May 13, 2026 - No. 19 In This Issue : The U.S. Senate unanimously passed Maverick Act - : GA Fatal Accident Rate Down : Why ion engines barely push harder than a sheet of paper and how that whisper of thrust is quietly rewriting the economics of deep space exploration : Building Muscle Together: How GE Aerospace and Delta Air Lines are Using FLIGHT DECK to Enhance Delta TechOps’s CF6 Engine Maintenance : US Demo Sees Drone Recharged Mid-Flight via Laser Power Beaming : DARPA’s XRQ-73 Hybrid-Electric Flying Wing Drone Has Flown : China’s neighbor hits 1,200-second mark in hypersonic missile engine testing : Boeing's $1 billion investment in Wichita and its plans for Spirit AeroSystems. : AEG Fuels Expands Ground Support Capabilities with Comprehensive GSE Equipment Solutions : Incorrect Carburetor Setting Leads to Loss of Engine Power on Takeoff The U.S. Senate unanimously passed Maverick Act - The Maverick Act allows three of the world’s final F-14 Tomcats to be demilitarized and transferred for public display and education under strict national security safeguards. It does not restore combat capability or reopen foreign transfer.This act was passed on May, 1st 2026 The aircraft would be transferred to the U.S. Space and Rocket Center Commission in Huntsville, Alabama The Act would allow for one Tomcat to return to flying status. Bureau Numbers 164341, 164602, 159437 164341 - November 2002 (VF-213) during familiarizaton flight from NAS Fallon, NV Nov 6, 2002, backseater accidentally fired his ejection seat. He landed safely. 164602 - Delivered to the US Navy on May, 1st 1992 as a F-14D, 33 years ago. 159437 - Known as "Fast Eagle 107," is a historically significant US Navy fighter that shot down a Libyan MiG-23 on January 4, 1989. Operating from the USS John F. Kennedy with VF-32 "Swordsmen," it played a key role in the second Gulf of Sidra incident. GA Fatal Accident Rate Down By General Aviation News Staff May 8, 2026 New figures released by the General Aviation Joint Safety Committee show that the general aviation fatal accident rate so far in fiscal 2026 is “well below” the yearly target. So far in fiscal 2026, which began Oct. 1, 2025, the estimated GA fatal accident rate is at 0.44 accidents per 100,000 flight hours as of May 05, 2026, “well below” the yearly target of 0.91. By checking out the Pareto chart (on general aviation fatal accidents, you can also see accidents broken out by month. Searches can also be customized to display a specific date range of accident data and sort results by aircraft classification, FAR part, operational category, and accident category. For more information: Explore.DOT.gov, GAJSC.org Why ion engines barely push harder than a sheet of paper and how that whisper of thrust is quietly rewriting the economics of deep space exploration The most powerful gridded ion engine NASA has ever flown produces thrust measured in millinewtons at kilowatt-scale power. By Space Daily Editorial Team · Editorial process Published May 9, 2026 The most powerful gridded ion engine NASA has ever flown produces thrust measured in millinewtons at kilowatt-scale power. That is roughly the force a single sheet of A4 paper exerts on your palm under Earth gravity. A respectable apple weighs four times more. And yet this barely-there push is what NASA is now betting on to move kilogram-for-kilogram more cargo to Mars than any chemical rocket ever has. The paradox sits at the center of modern deep-space economics. Chemical engines roar. Ion engines whisper. The whisper wins. The physics of a polite shove An ion engine works by stripping electrons from a neutral propellant, usually xenon, then accelerating the resulting positive ions through an electric field at speeds many times higher than chemical rockets achieve. Chemical rocket combustion gases leave the nozzle at a few kilometers per second. Ion engines achieve exhaust velocities an order of magnitude higher. The thrust is orders of magnitude lower. That trade is not an engineering failure. It is the entire point. Thrust measures how hard you can push something right now. Specific impulse, the metric that matters for long missions, measures how much push you get per kilogram of propellant burned. Advanced ion engines achieve specific impulse values measured in thousands of seconds. Chemical engines reach a few hundred at best. A spacecraft using ion propulsion can keep accelerating for months or years on a tank of xenon that would have given a chemical stage maybe