September 17, 2025 - No. 38 In This Issue : Global 7500 Engine Issue Prompts Emergency Diversion : FAA Approves Boeing 777X New Phase 2D Noise Testing : Stealth or Something Else? USAF Wants Ideas for Next-Gen Tanker Airframe : Design flaw leads to loss of control : Making a more durable GTF engine : L3Harris opens centre of excellence to expand U.S. Air Force OA-1K Skyraider II aircraft production capacity : Grady launches state-of-the-art emergency medical helicopter : Boeing CEO Kelly Ortberg says there is still a "mountain of work" when it comes to the 777X program... : New aircraft mechanic program takes flight in Colorado : The Air Force Wants Your Input on Its Plan to Transform the Maintenance Career Field : Fred Smith and GE Aerospace: A Handshake That Revolutionized Freight Transport Global 7500 Engine Issue Prompts Emergency Diversion Bound for Europe, twinjet landed safely in Newfoundland By Gordon Gilbert • Contributor - Accidents and Regulations September 11, 2025 A U.S.-registered Bombardier Global 7500 en route from Teterboro Airport (KTEB) to Costa Smeralda Airport (LIEO) in Sardinia, Italy, diverted to Gander International Airport (CYQX) after receiving reverser caution messages and an uncommanded power reduction. The August 24 incident was reported by the Transportation Safety Board of Canada (TSB). The jet was flying IFR at FL410 when the flight crew received two caution messages: L REVERSER FAIL and L REVERSER LOCK FAIL, accompanied by a power reduction to flight idle of its left side engine. According to the TSB report, the crew completed the appropriate checklist, which required reducing airspeed to 170 kias and landing at the nearest suitable airport. After reducing airspeed, the crew declared an emergency and coordinated with Canadian air traffic services (ATS) to descend to 10,000 feet. “An extended pattern was flown to achieve a landing weight below maximum limits and the crew coordinated with ATS for a diversion to [CYQX], where a landing was made without further incident,” the report states. The TSB report said the aircraft operator coordinated troubleshooting with General Electric, the manufacturer of the Global 7500 Passport turbofans. A faulty engine electronic controller, a critical element of the fadec, was identified. “We’ve communicated with the operator,” a GE spokesperson told AIN. “A software fix is introduced in [new production aircraft] and is being deployed in the field via a service bulletin.” FAA Approves Boeing 777X New Phase 2D Noise Testing Once Phase 2D concludes, Boeing will proceed to TIA Phase 3, although that stage remains some time away. By Natalia Shelley September 1, 2025 SEATTLE- The US Federal Aviation Administration (FAA) has granted Boeing approval to begin Phase 2D noise testing for the 777X. This marks an important certification milestone for the delayed widebody program. Noise testing for the Boeing 777X will be performed in Glasgow, Montana (GGW). This step allows Boeing to expand its Type Inspection Authorization (TIA) process, with broader evaluations still to come. GE9X Engine for Boeing 777-9; Photo: By Dan Nevill from Seattle | Wikimedia Commons Boeing 777X 2D Noise Testing The 777X program has been running significantly behind schedule. Boeing originally targeted first deliveries in 2020, but the current outlook forecasts certification in early 2026, followed by initial deliveries later that year. Its test fleet has already logged more than 1,500 flights and nearly 4,200 flight hours. Reported by Simple Flying, the Phase 2D approval is a positive sign for an aircraft program that has faced repeated delays. Once Phase 2D concludes, Boeing will proceed to TIA Phase 3, although that stage remains some time away. Phase 3 will include a wider range of tests, such as verifying the Auxiliary Power Unit (APU) performance and cooling in varied conditions, confirming stability and control for safe handling, and conducting precipitation static (P-static) tests to ensure systems remain shielded from static build-up. Aircraft Specifications: Aircraft Variant Range Capacity Engine Boeing 777-8 8,745 nautical miles (16,190 km) 395 seats (two-class) GE9X Boeing 777-9 7,285 nautical miles (13,500 km) 426 seats (two-class) GE9X The extended range and efficiency of the 777X position it as a key competitor in the global long-haul market. Photo: Boeing Lufthansa To Receive First 777X Germany’s Lufthansa (LH) will be the first airline to take delivery of the Boeing 777-9, expected in mid-2026. The carrier has ordered 20 of the passenger variant and seven Boeing 777-8F aircraft for Lufthansa Cargo (FRA). Both the FAA and the European Union Aviation Safety