Jet Engine Climbs 13,000 Feet on Debut Flight and Stuns Global Aviation Industry : Airbus A320 Deliveries to Break Boeing 737 Record : Hartzell Polaris Carbon Fiber Propeller Now a Factory Option on Diamond DA40 NG : What to know about Russia’s GPS jamming operation in Europe : KC-46 Boom Blamed for 3 Refueling Mishaps : Last Boeing 737 MAX Leaves Moses Lake After Six-Year Storage Saga : Hartzell Engine Tech Ships Prototype Electronic Wastegates : Raptor 3 testing ramps up at SpaceX McGregor : Russia patents new widebody airliner design after withdrawal from CR929 program : ZeroAvia gets FAA P-1 for 600kW electric propulsion system approval ATSB Issues Safety Advisories for Cessna 206 The agency highlights cargo door issues. Parris Clarke Wednesday, August 20, 2025 Cessna 206 [Credit: Cessna] Key Takeaways: The Australian Transportation Safety Bureau (ATSB) has issued two safety advisories for Cessna 206 owners and operators. The advisories relate to the clam-shell style, double cargo door on the rear right side of the aircraft. When the aircraft’s flaps are extended 10 degrees or more, the overlapping cargo door is unable to open, requiring a two-step process for opening the doors and allowing passengers to exit the aircraft. The issue potentially increases the time it takes to escape the aircraft in the event of an emergency, the agency stated. ATSB suggests that extensive pre-flight safety briefings and demonstrations on how to operate the doors take place. The agency also recommends that operators install an improved exit modification to the door, allowing it to open properly, or remove the middle row seat altogether. These agency advisories come after a number of investigations into related incidents, including a September 2024 incident in the town of Moora. After the aircraft crash landed with five passengers on board, the pilot was unable to raise the flaps, leaving a child and an elderly person to climb over the rows of seats and exit through the forward left cabin door. No injuries occurred, but the ATSB insists that in situations that become more extreme, modifications to the Cessna 206 are needed. “Fortunately, in this case no injuries occurred, but this scenario has resulted in fatal injuries in the past due to the increased time taken to evacuate the aircraft, which impacts post-impact survivability, particularly if there is a fire or a water ditching,” said ATSB chief commissioner Angus Mitchell. ATSB’s recommendation relies heavily on a previous 2018 initiative from Canadian aviation regulator, Transport Canada, that now requires Cessna 206 owners to take measures to remove the middle seat or have an STC approved modification installed on the door. “They Laughed Then Gasped”: China’s 3D-Printed Jet Engine Climbs 13,000 Feet on Debut Flight and Stuns Global Aviation Industry China's successful test of its first fully 3D-printed turbojet engine marks a pivotal moment in aerospace technology, highlighting the potential for innovative manufacturing methods to reshape the global industry. Rosemary Potter 08/19/202532 Google News Illustration of China's first fully 3D-printed turbojet engine undergoing a successful test flight. • IN A NUTSHELL China successfully tests its first fully 3D-printed turbojet engine, marking a significant technological milestone. • The engine utilizes additive manufacturing and topology optimization to enhance strength and reduce weight. • This development positions China as a major player in global aerospace, challenging traditional manufacturing methods. • The technology promises faster prototyping and reduced production costs, with potential applications in UAVs and beyond. The landscape of aerospace technology is undergoing a transformative shift as China successfully tests its first fully 3D-printed turbojet engine. This achievement is not just a technological milestone but a significant strategic maneuver in the global aerospace arena. Utilizing additive manufacturing, the engine offers a glimpse into the potential future of aerospace design and production. This innovation also highlights China’s growing independence in a sector traditionally dominated by established players. As we explore this development, it becomes clear that the implications extend far beyond national borders, challenging existing paradigms and setting new standards in aerospace engineering. China’s Pioneering Achievement in Aerospace The successful test of China’s 3D-printed turbojet engine, capable of producing 353 pounds of thrust, signifies a groundbreaking advancement in aviation technology. This engine, crafted through innovative methods that combine additive manufacturing and multidisciplinary topology optimization, represents a new era in aerospace engineering. By utilizing computational models to optimize material distribution, this technique not only enhances structural integrity but also reduces overall weight. The result is an engine that overcomes the limitations of traditional manufacturing, showcasing complex designs that were previously unattainable. This advancement serves as a strategic pivot for China, reducing its historical reliance on foreign-manufactured engines. The ability to independently produce advanced