twelve minutes of burn time. The whisper, sustained, eventually outruns the roar. Why a sheet of paper beats a Saturn V over distance Picture two delivery drivers heading to Mars. The chemical driver floors it for ten minutes, then coasts the rest of the way, locked into a ballistic trajectory the moment the engine cuts. The ion driver eases onto the accelerator and never lifts off it. After a week, the ion vehicle is barely moving relative to the chemical one. After three months, it is faster. After a year, it has covered ground the chemical vehicle would need a vastly bigger fuel tank to match. This is the rocket equation working in reverse. Building on Tsiolkovsky’s foundational work on rocket dynamics, the exponential penalty for needing more delta-v becomes clear: every extra kilometer per second of velocity demands a heavier propellant load, which demands more propellant to push that propellant, and so on until you are launching a skyscraper to deliver a refrigerator. Ion drives sidestep the punishment by being absurdly efficient with mass. Dawn, the NASA probe that orbited both Vesta and Ceres, used xenon ion thrusters to accumulate over 11 kilometers per second of delta-v across its mission. No chemical spacecraft has ever come close to that figure on a single propellant load. Dawn accomplished this on a propellant load measured in hundreds of kilograms. The reactor that changes the math Ion engines have one stubborn weakness. They need electricity, and electricity in deep space comes from solar panels that lose most of their output by the time you reach Jupiter due to the inverse square law. Beyond Saturn, photovoltaics become almost decorative. NASA’s answer is SR-1 Freedom, the agency’s planned 2028 Mars demonstration mission and the first nuclear-electric propulsion interplanetary spacecraft. Reporting from NextBigFuture on the SR-1 Freedom architecture describes a 20-plus kilowatt fission reactor fueled by High-Assay Low-Enriched Uranium, encased in a Boron Carbide radiation shield, feeding a closed Brayton cycle generator that powers a bank of Hall-effect thrusters. The hardware itself builds on existing electric propulsion technology. SR-1 Freedom incorporates advanced Hall-effect thrusters capable of operating at 12 to 13 kilowatts each. What changes is the power source. Solar arrays are out. A reactor is in. Total expected thrust at full reactor power: roughly four times the thrust of the most powerful gridded ion engine ever flown, available continuously, anywhere in the solar system, regardless of distance from the Sun. Still less than the weight of a paperback novel. What four sheets of paper buys you The economic logic of nuclear-electric propulsion only makes sense if you understand what continuous low thrust does to mission design. A chemical Mars cargo mission must launch during narrow transfer windows that open roughly every 26 months as Earth and Mars align. Miss it, and the payload waits two years. The trajectory is fixed. The arrival date is fixed. The propellant budget allows almost no margin for course correction or destination change mid-flight. A nuclear-electric cargo tug throws all of that out. It can depart whenever the spacecraft is ready. It can spiral out from Earth orbit at its own pace. It can change destination en route. It can deliver substantially more payload per ton of launched mass because it is not dragging along a chemical upper stage. And once it arrives, it can spiral back to Earth and do it again. Reusability, the holy grail that dropped launch costs by an order of magnitude in the 2010s, finally extends past low Earth orbit. This matters most for the missions nobody can afford with chemical propulsion: outer-planet sample returns, sustained lunar logistics, asteroid mining tugs, Mars surface infrastructure delivered in tonne-class chunks rather than rover-sized payloads. As explored in Interlune’s NASA-backed bid to mine lunar helium-3, the commercial case for moving industrial-scale equipment beyond Earth orbit collapses without a propulsion architecture that can do it cheaply and repeatably. Ion engines, finally given enough electrical power, are the only option in the catalog. The Hall thruster takeover If gridded ion engines are the precision instruments of electric propulsion, Hall-effect thrusters are the workhorses. They produce more thrust per kilowatt at the cost of slightly lower specific impulse, a trade most cargo missions are happy to make. Advanced Hall thrusters