Agency (EASA) must certify the aircraft before it is delivered. The 777X program encompasses three models: the 777-8, the 777-8F (freighter), and the 777-9. Lufthansa’s role as launch customer highlights its longstanding partnership with Boeing on widebody fleet expansion. Photo: Clément Alloing Technical Challenges And Delays The Boeing 777X has faced multiple technical challenges. In 2020, an “uncommanded pitch event” caused the nose to rise unexpectedly without pilot input, forcing Boeing to rework flight control systems. In mid-August 2024, thrust link failures discovered during testing caused another halt in certification, delaying the program further. These issues were compounded later that year by a labor strike, which worsened delays. Thrust links transfer loads between the engine and the wing structure. Boeing redesigned the components in spring 2025 to address fatigue problems in these load-bearing parts, eliminating a critical obstacle to certification testing. Photo: Clément Alloing Airline Orders And Market Demand Despite setbacks, Boeing continues to record major 777X orders. As of May 2025, Gulf carriers represented the largest share of orders. These were announced during US President Donald Trump’s official visit to the region, where Boeing’s CEO accompanied him. Qatar Airways (QR) confirmed a deal for 210 Boeing widebodies, including 30 777-9s and 130 787 Dreamliners, along with options for 50 more aircraft. Etihad Airways (EY) also signed for 28 Boeing 787s and 777X jets, though it has not disclosed how many 777Xs are included in the order. China Airlines (CI) became the newest East Asian customer, ordering 23 Boeing 777X aircraft. The Taiwanese carrier purchased 10 777-9 passenger jets and four 777-8 freighters, with options for five more 777-9s and four additional 777-8Fs. 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 New Stealth or Something Else? USAF Wants Ideas for Next-Gen Tanker Airframe Aug. 20, 2025 | By Greg Hadley The Air Force is conducting another round of market research for its proposed next-generation tanker, specifically asking industry for ideas on the airframe—a wide-open question with major implications for the future fleet. The request for information, released Aug. 15, is labeled as “controlled unclassified information” and is not publicly accessible. Companies have until Oct. 24 to respond. This is the latest RFI for what the Air Force is calling the Next-Generation Air Refueling System. The Air Force Life Cycle Management Center launched the NGAS program with a request in 2023, and it released subsequent calls for ideas in 2024 for engines and mission systems. But this new request could be crucial for determining how the service moves forward. NGAS was originally envisioned with at least some stealth features so it could accompany fighters into contested airspace. Lockheed Martin has unveiled several concepts, including an unmanned version, and startup JetZero has pitched its in-development blended wing-body aircraft as an option. But officials have acknowledged that building a stealthy tanker might not be feasible, given other modernization priorities like the new F-47 fighter, the B-21 bomber, and the Sentinel intercontinental ballistic missile. Instead, they have suggested a modified approach. “When you look at this NGAS and NGAS family of systems … you’ll find us talking through this in terms of survivable air refueling,” Maj. Gen. Joseph D. Kunkel, head of Air Force Futures, said in April. “We’re trying to counter the entirety of the kill chain, and that could result in a bunch of different things. … That might not be just a stealth tanker, or just an end-game effector on a tanker, or just a networked tanker. There’s a family of things that come together to create survivability.” In its 2026 budget request, the Air Force confirmed it’s no longer wedded to the idea of a stealthy tanker. Documents detailing plans for NGAS don’t mention stealth at all, but do say that “alternatives for more survivable tanking capability could potentially be addressed through more resilient connectivity and on-board and off-board self-protection. Acquisition strategies for any or all of these options would be directly related to requirements that will be refined through the FY 2026 activities.” The latest RFI would count among those 2026 activities, as the new fiscal year begins Oct. 1, before responses are due. Any decision on NGAS could be impacted by the Air Force’s decision in July that it would forgo a competition to recapitalize its aging KC-135 fleet, opting instead to buy more KC-46 tankers. On top of that, the Navy is working to field an unmanned