turbojet engines addresses a crucial industrial vulnerability and positions China as a formidable competitor on the global stage. The potential of 3D printing to circumvent traditional manufacturing challenges, such as the intricate production of turbine blades, could significantly reduce development timelines and costs, further solidifying China’s role as a leader in aerospace innovation. A Technology with Expansive Applications The application of additive manufacturing in aerospace is not entirely new, with industry giants like GE Aviation and Pratt & Whitney already incorporating 3D-printed components. However, China’s ability to produce an entire engine using such methods marks a distinct departure from previous practices. This capability, if scalable, could usher in a new era of aerospace innovation, redefining the boundaries of what is possible in engine design and production. One of the immediate applications of this technology lies in unmanned aerial vehicles (UAVs). The lightweight and efficient engine design is ideal for powering high-speed UAV operations. Despite the successful test flight, scaling this technology for mass production presents challenges, particularly in material science and certification processes. Overcoming these hurdles is essential for ensuring the reliability and longevity of such engines. Nevertheless, the transformative potential of this technology is vast, promising to reshape the aerospace industry and open new avenues for exploration and development. Global Implications for the Aerospace Industry The successful deployment of a fully 3D-printed turbojet engine by China has significant implications for the global aerospace sector. By demonstrating the feasibility of this technology, China is poised to lead a shift towards more innovative and cost-effective manufacturing methods. This development challenges traditional production paradigms and could influence how other nations approach engine manufacturing. As countries around the world begin to invest in additive manufacturing capabilities, the aerospace industry may experience heightened competition, driving further innovation and potentially reducing costs. The strategic implications are profound, as nations strive for self-sufficiency in aerospace technology, reducing dependencies on foreign components, and enhancing national security. This shift could accelerate technological advancements and lead to the development of new aircraft designs and capabilities, reshaping the future of aviation. Overcoming Challenges and Embracing Opportunities While the progress in 3D-printed engine technology is promising, widespread adoption faces several challenges. Scaling production to meet industrial demands requires addressing technical obstacles in material science and ensuring quality control. Consistent production quality and adherence to rigorous certification standards are essential for long-term success in this field. However, the opportunities presented by this technology are immense. As it matures, we can anticipate faster prototyping, reduced production costs, and greater design flexibility. The ability to produce complex components with unprecedented ease opens new possibilities for enhancing engine performance and efficiency. As China continues to refine this technology, the world watches with anticipation, eager to see its impact on the future of aerospace engineering and global power dynamics. As the aerospace industry stands on the brink of a technological revolution, a pressing question emerges: how will this innovative approach to engine manufacturing redefine the global landscape of aerospace technology and influence future developments? Airbus A320 Deliveries to Break Boeing 737 Record • Airbus A320 is set to surpass Boeing 737 in total deliveries, ending a decades-long record and marking a major shift in leadership within the commercial aviation industry. Posted on A ug 18, 2025 Airbus A320 deliveries are poised to overtake Boeing 737 deliveries, ending the American manufacturer’s decades-long reign as the world’s most-delivered commercial jet. This upcoming milestone underscores a larger narrative of how Airbus, once the challenger, has evolved into a market leader. Image Credit: Airbus With Airbus consistently outpacing Boeing in deliveries in recent years, especially during Boeing’s struggles with its 737 MAX program, the A320’s rise has been both steady and strategic. Industry analysts now agree: it’s no longer a question of if the A320 will take the crown, but when. A Rivalry That Defined Modern Aviation The Boeing 737 has held the record for the most-delivered commercial jet since the 1990s. First introduced in 1968, it has become a staple for airlines worldwide. But Airbus entered the fray in the late 1980s with the A320, a sleek, fuel-efficient, and technologically advanced narrow-body aircraft designed for the same short- to medium-haul routes. Over the past three decades, both aircraft families have dominated the single-aisle market, but the race heated up considerably in the 2010s with the launch of next-generation variants: the 737 MAX and the A320neo. The Boeing 737 delivery record, once thought untouchable, has now become vulnerable