October 8, 2025 - No. 41

In This Issue 

: Pilot Institute Challenges FAA’s Proposed BVLOS Rules, Warns of “Undue Burden” on Small Operators

: Sikorsky unveils Nomad drone fleet with Group 3 flight tests to begin in coming months 

: Navigation warfare is about the battle to assure positioning, navigation, and timing

: Beit Shemesh Engines to produce engine parts for 'strategic customer' for $1.2 billion

: NASA Artemis Rocket Booster Suffers Anomaly During Test (Video)

: Boeing Further Delays 777X Deliveries

: Flies at 65,000 feet high powered by the Sun ― Kea Atmos flies through the sky

: NextGen Program Falls Significantly Short Report Finds

: Pratt Tests Show Increased Thrust Available For CCA Use 

: “GE Just Built Monster Jet Engine”: 11-Foot Diameter GE9X Powers Boeing 777X While 10% Fuel Efficiency Crushes Airbus Competition Forever

: How Does SpaceX Build Starships So Quickly? (Video)



 


 


Pilot Institute Challenges FAA’s Proposed BVLOS Rules, Warns of “Undue Burden” on Small Operators
Haye Kesteloo
October 6

Photo credit: DroneXL

Note: See photos in the original article.


Pilot Institute has submitted a comprehensive 28-page comment to the Federal Aviation Administration challenging key provisions of the proposed Part 108 regulations for beyond visual line of sight drone operations, warning that the rules could eliminate pathways for thousands of current operators while favoring large, well-funded companies over smaller businesses.

The FAA‘s Notice of Proposed Rulemaking for Part 108, which seeks to establish routine BVLOS operations in the United States, faces sharp criticism from the aviation education provider that has trained hundreds of thousands of remote pilots. While Pilot Institute thanked the FAA for advancing BVLOS integration, the organization raised serious concerns about registration requirements, right-of-way rules, reporting burdens, and the complete elimination of non-autonomous BVLOS operations under Part 107.
Registration System Faces Capacity Crisis
Pilot Institute highlighted a critical flaw in the proposed requirement for Part 108 aircraft to register under Part 47’s N-Number system rather than the existing Part 48 drone registration framework. According to the organization’s analysis of FAA data, only 406,000 N-numbers remain available after accounting for existing registrations, reserved numbers, and FAA holds.

With 433,407 commercial drones already registered under Part 48 as of July 2025, plus 377,484 recreational registrations, the available N-number inventory appears insufficient for future growth. “This allocation leaves only 406,000 N-numbers available for Part 108 aircraft and likely for Advanced Air Mobility aircraft in the future,” Pilot Institute stated in its comment.

The organization also warned that Part 47 registration would trigger state aircraft taxes in jurisdictions like Arizona, which imposes license taxes ranging from 0.1% to 0.5% of fair market value, creating “an unwarranted financial burden for numerous operators nationwide.”
Controversial Right-of-Way Rules Draw Fire
Pilot Institute strongly opposed the FAA’s proposed right-of-way rules that would require manned aircraft to yield to drones in certain circumstances, calling the framework inadequate and potentially dangerous.
“Manned aircraft pilots are not adequately equipped to avoid unmanned aircraft operating at low altitudes,” the organization argued. “Drones, similar to large birds, are difficult to detect from inside the flight deck of a manned aircraft, particularly given that many drones can hover for extended periods.”
The comment noted that balloons, gliders, paragliders, and skydivers lack the maneuverability to avoid a 110-pound aircraft traveling up to 100 mph, and questioned how government and public safety aircraft that don’t broadcast ADS-B for security reasons would interact with the proposed rules.