refueler, the MQ-25. Boeing has pitched a version that can operate from land, rather than from aircraft carriers, that could be of interest to the Air Force depending on how the Navy program fares. Design flaw leads to loss of control By General Aviation News Staff · September 9, 2025 · 1 Comment The flight instructor, who was in the rear seat of the Air Tractor AT-802, told investigators that during landing at the airport in Herington, Kansas, as they slowed to 35 to 40 mph, the tailwheel unlocked, and the airplane turned right. The CFI applied full left rudder and attempted to apply the left toe brake, but the brake pedal was restricted from moving forward. When left rudder and left brake were applied, the top of the pedal contacted the spray control lever pushrod and full brake could not be applied. The airplane continued off the right side of the runway, hitting a ditch, which resulted in substantial damage to the wings. Post-accident examination revealed that the front-seat rudder/brake pedals could move through their full range of motion without interference. The rear-seat rudder/brake pedals were found in the forward adjustment position. With the rear pedals in the forward position, the left rear brake pedal range was restricted by the upper spray valve control pushrod, preventing the application of full left brake from the rear seat. Spray valve control lever. The upper spray valve push rod was installed in the airframe by Air Tractor during the original production of the airplane. Air Tractor reported that there were 94 other airplanes affected by this design installation. As a result of this investigation, on Dec. 29, 2023, Air Tractor completed service letter (SL) 405, which was applicable to certain AT-802 airplanes with a spray valve control lever installed. The SL was issued due to the spray valve control valve pushrod’s interference with the left rear rudder pedal, which reduced controllability and could lead to an accident. The interference was only possible when the left rear rudder pedal is in the forward adjustment position. This interference prevents simultaneous application of full left rudder and left brake when operated from the rear seat. Spray control valve lever and rudder. This control restriction could lead to a loss of control causing significant injury and aircraft damage. Placement of the rear rudder pedals in the rear adjustment position is a temporary solution that will allow full, simultaneous application of left rudder and left brake. As result of this investigation, on April 25, 2024, the FAA issued special airworthiness information bulletin (SAIB) 2024-03, “Rudder Control System,” which recommended that all affected operators modify the rear cockpit rudder pedal adjustment in accordance with Air Tractor, Inc. Service Letter 405. Probable Cause: The design of the spray valve control lever, which restricted the range of the left rear rudder and brake pedal and resulted in a loss of control during landing. NTSB Identification: 193176 To download the final report. Click here. This will trigger a PDF download to your device. This September 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. Making a more durable GTF engine With improved manufacturing and lessons from a new variant, Pratt & Whitney plans to double time on-wing The section of the factory is called Hole Drill – that’s what they do there, after all – but there’s not a drill in sight. There is, however, a chamber. Inside, a piece of metal rests on a platform and faces a tall metallic cylinder outfitted with tubes of varying widths. Water rushes in, and an electric charge begins passing through the tubes, machining a series of precisely plotted holes into the metal. That metal will one day become a turbine blade in a Pratt & Whitney GTF™ engine, and the holes being bored into it will help keep that engine’s turbine cool. The drilling process, with its meticulous detail, is among several capabilities Pratt & Whitney, an RTX business, is using to boost the engine’s durability – a key concern for the airlines who look to the GTF engine and Pratt & Whitney GTF Advantage™ variant to power their fleets. “With the GTF Advantage engine, we have the most state-of-the-art hot section in the single-aisle marketplace,” said Amy Comer, vice president of GTF programs at Pratt & Whitney. “The hottest part of the engine is hot enough to melt rock into lava. By optimizing cooling holes – their shape, size and location – we’re optimizing airflow over the surface of the parts. This, in turn, more effectively protects the surface of the parts to help them last significantly longer in service.” Hot Section Plus: Engine upgrade