due to production delays, regulatory hurdles, and safety concerns. In contrast, Airbus capitalized on these setbacks, streamlining operations and boosting output. How Airbus Pulled Ahead The key to Airbus’s success lies in several strategic advantages. The A320neo family, launched in 2016, offered up to 20% better fuel efficiency and lower emissions than earlier models. Its quiet engines and lower maintenance costs made it highly attractive to airlines under pressure to cut costs and reduce environmental impact. Additionally, Airbus has avoided the scale of disruptions that plagued Boeing’s 737 MAX program, which was grounded worldwide in 2019 following two fatal crashes. While Boeing worked to rebuild trust and navigate FAA recertification, Airbus ramped up production and secured large orders from carriers eager for reliable, fuel-efficient jets. The result? Airbus A320 deliveries have steadily closed the gap and are now within striking distance of surpassing Boeing. A Historic Aircraft Delivery Milestone As of mid-2025, Airbus has delivered nearly 11,000 A320-family jets, compared to Boeing’s roughly 11,200 737s. But with Airbus delivering up to 50 A320s per month, far outpacing Boeing’s current production rate, the tipping point is expected any time now. This isn’t just a symbolic win. It’s a major aircraft delivery milestone that cements Airbus’s position as the leader in the narrow-body market. The shift reflects not just customer demand but also Airbus’s ability to execute on logistics, innovation, and post-COVID resilience. Many aviation watchers see this moment as a changing of the guard, one that redefines which jet truly deserves the title of the top-selling commercial jet of all time. What It Means for Airlines and Travelers For airlines, this shift may influence future fleet strategies. Airbus’s track record for timely delivery and fuel-efficient technology has made it a preferred choice for budget carriers and flag airlines alike. From Delta and American Airlines in the U.S. to IndiGo and easyJet abroad, A320 orders continue to roll in. Travelers may not notice the shift immediately, but the ripple effects are real. More A320s in the skies means more consistent cabin designs, quieter flights, and bette The Road Ahead for Boeing This development doesn’t spell the end for Boeing’s 737 program. Boeing still holds a massive backlog of orders, and the MAX series is gradually regaining trust in global markets. However, to reclaim the lead, Boeing must ramp up production, resolve supply chain delays, and perhaps consider a new aircraft design to remain competitive. Meanwhile, Airbus shows no signs of slowing down. With its newer assembly lines and growing demand for the A321XLR, a long-range version of the A320, it is poised to expand its lead well beyond just this Airbus A320 surpassing Boeing milestone. A Milestone That Reshapes the Sky The rise of Airbus A320 over the Boeing 737 is more than just a headline. It reflects deep industry shifts, changing airline priorities, and how global aviation is evolving post-pandemic. As Airbus A320 deliveries officially surpass those of the 737, Airbus earns a permanent place at the top of commercial aviation history. Whether you’re in the cockpit, the boardroom, or a passenger seat, this milestone signals a new era, one where the A320 stands not just as a successful aircraft but as a symbol of how adaptability and consistency can redefine an entire industry. Hartzell Polaris Carbon Fiber Propeller Now a Factory Option on Diamond DA40 NG EASA certification adds performance boost, reduced noise profile. Matt Ryan Monday, August 11, 2025 [Credit: Hartzell] Key Takeaways: Hartzell Propeller announced on Monday that its three-blade Polaris carbon fiber propeller has received European Union Aviation Safety Agency (EASA) certification for use on Diamond DA40 NG aircraft. The propeller is now available as a factory-installed option on new DA40 NG models, according to the company’s news release. The 74-inch diameter propeller, designed for the Austro Engine E4-A, offers smoother operation, improved climb rates, and a reported 2- to 3-knot increase in cruise speed over the standard wood-core propeller. Hartzell said the Polaris also delivers a quieter 74.1 dB(A) noise signature and enhanced durability through its structural carbon fiber composite construction. “It’s an ideal upgrade for operators seeking advanced technology, enhanced performance, and long-term durability,” said Jon Stoy, Hartzell vice president of sales and marketing. The Polaris features a Bantam aluminum hub and comes with a 2,400-hour or six-year Time Between Overhaul (TBO) and warranty coverage through its first overhaul cycle. The Top Prop performance conversion kit includes the propeller, a composite spinner in white or metallic silver and supplemental type certificate documentation. The kit is available for DA40 NG aircraft equipped with either MÄM 40-434 cowling redesign or OÄM 40-310 exhaust system with muffler. What to know about Russia’s GPS jamming operation in Europe 1 of 4 | A plane carrying European Commission President Ursula von der Leyen was hit by GPS jamming over Bulgaria in a suspected Russian operation. A European