February 4, 2026 - No. 05 In This Issue : ‘Ukraine Effect’ Stress-Testing US Defense Procurement : World’s first exascale supercomputer shows how worn turbine blades drain jet engine power : Northrop Grumman and Air Force finalizing B-21 production expansion agreement : US Air Force will get 1st operational B-21 Raider bombers in 2026 as production scales up at Palmdale plant : Boeing Confirms New GE9X Engine Issue on 777X : Last New F/A-18 Aft Fuselages Built As Super Hornet Production End Approaches : US Contact Sabena to Maintain F-16 Jets of One of Most Dangerous Countries in the World : GE Aerospace To Establish Aerospace Research Partnership In Singapore : Pentagon CTO offers industry free use of 400 patents from gov’t labs — for a start : New Partnership Targets Cessna Forward Doorpost Fatigue Issues ‘Ukraine Effect’ Stress-Testing US Defense Procurement From drones to data loops, the war in Ukraine is fundamentally retooling how Washington approaches defense acquisition, says Congressman Rob Wittman. by Alex Raufoglu Jan. 29, 2026, 6:28 am The Pentagon (Photo by Department of Defense) Content • Ukraine’s daily innovation cycle • Why speed is central to the NDAA • Russia’s war – and China’s watchful eye • Rebuilding industrial base • Privacy Preferences WASHINGTON DC – Ukraine did not set out to become a case study for American defense reform. But as Kyiv adapts on the battlefield faster than most militaries thought possible, the war is increasingly being treated in Washington as a live-fire preview of how future conflicts will be fought – and what the US defense system may no longer be able to afford. Speaking Wednesday at the Atlantic Council on the 2026 National Defense Authorization Act (NDAA), Representative Rob Wittman (R-VA), vice chair of the House Armed Services Committee, framed Ukraine as both a warning and a roadmap. The conflict, he argued, has exposed the limits of a Pentagon built for predictability in an era defined by speed. What Ukraine has demonstrated, Wittman said, is that success in modern warfare is no longer driven by scale alone. It is driven by how quickly forces can adapt – and how fast governments can turn battlefield lessons into fielded capabilities. Ukraine’s daily innovation cycle At the center of that shift is Ukraine’s relentless cycle of adaptation. Unmanned systems, particularly drones, have become emblematic of the country’s approach. Rather than treating them as fixed platforms, Ukraine operates them as software-enabled systems that evolve constantly. When drones are lost, they generate data. That data feeds directly into new designs, tactics, and countermeasures – often within days. That rapid iteration has reshaped the battlefield, Wittman said, but it has also eliminated the idea of lasting advantage. Any edge is temporary. Other Topics of Interest Russian Missile Bombardment Exploits Ukraine Air Defense Ammo Shortages A big reason Ukraine’s heating and power grid is getting so beat up is that air defenses used to be able to shoot down lots of Russian cruise missiles, but now not so much, the numbers show. Russia, he emphasized, is learning too. Both sides observe, adapt and counter in near real time. The result is a conflict where predictability has collapsed – and where slow procurement cycles are a liability. Why speed is central to the NDAA Those lessons are embedded throughout the 2026 NDAA, which Wittman described as a deliberate effort to overhaul how the Pentagon acquires and fields new capabilities. The legislation pushes the Department of Defense away from rigid, requirements-driven procurement and toward an outcomes-based model that prioritizes speed, flexibility and deployment over perfection. It expands authorities for rapid contracting, experimentation and iteration – allowing the military to adopt existing technologies and adapt them quickly to operational needs. In an environment where adversaries adjust in months or weeks, Wittman argued, acquisition timelines measured in years are no longer viable. Russia’s war – and China’s watchful eye The war’s implications extend well beyond Ukraine. Russia is absorbing lessons from the conflict in real time, Wittman warned, while China is closely studying how unmanned systems, electronic warfare and rapid adaptation shape combat outcomes. Every capability the US fields is watched, analyzed and factored into adversary planning. That reality has driven the NDAA’s focus on attritable and scalable systems – platforms designed to be produced in volume, adapted quickly and replaced without undermining overall military effectiveness. Future deterrence, Wittman suggested, will depend as much on sustainment and adaptability as on exquisite platforms. European partners already produce advanced systems the US military relies on, yet outdated export controls and slow foreign military sales processes continue to delay cooperation. The NDAA includes provisions aimed at accelerating arms transfers and reforming approval timelines to strengthen allied capacity and interoperability. Initiatives like AUKUS, he said, show how deeper technology sharing – when paired with trust and streamlined processes – can enhance deterrence. Rebuilding industrial base Underlying all of it is a growing concern about capacity. Ukraine has exposed how quickly stockpiles can be depleted and how fragile supply chains become under sustained demand. The NDAA prioritizes rebuilding the US defense industrial base through longer-term contracts designed to give manufacturers the stability needed to expand production. The goal is to reduce reliance on a narrow set of prime contractors – a vulnerability adversaries increasingly understand. For Wittman, the takeaway from Ukraine is already clear. The next war will not wait for Washington’s processes to catch up. And if the Pentagon cannot move at the speed of the battlefield, he warned, it may find that the most dangerous gap is not technological – but institutional. World’s first exascale supercomputer shows how worn turbine blades drain jet engine power The Frontier enabled turbine simulations at an unprecedented 10–20 billion grid points. By Georgina Jedikovska Jan 28, 2026 03:58 PM EST The Frontier supercomputer. Hewlett Packard Enterprise Scientists have used one of the world’s most powerful supercomputers to find out