will nearly double time on-wing Read our announcement about Hot Section Plus at the Paris Air Show. Read more An operator from the Pratt & Whitney blade-and-vane manufacturing plant in Asheville, N.C., walks across the section of the site called Hole Drill to check the status of a part. The highly automated process makes it possible for one or two people to manage operations for multiple machines. Portions of this image have been blurred to protect sensitive information. A simple process in name only Much of the work to improve the hot section – including the hole-drilling process – takes place at Pratt’s 1.2 million-square-foot blade-and-vane plant in Asheville, North Carolina. Opened in 2022, the site represents a $1 billion investment in the future of Pratt’s commercial and military engine operations, as well as a significant commitment to economic development in the region. Down the aisle from Hole Drill are workstations informally referred to as the “Coatings” section – another plainspoken label that describes an advanced workflow. And like Hole Drill, this process doesn’t look like it sounds. An operator places a formed part into a rotating box that resembles a futuristic treasure chest, where the part will be treated with special coatings to maximize its ability to resist heat. Strobes and pulses of light emit from the porthole window on the chamber’s front face, a spectacle that gives this process its nickname: Lightning in a Bottle. The advanced drilling and coating techniques, exotic as they seem, are quite practical in purpose: They are directly helping Pratt make a more durable GTF engine – both today’s engine and the GTF Advantage engine that will soon become the production standard. A decade of engine insight The changes derive from lessons learned over nearly 10 years and 40 million hours of in-service operations for Pratt’s GTF engine family, as well as 100,000 hours of rig, ground and on-wing performance testing. And, if the base engine paved the way for innovation on the GTF Advantage engine, the Advantage is returning the favor. Existing GTF engine customers will receive an interim upgrade at their next maintenance visit – and, starting in 2026, will have the option for a new hot section that derives largely from the GTF Advantage engine. “We can capture 90 to 95 percent of the durability improvements of the GTF Advantage with about 35 parts,” said Comer. “A relatively small number of parts can make a very big impact on how long the engine stays on-wing.” What’s driving durability? In the high-pressure turbine (HPT), enhancements include an advanced airfoil design with improved coatings. HPT and combustor components also feature optimized cooling hole size, shape and location, with improved hole-drilling techniques to reduce oxidation. The GTF Advantage engine is fundamentally more durable, with increased airflow through the core to lower operating temperatures. Durability in high demand The durability improvements are coming as demand for the engine continues to ramp up. In early 2025, the GTF Advantage engine received type certification from the U.S. Federal Aviation Administration, and the European Union Aviation Safety Agency certified the GTF engine to power the Airbus A321XLR. The certifications clear the way for Pratt to maintain its position as a leader in the single-aisle sector, and the company is staying ready by increasing its global network of engine maintenance, repair and overhaul centers. As of 2025, there are 17 Pratt & Whitney engine centers performing GTF engine maintenance, with three more centers expected in the coming years. Pratt leaders, pointing to the company reaching its centennial milestone in 2025, see the ongoing investment in the GTF engine family as part of its legacy of innovating for customers. Beyond blades and vanes To walk the production line in Asheville, it would be easy to get caught up in small things – small holes, being drilled into small parts, in a small corner of an enormous facility. But the people who work that line don’t see it that way; they understand that what they do is going to help airlines keep their engines on-wing longer and have big implications for the future of flight. “It’s going to make commercial travel better,” said Glenn Barnes, business unit leader for the Hole Drill process area. “And it’s really being able to own that and say, ‘Hey, next time I fly, I know I’m safe because we take so much pride in the quality and durability of our parts.’” A timeline for durability enhancements Throughout 2025: Interim upgrades to GTF engine ongoing at Pratt & Whitney MRO locations • 5 parts involved • Extends engine’s maintenance