Union spokesperson confirmed the incident on Monday. Read More 2 of 4 | Estonian naval ships sail in the Baltic Sea on Jan. 9, 2025, as part of stepped-up NATO patrols in the region following suspected sabotage of undersea cables. (AP Photo/Hendrik Osula, File) 3 of 4 | President of European Commission Ursula von der Leyen, left, walks with Romanian President Nicusor Dan during her visit at the Mihail Kogalniceanu Air Base, near the Black Sea port of Constanta, Romania, Monday, Sept. 1, 2025. (AP Photo/Eduard Vinatoru) 4 of 4 | European Commission President Ursula von der Leyen arrives at the Border Guard School near Lithuanian-Belarusian border, near the village Medininkai, some 25 km (16 miles) east of the capital Vilnius, Lithuania, Monday, Sept. 1, 2025. (AP Photo/Mindaugas Kulbis, file) BY EMMA BURROWS Updated 11:30 AM CDT, September 2, 2025 LONDON (AP) — Bulgaria will not investigate suspected Russian electronic interference with a top European official’s plane, officials said Monday — because this kind of GPS jamming is now so common. European Commission President Ursula von der Leyen was flying to Plovdiv, Bulgaria on Sunday when her plane was hit by GPS jamming. It landed safely but the disruption was the latest in a string of almost 80 incidents tracked by The Associated Press and blamed on Russia by Western officials since Moscow invaded Ukraine in 2022. This year, Nordic and Baltic nations — including Finland, Latvia, Lithuania and Estonia — have repeatedly warned about greater electronic interference from Russia disrupting communications with planes, ships and drones. While Russian authorities suggest the jamming is defensive — to protect key cities and military infrastructure from Ukrainian drone attacks — Baltic officials say the depth of electronic interference has increased, causing navigation failures far from Russia’s borders. In 2024, a plane carrying the British defense secretary had its satellite signal jammed as it flew near Russian territory, while a Finnish airline temporarily suspended flights to the Estonian city of Tartu. NATO Secretary-General Mark Rutte said the interference experienced by von der Leyen’s plane was part of a complex campaign by Russia against Europe which could have “potentially disastrous effects.” How jamming works Satellite communications systems — known collectively as the Global Navigation Satellite System or GNSS — receive precise time signals from satellites around 20,000 kilometers (12,400 miles) away in space. A smartphone, car, marine or aircraft navigation system compares how long it takes to receive signals from several different satellites to calculate an exact location. But the signals can be interfered with — commonly known as jamming or spoofing. Jamming means a receiver is overwhelmed by a strong radio signal transmitted in the same range where GNSS and other satellite navigation signals operate, leaving the receiver unable to fix a location or time. Spoofing involves transmitting fake signals which imitate a real GNSS satellite signal — commonly known as GPS — to mislead a phone, ship or aircraft into thinking it is in a different place. In a military context, jamming could be used to stop an incoming missile or drone attack, whereas the idea behind spoofing is to “create deception,” said Thomas Withington, an expert in electronic warfare at the Royal United Services Institute in London. It’s possible that Israel used spoofing technology to fly into Iranian airspace in June, when it killed top generals and struck nuclear sites, Withington suggested. Spoofing, he said, could have helped Israel deceive Iranian radar. Long before the invasion of Ukraine, Russian authorities deployed spoofing technology around the Kremlin in Moscow, causing chaos for taxi drivers or other motorists using GPS. Russia “does not mind” if its own infrastructure is affected, as long as enemy activity is deterred, said Withington. Flying without satellite navigation In August, Latvia’s Electronic Communications Office said it had identified at least three hot spots for electronic interference along borders with Russia in the Kaliningrad, Leningrad and Pskov regions. All three regions host important Russian military bases. In April 2024, Finland’s national carrier Finnair temporarily suspended flights to Tartu, Estonia after it said two of its planes were prevented from landing because of GPS disruptions. At that time, Tartu airport required approaching planes to use GPS to land, although planes have — and use — other forms of navigation. These include radio navigation and Inertial Navigation Systems, which determine where an aircraft — or submarine — is located by measuring its position in the air or water without relying on GPS. Jamming and spoofing are common across the world and shouldn’t be a problem for pilots to deal with, said Withington. But they could impair decision-making at a time when other things are going wrong, he suggested. In December, Azerbaijan Airlines blamed a plane crash which killed 38 people on unspecified “physical and technical interference.” Azerbaijan said the aircraft was hit by fire from the ground over southern Russia and rendered uncontrollable by electronic warfare. Russian