tested on the ground have reached power levels exceeding 100 kilowatts and thrust measured in newtons. The Advanced Electric Propulsion System now flight-qualified at 12 to 13 kilowatts is the operational cousin and the unit that powers SR-1 Freedom’s Hall thruster bank. SpaceX’s Starlink satellites use krypton Hall thrusters by the thousand. The technology has quietly become the dominant form of in-space propulsion for anything that does not need to land. What ties them all together is the same uncomfortable truth: each individual thruster pushes with about the force of a paperclip resting on your finger. The fleet of them, run continuously for months, moves things no chemical engine could. The cost equation, in dollars per kilogram Chemical propulsion to Mars surface represents a significant cost burden per kilogram of useful payload. The cost is dominated not by the launch but by the propellant mass that has to be lifted to push the payload through trans-Mars injection, mid-course correction, and orbital capture. The vast majority of what leaves Earth on a Mars mission is fuel. A nuclear-electric tug flips that ratio. The reactor and thrusters mass perhaps 2 to 3 tonnes. The xenon load for a Mars round trip adds several more tonnes. Everything else can be payload. Nuclear-electric tugs that are operational and reusable could substantially reduce delivered-payload costs to Mars surface. Those numbers are projections, not receipts. SR-1 Freedom has not flown. The reactor has not been integrated. HALEU fuel supply chains are still being built out. But the directional case is solid: if you can deliver four sheets of paper of continuous thrust for ten years on a single reactor core, the dollars-per-kilogram math to anywhere beyond geostationary orbit changes shape entirely. Why the whisper was ignored for so long Ion propulsion is not new. The first working ion engine flew on SERT-1 in 1964. Deep Space 1 used one operationally in 1998. The technology has been mature, in the engineering sense, for a quarter century. What kept it niche was power. A solar-powered ion engine in the inner solar system is useful for station-keeping, small science probes, and the occasional asteroid rendezvous. It cannot move cargo. It cannot reach the outer planets quickly. It cannot operate in shadow. The thrust scales linearly with available electrical power, and solar panels large enough to push real tonnage through the outer system would be impractically vast and fragile. Nuclear-electric breaks that ceiling. A 20 kilowatt reactor today, a 100 kilowatt reactor in the 2030s, a megawatt-class system after that. Each step multiplies thrust without changing the underlying physics. The whisper gets louder by the decade, while the chemical roar stays exactly where Robert Goddard left it. The strategic shift nobody is announcing loudly There is a quieter implication to all of this, and it deserves attention. When propulsion stops being the binding constraint on deep-space mission design, the constraint moves elsewhere. To power generation. To thermal management. To autonomous navigation across light-hour distances. To radiation-hardened electronics that can sit in a reactor’s neutron bath for a decade without degrading. These are different industries than the rocket business. They favor different companies, different supply chains, different national capabilities. The countries and firms that figure out compact space reactors first will not just have better spacecraft. They will have a structural advantage in every cislunar and interplanetary activity that follows, because their ships will go further, carry more, and return faster than anyone running on chemical fumes. The commercial constellation race documented in the Bay Area scramble to break Starlink’s grip on low-Earth orbit is, in propulsion terms, still a chemical-and-Hall-thruster fight. The next race, the one for cislunar logistics and lunar surface delivery, will be decided by who has reactors small enough to fly and reliable enough to trust. SR-1 Freedom is the opening move. What 2028 will actually demonstrate SR-1 Freedom’s mission profile is deliberately modest. A spiral departure from Earth orbit, a transfer to Mars, an extended period in Mars orbit running the reactor at full power, and a return cruise. No lander. No sample. No scientific firsts beyond the propulsion system itself. Building Muscle Together: How GE Aerospace and Delta Air Lines are Using FLIGHT DECK to Enhance Delta TechOps’s CF6 