interval by up to 40% 2026: First GTF Advantage engines enter into service New hot section based on the GTF Advantage engine available for GTF engine • 35 parts involved • 90-95% durability improvement Early 2028: Switchover to full GTF Advantage engine production expected L3Harris opens centre of excellence to expand U.S. Air Force OA-1K Skyraider II aircraft production capacity By Defence Industry Europe Photo: L3Harris Technologies. L3Harris Technologies has expanded its Waco, Texas facility to serve as the production hub for the U.S. Air Force OA-1K Skyraider II and allied nations. The site, with four decades of experience in aircraft missionization, has been designated as the company’s Centre of Excellence for Skyraider II production. The newly equipped hangar features advanced manufacturing tools and processes designed to enhance efficiency and agility. Technicians will also be able to streamline testing and provide rapid upgrades for the aircraft. “This hangar brings together the talent and technology needed to rapidly advance the Skyraider II mission and deliver the OA-1K aircraft,” said Jason Lambert, President, Intelligence, Surveillance and Reconnaissance, L3Harris. “The site, which supported the prototype aircraft development, flight testing and FAA certification, is uniquely positioned to carry this mission forward.” Congressman Pete Sessions, R-Texas, praised the investment’s impact on the local community, stating: “L3Harris is a strong partner to Waco, as demonstrated by their investment in the opening of the Skyraider II production facility. The innovation taking place here in Central Texas will not only revolutionize advancements on the battlefield, but also strengthen our local economy.” He added: “This achievement is a testament to the strong workforce we have in Texas, and it is clear that what happens in Waco has global implications.” Aircraft inductions are already underway at the facility, with first deliveries scheduled for this autumn. L3Harris confirmed it will continue to deliver aircraft monthly to support the Skyraider II programme of record and meet operational requirements.\ Grady launches state-of-the-art emergency medical helicopter By Dan Raby and Tyler Fingert Updated August 27, 2025 7:20pm EDT Atlanta FOX 5 Atlanta Grady launches state-of-the-art emergency medical helicopter Grady Memorial Hospital's new medical helicopter will take to the skies shortly to provide quick access to life-saving trauma care. Officials say the air ambulance will provide intensive care unit-level treatments to patients during transport. The helicopter will be staffed by Grady personnel and Air Methods pilots. The Brief • Grady Memorial Hospital's new medical helicopter will take to the skies shortly to provide quick access to life-saving trauma care. • Officials say the air ambulance will provide intensive care unit-level treatments to patients during transport. • The helicopter will be staffed by Grady personnel and Air Methods pilots. ATLANTA - Grady Memorial Hospital is launching a new state-of-the-art medical helicopter aimed at saving more lives across metro Atlanta. Officials say the new air ambulance is equipped with advanced life-support equipment designed for the highest level of care during emergency transport. What we know: The hospital developed the new helicopter in partnership with Air Methods, a company specializing in medical air transport. Officials with Grady Health System say the aircraft can provide intensive care unit-level treatments to patients while on the move, allowing quicker access to trauma care while the patient is being rushed to the hospital. Grady Air will be staffed by Grady medical personnel, including nurses, paramedics, and critical care specialists and Air Methods pilots. It has enough equipment to accommodate multiple caregivers at once. The service will be available 24/7 across metro Atlanta and the region. What they're saying: For trauma patients, the clock is the enemy, but Grady Health System says their medical helicopter is their powerful new weapon to fight back. "It is very time sensitive when we get called in," said Pete Powell, Grady Air Flight Nurse. For two decades, Powell has been on the front lines in an emergency room, but now he is taking that care to the air. "Even in the worst moment of somebody's life, we are there to provide that care for them and to be able to do that, we have to be able to provide the best care in an efficient, timely manner," he said. Grady says this helicopter is an ICU in the sky and even has the ability to deliver whole blood, which is a rarity for a medical helicopter in Georgia. "With us having that