officials said that at the time the aircraft was preparing to land in Grozny, Ukrainian drones were targeting the area around the airport. Expanded operations Bulgarian Prime Minister Rosen Zhelyazkov said von der Leyen’s plane was not specifically targeted and called the jamming a “side effect” of the war in Ukraine. Latvia’s Electronic Communications Office said it recorded 820 cases of interference with satellite signals in 2024, compared to 26 in 2022, and warned that the areas affected have recently “expanded significantly.” In response, Baltic nations have banned drone flights in some areas near their borders with Russia and warned civilian drone pilots to assess signal stability before flying. Sweden’s Maritime Administration said it received multiple reports of signal interference with ships in the Baltic Sea this year and in June officially warned sailors to use radar or landmarks for navigation. In July, Lithuanian media reported that two German tourists accidentally flew a light aircraft into Russia and had to be guided back to Lithuania by experienced pilots. Several states have complained about the electronic interference to the International Civil Aviation Organization but Russian officials dismissed the complaints and suggested they were politically motivated. Potential for disaster While jamming and spoofing were initially aimed at protecting Russian infrastructure, authorities have realized the tactics have a useful “second order of effect, which is that it creates disruption and disquiet among the nations President (Vladimir) Putin perceives as being his enemy,” said Withington. While countries along Russia’s border appear to have largely mitigated the impact of Russian jamming in the air, there is potential for a serious incident at sea. While sailors should rely on radar and charts, as well as GPS, to navigate, “anecdotal evidence” suggests some crews are “lazy,” and just rely on GPS, said Withington. In that case, he said, if a large cargo ship crashes, “potentially you could have a disaster on your hands.” KC-46 Boom Blamed for 3 Refueling Mishaps Aug. 25, 2025 | By Greg Hadley A trio of refueling accidents since October 2022 were caused by fighter jets’ inability to disconnect after taking on fuel from the KC-46 refueler’s boom, Air Mobility Command revealed Aug. 25. The Air Force said it is working with the tanker’s maker, Boeing, on a fix. In three separate accident investigation board reports, officials described a similar series of events playing out Oct. 15, 2022; Nov. 7, 2022; and Aug. 21, 2024. In each case, the KC-46 was refueling fighter aircraft when the boom’s nozzle became “bound,” or stuck, in the receiving aircraft’s refueling receptacle due to high radial forces. Each incident triggered breakaway procedures, with varying results: • In October 2022, the KC-46’s boom flew up and struck the tanker’s tail, damaging the boom, tail, and auxiliary power unit structures. Damages were estimated at $8.3 million. • In November 2022, the boom’s nozzle broke, with damages limited to an estimated $103,000. • In August 2024, the boom flew up and struck the tanker’s tail with such violence that the boom broke, with pieces falling to the ground. The tail section was also damaged, including parts related to the auxiliary power unit. The total estimated damage: $14.4 million. The 2022 mishaps both involved KC-46s from 305th Air Mobility Wing out of Joint Base McGuire-Dix-Lakehurst, N.J., while the 2024 mishap involved a Pegasus assigned to the 22nd Air Refueling Wing from McConnell Air Force Base, Kan. In the first and third incidents, the receiving aircraft was an F-15E Strike Eagle. In the second, it was an F-22 raptor. In both the 2022 incidents, investigators cited “known limitations” in the boom’s control system and determined that inadvertent inputs by the boom operators caused the nozzles to become bound. The KC-46 has an open deficiency report related to its flight control stick, which flies the boom, both reports state: The stick is “extremely sensitive and [boom operators] can inadvertently make inputs into the FCS while in contact.” Both reports also noted another relevant KC-46 deficiency—the boom’s Remote Vision System display, which shows a “HI LOAD” warning when radial forces exceed the nozzle’s limits. Testers have said the warning is ineffective, the reports state, “due to ‘lack of contrast’ and its placement ‘outside the [boom operator’s] direct field of view.’” The 2024 incident was more complex. Investigators determined the boom operator attempted to make a connection outside the refueling envelope; breakaway procedures were not completely followed; and the boom operator did not understand the boom flight control logic, meaning his flight control stick inputs “were out of sync with the physical flight controls.” In all three cases, investigators noted that the receiver aircraft was flying too fast compared to the tanker, creating radial forces on the boom. The fighter pilots also all failed to consider the known and unresolved “stiff boom” deficiency on the KC-46. Different actions by the boom operators resulted in vastly different outcomes. In the November 2022 mishap, for example, accident