Pilot Institute recommended that all unmanned aircraft continue to yield right-of-way to all manned aircraft, with detect-and-avoid technology required at all times for autonomous Part 108 operations rather than only in Class B/C airspace or Category 5 population areas as proposed.
Part 107 BVLOS Pathway Faces Elimination
The proposed amendments would effectively eliminate any possibility for BVLOS operations under Part 107 by removing visual line of sight requirements from the list of regulations subject to waiver.
“This represents a critical shift that will ground thousands of businesses currently conducting or planning to conduct legal BVLOS operations,” Pilot Institute warned. 
The organization fully supports an alternative proposal from the Coalition of Commercial and Recreational UAS Operators that would create a pathway for low-risk, non-autonomous BVLOS flights based on lessons learned from existing Part 107 waivers.
“The UAS industry is not prepared to transition entirely to fully autonomous BVLOS missions, and a pathway must remain in place for non-autonomous BVLOS operations,” the comment stated.
Reporting Requirements Could Disadvantage Small Operators
Pilot Institute sharply criticized the proposed reporting and recordkeeping obligations in Part 108, arguing they “place an undue burden on fully autonomous BVLOS operations” and could favor large companies over smaller entrants.
“This framework would compel operators to generate, store, and transmit substantial volumes of information, much of which may be redundant or of limited safety value, driving compliance costs that scale with activity levels rather than operational risk,” the organization stated.
As an alternative, Pilot Institute pointed to Canada’s framework where operators report incidents to manufacturers, who then compile consolidated annual safety reports for regulators. The organization also recommended leveraging NASA’s Aviation Safety Reporting System voluntary model to supplement structured manufacturer reports.

Flight Coordinator Certification Gaps Raise Safety Concerns
The absence of certification requirements for Flight Coordinators drew particular concern. Pilot Institute noted that while manned aviation requires aircraft dispatchers to be certificated under Part 65 with 200 hours of training at FAA-approved facilities, Part 108 proposes no comparable standardized testing or certification process.
“This allows for the possibility that companies could develop minimal training programs that produce inadequately educated personnel, placing the National Airspace System and the general public at risk,” the comment warned.
Pilot Institute recommended that Flight Coordinators be required to hold Remote Pilot Certificates under Part 107 with an additional Autonomous BVLOS rating, complete with an Airman Certification Standard and FAA written examination to ensure minimum knowledge requirements.
Population Categories Called “Unnecessarily Complex”
The proposed population density categories for operations over people came under fire as arbitrary and overly complicated. Pilot Institute argued that the requirement for Part 15 radio frequencies for Category 2 and above would disqualify every drone model currently operating legally under BVLOS waivers.

“Areas with 10-25 people per square mile (Category 2 definition) are highly unlikely to generate sufficient interference to affect C2 signals,” the organization stated, noting that numerous waiver holders have safely conducted operations in urban environments for years without such issues.
The comment recommended that aircraft with Airworthiness Acceptance should be allowed to fly over people without limitation, or at minimum that categories be simplified with a 500-foot radius instead of the proposed one-mile radius for calculations.
Enforcement and Operational Concerns Detailed
Additional concerns raised by Pilot Institute included:
•	Maximum duty day limits of 14 hours with no flight time limitations, compared to eight-hour flight limits in Part 135 single-pilot operations
•	Lack of provisions for future use cases beyond the eight specified operational categories
•	Inadequate requirements for strategic deconfliction in Category 1 and 2 areas despite projected high-volume delivery operations
•	Simplified User Interface requirements that prevent manual control during GPS/GNSS failures
•	Insufficient collision avoidance requirements that don’t address ground-based hazards like cranes

The organization cited a recent incident where two Amazon delivery drones crashed in Tolleson, Arizona, apparently hitting obstacles, as evidence that detect-and-avoid technology must be required at all times.
A crashed Amazon delivery drone. Photo credit: 12News

DroneXL’s Take
Pilot Institute’s comment represents one of the most comprehensive industry responses to the Part 108 NPRM, and it raises legitimate concerns that cut to the heart of how BVLOS operations will actually function in the real world. The organization isn’t opposing BVLOS advancement—they’re warning the FAA about unintended consequences that could strangle the industry before it gets off the ground.

The elimination of Part 107 BVLOS waivers is particularly troubling. Thousands of operators have invested in equipment, training, and business models based on the existing waiver framework. Pulling that rug out without a non-autonomous pathway creates a forced march toward full autonomy that many operators simply can’t afford. This isn’t about resisting progress—it’s about recognizing that autonomous and non-autonomous operations serve different missions and risk profiles.

The right-of-way controversy deserves serious reconsideration. Asking manned aircraft pilots to detect and avoid drones at low altitudes reverses a century of aviation safety principles without clear justification. Electronic conspicuity systems and detect-and-avoid technology on drones make far more sense than expecting helicopter pilots in high-workload environments to spot hovering drones that look like birds.

