September 10, 2025 - No. 37 In This Issue : Pentagon Doubling Down on Alternatives to GPS That Aren’t in Space : GE Aerospace and BETA Technologies partner to advance hybrid electric flight : Russia’s First Fully Domestic Superjet Completes Maiden Flight : How the US Air Force Repairs the Tires of Its Largest Aircraft Ever Made : What to know about Russia’s GPS jamming operation in Europe : IAI Becomes First To Convert Boeing 777 Into Freighter : Hegseth Cuts JCIDS in Move to Speed Weapons Development : Your Aircraft's Other Co-Pilot: A Great A&P Mechanic : Airbus Eyes Completely New Aircraft: A360, Is it Viable : Aerospace company launches Roswell plant with 45 jobs : Hagerstown museum to mark 100 years of Fairchild with 3-day event Pentagon Doubling Down on Alternatives to GPS That Aren’t in Space Sept. 4, 2025 | By Shaun Waterman The U.S. military is doubling down on non-space-based alternatives to GPS, the ubiquitous position, navigation, and timing service provided by the U.S. Space Force, with new funding for the development and testing of operational prototypes of quantum-based devices that don’t depend on easily jammable signals from satellites. Last month the Pentagon’s cutting-edge technology research arm, the Defense Advanced Research Projects Agency announced the start of Phase 1 of its Robust Quantum Sensors, or RoQS, program, a trailblazing effort to prototype quantum sensing technology to provide a localized, non-space-based alternative to GPS. Although DARPA has not released any spending figures for RoQS, one company selected for the program said it received two contracts totaling $24.4M. “If we’re relying on space-based, GPS-based PNT, then we may be in trouble,” Vice Chairman of the Joint Chiefs of Staff Adm. Christopher W. Grady told industry executives last week at a National Defense Industrial Association conference in Washington, D.C. Explaining that despite recent improvements, GPS signals remained susceptible to jamming, Grady said developing alternative PNT sources was “a passion project,” for him, and something that “I am extremely focused on to enable the warfighting team to go do their job.” Grady’s observations got some real-world emphasis over the weekend when GPS jamming, allegedly by Russia, forced the plane carrying EU Commission President Ursula von der Leyen to land using paper maps and ground-based navigational signals, according to the BBC, although there’s some confusion among experts owing to contradictory technical data. The Bulgarian government has ordered an inquiry. The visit, to Bulgaria, was part of a tour by von der Leyen of EU nations on the front line between the bloc and Russia. It’s just the latest in a string of incidents that demonstrate Russia’s ability to jam GPS, something it has done so frequently since the start of the Ukraine war that commercial airline pilots in the Baltic states now must routinely rely on alternative navigation systems. The risks created by GPS’ fragility for U.S. warfighters—and for the broader world economy, where sectors like finance and transportation have become completely dependent on GPS—are well understood, and several innovation-focused organizations in the DOD have programs that are seeking to develop alternatives. In addition to DARPA’s RoQS program, the Defense Innovation Unit, the Pentagon’s outpost in Silicon Valley, launched a Transition of Quantum Sensors program last year. Like DARPA, DIU is focused on getting quantum PNT equipment out of the laboratory and onto the battlefield. The focus on quantum is not a coincidence, said Grady, calling it one of the most promising approaches to a resilient alternative PNT. One that would allow warfighters “to fight through those [electromagnetic warfare] saturated environments that we’re seeing like in Ukraine right now.” A report in June from the Lawrence Livermore National Laboratory identified three quantum sensing-powered technologies as being promising for alternative PNT. Inertial navigation works by tracking where and how fast a vehicle is moving and applying that to a known location where it was. Typically inertial devices “drift,” meaning their estimate of their location becomes less accurate over time, and must be re-baselined with a new, currently accurate location at regular intervals. Because quantum sensors are orders of magnitude more sensitive than their conventional counterparts, it is in theory possible to build an inertial location device that doesn’t need recalibrating and can maintain its accuracy independently. The latest flight of the secretive X-37B space plane in August carried a quantum inertial sensor, the Space Force has said. The other two quantum-based approaches identified in the Lawrence Livermore report use tiny variations in the earth’s magnetic field or in its gravitational field. Measuring gravitational or magnetic fields in one place, and then comparing that