Engine Maintenance April 28, 2026 | by Chris Norris In May 2025, a GE Aerospace team visited Delta Air Lines’ headquarters in Atlanta to align with Delta TechOps, the airline’s maintenance, repair, and overhaul (MRO) provider. Their mission was to explore how to apply FLIGHT DECK, GE Aerospace’s proprietary lean operating model, alongside Delta TechOps’ existing maintenance disciplines on the CF6 engine maintenance line. Given that roughly 25% of Delta’s widebody fleet is powered by CF6 engines, both teams saw an opportunity to accelerate performance through a shared focus on seamless, uninterrupted flow, improved cycle time, and standard work. Ultimately, they laid out an ambitious goal: over the next 18 months, GE Aerospace and Delta TechOps would conduct eight kaizen events with the aim of reducing Delta’s turnaround time (TAT) by 34%. The first kaizen event took place in September 2025 in Atlanta. In lean parlance, kaizen means “continuous improvement” and an event consists of an intensive group activity over multiple days to scrutinize and improve processes. In this case, the event concentrated on the CF6 rotor disassembly and assembly process and was attended by four team members from GE Aerospace and a cross-functional team of 12 from Delta. The combined group focused on the Delta TechOps team’s process of dismantling, overhauling or replacing, and reassembling a CF6 engine’s rotating components. The kaizen event delivered strong, measurable performance improvements. “Delta uncovered the opportunity to develop and deploy standard work,” reports Brette Smith, executive FLIGHT DECK leader for manufacturing and business process improvements at GE Aerospace. “We spent time at genba” — that is, visiting and studying the place where the work happens — “capturing time measurements together. We watched the operation, seeing how long the phases took and noting barriers technicians were experiencing.” The team zeroed in on takt time, which refers to the rate at which a repaired engine needs to be finished to meet customer demand, and determined that the Delta TechOps team’s prevailing cycle time was exceeding takt. “Going to genba enabled the Delta TechOps managers to learn directly from their technicians about the complexity of the tooling they were using and where it needed to be stored,” says Smith. Reinforcing a Continuous Improvement Mindset While FLIGHT DECK journeys like Delta’s are highly data-driven, they can also reveal powerful insights that inform new practices. During the kaizen, the team evaluated two approaches to rotor reassembly — one traditionally used by more tenured technicians (horizontal assembly) and another favored for its ergonomic advantages (vertical). Through time studies and ergonomic assessments, the data reinforced that vertical assembly improved safety, quality, delivery, and cost, or SQDC. “Through looking at time measurements and ergonomics assessment, everyone discovered that vertical is actually best in terms of SQDC,” says Smith. This shift in perspective speaks to the practical breakthroughs that teams experience through a commitment to continuous improvement. “You don’t have to convince someone to do things differently,” Smith says. “Ideally, you create the environment where they discover what is possible and meets the needs of their employees and customers.” The first kaizen delivered immediate, measurable results, including a shift in ergonomic risk from high to low, a 54% reduction in cycle time, and a 34% reduction in technician travel. Delta TechOps is known for its ability to adapt swiftly to operational challenges. FLIGHT DECK added a structured framework that complements that responsiveness by pushing deeper into root cause problem solving. “Delta TechOps has long-established and disciplined continuous improvement practices and a strong track record of operational execution,” says Jack Lysinger, managing director of Delta TechOps Strategy and Business Performance. “As those fundamentals remain essential, FLIGHT DECK builds on this foundation by providing a common, enterprise-level framework to more consistently identify root cause, reinforce standard work, and scale improvements across the organization. It strengthens the continuous improvement culture that already exists within our frontline teams and leadership.” Trusting the Process and Scaling Up The second kaizen event, held in November, focused on CF6 engine assembly. Here, insights from GE Aerospace’s global network — including