how microscopic damage to turbine blades undermines jet engine performance, fuel efficiency and durability. The project brought together researchers from the University of Melbourne, GE Aerospace, and the Oak Ridge National Laboratory (ORNL), who ran simulations on the Frontier supercomputer. The system is the first exascale supercomputer for open science, capable of more than one quintillion calculations per second. Known as the Hewlett Packard Enterprise Frontier (OLCF-5), the Frontier, which is the world’s most powerful supercomputer for open science analyzed how surface degradation on high-pressure turbine (HPT) blades affects aerothermal efficiency and heat transfer inside jet engines. “Degradation happens at the microscale, and that makes it very difficult to simulate because of the discrepancy in time and length scales – you’ve got a big blade, but then you’ve got all these minute changes to the surface,” Richard Sandberg, chair of computational mechanics in the University of Melbourne’s Department of Mechanical Engineering, said. Tiny microscopic flaws High-pressure turbines in jet engines operate under extreme conditions, with gas temperatures exceeding 3,600 degrees Fahrenheit (2,000 degrees Celsius). Over time, turbine blades are exposed to surface roughness due to erosion, oxidation and mechanical wear. “This roughness can significantly increase aerodynamic loss, which leads to worse fuel efficiency, and heat flux, which leads to reduced durability and more frequent engine maintenance,” Greg Sluyter, a Turbine Aerodynamics team senior engineer at GE Aerospace, noted. While this degradation is unavoidable, predicting its impact on engine efficiency has long challenged engineers. To address the issue, the team used the Frontier’s exascale computing power to perform simulations containing between 10 and 20 billion grid points in size with 1017 degrees of freedom. The instantaneous wall heat flux on the suction surface of turbine blades in a high-pressure turbine engine. Credit: Thomas Jelly, University of Melbourne in Australia They revealed that the previous notions of how roughness affects viscous flow in simple geometries do not apply well to the geometries of turbine engines. “All of our understanding of roughness effects has been built on what we call canonical problems,” Thomas Jelly, PhD, professor at the University of Melbourne and first author of the study, stated. “But when you look at roughness effects on a blade, it’s actually quite different because there are a lot of fluid dynamic and thermodynamic phenomena that are absent in these canonical cases but present inside jet engines,” he continued. The novel simulations showed that roughness effects on turbine blades behave very differently. This is largely due to the fact that the blades transition between laminar and turbulent flow. An engineering challenge According to the team, surface roughness was found to accelerate this transition, significantly increasing heat transfer to the blade and raising aerodynamic losses. Both effects reduced engine efficiency and shortened component lifespan. It led to higher fuel consumption and more frequent maintenance. The simulations relied on direct numerical simulation, a method that resolves all relevant turbulence scales without using modeling assumptions. To enable this, the team upgraded its in-house computational code, the High-Performance Solver for Turbulence and Aeroacoustics Research (HiPSTAR). They then optimized it for Frontier’s AMD GPU architecture. Individual simulation cases took weeks to complete. Running the same calculations on a standard laptop would have required more than a thousand years. Flow past HPT vane with micron-scale surface roughness at Reynolds number = 590,000 and Mach number = 0.92. Credit: Thomas Jelly, University of Melbourne in Australia GE Aerospace engineers are already using these insights to next-gen HPT designs. This includes joint work with NASA on the Hybrid Thermally Efficient Core Project to improve fuel efficiency in commercial engines. The research also supports broader efforts to reduce aviation’s fuel consumption and emissions. More efficient turbines mean less fuel burned for the same thrust, which directly reduces operating costs and environmental impact. The team is also exploring better cooling strategies. “In the long term, we will develop models that can better predict this so that the designers can have more confidence in their predictions and therefore design a more efficient engine,” Sandberg concluded in a press release. Northrop Grumman and Air Force finalizing B-21 production expansion agreement January 29, 2026 Northrop Grumman is in the final stages of negotiating a major agreement with the U.S. Air Force to accelerate production of the B-21 Raider stealth bomber. CEO Kathy Warden confirmed on January 27, 2026, that the deal is expected to be finalized by March 31, 2026. Key Contract and Production Details • Expansion Funding: The agreement focuses on utilizing $4.5 billion in funding previously approved by Congress to "expand production capacity". • Investment Scope: Northrop Grumman plans to invest between $2 billion and $3 billion over several years to support this acceleration, with the most significant impacts on revenue and delivery expected between 2027 and 2029. • Current Progress: The company recently secured a contract for Lot 3 of low-rate initial production (LRIP) and advanced procurement funding for Lot 5. • Expansion Locations: The ramp-up will primarily occur at Northrop's Palmdale, California campus (Plant 42) and involves key Tier 1 suppliers like Pratt & Whitney (engines) and BAE Systems. Program Status and Future Outlook • Testing Milestones: A second B-21 test aircraft achieved its first flight in September 2025, and at least two aircraft are expected to be flying in 2026 to validate mission systems. • Fleet Goals: While the current program of record is 100 aircraft, some officials have advocated for expanding the fleet to 150 units. • Budgeting: The Air Force's fiscal year 2026 budget request includes $10.3 billion for the B-21 program, though recent congressional adjustments have slightly trimmed procurement funds in favor of research and development. Would you like more details on the classified performance metrics or the specific Tier 