Perhaps most critically, Pilot Institute’s warning about reporting burdens favoring large operators over small businesses should concern anyone who believes competition drives innovation. If compliance costs scale with activity rather than risk, we’ll end up with a drone delivery oligopoly instead of the diverse, competitive market that Part 108 should enable. Canada’s model of manufacturer-consolidated safety reports offers a proven alternative that maintains oversight without drowning operators in paperwork.

The FAA needs to listen carefully to these concerns. Getting Part 108 right matters more than getting it fast.

Your Voice Matters—Comment Today
The comment period for Part 108 closes at 11:59 PM Eastern Time tonight (October 6, 2025) [Past: CL&A Ed]. If you’re a commercial drone pilot, operator, or anyone who will be affected by these regulations, this is your last chance to make your voice heard.

Submit your comments directly to the FAA at Regulations.gov under Docket Number FAA-2025-1908. Tell the FAA how these rules will impact your business, your operations, and your ability to compete. Be specific. Be professional. But be heard.

The future of commercial drone operations in America is being decided right now. Don’t let it be shaped without you.

What do you think about Pilot Institute’s concerns regarding Part 108? Will you be submitting comments to the FAA? Share your thoughts in the comments below.



 


 


Sikorsky unveils Nomad drone fleet with Group 3 flight tests to begin in coming months
The Nomad 100, a Group 3 UAS, will undergo flight testing in the coming months, an executive said. The Group 4 Nomad is still in the works.

By Carley Welch on October 06, 2025 9:34 am


Note: See photos in the original article. 

Before the Nomad family was officially announced, Sikorsky was developing a small rotor blown wing VTOL UAS deemed the “Nomad 50." (Photo courtesy of Sikorsky).
WASHINGTON — Lockheed Martin subsidiary Sikorsky announced today the launch of its Nomad drone fleet, a family of vertical take-off and landing (VTOL) twin-proprotor UAS.

The aircraft, which will range in size from medium-sized Group 3 UAS to Black Hawk-sized Group 5, are designed to operate in “austere” environments for reconnaissance, “light kinetic,” and cargo missions, all while operating on Sikorsky’s MATRIX autonomous technology using an open-systems architecture, company executives told reporters ahead of today’s announcement. Right now the company said it is focusing on developing its Group 3 UAS, but is drawing up plans for a Group 4 model.

“The resulting Nomad family of drones will be adaptable, go-anywhere, runway independent aircraft capable of land and sea-based missions across defense, national security, forestry and civilian organizations,” Rich Benton, Sikorsky vice president and general manager, said in a company announcement.

The Nomad family of systems, which will run on hybrid-electric power are being funded through internal company investments. The Nomad fleet is also part of DARPA’s EVADE program. Though the company is not on contract with the Army to develop the Nomad fleet, executives said they foresee the Group 3 solution acting in the same capacity of the Army’s RQ-7 Shadow fleet — a Group 3 UAS designed for the brigade level that was completely shelved last year. As Breaking Defense previously reported, Army leaders are looking for a replacement to the Shadow by 2026. 

“If you’re thinking about an Army application, you would see the Group 3 variant doing what was the Shadow mission for the Army, focused on brigade reconnaissance capabilities,” Erskine “Ramsey” Bentley, director of strategy and business development for Sikorsky Advanced Programs, told reporters.

He added that he foresees the Group 4 Nomad solution serving in the same caliber as the Army’s Gray Eagle drone. The Army halted purchases of the Gray Eagle as part of the Army’s Transformation Initiative and plans to keep the newer ones in inventory and upgrade them, while phasing out the older variants around the fiscal 2028 timeframe. 

The company said the Nomad fleet could be useful to not only the Army, but also other services and the civilian side of the government. 

“We see these aircraft as being multi-role, but also multi-service, and we also see civilian applications, or commercial applications for these aircraft also being vertical takeoff and landing. They would be ideal for shipboard operations with the Navy or the Marine Corps,” Bentley said. “We could use these for spotting wildfires, for wildfire suppression operations, or they could be used for humanitarian assistance operations.” 

Before the Nomad family was officially announced, Sikorsky was developing a small rotor blown wing VTOL UAS deemed the “Nomad 50,” but has since turned its attention to Group 3 systems. Along with the announcement of the Nomad family, the company unveiled the Nomad 100, a Group 3 UAS that will undergo flight testing later this year, an executive said. He added that Sikorsky is in the beginning stages of developing a Group 4 Nomad. 