to detailed maps of the earth’s fields has been called quantum orienteering, because of its resemblance to map-based location techniques using physical landmarks. All three approaches can provide localized alternative PNT data, independent of GPS or any other space-based signal, the report said. Quantum sensing alternate PNT methods, the author notes, “would be internal to their vehicle and are therefore immune to EW tactics and space-based attacks.” However, the report notes that, while these technologies have been validated under laboratory conditions, making a device that will work in the noisy, vibration filled interior of an aircraft, for example, is a very different matter. Participants in DARPA’s RoQS program will build a prototype “walk-on/walk-off” device that can be taken on board a helicopter for long flights, testing its performance under real-world conditions. Q-CTRL, an Australia-based startup which is one of the first awardees under the program, uses software algorithms to account for and eliminate interference. DARPA gave Q-CTRL two contracts, one in partnership with defense giant Lockheed Martin, for a total of $24.4 million, the company said last week. Michael Biercuk, Q-CTRL’s CEO and founder, said in a statement they were “excited” to start work with DARPA, to “deliver a new generation of software-ruggedized quantum sensors for the most challenging defense missions.” Editor’s Note: This story has been updated to reflect uncertainty about the jamming of GPS on von der Leyen’s plane. GE Aerospace and BETA Technologies partner to advance hybrid electric flight September 04, 2025 Download image/jpeg (3.49 MB) • Companies to co-develop hybrid electric turbogenerator for defense and civil applications, enabling U.S. Advanced Air Mobility • Hybrid electric capabilities enable longer range, higher speed, lower operating cost and higher payload compared to other aircraft in the same segment • GE Aerospace to make an equity investment of $300 million in BETA Technologies, Inc. CINCINNATI – GE Aerospace (NYSE:GE) and BETA Technologies Inc. (“BETA”) announced today a new strategic partnership and equity investment agreement, subject to regulatory approval, to accelerate the development of hybrid electric aviation by combining BETA’s rapid innovation approach with GE Aerospace’s global scale and experience. Under the new agreement, GE Aerospace and BETA plan to develop a hybrid electric turbogenerator for Advanced Air Mobility (AAM) applications, including long-range Vertical Takeoff and Landing (VTOL) aircraft, future BETA aircraft, and other potential applications. The collaboration brings BETA’s expertise in high-performance, permanent magnet electric generators together with GE Aerospace’s tested turbine, certification and safety expertise for large-scale manufacturing and electrical power systems expertise. This hybrid solution will tap into existing infrastructure and capabilities, such as GE Aerospace’s CT7 and T700 engines, and is expected to bring significant enhancements in range, payload and speed performance compared to other aircraft in the same segment. Additionally, GE Aerospace will make an equity investment of $300 million in BETA, subject to regulatory approval, aligned with its commitment to work with key industry players to advance technologies that will support the future of flight. In connection with this partnership, GE Aerospace will also have the right to designate a director to join BETA’s Board. GE Aerospace Chairman and CEO H. Lawrence Culp, Jr., said, “Partnering with BETA will expand and accelerate hybrid electric technology development, meeting our customers’ needs for differentiated capabilities that provide more range, payload, and optimized engine and aircraft performance.” Kyle Clark, BETA Technologies’ Founder and CEO, said “This partnership brings together two teams deeply committed to and guided by aerospace engineering excellence and building the future of flight. We believe the industry is on the precipice of a real step change, and we’re humbled that GE Aerospace has the confidence in our team, technology, and iterative approach to innovation to partner with us. We look forward to partnering to co-develop products that will unlock the potential of hybrid electric flight, and to do it with the rigor, reliability, and safety that aviation demands.” GE Aerospace is advancing a suite of technologies for the future of flight, including integrated hybrid electric propulsion systems and advanced new engine architectures. Multiple milestones have been achieved over the last decade, including a 2016 ground test of an electric motor-driven propeller. In 2022, GE Aerospace completed the world’s first test of a megawatt-class and multi-kilovolt (kV) hybrid electric propulsion system in altitude conditions up to 45,000 feet that simulate single-aisle commercial flight. BETA has led the AAM