1 suppliers involved in the expansion? US Air Force will get 1st operational B-21 Raider bombers in 2026 as production scales up at Palmdale plant The US Air Force plans to have two more B-21 Raiders in the air by 2026, built to standards enabling quick conversion for combat use Jay Menon July 16, 2025 Note: See photos in the original article. The United States Air Force has confirmed that at least two B-21 Raider bombers will be delivered in 2026. While these aircraft are primarily for testing, Air and Space Forces reports that the aircraft are being made to full production standards with limited modifications required to convert them into combat-ready platforms. This development aligns with the Air Force’s fiscal year 2026 budget, which includes $10.3 billion for the B-21 programme, of which $4.5 billion is allocated for scaling up production. Expanding production of the B-21 Raider According to Air Force officials, the expanded production will occur within Northrop Grumman’s existing facilities at Plant 42 in Palmdale, California, and involve contributions from select Tier 1 suppliers. Suppliers supporting the B-21 programme include BAE Systems, Collins Aerospace, GKN Aerospace, Janicki Industries, Spirit AeroSystems, and Pratt & Whitney, which manufactures the aircraft’s engines. Photo: Northrop Grumman The Air Force has indicated that additional tooling and workforce development at these sites will support the ramp-up, rather than any construction of new plants. Northrop Grumman recently reported a $477 million charge related to changes in production processes to support a higher manufacturing rate, citing materials costs and design modifications aimed at improving efficiency. Could the USAF take more than 100 B-21 Raiders? Air Force Chief of Staff Gen. David W. Allvin stated in congressional testimony that the service could consider expanding the B-21 fleet beyond the currently planned minimum of 100 aircraft. The decision, he says, depends on how the B-52J modernisation programme progresses. That programme includes engine replacement and radar modernisation for 76 aircraft. Gen. Allvin added that while the B-21 programme is on track, the service should be cautious about accelerating production too rapidly, suggesting further evaluation over time. “Our B-1B and B-2 fleets remain a credible strategic deterrent until they are divested and replaced by the B-21. The future Air Force will include a two-bomber force made up of the B-21 and the recapitalised B-52,” he said. Photo: USAF Flight testing continues at Edwards Air Force Base, where the Combined Test Force (CTF), comprising Air Force and Northrop Grumman personnel, is evaluating the aircraft’s performance. Test pilot Chris ”Hoss“ Moss reported that the B-21’s handling exceeds expectations and aligns closely with digital simulations. Preparing the B-21 for entry into service Ellsworth Air Force Base in South Dakota has been designated as the first operational base and training site for the B-21, with supporting infrastructure under construction since 2021. Although no firm date has been announced for Initial Operational Capability (IOC), the Air Force said it will be determined by Air Force Global Strike Command, based on classified performance criteria. When the programme was awarded to Northrop in 2015, the Air Force said early test aircraft would be “usable assets.” That commitment remains in place, with the service confirming that aircraft can be made combat-ready by removing test-specific components such as the refuelling boom and instrumentation. Photo: USAF Northrop Grumman has adopted a strategy of building test aircraft to production standards from the outset, bypassing traditional prototype paths. The approach allows the company to scale quickly, with technicians using augmented reality and robotic systems. The B-21 Raider remains a central element of the US Air Force’s future strategic deterrent. While questions remain about the total number to be procured and the pace of production, the confirmation of two new aircraft for 2026, ongoing testing, and manufacturing ramp-up underscore steady progress. Boeing Confirms New GE9X Engine Issue on 777X Engine inspections add another challenge to the long delayed 777-9, but Boeing says the timeline remains intact. By Bhavya Velani January 28, 2026 Note: See photos in the original article. SEATTLE- Boeing has identified a durability issue affecting the GE Aerospace GE9X engines used on the 777-9, but the company maintains its first delivery target of 2027 remains unchanged. Certification flight testing continues as Boeing and GE work through inspections and corrective actions. The issue surfaced as Boeing reported strong 2025 financial results and ongoing progress in the long delayed 777-9 programme, which remains under close regulatory oversight. Photo: Clément Alloing Boeing 777X Engine Issue Boeing confirmed that a recent inspection uncovered a potential durability concern on the GE9X turbofan installed on the 777-9. The company has not disclosed technical specifics but stated that it is collaborating closely with GE Aerospace to determine the root cause and corrective measures. Boeing chief executive Kelly Ortberg said the issue does not affect the overall certification timeline. Certification flight tests are continuing, and the company does not expect any impact on its planned 2027 entry into service. GE Aerospace said it has implemented an on-wing inspection programme to support Boeing while analysis is underway. All actions are being managed through established safety and quality systems. A Programme Shaped by Repeated Technical Challenges The 777-9 has faced multiple engine and structural issues over several years. In 2024, Boeing grounded the test fleet after discovering failures in titanium thrust links that connect engines to the airframe. The pause lasted five months while design changes were introduced to address vibration-related causes. Earlier disruptions include a 2022 suspension of flight testing linked to a GE9X temperature issue found during a borescope inspection. In 2019, durability concerns involving high-pressure compressor stator vanes also delayed the programme. Despite these setbacks, Boeing says the aircraft and engines continue to perform well overall. GE9X Engine for Boeing 777-9; Photo: By Dan Nevill from Seattle | Wikimedia Commons Certification Progress Under FAA Oversight In the fourth quarter of 2025, the Federal Aviation Administration (FAA) approved Boeing to begin the third phase of certification testing under the 777-9 Type Inspection Authorization. TIA Phase 3 focuses on avionics, environmental control systems, and the auxiliary power unit. While the FAA previously approved TIAs in full, recent practice has shifted to phased approvals, reflecting increased scrutiny of Boeing programmes. TIA approvals indicate that an aircraft is likely to meet certification standards and allow test flights to count toward certification credit. Financial Context Behind the Update Boeing reported a $2.2 billion profit for the full year 2025, supported by $89.5 billion in revenue, a 34 percent increase year on year. The fourth quarter alone delivered $8.2 billion in profit, with revenue rising 57 percent to $23.9 billion. The results reflect higher aircraft production rates and the acquisition of former supplier Spirit AeroSystems, strengthening Boeing’s manufacturing control as it works to stabilise major programmes such as the 777-9. Photo: Clément Alloing About Boeing 777X The Boeing 777X family represents a major step forward in widebody aircraft efficiency, performance, and passenger comfort. Built on proven platforms, it introduces new aerodynamic and engine technologies to reduce fuel use, emissions, and operating costs. Designed as a true family of aircraft, the 777X supports airline growth with strong commonality, extended range capability, and a next-generation onboard experience derived from the 787 Dreamliner. A New Benchmark in the 777 Family Evolution The Boeing 777X is engineered to deliver measurable gains across efficiency, economics, and environmental performance. The flagship 777-9 is expected to achieve 20 percent lower fuel use and emissions compared to the aircraft it replaces, along with a 40 percent smaller noise footprint. Operating costs are projected to be 10 percent lower than competing widebody aircraft in the same segment. The program builds on the reliability of the 777-300ER while introducing advanced systems and materials. This approach allows airlines to integrate the 777X into existing 777 and 787 fleets with minimal operational risk and high dispatch reliability. Photo: Boeing 777X Production Twitter Advanced Aerodynamics and Wing Design Aerodynamic efficiency is a core focus of the 777X design. The aircraft features a new high-span composite wing that is longer than that of the A350-1000, delivering improved lift and reduced drag. To maintain airport compatibility, the wing incorporates folding wingtips that extend in flight and fold on the ground. Additional aerodynamic improvements include laminar flow engine nacelles that smooth airflow and reduce drag. Together, these features contribute to a reported 5 percent aerodynamic efficiency advantage over the A350-1000. GE9X Engines and Environmental Performance Powering the 777X is the GE9X engine, developed specifically for this aircraft family. It delivers 5 percent lower specific fuel consumption than competing engines and 10 percent lower specific fuel consumption compared with the GE90-115B. The engine meets stringent environmental standards, with an 8 dB margin to Stage 5 noise limits and emissions levels that remain well within CAEP/8 requirements. The design emphasizes durability and long-term reliability to support high utilization rates. Photo: Boeing Flight Deck and Digital Architecture The 777X flight deck introduces the latest avionics and digital systems while retaining commonality with the 777 and 787. Large touchscreen displays simplify pilot interaction, reduce physical components, and support intuitive operation. The computing and network architecture enables advanced connectivity across flight operations. Real-time data access supports connected flight crews, cabin crews, maintenance teams, and airline operations centers, improving situational awareness and operational efficiency. Passenger Cabin and Onboard Comfort Passenger experience is a defining element of the 777X program. The cabin architecture is wider than that of competing aircraft, offering up to 40 cm more interior width than the A350. This translates into more space and comfort across all seating classes. Key cabin features include larger overhead bins, larger windows, immersive LED lighting, and a quieter cabin environment. Lower cabin altitude, improved humidity, cleaner air, and smooth ride technology contribute to reduced passenger fatigue on long-haul flights. Photo: Boeing Variants and Growth Potential The 777X family is designed to support diverse airline missions. • The 777-9 is longer than the 777-300ER and accommodates more passengers while maintaining equivalent range. • The 777-8 offers extended range capability with a shorter fuselage, enabling long-haul routes with high efficiency. • The 777-8 Freighter builds on the proven 777F, offering increased payload capacity and additional cargo positions. From hubs such as Dubai, the 777X provides greater range capability than the A350-1000 under standard operating assumptions, supporting both passenger and cargo network expansion. A Platform for Long-Term Airline Value By combining proven 777 systems with new-generation aerodynamics, engines, and digital architecture, the 777X is positioned as a long-term growth platform. Its focus on efficiency, reliability, and passenger comfort aligns with airline needs for sustainable operations and flexible fleet planning. 