“Group 4 is really on our drawing boards [in the] preliminary design review. We are discussing it with a couple of customers. There is no contract,” Igor Cherepinsky, the director of Sikorsky Innovations, told reporters last week. “We’re going to go build one [and] demonstrate it anyway, sometime within a year.”






 


Navigation warfare is about the battle to assure positioning, navigation, and timing
The U.S. Army’s MAPS Gen II program of record for assured PNT provides an authoritative and reliable source of truth for combat vehicles in a highly contested battlespace.

By Breaking Defense on October 07, 2025 8:27 am


Note: See photos in the original article. 

The NavHub™-100 navigational component of the MAPS Gen II system generates and distributes Assured Position, Navigation and Timing (APNT) information to all systems onboard the platform through one device.

Adversaries or other circumstances can disrupt the availability of space-based Positioning, Navigation, and Timing (PNT) in contested military areas and globally. To address challenges, joint and allied forces need alternative sources of accurate and reliable PNT information to ensure continuous availability.

Joint and allied forces have traditionally planned, procured, trained, and conducted operations with the expectation of always having access to accurate and reliable PNT. Continuous access to GPS signals is crucial for real-time battlespace awareness, command and control synchronization, and various precision operations such as target location, weapon delivery, and logistical support.

Most modern electronics require synchronized timestamps to function correctly. The loss of time synchronization can lead to a loss of computing power, which directly impacts the ability to provide timely command and control (C2) to forces in the field.

The U.S. Army recognizes the dependency on GPS signals for PNT and has implemented measures to protect it. However, in today’s threat environments in Europe, the Indo-Pacific, and the Middle East, Military-code or M-code, is increasingly exposed to advanced electronic warfare. As the Joint Force faces future challenges, it must seek alternative sources of accurate PNT information to ensure continuous availability.

APNT to Depend On
Through the Army’s Mounted Assured Positioning, Navigation, and Timing program of record called MAPS Gen II, soldiers, Marines and allied forces have a fielded system they can depend upon to provide an authoritative and reliable source of truth for positioning, navigation, and timing. MAPS Gen II augments M-Code with a variety of alternate sources of navigation data and signals of opportunity, all brought together by a multi-source sensor fusion engine. 

Collins Aerospace, an RTX business, has delivered MAPS Gen II systems to the U.S. Army and U.S. Marines and will continue deliveries under Full Rate Production.
“In addition to secure M-Code GPS, Collins has built a system with multiple layers of redundant protection against jamming and spoofing,” said Sandy Brown, vice president and general manager for Resilient Navigation Solutions, Collins Aerospace, an RTX business. “An Assured PNT system with several layers of redundancy will ensure the operator maintains access to trusted PNT in the most contested environments.”

“For communication and networked systems, military operators ensure they have a primary, alternate, contingency, emergency plan for all contingencies they may encounter on a mission. Why should they not expect the same from their PNT system?” she added.

MAPS Gen II can defeat electronic warfare and other threats to PNT by replacing up to 12 legacy SAASM-based GPS receivers with multiple layers of redundancy to ensure that if one or more signals fail, there are alternate means of trusted PNT. It ingests navigation data from multiple sensors, including low Earth orbit-constellations and non-RF-based sensors. The embedded NavFusion engine blends those alternative signals together to deliver an accurate, non-RF based PNT solution with a high degree of accuracy, even when M-Code is unavailable. 

“When you consider the threats against the Army and allies by combat vehicles, weapon systems, and coastal vessels, extra protection is needed,” said Brown.
“The extra protection is made possible by advanced software that combines data from multiple sensors and a flexible system design. This setup allows MAPS Gen II to adapt to new sensing technologies as they develop, increasing our capabilities without needing to add more hardware to already crowded vehicles.” 
Photo Courtesy of Collins Aerospace.

Delivering more and faster
Increased capabilities, delivered faster, are essential for multi-domain operations (MDO) and Combined Joint All Domain Command and Control (CJADC2). Having access to Advanced Positioning, Navigation, and Timing is crucial for MDO, as it allows for better coordination between different services and partners, offering a joint warfighting environment across air, land, sea, space, and cyber domains.