industry in electric flight distance and hours flown generating valuable real-world data. BETA’s aircraft are engineered for all-weather performance and have been tested to operate reliably in a wide range of environmental conditions across the U.S. and Europe. ALIA’s electric propulsion and battery systems — which are developed in-house — offers reliable, high-tempo performance, as well as a quieter sound profile than conventional aircraft. Together, GE Aerospace and BETA will collaborate to develop an additional offering to enable the AAM industry. About GE Aerospace GE Aerospace is a global aerospace propulsion, services, and systems leader with an installed base of approximately 49,000 commercial and 29,000 military aircraft engines. With a global team of approximately 53,000 employees building on more than a century of innovation and learning, GE Aerospace is committed to inventing the future of flight, lifting people up, and bringing them home safely. Learn more about how GE Aerospace and its partners are defining flight for today, tomorrow and the future at www.geaerospace.com. About BETA Technologies, Inc. BETA Technologies, Inc. is an aerospace company designing, manufacturing and selling high-performance electric aircraft, advanced electric propulsion systems, components and charging systems to top global operators. BETA’s aircraft platform, ALIA, consists of two variants — a conventional fixed-wing electric airplane (“ALIA CTOL”) and an electric vertical takeoff and landing aircraft (“ALIA VTOL”). In addition, BETA is deploying its charging infrastructure to enable the industry, with more than 50 sites online across the U.S. and Canada. BETA is committed to developing its’s highly scalable technologies to allow for cost-effective and safe missions across cargo and logistics, defense, passenger and medical end markets. The portability of BETA’s technologies and systems across various aircraft and industries unlocks flexibility and innovation for generations to come. For more information, please visit www.beta.team. Russia’s First Fully Domestic Superjet Completes Maiden Flight Sep. 5, 2025 Russia’s first fully domestically built Superjet airliner completed its maiden test flight on Friday, the state defense and industrial conglomerate Rostec said. The flight follows earlier test flights of the import-substituted Superjet prototype in April and June, which confirmed stable operation of its domestically made systems. Rostec said the program is now entering the phase of mass production. The company said the SJ-100, as the aircraft is now branded, replaced “dozens” of foreign components, including the fuselage, flight-control systems and landing gear. The Yakovlev Production Center in Komsomolsk-on-Amur has 24 SJ-100s at “various stages of completion,” Rostec said. The jets are awaiting certification flights and approval from Russia’s civil aviation authority before delivery. Friday’s test flight lasted around one hour, reaching speeds of roughly 500 kilometers per hour (310 miles per hour) and an altitude of 3,000 meters (9,800 feet), according to Rostec. Russia’s United Aircraft Corporation, which took over the project last year after production delays and safety concerns, has said the SJ-100 will require 200 test flights by the end of 2025 before it can be certified for mass production. The 100-seat regional jet is central to Russia’s efforts to develop a domestic commercial aviation industry after Western sanctions curtailed its access to foreign technology. How the US Air Force Repairs the Tires of Its Largest Aircraft Ever Made Welcome back to the Fluctus Channel, as we explore the vital role of landing gear in military aviation, from the massive wheels of the C-5 Galaxy to the rugged capabilities of the KC-46 Pegasus. 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. 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.” IAI Becomes First To Convert Boeing 777 Into Freighter THE MEDIA LINE STAFF 09/01/2025 Israel Aerospace Industries (IAI) announced a breakthrough in global aviation with the world’s first successful conversion of a Boeing 777-300ER passenger aircraft into a freighter. The company received Supplemental Type Certificates from both the US Federal Aviation Administration and the Civil Aviation Authority of Israel, validating the aircraft for commercial cargo operations. With a payload capacity of 100 tons, the newly certified 777-300ERSF is one of the largest freighters in the world and is expected to reshape the air cargo industry by lowering operating costs while increasing efficiency and speed. AerCap has been confirmed as the launch customer for the program, with Kalitta Air set to be the first operator. IAI President and CEO Boaz Levy said the certification reflects years of engineering innovation. “We are proud to be the first in the world to convert a Boeing 777 into a freighter,” he said. “This