investigation board president Col. Justin Ballinger noted that the boom operator brought the flight controls on the boom back to neutral after the breakaway command, which “reduced the binding and allowed for the physical separation of [the aircraft] and averted what could have been a much more serious and damaging accident.” In the more damaging mishaps, investigators said the boom operators did not heed a directive to avoid “abrupt” flight control inputs if a bound nozzle is suspected. As a result, in both cases. once the boom became unbound, it flew wildly and struck the KC-46. Yet the reports also noted broader problems in teaching boom operators to handle the KC-46. The October 2022 report, for example, states that “the command guidance and training for inadvertent FCS inputs, radial boom forces, and nozzle binding was incomplete and in one case, contradictory.” The November 2022 report cites “training and guidance limitations.” And the August 2024 report says that “there is minimal discussion, if any, of the boom logic functions” in KC-46 manuals and training materials. Two of the reports also note that KC-46 Boom Operator Trainer simulator “cannot recreate nozzle binding … preventing aircrew from being able to replicate real-world situations.” In a release announcing all three reports, Air Mobility Command deputy boss Lt. Gen. Rebecca Sonkiss defended the embattled KC-46. “The KC-46 tanker fleet will sustain our air refueling mission capabilities for decades to come,” said Sonkiss. “Challenges with adding a new aircraft to the fleet are not uncommon but we do not take these incidents lightly. We have used the lessons learned to refine our KC-46 operations, including focused training and guidance while partnering with the contractor to implement long-term solutions.” Those refinements include specified training for refueling fighter aircraft and increasing the refueling envelope from six to 10 feet, giving operators more time to react, AMC noted in its release. Yet the issue is far from settled. In July, a KC-46 tanker suffered damage to its boom while refueling F-22 Raptors off the coast of Virginia. AMC confirmed in its release that the incident once again involved nozzle binding, though the exact causes remain under investigation. Meanwhile, the Air Force and Boeing are working on multiple fixes to the KC-46 and its boom. These include a Boom Telescope Actuator Redesign and a new Remote Vision System. Both are expected to continue into fiscal 2027, according to documents. Issues with the refueling system led the Air Force to put restrictions on the tanker that it then gradually lifted as Airmen developed workarounds and new procedures. It is not yet cleared for operational taskings worldwide, with the exception of the A-10 Warthog. The service announced plans earlier this year to buy up to 75 more KC-46s to replace aging KC-135s, forgoing a competition. Last Boeing 737 MAX Leaves Moses Lake After Six-Year Storage Saga • MOSES LAKE — The final Boeing 737 MAX that had been parked at Grant County International Airport since 2019 has departed, officially ending a turbulent chapter in Boeing’s history. The jet, bound for Air China, marks the last of more than 450 aircraft that were mothballed during the global grounding of the MAX fleet. The grounding followed two deadly crashes involving Lion Air and Ethiopian Airlines, which led to a halt in deliveries and forced Boeing to store hundreds of planes at airports across the U.S. Moses Lake became the company’s largest storage hub, at one point housing about 200 aircraft. To support the effort, Boeing established what became known as a “shadow factory,” bringing in staff and investing in facilities to keep the aircraft maintained until deliveries could resume. “With this departure, all 737 MAX airplanes stored beginning in 2019 have been reactivated for delivery – marking the beginning of the end for 737 MAX storage operations, a six-year effort involving more than 450 737 Max airplanes,” Boeing said in an internal statement obtained by FlightGlobal. The final group of jets to leave Moses Lake were destined for Chinese airlines, delayed not only by regulatory reviews but also by the COVID-19 pandemic and strained U.S.-China trade relations. Boeing executives had hoped to complete the backlog by the end of 2024, but deliveries to China lagged until early 2025. While the departure closes one chapter, Moses Lake will remain central to Boeing’s future. The airport continues to serve as a key test site for the upcoming 777X widebody jet. The same cavernous hangars that once sheltered B-52 bombers—and more recently the stored MAX fleet—are now supporting the next generation of Boeing aircraft. Boeing still faces supply chain hurdles and global tariff pressures, but the clearing of the MAX inventory is seen as a significant step toward recovery. The company has increased production, with 104 new 737s delivered in the second quarter of 2025 alone. Despite ongoing uncertainty in the Chinese market, Boeing is expected to keep its Moses Lake presence for both delivery preparation and future aircraft testing. Hartzell Engine Tech Ships Prototype Electronic Wastegates First units delivered for testing with