MAPS Gen II is needed in front-line ground combat and command vehicles, as 
well as in other vehicles performing key missions like C2, maneuver logistics, air and missile defense, and artillery. MAPS Gen II ensures secure APNT and data sharing for CJADC2. For example, in island-hopping operations in the Indo-Pacific, frontline units act as forward scouts for naval forces essential to the fight. Without secure communication, they can’t give the Joint Force Land Component Commander (JFLCC) a clear picture of the enemy or accurate targeting information.

“MAPS GEN II is a significant advancement and force multiplier for soldiers, providing modern technology in an adaptable system that allows navigation anywhere, anytime,” said Brown. “Frontline units must have access to secure communications to send data back to their commanders.”






 


Beit Shemesh Engines to produce engine parts for 'strategic customer' for $1.2 billion
Contract is with one of the world's largest engine manufacturers, and reflects an expansion of an agreement signed in 2019; the agreement will last 15 years and includes an option for further extension, with the development of components for the customer's new engine programs 
Yuval Azulay/Calcalist
10.05.25 | 06:05


Beit Shemesh Engines, which manufactures aircraft engine parts, reported Sunday its largest deal ever: a subsidiary of Beit Shemesh Engines, Carmel Forgings, signed a contract worth $1.2 billion to supply parts to one of its strategic customers — considered one of the world’s leading engine manufacturers. This is the largest contract in Beit Shemesh Engines’ history and will run for at least 15 years.
The agreement includes an option to extend the relationship between the two companies for an additional five years, increasing the value by a further $400 million.

Beit Shemesh Engines is controlled by the FIMI fund of Yishai Davidi and is managed by Ram Drori. The company did not disclose the customer’s name and said the current deal expands an agreement signed with that customer in 2019. The new contract includes understandings on the development and manufacture of new parts for two engine programs led by the international company.


“This is the largest framework agreement in the history of the Beit Shemesh Engines Group and it strengthens its business and technological positioning in the parts-sector and constitutes a significant anchor to bolster its standing in the market as a strategic supplier,” Drori said.

Drori added that the new deal will allow the company “to prepare optimally with the production means, infrastructure and resources required to maximize its operational efficiency for many years to come.”

Beit Shemesh Engines focuses on producing parts for jet engines via machining, manufacturing precision castings and forging metal parts. It also performs overhaul, assembly and engineering of engine parts and components alongside development and production of jet engines for the defense and civilian markets.

Recovery in the civil aviation market since the COVID pandemic and the sharp rise in demand for defense products due to the wars in Ukraine and Israel have benefited Beit Shemesh Engines’ performance, which is traded on the Tel Aviv Stock Exchange with a market value of 6.2 billion shekels ($1.847 billion).

In Q2 2025 the company reported revenues up 24% compared with Q2 last year, reaching a record $77 million. Last month FIMI sold 8.8% of its shares in Beit Shemesh Engines for 500 million shekels, reducing its holding to just 17%.






 


NASA Artemis Rocket Booster Suffers Anomaly During Test

The first full-scale static test fire of the Booster Obsolescence and Life Extension (BOLE) solid rocket motor for NASA’s Space Launch System rocket was conducted in Utah. The booster suffered an anomaly during near the end of the test. Credit: NASA Marshall Space Flight Center | edited by Space.com's Steve Spaleta 






 


Boeing Further Delays 777X Deliveries
The delay will likely cost the manufacturer billions of dollars.

Zach Vasile

Friday, October 03, 2025
 A Boeing 777X testbed aircraft (Photo: AirlineGeeks | William Derrickson)

Boeing has pushed back the debut of its long-delayed 777X widebody jet to early 2027, according to a new report from Bloomberg.

Citing unnamed sources with knowledge of the matter, the news outlet said Boeing will likely not be able to deliver its first 777X aircraft next year as planned. Customers such as Lufthansa and Emirates are already making changes to their fleet planning for 2026 to accommodate the delay, Bloomberg reported.

The 777X was originally scheduled to enter commercial service in 2020, but technical problems, supply chain issues, and continued delays in the aircraft’s certification by the FAA have postponed deliveries several times. The FAA has faulted the type for an alleged lack of “design maturity” and in 2020 reported an “uncommanded pitch event” on a test flight, which caused the airplane’s nose to pitch up without pilot input.

The manufacturer has said it expects the FAA to certify the aircraft at some point in 2026.

Postponing the 777X once again will likely cost Boeing between $2.5 billion and $4 billion in accounting charges, according to Bloomberg.