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 Last New F/A-18 Aft Fuselages Built As Super Hornet Production End Approaches Boeing expects to close out production of new Super Hornets in 2027 and has already stopped building EA-18G Growlers. Joseph Trevithick Published Jan 28, 2026 1:11 PM EST Note: See photos and video in the original article. Terms of Service and Privacy Policy Boeing’s F/A-18E/F Super Hornet production line is one major step closer to shuttering with the completion of the last batch of fuselage sections and vertical tails for those jets by subcontractor Northrop Grumman. The company has also confirmed that production of the EA-18G Growler electronic warfare jets ended after the completion of orders for the U.S. Navy and Australia in the late 2010s. Boeing does plan to continue working on upgrades and otherwise supporting Super Hornets and Growlers in service with the U.S. Navy and elsewhere globally. In a quarterly earnings call yesterday, Northrop Grumman CFO John Greene noted that his company had completed its final lot of components for the F/A-18E/F last year. TWZ subsequently reached out to Boeing for an update on the Super Hornet and Growler production lines. From top to bottom, an F/A-18E, an F/A-18F, and an EA-18G. Boeing “Northrop Grumman is a subcontractor to Boeing, producing the F/A-18’s aft/center fuselage section and vertical tails and integrating all associated subsystems,” a Boeing spokesperson told TWZ. “NG has now completed the final aft/center fuselage section for the final new-build F/A-18 Super Hornet fighter aircraft.” “Boeing is concluding new-build production of the F/A-18 with final deliveries expected in 2027. Boeing no longer produces the EA-18G,” they added. “However, we continue to develop advanced capabilities and upgrades for the global F/A-18 Super Hornet and EA-18G Growler fleet. Throughout the next decade, all Block II Super Hornets in Service Life Modification will receive the Block III capability suite. Boeing will also continue to add advanced electronic attack capability as part of ongoing Growler modifications.” Boeing has been open about its plans to end production of the F/A-18E/F and, by extension, of the related EA-18G. In 2023, the company said it was looking to shutter the line in 2025. A U.S. Navy order for 17 more Super Hornets in 2024 subsequently pushed that timeline back to 2027. Watch Boeing Build An Entire F/A-18F Super Hornet In This Time-Lapse Video The Navy first began flying Super Hornets and Growlers in 1999 and 2009, respectively. It remains, by far, the largest operator of both types worldwide. As of April 9, 2025, the service had 325 single-seat F/A-18Es, 250 two-seat F/A-18Fs, and 160 EA-18Gs in inventory, according to official budget documents. In cooperation with Boeing, the Navy is also continuing to bring more F/A-18E/Fs up to the latest Block III standard, which you can read more about here. As noted, the Growler fleet is also being upgraded. F/A-18 Block III Super Hornet Delivery The size of the Navy’s F/A-18E/F and EA-18G fleets also reflects that they continue to be the primary workhorses of the service’s carrier air wings, as well as for supporting operations from bases on land. Super Hornets and Growlers have been heavily involved in combat operations in the Middle East in the past two years or so. They also played key roles in the recent operation to capture Venezuelan dictator Nicolas Maduro after months of flying in the Caribbean as part of a huge U.S. military build-up in the region. The Navy’s plan has been to eventually replace both types with a new sixth-generation fighter commonly referred to as F/A-XX, but that program has been in purgatory for the past year. Congress is now pushing to get it moving again, as you can read here. When it comes to Super Hornet and Growler globally, the Royal Australian Air Force also operates 24 F/A-18Fs and 12 EA-18Gs. In 2021, Boeing delivered another 28 Super Hornets – 22 Es and six Fs – to the U.S. Navy, but which were ultimately bound for Kuwait. There were reported delays in the final delivery of those jets, and it is unclear whether they have formally entered service with the Kuwait Air Force. A pair of Royal Australian Air Force F/A-18Fs. RAAF Boeing had unsuccessfully pitched F/A-18E/Fs and EA-18Gs to a number of countries over the years. For a time in the early 2020s, it looked like Germany might acquire both types to replace its aging swing-wing Panavia Tornado combat jets, driven in large part by requirements to support the country’s continued participation in NATO’s nuclear sharing agreements. German authorities subsequently chose to acquire F-35As instead. In that same timeframe, Finland, which operates legacy F/A-18C/D Hornets, also passed over a Super Hornet/Growler combination, as well as other proposals, for the F-35A. The F/A-18E/F had also been heavily pitched to India. Boeing went so far as to demonstrate the Super Hornet’s ability to fly from ski-jump-equipped carriers, as well as ones with catapults, as part of those efforts. India has instead been steadily acquiring more French-made Rafales in recent years to meet its needs for new land and carrier-based fighters. Back in 2023, Boeing had made clear that it was looking to refocus resources from the F/A-18E/F and EA-18G to support other pursuits on both the military and civilian sides of business. “Boeing St. Louis will increase production of the world’s first all-digital training system, the T-7A Red Hawk, and the world’s first carrier-deployed autonomous refueling aircraft, the MQ-25 Stingray, along with ongoing production of new F-15EX Eagle IIs and 777X wing components,” Boeing said in a press release at that time. The company also said the shift would “support work on the next generation of advanced crewed and uncrewed aircraft.” Last March, the U.S. Air Force announced that it had picked Boeing to build its new sixth-generation fighter, the F-47. The company remains in the running for F/A-XX, where it is facing off with Northrop Grumman. On the uncrewed side, in addition to the aforementioned MQ-25, Boeing has been pushing ahead with work on the MQ-28 Ghost Bat, a loyal wingman-type drone originally developed for the Royal Australian Air Force and that the U.S. Air Force has also used in testing. The MQ-28 falls into a large category now referred to as Collaborative Combat Aircraft (CCA), where there is steadily growing global interest. In addition to further iterations on the land-based design, Boeing has also put forward a concept for a carrier-based derivative, and it is one of the companies now on contract to produce CCA concepts for the U.S. Navy. The Navy has previously expressed a strong interest in the MQ-28. Boeing is certainly not exiting the tactical aviation space, and the company will continue to support existing F/A-18E/F and EA-18G fleets for years to come. However, the Super Hornet line is very much in its a twilight period with the conclusion of Northrop Grumman’s work related to the final new production jets. US Contact Sabena to Maintain