March18, 2026 - No. 11 In This Issue : Increasing Levels of Radio Interference Land U.S. Airlines With $8 Million Bill to Fix Faulty Equipment On Boeing 787s : Watch the F-47’s adaptive cycle engine transform mid-flight at Mach 2 : Small scratches, big impact: Boeing slows 737 MAX deliveries over wiring issue : Electric air taxis are about to take flight in 26 states : B-21 spotted in aerial-refueling test flights : DARPA’s High-Speed VTOL SPRINT Aircraft Receives X-76 X-Plane Designation : Air Force aims to attract interest in bringing wind tunnel back online for hypersonic testing : The American jet that broke every wing design rule : Maintenance Matters: The Role of Aircraft Upkeep in Insurance Claims : NBAA Maintenance Conference Increasing Levels of Radio Interference Land U.S. Airlines With $8 Million Bill to Fix Faulty Equipment On Boeing 787s by Mateusz Maszczynski 14th March 2026 Increasing levels of radio interference have resulted in U.S. airlines being landed with an $8 million bill to fix faulty equipment on Boeing 787 Dreamliner airplanes after it was discovered that simple radio signals can knock out a faulty transponder on the popular widebody plane used by American, United, and Alaska Airlines. The issue came to light after the Federal Aviation Administration (FAA) reported “multiple instances of loss of transponder for airplanes entering airspace in the presence of CW interference.” CW interference refers to continuous-wave radio signals like Morse code and military transmitters, which could interfere with the transponder on some Boeing 787s. When Dreamliners fitted with this faulty transponder fly through areas where continuous-wave radio signals are present, there is a risk that the Mode S transponder function doesn’t ‘reply’ to radar interrogations. Without this electronic ‘reply,’ air traffic controllers might not be able to see where the aircraft is, and the emergency Traffic Collision Avoidance System (TCAS), often described by aviation safety experts as the ”last defense against mid-air collisions,” might not generate life-saving alerts properly. In a worst case scenario, the FAA warned that a mid-air collision could occur. When the FAA tested the faulty transponder in areas of CW interference, they discovered it didn’t send a reply to at least 90% of ‘interrogations,’ so the agency went about ordering a fix. To do so, the FAA was required to issue an Airworthiness Directive, although this first required the agency to request feedback from stakeholders and other interested parties. Boeing had no objection to the draft airworthiness directive, while the Air Line Pilots Association also supported the FAA’s intervention. Several airlines did, however, raise some concerns. Kenya Airways, for example, asked whether the suggested fix could be delayed until the root cause of the problem could be identified. Meanwhile, United Airlines and KLM Royal Dutch Airlines raised concerns about the availability of spare parts from the transponder’s manufacturer, Collins Aerospace. One commentator also suggested that the suggested compliance time to fix the transponder should be shortened over fears that it could be connected to 5G cell phone signals. The FAA rejected that request, explaining that the issue was not connected to 5G signals. Although the fix applies to any Boeing 787 anywhere in the world that is fitted with the faulty transponder, the FAA only works out the cost that the airworthiness directive might have on U.S.-based carriers. The total cost estimated by the FAA came to $7.95 million. The final rule for this airworthiness directive was published this week, and airlines have up to four years to ensure that all of their Boeing 787s are fixed. Watch the F-47’s adaptive cycle engine transform mid-flight at Mach 2 The United States Air Force has unveiled a revolutionary propulsion system powering the next generation F-47 fighter, and it could redefine the future of aerial combat. In this video we explore the adaptive cycle engine that can reconfigure itself during flight, shifting between extreme fuel efficiency and maximum combat power in seconds. With a three stream airflow design, massive electrical generation for advanced weapons and sensors, stealth optimized heat management, and the ability to push fighters beyond Mach 2 while flying more than 1000 nautical miles, this breakthrough marks one of the biggest advances in jet engine technology since the birth of the turbojet. Discover how this next generation engine works, why it gives the F-47 unprecedented range and power, and how it could reshape global air superiority for decades to come. Small scratches, big impact: Boeing slows 737 MAX deliveries over wiring issue Boeing has slowed deliveries of some 737 MAX aircraft after discovering scratched electrical wiring on undelivered jets, forcing inspections and rework as the manufacturer continues efforts to stabilise production. Joanna Bailey March 12, 2026 Boeing has slowed deliveries of some 