Company officials declined to comment on the outlet’s story.
‘Behind Our Plan’
Boeing executives have signaled in recent weeks that the 777X’s certification was falling behind schedule.

Last month, CEO Kelly Ortberg told Morgan Stanley’s Laguna Conference that there was a “mountain of work” tied to the 777X, though he pointed out that there are now five aircraft in the testing program.

There have been no new technical problems with the 777X or its engines, Ortberg added, but the certification process as a whole is taking longer to navigate than company leaders anticipated.

“We’re clearly behind our plan in getting the certification done,” he said, according to Business Insider.

A Boeing 777X aircraft (Photo: AirlineGeeks | Katie Zera)
At the time, Ortberg was still confident the aircraft would be ready by 2026.
Boeing has not provided its own estimate of how much a delay would cost. That information will likely be disclosed in the manufacturer’s next earnings report, set to be released Oct. 29.

At the Morgan Stanley conference, Ortberg said that even a minor holdup could have a “pretty big financial impact because we’re in a reach-forward loss situation.” He said he had asked CFO Jay Malave to look at the financial implications of a delay.

Boeing has also struggled to gain certification for two of its 737 MAX variants, the MAX 7 and the MAX 10, both of which were expected to enter service years ago. Earlier this week, The Wall Street Journal reported that the company is developing a new single-aisle jet that could eventually replace the 737 MAX.

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Flies at 65,000 feet high powered by the Sun ― Kea Atmos flies through the sky
by Hannah A.  
October 5, 2025 in Mobility 
Credits: Kea Aerospace

Kea Aerospace is a high-altitude, solar powered unmanned aircraft manufacturer, founded in 2018 and headquartered in Christchurch, New Zealand. Thier mission is to improve data captured from the stratosphere with their high-resolution imagery taken by their aircraft, and with a new collaboration, their operations are set to increase drastically.

A brief overview of Kea Aerospace
Kea Aerospace works in the development of unmanned aircraft, referred to as UAVs or drones, specifically for flight within the stratosphere. These solar-powered aircraft are designed to withstand severe stratospheric conditions such as verry cold temperatures and low air density, in order to capture data that is important for environmental monitoring, agriculture, ocean conservation and other environmental concerns.

The UAVs operate as High Altitude Platform Stations (HAPS) and High-Altitude Long Endurance aircraft (HALE), that offer a type of aerial observation that is arguably better than satellite data. With more persistent observation, rather than satellites’ infrequent fly overs, these aircraft provide more detailed imagery and easier transmission of data.

A new collaboration with Li-S Energy Limited, a battery tech company, is providing even further adjustments to increase the environmental-friendliness of these aircraft, as well as improve their operations. This company grew from a simple research collaboration at a university level, to a huge, up and coming commercialised battery company that now aims to help Kea in their missions.
The Kea and Li-S collaboration that aims to work wonders
Li-S will now provide Kea with lithium sulfur battery technology to integrate into their UAVs, that will reportedly enhance both the flight endurance and efficiency in the air. Their ATMOS aircraft, as it is named, will try incorporating these new leading batteries, and if successful, will use in their upcoming ATMOS Mk2 design, that should reach month-long flight capabilities.

This AMOS Mk2 will use both the lithium sulfur batteries as well as solar cells that will actually reduce the overall weight of the aircraft and increase its energy density, which are key aspect in these high-altitude vehicles. Should the flight-testing be a success, the opportunities are endless for these two companies.
Drones have seen vast improvements in recent years, including scaling their size down to almost microscopic, and now with this collaboration, multi-month flights are on the horizon. This vastly improved imagery that will positively impact maritime awareness, disaster response, environmental conservation and other commercial applications. Current satellites can’t offer anywhere near the potential of this Mk2, which aims to be a pioneer of the future for UAVs.
What the CEOs are saying
Li-S Energy CEO Dr Lee Finniear notes that:
“The stratospheric UAV market is a key sector of interest with enormous commercial potential and partnering with Kea Aerospace positions us to engage at the cutting edge of it. Given the paramount importance of weight and reliability to Kea’s ATMOS line of stratospheric UAVs, their decision to collaborate with Li-S highlights how far advanced our battery technology is compared with that of many of our competitors. We look forward to the testing program being undertaken in 2025, and to becoming a key technology partner of Kea as it delivers high performance, multi-month HAPS aircraft platforms to the global market.”
Kea’s CEO Dr Mark Rocket shows his excitement at the collaboration as well:
“This year promises to be a pivotal year for Kea as we develop our ATMOS Mk2 aircraft and the successful integration of Li-S battery technology into our ATMOS UAVs would give us an incredible competitive advantage in an industry where the commercial applications are vast.”
Drone technology is truly a huge part of the future, as we can see with the heaps of innovative creations that are being produced across the world. Further advancements such as these lithium batteries, and the host of benefits they will induce, shows that UAVs are playing a larger role in society and may prove indispensable in the years to come. 