F-16 Jets of One of Most Dangerous Countries in the World Belgian firm will handle engine and depot maintenance for F-16 jets destined for Ukrainian Air Force operations. By Kevin Derby February 1, 20266 Mins Read Note: See photos in the original article. BRUSSELS- The US Department of Defense (DoD) has contracted Sabena Aerospace to maintain European F-16 fighter jet engines and manage materials supporting Ukraine’s growing fleet. The agreement funds intermediate and depot-level maintenance for donated aircraft, strengthening Ukraine’s air defense capacity as more F-16s enter service. Photo: WikiImages – pixabay.com Sabena Aerospace to Support Ukraine’s Incoming F-16 Fleet The US Department of Defense awarded Sabena Aerospace a contract covering engine maintenance and logistics support for European F-16 fighter aircraft that will join Ukraine’s Air Force fleet. The work will take place at Sabena Aerospace’s Brussels facilities for at least three years. Contract data released on 29 January 2026 shows that nearly $70 million has already been allocated from a total funding ceiling of $235 million. The contract focuses on intermediate and depot-level maintenance. These maintenance categories involve complex repairs, inspections, and overhauls that exceed the capability of regular Air Force engineering units. Ukraine began operating F-16s in August 2024, but sustaining combat readiness requires deep industrial support networks, especially as aircraft operate in high-tempo combat environments. Sabena Aerospace has supported Belgian military aircraft for over five decades and maintains multiple aircraft types, including A400M, C-130, Alphajet, A109, Mirage, and A-10 platforms. The company also seeks participation in future European F-35 and SkyGuardian programs. The company declined public comment on details related to the new contract. Belgian Air Component | Photo: NATO European F-16 Donations Continue to Expand European nations are retiring legacy F-16 fleets as they transition to F-35 Lightning II fighters. Many of these aircraft are now pledged to Ukraine. Confirmed commitments include: • Belgium: 30 aircraft • Denmark: 19 aircraft • Netherlands: 24 aircraft • Norway: 14 aircraft These transfers represent one of the most significant upgrades to Ukraine’s air combat capability since the start of the conflict. Former Ukrainian Defence Minister Denys Shmyhal emphasized the continued importance of F-16s during a Ramstein meeting in October 2025, highlighting their coordination with ground-based air defense systems. In December 2025, Ukrainian authorities reported that F-16s intercepted and destroyed most of the 35 cruise missiles during a large Russian strike shortly before the holiday period. ALSO READ: Denmark Orders 16 New Most Expensive Fighter Jets in the World Worth $2.6 Billion Photo: USAF Additional Fighter Jets Expected for Ukraine Ukraine also anticipates receiving additional fighter aircraft beyond the F-16 donations. Defence Minister Mykhailo Federov announced expected deliveries of French Mirage-2000 fighters and at least 100 Swedish Gripen aircraft, which could significantly expand operational capability. Ukraine is also exploring local production of British-made components used in Gripen fighters. Saab states roughly 35 percent of Gripen components originate from UK suppliers, making industrial cooperation possible. Each aircraft type brings distinct strengths: • F-16 offers multirole flexibility and strong payload capacity. • Mirage-2000 excels in high-speed interception missions. • Gripen provides agility and simpler maintenance requirements. A mixed fleet allows Ukraine to better counter dense Russian air and missile defense networks while improving overall combat effectiveness. Maintenance Infrastructure Key to Fleet Readiness Aircraft donations alone do not guarantee combat readiness. Sustainment contracts like Sabena Aerospace’s ensure aircraft availability through proper maintenance, parts supply, and engine support. As Ukraine integrates multiple fighter platforms, industrial maintenance networks across Europe and North America will remain critical to sustaining operational capability over the long term. Photo: United States Armed Forces About the F-16 Fighting Falcon Lockheed Martin’s F-16 Block 70/72 program marks a major modernization step for the world’s most widely operated fighter jet, now flying in 29 countries with over 19.5 million flight hours logged. The new production standard combines advanced radar, cockpit upgrades, and safety systems to extend fleet relevance through 2060 and beyond. More than 3,100 F-16s operate worldwide, supported by over 500 suppliers and a growing production pipeline serving allied air forces. How the New Falcon Generation Strengthens Air Power The Block 70/72 F-16 represents the most capable version of the fourth-generation fighter platform, built to deliver near fifth-generation capabilities while maintaining affordability and proven reliability. The aircraft integrates Northrop Grumman’s APG-83 AESA radar, derived from technologies used in the F-22 and F-35 programs. This radar provides improved detection range, faster tracking, better resistance to electronic threats, and detailed digital mapping for all-weather operations. A redesigned cockpit centers around a high-resolution Center Pedestal Display, allowing pilots to process radar, targeting, and flight data more efficiently. Enhanced color moving maps and improved helmet-mounted displays reduce pilot workload and improve combat awareness. Together, these upgrades improve situational awareness, targeting precision, and mission flexibility in both air-to-air and air-to-ground roles. Advanced Safety Systems Protect Pilots Lockheed Martin’s Automatic Ground Collision Avoidance System, known as Auto GCAS, remains one of the most impactful safety upgrades for the F-16 fleet. Since entering service with the U.S. Air Force in 2014, the system has prevented multiple fatal accidents by automatically recovering aircraft when pilots risk flying into terrain. Controlled flight into terrain historically accounted for 26 percent of aircraft losses and 75 percent of F-16 pilot fatalities. Auto GCAS continues to protect pilots and aircraft worldwide, making it one of the program’s most valuable life-saving technologies. Weapon