737 MAX aircraft after discovering scratched electrical wiring on several jets awaiting delivery. The company said the issue was identified during production checks and affects a group of aircraft still in the manufacturing process. Boeing said the scratches were caused by a machining error, meaning the affected wiring will need to be inspected and reworked before the aircraft can be handed over to airline customers. The manufacturer has not disclosed how many aircraft are affected, but the additional work is expected to slow deliveries during the first quarter of 2026. Boeing has emphasised that the problem does not affect aircraft already in service and does not represent a safety issue for the flying fleet. What we know, and what Boeing hasn’t said, about the 737 MAX wiring issue So far, Boeing has released very little technical detail about the defect. The company has described the problem only as “small scratches” on electrical wiring insulation caused by a machining error, but it has not said: • which wiring system is affected • how the scratches occurred • whether the issue originated with Boeing or one of its suppliers • how many aircraft require rework Photo: Boeing In aircraft electrical systems, even minor damage to wire insulation can require repair or replacement. Aircraft wiring is routed through tightly packed bundles and structural channels, meaning damaged insulation can potentially lead to electrical faults if left unaddressed. As a result, even cosmetic damage is typically corrected before an aircraft can be delivered. Boeing also has not clarified whether the scratches occurred during final assembly in Renton or earlier in the supply chain. Wiring harnesses are commonly delivered pre-assembled by suppliers and installed during aircraft assembly, meaning the source of the problem could lie either with Boeing’s own production process or with a supplier component. Also read: Boeing gets initial qualification certs for 777-9 training devices Also read: Boeing gets initial qualification certs for 777-9 training devices FAA directive on 737 MAX wiring highlights ongoing scrutiny The delivery slowdown comes shortly after a separate Federal Aviation Administration directive involving the 737 MAX electrical system. In that case, the FAA required inspections and corrective actions relating to a ground wire fault affecting the environmental control system on certain aircraft. Photo: Marius / stock.adobe.com While the two issues appear unrelated, the timing underscores how closely regulators are now scrutinising manufacturing quality and electrical system integrity on Boeing’s best-selling narrowbody. Since the Alaska Airlines 737 MAX 9 door plug accident in early 2024, the FAA has imposed stricter oversight of Boeing’s production processes and quality controls. Also read: Boeing to retrofit 737 MAX fleet with enhanced door plug design Also read: Boeing to retrofit 737 MAX fleet with enhanced door plug design Latest 737 MAX wiring issue highlights Boeing’s manufacturing challenges The wiring rework is the latest in a series of manufacturing issues that have complicated Boeing’s efforts to stabilise production of the 737 MAX. Over the past few years, the programme has faced several quality problems, including: • fuselage manufacturing defects involving supplier Spirit AeroSystems • drilled hole issues in the rear pressure bulkhead • the 2024 MAX 9 door plug blowout that triggered a production slowdown • repeated delivery pauses tied to inspection and rework requirements Photo: NTSB At the same time, Boeing has been working to rebuild confidence with regulators and customers while gradually increasing production rates. The company has introduced tighter factory quality controls and expanded inspections across its manufacturing system, steps that executives say are necessary to create a more stable production environment. The scratched wiring issue highlights the reality of that transition. While the defect appears relatively minor, it shows how even small production errors can ripple through the delivery schedule of Boeing’s most important commercial aircraft programme. Electric air taxis are about to take flight in 26 states Kirsten Korosec 3:30 PM PDT · March 9, 2026 The Federal Aviation Administration (FAA) approved eight pilot programs that will allow a handful of companies, including Archer Aviation, Beta Technologies, Joby Aviation, and Wisk to start widespread electric aircraft testing as early as this summer. The three-year program, which will span 26 states, is designed to ensure U.S. companies lead the way in next-gen aircraft used for personal travel, regional transportation, cargo logistics, and emergency medicine, Department of Transportation Secretary Sean Duffy said in remarks Monday. The pilot program, known as the Advanced Air Mobility and Electric Vertical Takeoff and Landing Integration Pilot Program, was announced last year through an executive order by President Donald Trump in an effort