visual management practices observed at the company’s site in Celma, Brazil — helped further streamline installation processes and eliminate defects. In fact, this was one of many ideas Delta TechOps gleaned from the Celma site, which they had visited shortly after completing their initial value stream analysis session with GE Aerospace. During that visit, the TechOps team was impressed by the Celma team’s ability to leverage a smaller physical footprint in the facility to overhaul and repair CF6 engines, as well as the alignment of operations to takt time and the technicians’ use of visual management to spot abnormalities quickly and tackle their root cause. Delta TechOps also paid a visit to GE Aerospace’s site at McAllen, Texas, which Lysinger says provided valuable benchmarking insights and reinforced practices Delta TechOps could adapt at scale. “Like most high-performing, complex operations, we’re very good at moving from issue to solution,” says Lysinger. “What lean methodology reinforces is the value of letting the process and the data surface the true constraints first. And then, value stream mapping helps keep the focus where it belongs — with our technicians — so improvements are grounded in the work itself and allow us to close gaps in a sustainable way.” By the end of the second kaizen event, engine assembly defects had been eliminated, alongside meaningful gains in efficiency, including a 24% reduction in cycle time and a 45% reduction in technician travel. The kaizen journey has further strengthened Delta TechOps’ focus on continuous improvement. After seeing it in action, teams are already looking ahead to where these methods can be applied next. The transformation road map drawn up at that initial meeting last spring still has a lot of to-do’s to be tackled over six more kaizen events in the coming year. Ultimately, the goal is to reduce Delta’s CF6 MRO turnaround time by 34% by the end of 2026. (To date, they have shown an improved and consistent reduction of TAT by 25%.) “The temptation is often to tackle the largest challenges first, but lasting results come from building the right foundations — leadership alignment, standard work, and consistent problem solving — so teams are equipped to address more complex issues over time,” says Smith. This is why Delta TechOps is taking a deliberate, holistic approach to applying FLIGHT DECK principles, building on existing operating disciplines to support sustainable improvement as methods scale across TechOps. As Lysinger explains, “One important lesson that resonated with us in working with Larry Culp and the GE Aerospace team is the emphasis on building from a strong foundation. That means leadership alignment, clarity, and consistency in how we operate — all of which are essential as we scale continuous improvement across TechOps.” US Demo Sees Drone Recharged Mid-Flight via Laser Power Beaming Laser power beaming is a mid-flight recharge platform for the K1000ULE drone. A K1000ULE drone mounted on top of a white vehicle during a demonstration at Shaw Air Force Base. Image: Kraus Hamdani Aerospace In-flight drone recharging is moving closer to operational deployment, offering a glimpse into how autonomous systems could remain airborne for extended durations. In a recent demonstration, Kraus Hamdani Aerospace (KHA) and PowerLight Technologies paired the K1000ULE long-endurance drone with a mobile autonomous power beaming system to enable mid-air power transfer. During the flight, the laser-based system successfully transmitted nearly one kilowatt of power to the aerial system at altitudes reaching 5,000 feet (1,524 meters). Side-view of the K1000ULE ultra-long-endurance drone in flight. Image: Kraus Hamdani Aerospace It also maintained a continuous laser energy connection despite changes in aircraft position and surrounding conditions during flight, according to KHA. This enabled the platform to stay aloft and keep operating without requiring recovery or any ground-based support. As a result, the K1000ULE sustained real-time intelligence, surveillance, and reconnaissance (ISR) and ensured continuous communications throughout the test. “Integrating PowerLight’s power beaming capability extends that persistence further and reduces the need to land,” KHA Co-founder Stefan Kraus said. “That expands the K1000ULE’s ability to maintain continuous coverage in operational environments where interruption is not acceptable.” A digital rendering of the ground-based laser