achievement highlights IAI’s technological expertise and positions the company as a pioneer in this field. It strengthens our global business and supports the expansion of e-commerce through advanced freighter aircraft solutions.” Hegseth Cuts JCIDS in Move to Speed Weapons Development Aug. 28, 2025 | By Greg Hadley The Pentagon is dismantling its oft-criticized Joint Capabilities Integration and Development System, pushing authority back to the military services in hopes of streamlining the setting of requirements and speeding up development of new weapons systems. Defense Secretary Pete Hegseth and Deputy Defense Secretary Steve Feinberg ordered the Pentagon to “disestablish” JCIDS within 120 days in an Aug. 20 memo. The move returns requirements setting to the services after 22 years in the joint world. It also revises the role of the Joint Requirements Oversight Council, which comprises all the service vice chiefs and is led by the Vice Chairman of the Joint Chiefs of Staff. Under the new process, the JROC will annually identify and rank “Key Operational Problems” facing the joint force. Separately, a new Requirements and Resourcing Alignment Board will select and analyze some of those problems, offer guidance to programs, and recommend funding to accelerate worthy solutions. JCIDS has long frustrated military leaders and observers who criticized it as overburdened and bureaucratic. “JCIDS was in significant need of reform,” said Vice Chairman of the Joint Chiefs Adm. Christopher W. Grady Aug. 27. “The answer was, ‘Let’s just get rid of it and think of different ways to do the business.’” Addressing an industry audience at a National Defense Industrial Association conference in Washington, D.C., Grady offered an optimistic outlook: “I’m very confident that it will allow us to go faster and take away some of that onerous bureaucracy that was within JCIDS.” Retired Air Force Col. Mark Gunzinger, a former deputy assistant secretary of defense for forces transformation and resources, told Air & Space Forces Magazine that JCIDS started as “a promising concept” but devolved over time. “To put it in plain language, it became a self-licking ice cream cone, where the service vice chiefs in the JROC, chaired by the vice chairman, essentially said, ‘We’ll support your requirements if you support our requirements,’” said Gunzinger, now with AFA’s Mitchell Institute for Aerospace Studies. “And it was more of a self-satisfying exercise that really lacked teeth to define the best capability solutions, backed up by analysis, that would lead to the best outcomes for the Department of Defense as a whole.” William Greenwalt, a former deputy undersecretary of defense for industrial policy now with the American Enterprise Institute, criticized JCIDS as “a burdensome layer of ceremony, divorced from the real decisions that shape America’s future military edge” in a paper he co-authored in February. In an email response to questions, he said Hegseth’s order correctly diagnoses JCIDS’ “active harms and perverse incentives.” Greenwalt and co-author Dan Patt noted in their paper that requirements could languish in the JCIDS process for upwards of 800 days—two years and two budget cycles. He cited the “needed urgency” in Hegseth’s memo, specifically its timeline for clear action. The military services now have 90 days to review their requirements processes and: • Develop “clear requirements prioritization derived from operational problem statements.” • Engage early and often with industry and give more flexibility to acquisition officials • Remove “low-value-add review, approval, staffing, documentation, or certification processes” For the Department of the Air Force, the requirements review comes as Air Force Secretary Troy E. Meink ponders whether to endorse or shutter two commands conceived by the last administration under his predecessor’s direction. The Air Force’s Integrated Capabilities Command was intended to centralize requirements decisions at Air Force Headquarters rather than in the major commands where they have been for the past three decades, and the Space Force’s Space Futures Command was conceived as an organization focused on investigating and developing next-generation warfighting concepts and technologies. The two were among about two dozen changes unveiled in February 2024 under the banner “re-optimizing for great power competition.” Both had clear roles in requirements and future acquisition, many of which were put on pause after President Trump’s inauguration. Meink has not yet signaled his plans for them. The Pentagon’s new Requirements and Resourcing Alignment Board, or RRAB, will be co-chaired by the Deputy Secretary of Defense and the Vice Chairman of the Joint Chiefs, while the director of Cost Assessment & Program Evaluation and the Joint Staff’s director of force structure, resources, and assessment (J8) will serve