to speed up development of the futuristic aircraft. Numerous electric vertical takeoff and landing (eVTOL) companies have emerged in recent years with promises of launching urban air taxis and other regional electric aircraft. However, getting those aircraft into commercial operation takes years and hundreds of millions of dollars. The FAA must certify any new aircraft, which is a multi-year process. The pilot program will allow these companies to test their eVTOL aircraft even though they have not received full regulatory certification. That kind of accelerated timeline could bolster the efforts, and share prices, of many eVTOL companies such as Archer, Beta, and Joby that have gone public in recent years. Beta Technologies founder and CEO Kyle Clark said being selected for the program will allow the company to start aircraft operations one year earlier than anticipated. The company’s stock price popped nearly 12% Monday. Archer and Joby, which are also publicly traded, saw stock jumps as well. Archer compared the eVTOL program to robotaxi testing and said it will help build trust and establish a playbook for safely scaling electric air taxis. The company, which is developing a four-passenger piloted eVTOL called Midnight, said it will also help it prepare for air taxi operations in Los Angeles for the 2028 Olympic Games. Archer’s Midnight EVTOL Image Credits:Archer Aviation “These partnerships will help us better understand how to safely and efficiently integrate these aircraft into the National Airspace System,” FAA Deputy Administrator Chris Rocheleau said in a prepared statement. “The program will provide valuable operational experience that will inform the standards needed to enable safe Advanced Air Mobility operations. We appreciate the strong interest reflected in the many proposals we received.” The FAA said it received 30 proposals. These companies aren’t going it alone, however. The pilot program requires companies to partner with state, local, tribal, or territorial governments. The projects cover several applications of electric aircraft, including urban air taxis and regional flight. For instance, the Port Authority of New York and New Jersey have partnered with Archer, Beta, Electra, and Joby to test a dozen operational concepts, including one based out of a Manhattan heliport. The Texas Department of Transportation will work with Archer, Beta, Joby, and Wisk to test regional flights connecting Dallas, Austin, San Antonio, and eventually Houston. That program will include building networks of air taxis that will expand from each city to extend regional reach, according to the DOT. Image Credits:U.S. Department of Transportation Some projects have widespread geographic implications. For instance, a project led by Utah that will test next-generation aircraft and operational concepts across the Pacific Northwest, the Rocky Mountains, and the Plains of Oklahoma will test a wide range of next-generation aircraft and operational concepts. Another project, led by the Pennsylvania Department of Transportation, will include 13 states to revitalize regional flights across the country. Other projects are focused on cargo delivery, medical response, and automation. Beta, Elroy Air, and others will test cargo and personnel transportation flights into the Gulf of Mexico and to energy industry locations in Louisiana, Texas, and Mississippi. The departments of transportation in Florida, Louisiana, and North Carolina also are leading projects. The city of Albuquerque is working with Reliable Robotics to test autonomous operations. B-21 spotted in aerial-refueling test flights The milestone follows a top commander’s warning about aging tankers supporting the new bomber. THOMAS NOVELLY | MARCH 11, 2026 Key refueling-related tests for the B-21 Raider are now underway, an Air Force spokesperson confirmed to Defense One, the latest milestone towards delivering the next-generation bomber by 2027. On Tuesday, several open-source intelligence accounts and plane spotters posted images of a B-21 approaching a KC-135 tanker over California. One account cited flight radar data indicating that the tanker was from Edward Air Force Base’s 370th Flight Test Squadron. Other photographs and videos showed the bomber being followed by an F-16 fighter jet. “We can confirm that a B-21 Raider flight test aircraft completed a test event involving a close-proximity flight with a KC-135 Stratotanker,” the spokesperson said in an emailed statement. “This flight is part of the ongoing, rigorous test campaign to validate the B-21's capabilities and operational readiness.” The B-21’s latest appearance comes as President Trump’s war in Iran stretches into its second week and the U.S. Air Force’s current long-range bomber fleet continues to hit Iranian missile sites and other military infrastructure. The first Raider is scheduled to be delivered next year, but some defense experts said the program’s recent progress might mean key milestones will