ability to give blood to patients that are bleeding will save lives and that has been proven," said Dr. Ryan Fransman, Medical Director of Grady Air at Grady Health System. While medical helicopters regularly land at Grady Memorial Hospital, this is the first operated by the health system’s staff. Air ambulances are vitally important during emergency situations to save time by flying patients over traffic. A year ago, an Apalachee High School shooting victim was flown to Grady to get the care they desperately needed. "Patients are going to be getting care, way quicker than prior and they're going to be getting intensive care and resuscitation at advanced levels way quicker than prior," said Dr. Fransman. For now Grady Air is made up of just one helicopter, but they say there is always room to add another. Boeing CEO Kelly Ortberg says there is still a "mountain of work" when it comes to the 777X program... CEO Kelly Ortberg says there is still a "mountain of work" when it comes to the 777X program, adding that "we still don't have authorization from the FAA for a good portion of the certification program, so we're working through that right now with the FAA. But we're clearly behind our plan in getting the certification done." Boeing currently has five of its next generation, twin-engine jets in the test program. The manufacturer still hopes to deliver the first 777X in 2026 — six years after its initial 2020 expected delivery, but Ortberg warned that Boeing is "falling behind on the certification," because the company still needs its Type Inspection Authorizations (TIAs) from the Federal Aviation Administration. New aircraft mechanic program takes flight in Colorado By General Aviation News Staff · September 11, 2025 LOVELAND, Colorado — Aims Community College has launched a new Aircraft Maintenance Technician program to meet the demand for aviation mechanics. Classes begin in January 2026 at the new Aircraft Maintenance Training Center (AMTC) at Northern Colorado Regional Airport (KFNL) in Loveland. Prospective students can apply to the program to earn an Associate of Applied Science in Aircraft Maintenance Technician degree in two years, over six semesters. The college will add certificate options as the program evolves, according to officials. Aims also is developing career pathways and partnership programs with aviation and aerospace employers, officials added. “While everyone who travels can feel there’s a pilot shortage, the need for aircraft mechanics is even greater,” said Eric Himler, Executive Director of Aviation Programs at Aims. “This program is an opportunity for Aims to be part of the solution in creating aircraft mechanics that will help ease that shortage locally, statewide and nationally.” Industry and FAA data project a shortage of 25,000 aircraft technicians in the U.S. by 2028 and anticipate a global need for more than 700,000 technicians over the next 30 years. “Currently, the average age of a certified aircraft technician is 54 years old and 40% are over 60,” said Michael Sasso, Director of the Aircraft Maintenance Program at Aims. “This is a long and lucrative career path and now is the time to train the next generation of skilled technicians.” The Aircraft Maintenance Technician program is eligible for federal financial aid, veteran education benefits, and industry scholarships, college officials noted. The Air Force Wants Your Input on Its Plan to Transform the Maintenance Career Field Sept. 11, 2025 | By David Roza Note: See photos in the original article. The Air Force last month kicked off a feedback-gathering campaign about a plan to transform one of its largest and most important career fields: aircraft maintenance. During the first week of August, about 100 maintainers gathered in northern Virginia for the first four of 10 working groups aimed at making sure the plan works for Airmen in 2A, the umbrella term for aircraft maintenance specialty codes. There are about 56,500 Airmen across the aircraft maintenance career fields, according to 2024 data. “Tackling the challenges facing the 2A career fields is a monumental task,” Maj. Gen. Elizabeth Arledge, the Air Force director of logistics, said at the start of the event, according to a Sept. 4 press release. “That is why your presence here is so invaluable,” she added. “Your input is the driving force behind this effort, and it is what will ensure our strategy is effective and responsive to the needs of our maintainers.” Airmen hold a breakout session during the 2A Career Field Working Group Kick-Off Event, Aug. 6, 2025. (U.S. Air Force photo by Kaylie Crews) The Plan First revealed in January, the Air Force plans to