as executive co-secretaries. Assisting the board will be another new entity, the Mission Engineering and Integration Activity, led by DOD’s research and engineering and acquisition and sustainment czars. Their role will be to engage with industry to try to solve the operational problems identified by the RRAB. To give the concept energy, the RRAB will be able to tap a new “Joint Acceleration Reserve” to invest in solutions approved by the deputy defense secretary. Greenwalt said the setup “aligns quite nicely” with his and Pratt’s recommendations. “Obviously, implementation is going to require a laser focus to prevent the recreation of any of the old system’s bad habits,” he concluded. “DOD and the military services rarely get a clean-sheet do-over when it comes to antiquated bureaucratic systems and processes. They now have one. Let’s hope they can take maximum advantage of this new approach and opportunity.” Gunzinger likewise praised the new system as “clearly an improvement over JCIDS,” thanks to its policy authorities and funding. But he is concerned that policy makers may not have a voice in the new process. “Strategy must drive requirements,” Gunzinger said. “It must drive solutions to those requirements. It must drive future force designs for all the services. It must drive the joint warfighting concept. So, who authors the National Defense Strategy, which is signed by the Secretary of Defense? OSD Policy. So we have the budgeteers—CAPE—combined with the J8 as executive secretaries for this RRAB. Where’s OSD Policy? If you take a look at the document disestablishing JCIDS and standing up RRAB, you cannot find OSD Policy in there anywhere. And I think that is a huge mistake.” Those weighing policy and requirements decisions need a means to to conduct “cost-per-effect” analyses to determine the best solutions to operational problems—which he said is essential to avoid developing redundant or excessively expensive, inefficient solutions. Cost-per-effect champions point to programs like the Army’s long-range hypersonic missile that might meet a long-range strike requirement, but does so at a cost that’s hard to justify compared to reusable penetrating aircraft. Grady said accelerating requirements definition can only help so much if the Pentagon doesn’t also get to make changes to the acquisition system. “None of that is valuable if there isn’t acquisition reform to go with it, and that is underway too,” he said. Hegseth has signed a memo in March that looks to transform software acquisition and Congress is considering two bills to accelerate acquisition. Senate Armed Services Committee Chair Roger Wicker (R-Miss.) has put forward his proposed the Fostering Reform and Government Efficiency in Defense (FORGED) bill in the Senate and in the House, Armed Services Committee Chairman Mike Rogers (R-Ala.) and Ranking Member Adam Smith (D-Wash.) introduced SPEED, the Streamlining Procurement for Effective Execution and Delivery bill. “There is good momentum in the building to get after that,” Grady told the NDIA audience. “There’s also good momentum with our partners on the Hill, our bosses on the Hill. So you can look at the FORGED act in the Senate side, the SPEED act on the House side, and you can see that this is coming. And those are across the compendium, from requirements to acquisition.” Your Aircraft's Other Co-Pilot: A Great A&P Mechanic Email: S. Peoples As an aircraft owner, you're not just a pilot; you're managing a significant financial asset. Protecting this investment goes beyond the hangar and the cockpit—it extends to the maintenance logbooks. The choice of an Airframe & Powerplant (A&P) mechanic is one of the most critical financial decisions you'll make, directly impacting your aircraft's value, safety, and long-term operational costs. Finding a true partner for your aircraft's health means looking beyond a simple certification. While an A&P license is the standard, a mechanic holding an Inspection Authorization (IA) demonstrates a higher level of expertise and is entrusted by the FAA to approve major repairs and annual inspections. Experience is also paramount. A mechanic who specializes in your specific make and model brings an invaluable depth of knowledge, recognizing potential issues before they become costly problems. Your best leads will often come from the tight-knit aviation community. Speak with fellow pilots, your local FBO, and flying clubs to get trusted recommendations. While cost is always a factor, the cheapest hourly rate rarely translates to the best value. True cost-effectiveness is found in quality workmanship that prevents future issues and preserves your aircraft's resale value. Before committing to a large-scale inspection, consider a smaller job, like an oil change, as a way to evaluate their professionalism and quality of work. Ultimately, a great mechanic acts as a steward for your