be hit sooner than anticipated. “It's a great sign that, once again, what we've been hearing now for a few years is the program is on track and on time, maybe even ahead of schedule,” said Mark Gunzinger, the Mitchell Institute’s director of future concepts and capability assessments. Gunzinger, a former B-52 bomber pilot, said the close approach of a B-21 to a tanker is a key preliminary step. “When you have a new aircraft, you do proximity testing, you approach the refueling envelope, and you do that multiple times.” Gunzinger said. “You practice emergency breakaways from a tanker, which is a standard training event for all aircrew before you actually come in contact. So, that will likely progress until it's actually hooking up and unhooking, hooking up and so forth. And then they actually will pass fuel.” Last month, the service reached a deal with Northrop Grumman to accelerate B-21 bomber production by 25 percent, using $4.5 billion approved for the effort in the 2025 reconciliation spending bill. While the original plan was to spend that funding over five years, the Defense Department plans to allocate it all by October “if that can be done without sacrificing effectiveness,” a Pentagon planning document obtained by Defense One last month said. Air Force officials said the service remains “on track” to deliver the first B-21 Raider in 2027 to Ellsworth Air Force Base, South Dakota, which will serve as the bomber’s first main operating base and formal training unit. New tanker? While the service prepares for a new bomber, a timeline for a new refueling tanker is less clear. The KC-135, seen refueling the B-21 by plane spotters, has been in service since the late 1950s. Last year, the Air Force weighed keeping the tanker in service past its originally planned 2050 retirement date. Lt. Gen. Reba Sonkiss, the interim head of Air Mobility Command, told reporters last month that the service needs to seriously discuss what the future replacement for its aging tankers will be, given that they’ll be supporting next-generation airframes like the B-21. “I cannot have a 90-year-old tanker refueling a B-21, and if you do the math, as we reach the end of programs for things, that’s the reality,” Sonkiss said during a Feb. 24 roundtable at the Air and Space Force Association’s Warfare Symposium. Gunzinger said the KC-135 is capable of refueling a B-21, but agreed with Sonkiss’ point. The 1950s-era tanker was built with other conflicts in mind, and it needs key upgrades to stay relevant in a fight against a future adversary. “I think that's a valid point. The Air Force's Global Strike Forces were designed to operate together back in the 50s and in the 60s,” Gunzinger said. “My point is KC-135 [was] never designed to be part of a secure communications network of the kind that you would want to operate in a conflict with China.” DARPA’s High-Speed VTOL SPRINT Aircraft Receives X-76 X-Plane Designation Published on: March 9, 2026 at 5:57 PMFollow Us On Google New Stefano D'Urso Note: See photos in the original article. Artist’s concept for the SPRINT X-76, a proof-of-concept technology demonstrator that aims to demonstrate technologies and concepts needed for runway-independent, high-speed flight. (Image credit: DARPA / Colie Wertz) DARPA has assigned the designation X-76 to the Speed and Runway Independent Technologies (SPRINT) project, a Bell proof-of-concept technology demonstrator for a high-speed tiltrotor. DARPA (Defense Advance Research Project Agency) has announced on Mar. 9, 2026, that it has assigned the new X-76 designation to the X-plane being developed as part of the Speed and Runway Independent Technology (SPRINT) program. The aircraft will demonstrate technologies enabling high-speed flight without the need for traditional runways. The agency says the aircraft has passed a Critical Design Review (CDR) and is currently being built by Bell Textron. The company has previously released images of a scale model of the demonstrator during wind tunnel testing in 2024, as we reported here at The Aviationist. “Coinciding with the country’s 250th anniversary, the X-76 designation is a deliberate nod to the revolutionary spirit of 1776,” says DARPA in the press release. SPRINT The SPRINT program is a joint effort between DARPA and U.S. Special Operations Command. The goal is to advance technologies “that could break the long-standing military trade-off between the high speed of fixed-wing aircraft and the agile, runway-independent operations of vertical takeoff and landing platforms.” Artist’s concept for a future operational aircraft based on SPRINT X-76 technology. In this rendering, an optionally piloted aircraft cruising at speeds up to 450 knots. (Image credit: DARPA / Colie Wertz) “The design, construction, and flight testing of the X-76 will drive innovative, runway-independent, vertical-lift capability with jet-like cruise performance and inform future needs,” says DARPA. The technologies that will be validated by