condense its list of more than 50 aircraft maintenance job specialties down to seven, starting in 2027. Rather than starting in a specialty such as avionics, engines, or structural maintenance, junior enlisted Airmen would start in a single generalist track called the Aviation Maintenance Technician Track, where they would learn common tasks in launching and recovering aircraft. Once maintainers reach the rank of Senior Airmen and are preparing to become noncommissioned officers, they would specialize in one of six areas: • Avionics and Electrical, which combines avionics with the electrical side of the Environmental and Electrical (E&E) specialty. • Aerospace Ground Equipment, which will look the same as it does now. • Advanced Mechanical, which combines crew chiefs, fuels, hydraulics, and the flight line side of engine maintenance. • Crew Support Systems, which combines ejection seat systems with the environmental side of E&E • Fabrication, which combines aircraft structural maintenance, aircraft metals technology, and nondestructive inspection. • Intermediate-level engines, for maintainers dedicated to intermediate-level engine maintenance. Those specialties would not be tied to a particular type of aircraft in order to provide more flexibility in assignments and development, the Air Force said at the time. Mid-career Airmen would stay in a specialized track through the rank of technical sergeant, at which point they could apply to become a “nose-to-tail cross-functional expert” on a given airframe, or stay in a specialist track until they reach master sergeant and can switch to more of a leadership role. Airmen can stay in the technical or leadership track through the rest of their careers, or they could switch between the two tracks. Among current and former maintainers who spoke with Air & Space Forces Magazine, proponents of the new design said it could provide junior enlisted Airmen more hands-on time to master the fundamentals of aircraft maintenance, and more experienced Airmen the chance to stay close to the flight line throughout their careers. However, critics said it could also dilute expertise across the career field and reduce local leaders’ ability to solve complex maintenance problems amid resource scarcity and a struggle to retain experienced hands. Air Force officials believe the change will help prepare maintainers for working in small groups in isolated locations and keep pace with a rapidly changing portfolio of aircraft. “The current system is built on legacy structures that limit talent management flexibility and interoperability,” said the press release from Headquarters Air Force. “Additionally, the Air Force faces challenges such as low first-term Airmen retention rates and the growing demands of aging aircraft that are only amplified by the current structure.” Airmen hold a breakout session during the 2A Career Field Working Group Kick-Off Event, Aug. 6, 2025. (U.S. Air Force photo by Kaylie Crews) Feedback The aircraft maintenance career field managers at Air Force headquarters “recognized that the success of the 2A career field strategy depends on the support and approval of those most affected,” officials wrote in the release, “which is why maintainer input is crucial and placed at the forefront.” About 1,000 Airmen volunteered for the first input-gathering event in August, with the 100 or so participants representing “various skillsets and experiences,” according to the release. They put on four working groups focusing on the 2A Technical Track, the Generalist Track, Manpower, and Workforce Management. The release did not mention specific insights gathered from the working groups, but it said most respondents rated the event as “exceptional” in a survey afterwards. Six more working groups remain, focusing on Field Engagement, Organizational Structure, Retention and Incentives, Specialist Track, Traditional SNCO Track, and Training Development. Air Force spokesperson Laurel Falls said the strategy team is currently recruiting for those working groups, which will primarily operate virtually but will likely feature an in-person kickoff event to be held in early 2026. “Our future working groups, like our first four working groups, will select Airmen that strongly represent our 2A community, spanning all our MAJCOMs, components, rank tiers, and 2A AFSCs,” Falls said. “We are looking to get as much input as we can.” Beyond the working groups, Falls said Air Force officials will send out a newsletter every quarter that seeks feedback from all aircraft maintainers, and there will also be base visits to gather direct input from Airmen. The working group phase is expected to