investment, ensuring it remains safe, airworthy, and valuable for years to come. For a more detailed guide on what to look for in a top-tier mechanic, explore the full article brought to you by Flying Finance. Read More: How to Find the Right Aviation Mechanic Airbus Eyes Completely New Aircraft: A360, Is it Viable? A new A360 widebody would let Airbus compete directly with the 787 and capture airlines seeking efficient long-haul solutions. By Mahesh Darkunde September 1, 2025 Note: See photos in the original article. TOULOUSE– Airbus has hinted at launching the A360, a next-generation narrowbody aircraft, during its recent Airbus Summit. While aviation fans welcomed the teaser, concerns remain about whether the timing is right. The global production system is already struggling to meet demand for the A320neo and Boeing 737. Adding an all-new narrowbody could deepen supply issues, leaving airlines with fewer options when they need aircraft most. Photo: Airbus Airbus’ A360 Concept vs Market Needs Airbus’s early A360 concept introduces radical technologies such as an open-fan engine with a bypass ratio as high as 70:1, foldable wings inspired by the Boeing 777X, morphing control surfaces, and a composite fuselage. These innovations promise efficiency gains of up to 25 percent compared to current turbofans. The challenge is timing. According to aviation analyst Coby Explanes, the industry’s biggest pain point is production stability, not radical disruption. Both Airbus and Boeing are battling large backlogs, with no expectation of clearing them before the 2030s. Launching an all-new single-aisle jet now would stretch suppliers even further, creating a “supply crunch” for airlines. Photo: Boeing Airplanes Why Boeing Must Replace the 737, but Airbus Has Options Boeing has little choice but to retire the 737 family. Its design limits are well known, and efficiency improvements have hit a ceiling. Airbus, however, still has flexibility. The A320neo remains modern with fly-by-wire systems and the capacity to handle larger engines. Video: Airbus Instead of a clean-sheet design, Airbus could introduce an “A320X” refresh—less risky, faster to market, and cheaper to integrate into existing assembly lines. While not as advanced as Boeing’s rumored 797, it could deliver reliability and affordability at scale, a strong selling point for airlines struggling with delayed deliveries. Photo: Airbus The Stretch and Complement Strategy Coby suggests Airbus consider stretching the A320 platform into a new “A322” model, avoiding the compromises of Boeing’s MAX 10. At the same time, the Airbus A220 family is filling the lower end of the single-aisle market. A proposed A220-500 variant would compete directly with smaller narrowbodies, giving Airbus full coverage across short and medium-haul markets. This dual-line approach—A220 plus A320 derivatives—offers stability, efficiency, and reduced production risk, while still satisfying demand across multiple airline segments. Photo: Aero Icarus | Flickr Why the Widebody Market Is Airbus’ Bigger Prize The real opportunity lies in widebodies. Boeing’s 787 Dreamliner dominates long-haul travel, while Airbus’ A330neo has struggled to match its efficiency and sales. By the mid-2030s, the earliest Dreamliners will begin retiring, opening a critical replacement window. Airbus could use the A360 designation for a clean-sheet widebody, positioned as a successor to the A330neo. This would mirror the successful launch of the A350, which captured demand as older Boeing 777s left airline fleets. A new A360 widebody would let Airbus compete directly with the 787 and capture airlines seeking efficient long-haul solutions. Photo: Airbus Bottom Line Airbus has a choice: pursue a disruptive A360 narrowbody alongside Boeing’s new program, or double down on refining the A320 family while preparing a widebody replacement. Coby’s analysis points to the latter as the smarter move—delivering predictable capacity to airlines now, while investing in a widebody future that could shift the balance of power in long-haul travel. The question is not whether Airbus can build the A360, but whether it should build the right A360 at the right time. Stay tuned with us. Further, follow us on social media for the latest updates. Join us on Telegram Group for the Latest Aviation Updates. Subsequently, follow us on Google News Aerospace company launches Roswell plant with 45 jobs By FOX 5 Atlanta Digital Team Published September 5, 2025 8:05am EDT CREDIT: PBS Aerospace The Brief • PBS Aerospace opens new U.S. headquarters in Roswell • Facility will produce jet engines for drones and missiles • 45 jobs created with up to 100 more expected ROSWELL, Ga. - An aerospace supplier has opened its U.S. headquarters and manufacturing facility in metro Atlanta. What we know: PBS Aerospace launched operations in Roswell, where it will produce small jet engines