this demonstrator can be scaled to different size military aircraft, further says the agency. The goal of the program is to provide these aircraft with the ability to cruise at speeds from 400 to 450 knots at relevant altitudes and hover in austere environments from unprepared surfaces. “For too long, the runway has been both an enabler and a tether, granting speed but creating a critical vulnerability,” said Cmdr. Ian Higgins, U.S. Navy, serving as the DARPA SPRINT program manager. “With SPRINT, we’re not just building an X-plane; we’re building options. We’re working to deliver the option of surprise, the option of rapid reinforcement, and the option of life-saving speed, anywhere on the globe, without needing any runway.” Bell X-plane model during the wind tunnel testing. (Image credit: Bell) “Bell is honored to receive the X-76 designation and continue the spirit of American innovation honoring the founding of the United States in 1776,” said Jason Hurst, Bell SVP, Engineering. “This is an important milestone as the Bell and DARPA team advances to a historic first in aviation history and fulfill our mission of developing next-generation vertical-lift aircraft.” The company described the X-76 as the latest chapter of its 90-year history of X-plane development, which includes aircraft such as the X-1, the first aircraft to fly faster than the speed of sound. “The Bell team looks forward to seeing X-76 take flight and bring this capability to our warfighters,” added Hurst. The initial Phase 1A of the program was launched in November 2023, leading to conceptual design reviews. In May 2024, Bell and Aurora Flight Sciences were down-selected and awarded contracts for Phase 1B, with approximately one year to complete preliminary design work for their aircraft. A rendering of the X-76 demonstrator currently being built as part of the SPRINT program. (Image credit: Bell Textron) Phase 2 was launched in May 2025, and a month later Bell Textron was awarded a contract for Phases 2 and 3. The program has now shifted focus to manufacturing, integration, assembly, and ground testing of the X-76 demonstrator, ahead of flight testing during Phase 3 in early 2028. Bell’s Demonstrator Bell has previously shown photos of the model used during wind tunnel testing at the National Institute for Aviation Research (NIAR) at Wichita State University. Rendering showing various X-plane concepts being designed as part of DARPA’s SPRINT program. (Image credit: Bell) The aircraft, similarly to standard tiltrotors, has two wings with compact rotor nacelles. The main difference is what Bell has called the Stop/Fold rotor system, which features fold-away rotor blades, suggesting a significant focus on reducing drag and optimizing for high-speed and efficient airflow. The central body appears sturdy, likely designed for stability during high-speed maneuvers or transitions. The aircraft also features two tails canted outwards, just above the engine’s nozzle. According to Bell, the Stop/Fold system allows aircraft to fold and unfold rotors as well as rotor blades mid-flight, blending helicopter-like versatility with jet-like speed. Wind tunnel tests were described as critical in proving this concept works, as they verified the aircraft’s stability and control as it transitions through rotor folding and unfolding during flight. Air Force aims to attract interest in bringing wind tunnel back online for hypersonic testing By JENNIFER H. SVAN STARS AND STRIPES March 3, 2026 The hypersonic wind tunnel at NASA's Neil Armstrong Test Facility in Sandusky, Ohio, is shown in this undated photo. The tunnel is designed to test hypersonic aircraft and is capable of simulating speeds up to Mach 7 and altitudes up to 120,000 feet. (NASA) The Air Force may revive a shuttered wind tunnel to test hypersonic systems in realistic atmospheric conditions, according to a recent offer published on the government contracting site. The service’s test center at Eglin Air Force Base, Fla., is researching whether there are any contractors, including small businesses, to lead a project to reactivate a NASA hypersonic test center in Sandusky, Ohio. Located at the Neil Armstrong Test Facility, the tunnel is capable of testing hypersonic vehicles and engines at speeds up to Mach 7 and altitudes up to 120,000 feet, according to NASA. Hypersonic flight is generally defined as speeds at or beyond Mach 5. The F-35 Lightning II’s top speed, by contrast, is Mach 1.6, or about 1,200 mph, according to Lockheed Martin. Hypersonic weapons are considered key to future military conflicts, with faster speeds giving targets less time to evade or defend themselves, an Atlantic Council report last year said. The wind tunnel reactivation process is expected to take 18 to 24 months, according to the solicitation published last week. Responses are due by March 19. The facility is designed to create a synthetic air test medium that chemically and thermodynamically mimics the composition of the