Disclaimer: Our coverage of events affecting companies is purely informative and descriptive. Under no circumstances does it seek to promote an opinion or create a trend, nor can it be taken as investment advice or a recommendation of any kind. 





 


NextGen Program Falls Significantly Short Report Finds
The report released by the Office of Inspector General shows the program delivered just 16 percent of anticipated benefits.

Parris Clarke

Thursday, October 02, 2025
 [Credit: Wikimedia Commons]

The Federal Aviation Administration’s (FAA) NextGen program, launched in 2003 to revolutionize America’s air traffic control system, has fallen dramatically short of its promised transformation, according to a new report from the Department of Transportation’s Office of Inspector General (OIG) released on Wednesday. 

The OIG report details that after more than two decades and an estimated $36 billion investment, the program has delivered only about 16 percent of its expected benefits.

“Overall, FAA has delivered a delayed, over budget, and less transformational NextGen than originally planned. Many challenges continue to persist even as FAA transitions to its new modernization plans in 2025,” the report stated.

The FAA’s NextGen offices are set to close in 2025, as mandated by the FAA Reauthorization Act of 2024. The aim of the OIG report was to explain the state of the NextGen program overall, to update on the status of key initiatives, and to highlight some of the major challenges and lessons that can be learned while the FAA is in the process of modernizing the air traffic control (ATC) system. 

Among the key takeaways, the OIG report said that establishing realistic long-term goals and risk assessment would be crucial for the FAA if their new goals are to fare any better. 

“In 2014, we reported on concerns that FAA’s NextGen plans were overly ambitious, and noted that FAA had yet to develop an executable implementation plan that addresses costs and technology development and integration,” the report stated. “As FAA embarks on new modernization efforts, developing realistic and achievable long-term plans, including assessing risks, will be fundamental to its success.

On Wednesday, U.S. Transportation Secretary Sean Duffy continued his repeated call for another $19 billion in funding towards the new ATC system, on top of the $12.5 billion that was awarded earlier this summer. 






 


Pratt Tests Show Increased Thrust Available For CCA Use
Brian Everstine 
September 24, 2025

Pratt & Whitney PW500.
Credit: Pratt & Whitney

Pratt & Whitney reports promising results from a round of critical tests on its small turbofan engines that evaluated how they can be integrated on Collaborative Combat Aircraft.

The tests have shown that when used in uncrewed applications the engines could provide up to 20% more thrust than they were originally qualified for, according to Jill Albertelli, president of Pratt & Whitney’s Military Engines business.

“Through our civil aviation business we are able to provide a range of thrust classes to satisfy some of those CCA requirements,” she says.

Pratt is evaluating the PW500 and PW300 series for CCA use, actively testing them with adaptive equipment for the CCA application, she says. So far the tests have shown embedding the engines is “extremely feasible,” Albertelli told reporters.

A second series of tests is underway to evaluate the inlet flow and pressure variations for engines embedded within the aircraft. The tests are pushing the limits of interrupted or blocked airflow and how it could affect performance, the company says.

The PW300 offers takeoff thrust from 4,500 to 8,000 lb., while the PW500 offers 2,900 to 4,500 lb. A 2023 U.S. Air Force solicitation calls for a thrust range of 3,000-8,000 lb. for CCAs.





 


“GE Just Built Monster Jet Engine”: 11-Foot Diameter GE9X Powers Boeing 777X While 10% Fuel Efficiency Crushes Airbus Competition Forever

As the aviation industry braces for a transformative leap, General Electric's colossal GE9X engine, designed to power the cutting-edge Boeing 777X, promises to redefine long-haul travel with unprecedented efficiency and thrust.

Rosemary Potter
09/30/202544

Illustration of the GE9X engine powering the Boeing 777X aircraft.