transmitter. Image: PowerLight Technologies Conducted at Shaw Air Force Base, the demo was hosted by the US Air Forces Central Command Battle Lab and sponsored by US Central Command and the Operational Energy Innovation Directorate. Advancing Mid-Air Power Beaming The K1000ULE is an ISR platform that can carry multiple payloads and transition from a boxed configuration to flight in 10 minutes. Powered by solar energy, it is described as the longest-endurance unmanned aerial system in its size and weight class. It can operate as a networked battlefield node, enabling real-time coordination and supporting faster, more resilient decision-making across distributed forces. PowerLight’s system, meanwhile, combines a high-power laser transmitter with an onboard lightweight receiver, enabling in-flight energy transfer. A digital rendering of multiple drones operating over a coordinate-tracked area with “PowerLight On” status. Image: PowerLight Technologies Designed for mobile and forward-deployed use, it uses advanced beam-control software and hardware to maintain kilowatt-level laser output during operation. Key capabilities include precision optical tracking to maintain alignment between transmitter and drone throughout power transfer. “Developing technologies such as this not only benefits the warfighter, but it enables new industries inside the defense industrial base and creates commercial opportunities,” said RuthAnne Darling, director of the Innovation Directorate at the Operational Energy Capabilities Improvement Fund, Department of Defense. “We expect high-energy laser power beaming to continue to advance, and serve as a stepping stone to what will eventually become the Golden Dome.” DARPA’s XRQ-73 Hybrid-Electric Flying Wing Drone Has Flown The XRQ-73 was designed with a focus on very quiet, high-efficiency flight, and it has evolved since it was last seen in 2024. Joseph Trevithick Published May 6, 2026 2:38 PM EDT Note: See photos in the original article. Northrop Grumman Northrop Grumman’s experimental XRQ-73 Series Hybrid Electric Propulsion AiRcraft Demonstration (SHEPARD) hybrid-electric drone has now taken to the skies. Newly released pictures show that the flying wing-type uncrewed aircraft’s design has also evolved since it first broke cover in 2024. A core goal of SHEPARD is to prove out high-efficiency and very quiet propulsion technology that could pave the way for new operational capabilities. DARPA announced the XRQ-73 test flight, which was conducted in April from Edwards Air Force Base in California, in a press release today. The Air Force Research Laboratory (AFRL) was also involved in the milestone event. Two very wide shots of the XRQ-73 in flight that were released today. Northrop Grumman Scaled Composites, a ‘bleeding edge’ boutique aircraft design house and wholly-owned subsidiary of Northrop Grumman, has been heavily involved in the development of the XRQ-73. The drone evolved directly from the XRQ-72A, another Scaled Composites design developed for the Intelligence Advanced Research Projects Activity (IARPA), which TWZ was first to report on in detail. “This milestone is not just about a single flight,” Air Force Lt. Col. Clark McGehee, the SHEPARD program manager at DARPA, said in a statement. “The architecture proven by the XRQ-73 paves the way for new types of mission systems and delivered effects. We look forward to advancing this technology through the flight test program and delivering new capabilities for our warfighters.” “This flight is a step forward in demonstrating the military utility of hybrid-electric propulsion,” DARPA’s press release adds. “Hybrid electric propulsion architectures will drive the development of revolutionary new aircraft designs by offering a combination of fuel efficiency, reduced emissions, and enhanced operational flexibility.” “Developed to advance propulsion technologies for the Defense Advanced Research Projects Agency (DARPA) Series Hybrid Electric Propulsion AiRcraft Demonstration (SHEPARD) program, the XRQ-73 advances next-generation propulsion for lightweight autonomous aircraft,” Northrop Grumman said in its own brief press release. “The XRQ-73’s innovative hybrid-electric propulsion system combines fuel efficiency, reduced emissions and enhanced operational flexibility – enabling new mission possibilities and supporting the evolution of new aircraft designs.” The XRQ-73 in its current guise, seen on the ground around the time of the flight test in April. Northrop Grumman