used in high-speed drones and missile systems. "Today’s grand opening marks a pivotal milestone for PBS Aerospace, Georgia, and the future of American defense," said Erin Durham, CEO of PBS Aerospace. "Our precision-manufactured turbojet engines are designed to meet the rigors, mission readiness and reliability needed for the modern battlefield. The lightweight turbojet engines we produce are proven across the most demanding military applications, delivering performance the U.S. military counts on now, and at scale into the future." The company has hired about 45 employees so far and expects to add up to 100 more positions in the coming years. The Source Information for above story came from a press release from PBS Aerospace. Hagerstown museum to mark 100 years of Fairchild with 3-day event Janis Reeser Reporter assisted by AI The Hagerstown Aviation Museum is celebrating the 100th anniversary of Fairchild Aircraft with a three-day event. The celebration, which runs Sept. 12-14, will feature vintage aircraft, a 1940s hangar dance and the annual Wings & Wheels Expo, according to a community announcement. The event will take place at the Hagerstown Regional Airport, 18450 Showalter Road, Building 8. Hours are 9 a.m. to 4 p.m. each day. Admission is $10 per person, with children ages 8 and younger entering for free. Shuttles will be available from parking areas. The celebration will kick off Sept. 12 with a day of vintage airplane landings as Fairchild aircraft owners arrive. A Fairchild A-10 is expected to fly in during the day. The museum is offering Fairchild Heritage Flights for a $200 donation throughout the three days. The day will conclude with a 1940s hangar dance from 6:30 to 11 p.m., featuring big band music, dancing, food and drinks. Wings & Wheels Expo set for Sept. 13 The annual Wings & Wheels Expo will take place Sept. 13, highlighting Fairchild and other vintage aircraft. The Fairchild A-10 will be on display, along with the 1943 Fairchild Flight Test Hangar. The event will also feature a cruise-in with classic cars, trucks and tractors, live music at noon, food and local vendors. On Sept. 14, the event will feature a speaker series, including an A-10 Warthog roundtable and a Rosie Reception. Attendees will have the opportunity to say goodbye to the Fairchild aircraft visitors, including the A-10, as they depart for home. Warbird rides available during the event A World War II Fairchild UC-61 Forwarder warbird from the Capital Wing of the Commemorative Air Force will be offering warbird rides during the event. The Fairchild UC-61 was designed and built by Fairchild Aircraft in Hagerstown and was first flown in 1931. The aircraft was in continuous production until 1948. The Capital Wing Fairchild UC-61 carries the colors of the U.S. Coast Guard, which used a squadron of Fairchilds on anti-submarine patrols off the Atlantic coast during World War II. Only 306 aircraft of this specific type were built, and the Capital Wing warbird is one of only a few that remain airworthy, according to the announcement. The Fairchild carries three passengers, and children ages 5-12 may fly with a parent on board. In addition to the Fairchild, the Capital Wing will also be flying rides in a 1941 Boeing PT-17 Stearman biplane, also painted in Coast Guard colors. Warbird rides for either aircraft may be purchased in advance at the Capital Wing website, capitalwingwarbirdrides.org/warbird-rides. Fairchild flights are $200 and Stearman flights are $395. Flights not sold in advance will be available for purchase during the event at the airport. All rides sold in advance will receive a custom flight certificate and access to an online animated map of their flight. “A warbird ride is a once in a lifetime experience. We tell people not to miss the opportunity when it comes around. Riding in a WWII warbird engages your senses: sight, sound, smell, and touch. You become a part of the warbird. You experience living history,” Pete Ballard, warbird rides coordinator for the Capital Wing, said in the announcement. Other attractions at the Fairchild Aircraft 100th Anniversary include tours of a Fairchild A-10 Warthog, numerous static displays of various Fairchild aircraft and a kids bounce house. Hagerstown-built A-10 Warthog returns home In addition to the 100th anniversary event, the museum is holding a special one-time event at noon Sept. 22 to welcome a Maryland Air National Guard Fairchild-Republic A-10C 79-0087 into the museum collection for permanent display. The event will take place at the Hagerstown Aviation Museum, 18450 Showalter Road, Building 8. This story was created by Janis Reeser, jreeser@gannett.com, with the assistance of Artificial Intelligence (AI). Journalists were involved in every step of the information gathering, review, editing and publishing process. Learn more at https://cm.usatoday.com/ethical-conduct/. Curt Lewis