undisclosed OEMs. Matt Ryan Tuesday, August 26, 2025 [Credit: Hartzell Propeller] Key Takeaways: Hartzell Engine Tech has delivered its first developmental prototype electronic wastegates to multiple undisclosed aircraft engine manufacturers for functional testing, according to an Aug. 25 announcement from the Montgomery, Alabama-based company. A subsidiary of Signia Aerospace, Hartzell is known for its hydro-mechanical wastegates but is now advancing into electronic systems under its AeroForce brand. The prototype wastegates are designed as a plug-and-play replacement for hydro-pneumatic units on engines equipped with Full Authority Digital Engine Controls (FADEC). Hartzell said it is also developing applications for non-FADEC legacy engines. “The design intent of the AeroForce prototype is to maintain the current installation envelope and weight while reusing the existing, time-tested hot section butterfly valve and housing,” said Rick Quave, Hartzell Engine Tech vice president of engineering. He added that the system features a single-point OEM electrical connection and a proprietary driver built to DO-160 standards for cross-environment applications. Although electronic wastegate systems are widely used in the automotive sector, the technology is still new within the aerospace industry. The company noted several potential benefits for aviation, including the elimination of leak paths from oil hoses, reduced engine oil stress, and simplified setup. The system is designed to integrate directly with FADEC for precise control, offering faster response to engine parameters and more accurate manifold absolute pressure regulation. With fewer components, the company plans to position the product as a solution to lower maintenance costs, enhance reliability, and improve stability while decreasing engine oil heat load. Raptor 3 testing ramps up at SpaceX McGregor written by Alejandro Alcantarilla Romera August 11, 2025 SpaceX has ramped up its engine testing efforts at the McGregor test facility this past week, conducting a total of 24 Raptor engine firings and achieving multiple milestones in engine performance and durability. The activity highlights SpaceX’s ongoing push to refine its next-generation Raptor engines, crucial for the Starship program. The SpaceX McGregor test site, situated in the small town of McGregor, Texas, serves as the company’s primary rocket development and test facility for propulsion systems. The site spans a large area and features horizontal and vertical test bays, enabling a range of simulations, from short ignition tests to full-duration burns, all conducted in a controlled environment separate from the company’s launch sites. The importance of the McGregor facility lies in its role as the backbone of SpaceX’s engine refinement process, enabling iterative testing that accelerates advancements in reusable rocket technology. It is particularly vital for the Starship program, where Raptor engines undergo extensive evaluations, including tests for relight reliability and record-breaking burn durations, ensuring they meet the demands of deep-space missions like Mars exploration. Often, SpaceX will push engines to breaking point to test their limits. Among the recent key developments was the second test firing at the newly introduced Raptor North test stand, which lasted 19 seconds—significantly longer than the initial two-second burn conducted previously. Records tumbled at the Raptor South stand, where engineers focused on the still-in-development Raptor 3 engines. The week began with a standing record of 152 seconds for the longest burn. This was shattered on Wednesday with a 180-second firing, only to be surpassed again on Friday with an impressive 201-second test. These achievements mark new benchmarks for the Raptor 3 variant, though it’s unclear if longer burns have occurred on other stands due to mixed testing of Raptor 2 and 3 engines at that location. The new McGregor Raptor test stands via Gary Blair flyover (L2/NSF) Further demonstrating the engine’s reliability, SpaceX performed a rigorous “torture test” on the vertical stand, firing a single Raptor engine 13 times in succession. This sequence appears aimed at perfecting relight conditions and ignition timing, a focus that has become routine in recent months. In addition to the firings, McGregor Live observers noted increased engine traffic around the site. A Raptor 2 Vacuum engine bearing serial number 580—the highest ever spotted—was seen multiple times between August 4 and 7, suggesting it was undergoing extensive handling or preparation. Similarly, a Raptor 3 engine with serial number 24 was captured on camera at least three times during the week. A standout sighting occurred on Friday: a Raptor 3 Vacuum engine with serial number 8, the same unit featured in Elon Musk’s presentation at the end of May. The engine almost looks incomplete, due to its sleek design, contrasting it favorably with the more cluttered appearance of the Raptor 2 Vacuum. Russia patents new widebody airliner design after withdrawal from CR929 program Ricardo Meier August 25, 2025 UAC outlines 236- to 320-seat long-range aircraft as Moscow seeks to reduce reliance on Western jets Il-96-400 