Integration Keeps the F-16 Versatile The F-16 remains one of the most adaptable multirole fighters due to decades of weapons integration experience. Lockheed Martin has certified over 3,300 carriage and release configurations across more than 180 weapon and store types. This allows customer nations to integrate existing arsenals without extensive redesign, lowering operational costs while expanding mission options Photo: Rob Schleiffert | Wikimedia Commons https://commons.wikimedia.org/wiki/File:F-16_(12832636734).jpg Extended Service Life and Performance Upgrades The Block 70/72 introduces structural improvements extending aircraft service life to 12,000 flight hours, over 50 percent longer than earlier production variants. Conformal fuel tanks increase range without compromising aerodynamic performance. Engine improvements further boost reliability and mission endurance, enabling many air forces to operate their fleets for 40 years or more without major structural repair programs. Global Production and Economic Impact The F-16 program sustains a large international industrial ecosystem. In the United States alone, over 500 suppliers across 41 states support production, generating roughly 46,000 direct and indirect jobs and contributing more than $1.3 billion in economic activity around Greenville, South Carolina. Globally, 28 international suppliers in 12 countries support the program, contributing approximately 55,000 jobs and an estimated $7.5 billion in worldwide economic impact. Production Pipeline and Fleet Growth Current Block 70/72 production includes: • 104 aircraft in backlog • 36 aircraft delivered so far • Deliveries planned across 6 countries • Supported by approximately 530 suppliers worldwide Recent developments include F-16 transfers to Romania, NATO air policing operations expansion, and new Block 70 deliveries to Slovakia and Bulgaria, strengthening allied defense capabilities. Photo: United States Armed Forces Why the F-16 Remains Relevant With millions of flight hours, global interoperability, modern avionics, and cost-effective operations, the F-16 continues to serve as a cornerstone fighter for many nations. The Block 70/72 upgrades ensure the aircraft remains combat-capable and economically viable well into the mid-21st century, bridging legacy fleets with future air combat requirements. 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 GE Aerospace To Establish Aerospace Research Partnership In Singapore Share Chen Chuanren February 02, 2026 Credit: GE Aerospace SINGAPORE—GE Aerospace has announced a collaboration with local partners in Singapore that will see the engine-maker create the Singapore Partnership for Aviation & Aerospace Research and Capability (SPAARC) focused on emerging aviation technologies. The initiative will focus on areas including AI applications, airspace modernization, advanced aerodynamics, next-generation propulsion systems and longer-term aerospace research opportunities. It is being established under a memorandum of understanding signed by GE, the Civil Aviation Authority of Singapore (CAAS), the Singapore Economic Development Board (EDB) and the International Centre for Aviation Innovation (ICAI). SPAARC builds on GE Aerospace’s long-standing engine MRO footprint in Singapore and will operate as a distributed research unit rather than from a single physical location, reflecting its broad scope and collaboration with multiple research institutions across the country. While Singapore already hosts collaborations in areas such as AI and air traffic management, the expansion into propulsion systems and aircraft performance research deepens the country’s aerospace research ecosystem. Speaking to Aviation Week ahead of the summit, CAAS Director General Han Kok Juan said the industry needs platforms that enable collaboration and scaling of new technologies to build capacity for a growing global air transport market. He added that these emerging technology areas have been identified by the Singapore government as critical to maintaining the competitiveness of the aerospace ecosystem. Han noted that SPAARC will initially leverage CAAS’ regulatory framework and its established relationships with authorities such as the FAA and the EASA, potentially supporting the certification of new aerospace systems. The partnership aligns with Singapore’s broader ambition to position itself as a global hub for aerospace innovation, complementing operational activities at Singapore Changi Airport with upstream research and development capabilities. Pentagon CTO offers industry free use of 400 patents from gov’t labs — for a start The first 400 patents are “the freebie, the door buster” to get industry excited about an in-progress, unprecedented database linking all 216 DoD labs, Emil Michael told reporters. By Sydney J. Freedberg Jr. January 22, 2026 3:42 pm Cadet 1st Class Simon Gott shows the prototype for his and Cadet 1st Class Gunnar Gott’s electronic wire stabilization and cutting tool project in the U.S. Air Force Academy Department of Electrical and Computer Engineering Jan. 16, 2025. (U.S. Air Force photo by Dylan Smith) WASHINGTON — The Pentagon spends $3.3 billion a year on its 216 laboratories, which have piled up thousands of patents, often for technologies which may never see the light of day, let alone a battlefield. But this morning, the Department’s CTO, Under Secretary for Research & Engineering Emil Michael, publicly launched a two-pronged crusade to change that. “[It’s] a frustrating point: Why do these innovations — and we have thousands of them in the labs, billions of dollars worth of IP that’s been created by the great minds in the labs — why does it not get all the way out there to the warfighter?” Michael asked a packed conference room in downtown Washington, DC. “In part, it’s because you don’t know where to go to find them. They’re all over the place. They’re not categorized, they’re not available.” Hence his two-part plan: Step one, effective immediately, is to make roughly 400 carefully picked patents available online for a free two-year trial period. Specifically, any company that wants to try out one of the 400 technologies in its own research, development, and products can get what’s called a Commercial Evaluation License (CEL) without the usual fee. Those 400 technologies — everything from a Navy-developed drone tracking system to novel Army mortar fuses — were chosen out of the thousands of possibilities by Michael’s staff, with an eye to his recently announced top six Critical Technology Areas. There were so many options from so many labs, he said, that they had to use AI to help sort through them. “Here are the patents we think are important, are interesting, have merit, that you can develop on and potentially productize,” Michael said. “We’re going to give you a two-year patent holiday, royalty-free.” If the project goes well and the company wants to keep using the patent beyond the two-year free trial, well, in true Trumpian fashion, Michael says he’s ready to make a deal. “See what you could do with them, see if you can make a business out of them, and then come back to us … and let’s figure out a long term-arrangement,” he told the executives at the Pentagon-backed conference, hosted by consulting firm SMI. It’s not as if the Pentagon is giving up a lot of revenue by sharing this intellectual property for free, he said. While it does license some patents to industry already, Michael told the executives, “the amount of money that we make from patent fees today is infinitesimal — and it’s not because they’re not good patents, [it’s] because you don’t know about them, and we haven’t created enough of a way for you to get to them and develop on them.” More Data, More Problems Step two, in progress, is to put all those thousands of patents from all 216 labs into a single searchable database for the first time, using a longstanding public-private partnership called TechLink and an interagency database called iEdison. (Explicitly not included: classified patents for technologies who very existence is kept secret.) After almost two years of work behind the scenes, things are now moving fast, said Bethany Loftin, director of the Technology Partnerships Office at the National Institute of Standards & Technology (NIST), the Commerce Department agency that runs iEdison. That database currently holds ideas from some 36 federal agencies that fund research, including 10 of the Defense Department’s labs. But now an interagency Memorandum of Understanding has been thrashed out to bring in the other 206. RELATED: Hegseth presses defense execs to move faster in speech laying out sweeping acquisition changes “I keep checking my phone this morning because the final MOU for that relationship is on my boss’s desk for final signature,” Loftin said excitedly on a panel after Michael’s keynote speech. “So hopefully, maybe even before the end of the day we’ll be able to officially start the process of getting DoW, as a whole, onboarded onto iEDISON.” Those thousands of patents won’t be available for free, Michael made clear — although, again, he’s willing to negotiate. As for the first 400 royalty-free patents, they’re more like the free samples a supermarket puts on display to get customers in the door, he told reporters after his speech. “It’s the freebie … the door-buster … the loss-leader,” Michael said. “Then hopefully you’ll get interested enough that you could look at the whole broad portfolio.” That said, if the first 400 attract not only a lot of interest but actual investment that starts turning into usable military gear, “maybe we expand it,” he told the reporters. “That’s why it’s a pilot, right? We’re trying to see what happens when you put things out in the wild.” In fact, the whole “Patent Holiday” idea came out of Michael’s desire to hype up the patent database and get things moving quickly, one of his subordinates told the assembled executives. “I was like, ‘I want to build a data estate,’” said Steve Luckowski, the Pentagon’s director of Technology Transfer, Transition, and Commercial Partnerships. Luckowski said Michael told him, “Let’s curate the patents. Let’s analyze them. Let’s make them available to industry. Let’s not wait. Let’s move fast.’” AI was essential to that speed, Michael told reporters. “We used our best minds [on] manufacturing, biotechnology, [etc.], had them do the prompts … and try to distill it down to something that they thought was usable. So it had a kind of machine and human component to it.” In the longer run, putting all the Pentagon patents into a single, searchable database is a classic big-government, big-data problem. There are thousands of files scattered across hundreds of organizations with no central clearinghouse or common standards. Again, it will take AI to tame the chaos. “You heard Hon. Michael talking about how all these assets are all over the place. They’re literally scattered amongst the 216 laboratories,” said Clara Asmail, a contractor working for Michael’s office as senior program manager for technology transitions. “It’s very challenging to be able to compile, department-wide, all of those assets. So that is the crux of what our office is now engaged in doing.” “That characterization cannot be done manually,” Asmail told the conference. “Everybody would agree here the reason that it’s never been done, but we now finally have nascent AI tools that, if we are careful and apply them in a way that we are intentional … we can start that processs.” New Partnership Targets Cessna Forward Doorpost Fatigue Issues McFarlane Aviation is expanding its structural repair solutions with a new partnership with Hutch Aviation. By General Aviation News Staff January 25, 2026 Hutch Aviation’s line of Cessna forward doorpost reinforcement service kits and associated components will now be offered through McFarlane. These Alternative Method of Compliance (AMOC) kits address fatigue and cracking issues in the forward doorpost area, the important structural region where the wing strut attaches to many strut-braced Cessna models, according to McFarlane Aviation officials. This area is the focus of an FAA Airworthiness Directive that mandates inspection and repair due to decades of stress and structural degradation. The Hutch kits reinforce the forward doorpost structure on a wide range of models, including the Cessna 172, 182, 206, 207, and 210, according to company officials, who note the forward doorpost reinforcement kits will be “especially valuable” to customers “facing aging-airframe maintenance challenges.” For more information: McFarlaneAviation.com Curt Lewis