atmospheric air, according to the document. An inventory and inspection of the wind tunnel indicates that it is still viable, the solicitation states. “The facility has been in a mothballed status since 2007, and its reactivation presents a unique opportunity to fill a critical national testing capability gap,” the announcement says. It also notes that the Pentagon is committed to the development of scramjet technologies in support of hypersonic flight. Unlike conventional jet engines, which use moving parts like compressors and turbines for combustion, a scramjet uses external air to combust and ignite fuel, making them ideally suited for hypersonic flight within the atmosphere, according to NASA. Read more at: https://www.stripes.com/branches/air_force/2026-03-03/wind-tunnel-nasa-20938879.html The American jet that broke every wing design rule (Video) As the Cold War intensified and fears of Soviet bomber attacks loomed large, the United States rushed to develop new interceptors capable of defending its skies. Early jet fighters promised speed but revealed a deadly weakness, dangerous stall behavior that caused fatal accidents and grounded confidence in many designs. In response, Republic Aviation pursued a radical solution with the XF-91 Thunderceptor, an aircraft that deliberately overturned conventional wing design. Its inversely tapered wings widened toward the tips, a configuration engineers believed would produce safer, more predictable stall characteristics. Combined with an unusual dual-propulsion system using both a turbojet and rocket engines, the aircraft was capable of explosive climbs to extreme altitudes, embodying one of the boldest and most unconventional experiments of early jet aviation. Maintenance Matters: The Role of Aircraft Upkeep in Insurance Claims Global Aerospace Editorial Team February 2, 2026 Claims Maintaining an aircraft is about much more than keeping it working properly. As owners and operators understand, maintenance serves as a dual-purpose tool for risk management and financial protection. While every pilot knows that a well-maintained aircraft is a safer one, fewer people stop to think about how following an appropriate maintenance schedule affects an insurance claim after an incident. The reality is that the quality of your maintenance program and the precision of your record-keeping are often the deciding factors in whether a claim is paid quickly, reduced or denied entirely. Proper aircraft upkeep and insurance coverage are two sides of the same coin. One provides physical safety, while the other provides a financial safety net. If you neglect one task, you weaken the other. Aircraft Maintenance and Insurance Claims: Understanding Thi s Critical Link Insurance companies don’t just look at what happened during an accident. They look at the history of the aircraft to understand why it happened. Underwriters and claims adjusters spend significant time scrutinizing aviation maintenance records to look for a pattern of diligence. There is a very real difference between being airworthy in the eyes of the FAA and being insurable in the eyes of an insurer. Airworthiness is a regulatory status that requires the aircraft to meet conditions for safe flight. Insurability, however, is a contractual agreement. If a policy requires adherence to aviation insurance maintenance requirements, a simple lapse in regulatory compliance could potentially void the coverage for a specific loss. When Can Maintenance Lapses Affect Claims? Many aircraft failures are not the result of sudden accidents. Instead, they often occur due to seemingly minor issues that evolve into significant problems over weeks, months or years. One of the most common triggers is mechanical failure linked to deferred maintenance. For example, neglecting a basic oil change can lead to engine seizure mid-flight. Aircraft incidents trigger in-depth investigations, and if it is determined that the owner ignored recommended services, the insurer might argue that the loss was preventable and not an accidental occurrence. Other issues involve improper or incomplete inspections where a technician missed a recurring problem. Insurers also see claims involving the use of non-approved parts, work performed by unqualified maintenance providers or mistakes made during servicing. For example, failing to secure a panel properly or leaving a tool loose in a sensitive area can lead to maintenance-related aircraft claims. Aviation Maintenance Records and Insurance: Detailed Notes Are Essential It is crucial for owners to understand the connection between aircraft logbooks and insurance claims. When you file a claim, the first thing an adjuster will ask for is the logbooks. These records are the historical resume of the aircraft. They prove that you complied with all Airworthiness Directives (ADs) and Service Bulletins (SBs). They also show every inspection sign-off from the moment the plane left the factory. In the aviation world, logbooks are