widebody (Dmitry ) The United Aircraft Corporation (UAC), Russia’s state-owned aerospace conglomerate, has filed a patent for a new widebody long-haul aircraft, provisionally named WBLA. The design envisions a jet capable of flying up to 13,600 km (8,450 nm) with seating configurations ranging from 236 to 320 passengers. The move comes after Russia withdrew from the joint CR929 program with China in 2023, leaving COMAC to continue the project under the new name C929. For Moscow, developing an indigenous widebody is less about immediate market competition and more about safeguarding long-term autonomy in an industry heavily affected by international sanctions and restricted access to global supply chains. The variants of the Sino-Russian widebody CR929: disagreements (UAC/Comac) Currently, Russian airlines rely almost entirely on Western-built widebodies such as the Boeing 777, 767 and Airbus A330 for long-haul operations. The Ilyushin Il-96, Russia’s only in-production widebody, is considered obsolete in terms of fuel efficiency, emissions and operating costs, with usage limited mainly to government transport. According to the Russian media, the WBLA will feature extensive use of composite materials to lower weight and improve efficiency, following global trends established by the Boeing 787 and Airbus A350. Three variants are planned: WBLA-500 (236 seats), WBLA-600 (281) and WBLA-700 (320). So far, no official details have been released on engines, development partners or a certification timeline. Industry experts note that beyond the technical challenge, Russia will face significant hurdles in achieving production scale and global support, both essential to compete in the market. “This is a strategic effort to keep Russia’s ambition for a domestic widebody alive—something the Il-96 can no longer fulfill,” a source in the Russian aerospace sector told local media. ZeroAvia gets FAA P-1 for 600kW electric propulsion system approval By Ben Sampson 26th August 2025 ZeroAvia's 600kW electric propulsion system combines proprietary inverter and electric motor technology for highly efficient electric aviation (Image: ZeroAvia) ZeroAvia has reached consensus with the Federal Aviation Administration (FAA) on an agreed and fully signed P-1 Special Conditions Issue Paper regarding certification of its 600kW electric propulsion system. The P-1 follows issuance of the FAA G-1 in February and documents the special conditions applicable to ZeroAvia’s electric propulsion technology to be addressed in the certification process with the regulator. Once the FAA’s Special Conditions rule is finalized and published in the Federal Register, the means of compliance for the electric propulsion system meeting those conditions will be determined in the next certification stage. ZeroAvia said that progressing from the G-1 to the P-1 marks a milestone on the journey toward certification of its electric propulsion system and on the path toward certifying the company’s first fully hydrogen-electric powertrain with the UK CAA. ZeroAvia’s 600kW electric propulsion system combines the company’s proprietary inverter and electric motor technology to deliver an electric engine with high fault tolerance and specific power. The 600kW electric propulsion system comprises four ZeroAvia 200kW continuous power bidirectional inverters converting DC power to AC to supply ZeroAvia’s direct drive motor, capable of 2,200rpm. ZeroAvia launched a component offering in May 2024 to serve the market for novel electric air transport applications. Potential applications for the 600kW electric propulsion system include battery, hybrid and fuel cell electric fixed-wing aircraft, rotorcraft and unmanned aerial vehicles. The electric propulsion system is one part of ZeroAvia’s portfolio of hydrogen and electric aviation technology, resulting from the company’s strong commitment to vertical integration. The complete ZA600 hydrogen-electric powertrain is being developed for use by commercial aircraft of up to 20 seats. It combines the electric propulsion system with a hydrogen fuel cell power generation system. ZeroAvia has tested a prototype of the ZA600 hydrogen-electric engine aboard a Dornier 228 aircraft at its UK base. The company also has an engineering partnership with Textron Aviation as it looks to secure a supplemental type certificate for the Cessna Grand Caravan as the launch airframe for the ZA600. In May, the company announced RVL Aviation as its UK launch customer for the world’s first hydrogen-electric commercial service route. “Getting this electric propulsion system certified and into service will be a monumental leap in the next great transition in aviation, from fossil fuel combustion to electric aviation,” said Val Miftakhov, founder and CEO of ZeroAvia. “Electrifying aviation will deliver a step change in efficiency plus steep reductions in operating costs by overcoming volatile fuel prices and the costly maintenance of complex, high-intensity combustion engines.” “Air travel has been bringing the world together for more than a century, but we can do better for passengers trying to get to and from underserved communities, hours away from a hub airport,” he added. Curt Lewis