DARPA had originally hoped to see the XRQ-73 make its maiden flight before the end of 2024, and what caused the subsequent delay is unknown. TWZ has reached out to DARPA for more information. What is clear is that the XRQ-73’s design has changed in notable ways since 2024. Northrop Grumman released this image of the XRQ-73 back in 2024. Northrop Grumman Most immediately eye-catching is the addition of two vertical stabilizers, one on top of each wing. They are positioned near, but not at the very tips of the wings. It is possible that these might be removed as flight testing expands. The preceding XRQ-72A design also had vertical wingtip stabilizers. A close-up look at one of the new vertical stabilizers. Northrop Grumman In addition to the two large air intakes on top of the central section of the fuselage, there is now another, much smaller auxiliary dorsal intake in between. Details about the exact configuration of the drone’s hybrid propulsion system remain limited. There are also at least two new black-colored blade antennas on top of the fuselage. The new auxiliary intake is seen here on top of the XRQ-73’s fuselage. The two new black-colored blade antennas are also seen here. Northrop Grumman A fairing with what appears to be a forward-facing camera system is also now present at the front of the center of the fuselage. This is likely intended to at least provide visual inputs for control and additional situational awareness during flight testing. The fairing also sits in between two additional rectangular ‘nostril’ intakes. We have noted in the past that they could help cool the hybrid powerplant and the aircraft’s electronics, or help provide additional clean airflow to the powerplant during takeoff and landing. A close-up look at the XRQ-73’s nose showing the new fairing that looks to hold a forward-facing camera system. Northrop Grumman The XRQ-73’s design looks to be otherwise unchanged. A large, faceted fairing, very likely intended as a sensor enclosure, is notably still present below the central section of the fuselage. Test instrumentation and other systems could also be installed in that space to support the drone’s ongoing development. DARPA has shared some other information about the design in the past, as TWZ has previously reported: “No details about the XRQ-73’s expected performance appear to have been released so far, but DARPA says it is a Group 3 uncrewed aerial system (UAS) weighing approximately 1,250 pounds, which will include “operationally representative … mission systems.” By the U.S. military’s definitions, a Group 3 UAS weighs between 55 and 1,320, can fly at altitudes between 3,500 and 18,000 feet, and has a top speed of between 100 and 250 knots. At 1,250 pounds, the XRQ-73 is set to be substantially larger than the XRQ-72A, the requirements for which called for a drone weighing between 300 and 400 pounds. The XRQ-72A also had a 30-foot wingspan, a length of 11.2 feet measured from the nose to the ends of the wingtips, and a height of four feet when including the vertical wingtip stabilizers, according to schematics The War Zone previously obtained via the Freedom of Information Act.“ What the future might now hold for the XRQ-73 is unclear. DARPA has previously talked about wanting to demonstrate a capability that could be operationalized relatively quickly with SHEPARD. The “RQ” intelligence, surveillance, and reconnaissance (ISR) designation is a clear reflection of that, although the drone could be configured to perform other missions. Hybrid-electric propulsion offers inherent advantages when it comes to reducing infrared and acoustic signatures, and the XRQ-73’s overall design has low-observable characteristics that could help it evade detection by radar. DARPA However, a cursory review of DARPA’s proposed Fiscal Year 2027 budget does not appear to show a request for new funding for this effort. It is possible that it has been reorganized and/or rebranded, or has otherwise evolved in scale and/or scope, which is not uncommon for DARPA projects. Last May, AFRL also awarded General Atomics a contract for a very similar-sounding “hybrid-electric propulsion ducted fan next-generation intelligence, surveillance, reconnaissance/strike unmanned aerial system,” or GHOST. That deal was valued at just over $99 million. “We’ve been promising something impressive related to hybrid-electric propulsion, and now I can’t talk about it anymore,” C. Mark Brinkley, a spokesperson for General Atomics, told