essential assets. If the paperwork is missing or unorganized, it can delay a resolution. Digital records have become more popular because they are harder to lose and easier to share. How Neglected Maintenance Jeopardizes Your Claim Can poor maintenance void aircraft insurance? Yes, neglecting your aircraft can lead to a very expensive lesson in policy exclusions. If an owner fails to keep the aircraft in an airworthy condition, pursuant to regulatory requirements, they might be in breach of warranty clauses. This is significant because a breach of warranty could lead to an aircraft insurance claim denial related to maintenance. In some cases, an insurer might not deny the whole claim but might instead opt for a claim reduction. This typically happens when the insurer determines that poor maintenance contributed to the severity of the damage but wasn’t the sole cause. Either way, the financial hit to the owner may be significant. It’s much cheaper to pay for pre-emptive inspections and service than to cover 50% of a hull loss out of pocket. Using Proactive Maintenance as Risk Mitigation From an insurance perspective, there is a critical difference between preventive and reactive maintenance. Reactive maintenance is fixing things when they break. Preventive maintenance is about aligning your maintenance program with insurer expectations to reduce risk and prevent problems from occurring. Many high-end operators use Continuing Airworthiness Management Organization (CAMO) or specialized Maintenance, Repair and Overhaul (MRO) oversight to stay ahead of the curve. This level of care makes a claim much easier to defend. Utilizing a professional team to monitor the aircraft’s health daily is a proactive approach to aviation insurance risk management. Best Practices for Protecting Your Future Claims To make sure you are prepared for a potential aviation insurance claim investigation, you should treat your maintenance shop as a partner in your insurance strategy. • Audit your routines. You should regularly review your maintenance logs to ensure every entry is detailed and includes part numbers and serial numbers for any replaced components. • Use approved organizations. Always hire maintenance providers that are certified and have a strong reputation for transparency and quality. • Communicate with your insurer. If you are planning a major overhaul or a significant modification, talk to your insurer first to make sure your coverage limits still match the asset’s value. • Digitize your documents. Scan every logbook page and keep a backup in the cloud so that a fire or a lost book doesn’t result in a significant drop in your aircraft’s value. • Follow manufacturer guidance. Even if a service task is not legally mandatory under certain flight rules, following the manufacturer’s recommended schedule shows a commitment to safety that adjusters appreciate. Insights from the Global Aerospace Perspective Aviation insurance specialists spend their lives looking at the data behind losses. They know exactly which maintenance gaps lead to the most frequent and most expensive claims. By evaluating maintenance risk during the underwriting process, specialists can help clients identify weaknesses in their operations before an incident occurs. At Global Aerospace, we focus on supporting clients as they align their maintenance standards with their policy requirements. Real-world insights from decades of handling claims of all kinds show that the most successful operators view maintenance as an investment rather than an expense. Conclusion: Aircraft Maintenance Inevitably Pays for Itself At the end of the day, quality maintenance protects three things: your safety, your asset value and your insurance claim outcomes. It takes a little time and effort to track every repair and keep every receipt, but that paper trail is your best defense when something goes wrong. If you aren’t sure how aircraft maintenance affects insurance claims for your specific operation, don’t wait until you have a loss to find out. Consult with our aviation insurance experts early to make sure your upkeep and your policy are perfectly in sync. NBAA Maintenance Conference Event Date May 5-7, 2026 Event Location New Orleans Ernest N. Morial Convention Center May 5-7, 2026 New Orleans, LA Big Easy, Bright Futures Let the good times roll in the vibrant city of New Orleans, as the 2026 NBAA Maintenance Conference – the industry’s premier event for business aviation maintenance professionals – heads to the Big Easy! With expert-led education sessions, insights into industry best practices, and an immersive exhibit hall featuring cutting-edge tools and technology, this event will help you stay ahead in the dynamic world of aviation maintenance. Whether you’re an aircraft technician or a director of maintenance, you’ll find the resources and tools to elevate your expertise and advance your career. The future of aviation maintenance starts here. Make plans to join us today! Curt Lewis