•	IN A NUTSHELL🛫 The GE9X engine is the largest commercial jet engine, designed to power Boeing’s new 777X aircraft.
•	🌍 With 10% more fuel efficiency, the GE9X offers economic and environmental benefits for airlines.
•	📅 Boeing’s 777X program has faced delays but is set to launch in early 2026 with Lufthansa as the first recipient.
•	🏆 The GE9X engine holds the world record for thrust, exceeding the combined power of twelve Rafale fighter jet engines.

The aviation industry is on the brink of a significant transformation with the introduction of the GE9X engine by General Electric. This colossal engine is designed to power the Boeing 777X, a next-generation aircraft that promises to redefine long-haul air travel. With a diameter that surpasses the fuselage of a Boeing 737 and a thrust record exceeding 597 kilonewtons, the GE9X is not only a marvel of engineering but also a symbol of the immense strides in aerospace technology. As the industry prepares for its debut, the GE9X is set to make a substantial impact on both economic and environmental fronts.

The Engineering Marvel of the GE9X
The GE9X engine is a testament to human ingenuity and engineering prowess. Measuring over 11 feet in diameter and weighing approximately 22,000 pounds, it is the largest jet engine ever constructed for commercial aviation. Its size is not merely for show; it boasts a thrust capacity that holds the current world record. This extraordinary power is equivalent to the combined force of twelve Rafale fighter jet engines, a fact recognized by the Guinness Book of World Records.

A key component of this engineering marvel is its fan, which features 16 blades made from advanced composite materials. These materials are chosen for their unique combination of lightness and strength, allowing the engine to deliver exceptional performance while maintaining structural integrity. The GE9X is also 10% more fuel-efficient than its predecessor, the GE90, due to innovations in materials and design. This efficiency translates into significant economic benefits for airlines, helping them reduce operational costs and minimize their environmental impact.

Boeing 777X: A New Era for Aviation
The introduction of the GE9X is closely tied to Boeing's ambitious 777X program. After nearly six years of delays and over 4,000 hours of test flights, the 777X is finally poised for certification and is expected to enter service in early 2026. The first deliveries are anticipated to go to Lufthansa, marking a new chapter for Boeing as it seeks to compete with Airbus's A350, which already dominates the market with over 1,400 orders.

The 777X will be available in three variants: the 777-8, designed to carry 395 passengers over approximately 9,940 miles; the 777-8 cargo version, capable of transporting 112 tons of freight over 4,970 miles; and the 777-9, which can accommodate 425 passengers with a range of 8,390 miles. Despite facing stiff competition from Airbus, Boeing has secured over 550 orders for the 777X, highlighting the industry's belief in its potential to reshape the future of air travel.

Challenges and Opportunities for Boeing
Boeing's journey to launch the 777X has been fraught with challenges. The company has faced significant setbacks, including aerospace failures and a string of incidents involving its commercial jets. These issues have not only tarnished Boeing's reputation but also put pressure on its leadership, leading to congressional scrutiny.

Despite these hurdles, the 777X presents an opportunity for Boeing to regain its footing in the aviation industry. The aircraft's advanced features and the power of the GE9X engine offer a competitive edge that could help restore confidence among stakeholders. However, Boeing must navigate the delicate balance of meeting high expectations while addressing past shortcomings to successfully integrate the 777X into its fleet and win back market share.

The Economic and Environmental Impact
The GE9X engine and the Boeing 777X are poised to deliver substantial economic and environmental benefits. The engine's improved fuel efficiency means lower operational costs for airlines, which can translate into more competitive ticket pricing for passengers. Additionally, the reduced fuel consumption aligns with the industry's broader goals of minimizing environmental impact and adhering to stricter emissions regulations.

As airlines seek to modernize their fleets with more efficient aircraft, the GE9X and 777X combination represents a significant step forward. However, the true test will be in their ability to deliver on these promises while maintaining safety and reliability. The pressure on Boeing is immense, but the potential rewards are equally significant, positioning the company to lead the industry into a more sustainable future.

The launch of the GE9X engine and Boeing 777X marks a pivotal moment for the aviation industry. As these innovations prepare to take to the skies, they promise to set new standards in efficiency, performance, and environmental stewardship. The question remains: how will Boeing leverage this opportunity to overcome past challenges and shape the future of air travel?



 


Curt Lewis