run through at least late spring 2026, Falls said. The Air Force is still working out when the first group of new Airmen will join the Aviation Maintenance Technician Track. Fred Smith and GE Aerospace: A Handshake That Revolutionized Freight Transport August 25, 2025 | by Rick Kennedy The recent passing of FedEx founder Fred Smith marked the end of an era. His company revolutionized the freight transport industry and ultimately changed society. GE Aerospace is proud to have powered Smith’s bold vision from the very beginning, when he was a young, decorated military veteran who daringly launched a unique enterprise in Memphis, Tennessee, with a few modified business jets. Through the decades, Smith’s company grew wildly across the globe with a massive fleet of large cargo jets and vehicles. At the same time, GE Aerospace transformed from a leading military engine supplier to become the world’s largest producer of commercial jet engines. Along the way, GE Aerospace has been FedEx’s principal jet engine supplier, while Smith worked closely with generations of GE Aerospace leaders — from Gerhard Neumann and Brian Rowe to David Joyce and current Chairman and CEO Larry Culp. Smith speaking at a FedEx investors conference in 2010. Image courtesy of FedEx. The FedEx of today operates 269 cargo aircraft powered by GE Aerospace, including the CF6 and GE90 engine lines. And it began with a handshake deal. After graduating from Yale University and serving two tours in Vietnam as a platoon leader and aerial observer/tactical air controller in the U.S. Marine Corps, Smith pursued his idea of creating an overnight freight carrier. He founded Federal Express (later renamed FedEx) in Little Rock, Arkansas, in 1971 and went operational in April 1973 in Memphis, with 14 small jets serving 25 cities. Smith put up personal savings and took out loans to buy the 14 Dassault Falcon 20 business jets, which he converted into cargo carriers. Strapped for cash, he faced another financial hurdle: how to maintain his jet engines. Brian Rowe, former GE Aviation Division president and CEO. Image courtesy of GE Aerospace. Enter Brian Rowe and GE Aerospace. The Falcon 20 is powered by the CF700* engine, a commercial variant of GE Aerospace’s wildly successful J85 military engine developed in Lynn, Massachusetts. Using an aft-mounted fan, the CF700 became the world’s first turbofan for business jets. Rowe had moved to the U.S. from England in 1957 to join GE Aerospace’s Lynn operation, and his first project management job was leading the CF700 program. The engine was certified in 1964. By the early 1970s, Rowe had moved up the ladder at GE Aerospace and was running commercial engine operations for division head Gerhard Neumann. As Smith acquired the Falcon 20 jets, Rowe presented the young Memphis entrepreneur with a bold financial proposal. “Fred came to my dad over the maintenance of his engines,” says David Rowe, Brian’s son and managing partner of AE Industrial Partners. Brian Rowe assured Smith that GE Aerospace would provide his company with a significant line of credit while offering attractive terms to have the CF700 engines overhauled at its service shop in Strother, Kansas. Smith’s collateral would be his aircraft. “The amazing part is that the deal was done on a handshake,” says David Rowe. “My dad simply asked of Fred that if his company became successful, he would buy GE engines.” And did he ever. After operating 33 Falcon Jets for several years, FedEx acquired a massive fleet of large cargo jets. A modern FedEx jet powered by GE Aerospace engines. Image courtesy of FedEx. Just like the closing scene with Humphrey Bogart and Claude Rains in the classic film Casablanca, the handshake between Smith and Rowe was the beginning of a beautiful friendship. “They relied on each other’s opinions,” says David Rowe. “They were very close.” Rowe was chairman emeritus of GE Aerospace when he passed away in February 2007. Smith continued to enjoy warm friendships with other GE Aerospace leaders. Larry Culp described Smith as “a friend and inspiration” saying “Fred was a trailblazer whose bold ideas and relentless drive built one of the world’s most respected companies. I have long admired his professionalism and patriotism. He was one of the first people to reach out to me when I joined GE. He always was actively engaged, offering wisdom and guidance with the same passion that has shaped his legacy.” Smith’s story is one of bold ideas, resilience, and the kind of trust that builds lasting partnerships. His journey reminds us that some of the most important parts of innovation are the relationships we build along the way. Curt Lewis