TWZ at that time when asked for more information. “That’s how it goes with these things. Contrary to what you see on the news, the revolution won’t be televised.” Other relevant hybrid-electric development efforts could be ongoing in the classified realm. If nothing else, DARPA’s announcement today does show that work has continued on the XRQ-73 since 2024, and that the evolved design has now reached flight test. Update: 4:46 PM EST – DARPA has confirmed to TWZ that XRQ-73 flight testing began in April. “X-plane programs are designed to push the extreme limits of aerospace engineering, integrating entirely unproven concepts and revolutionary designs,” Air Force Lt. Col. Clark McGehee, the SHEPARD program manager, also told TWZ in response to a question about why the first flight timeline was delayed. “As with the XRQ-73, this effort involved resolving complex, unforeseen technical challenges during ground testing and integration.” “DARPA will continue maturing the hybrid electric propulsion system through a short flight test campaign currently underway,” Lt. Col. McGehee added. China’s neighbor hits 1,200-second mark in hypersonic missile engine testing The latest ground trial of an actively cooled scramjet combustor pushed long-duration hypersonic flight technology further ahead. By Sujita Sinha Military May 11, 2026 03:56 AM EST Successful extensive long-duration test of the actively cooled full-scale scramjet combustor. @DRDO_India/X India has made progress toward developing hypersonic cruise missile technology. On Saturday in Hyderabad, the Defense Research and Development Organization (DRDO) completed a 1,200-second ground test of its actively cooled scramjet combustor. This successful test lasted almost 20 minutes, nearly twice as long as a previous test in January. The test was held at the Scramjet Connect Pipe Test (SCPT) facility, which is run by the Defense Research and Development Laboratory (DRDL), a main missile research center for DRDO. Officials said this achievement boosts India’s efforts to develop hypersonic weapons that can fly faster than Mach 5 (3,790 mph). Hypersonic cruise missiles are designed to travel at very high speeds while remaining maneuverable. These systems are difficult to intercept with current air defense networks and are a key area of focus for countries such as the United States, Russia, China, and India. Long-duration engine test clears key milestone The recent trial aimed to confirm how the full-scale scramjet combustor performs over extended periods of operation. Scramjets are air-breathing engines that use supersonic combustion to keep producing thrust at hypersonic speeds. According to DRDO, the system uses active cooling technology to handle the intense heat created when flying faster than five times the speed of sound. Engineers ran the test at the SCPT facility in Hyderabad, which is built to simulate the high-speed airflow needed for hypersonic propulsion research. DRDL Hyderabad has conducted second successful extensive long-duration test of Actively Cooled Full Scale Scramjet Combustor, achieving a run time of over 1200 seconds at its state-of-the-art Scramjet Connect Pipe Test (SCPT) Facility on May 09, 2026. This is major advancement… pic.twitter.com/btMU473E8n — DRDO (@DRDO_India) May 9, 2026 The 1,200-second test is a big step up from the earlier test this year, which lasted just over 700 seconds. Longer run times are important for hypersonic cruise missiles because they need to keep stable combustion and stay structurally sound during long flights. “This successful test positions India at the forefront of advanced aerospace capabilities and continuously emerging war technologies. The remarkable feat is achieved through a cutting-edge supersonic air-breathing engine that utilizes indigenously developed liquid hydrocarbon endothermic fuel, a high-temperature thermal barrier coating, and advanced manufacturing processes. The ground tests conducted at the SCPT facility have successfully validated the design of an advanced active cooled scramjet combustor as well as the capabilities of a state-of-the-art test facility,” the Ministry of Defense (MoD) said in a statement. Engineers solved extreme heat and flame challenges One of the main challenges in hypersonic propulsion is maintaining a stable flame as air flows through the engine at very high speeds. DRDO scientists said the combustor uses a new flame-stabilization method that keeps combustion going even when airflow exceeds 0.93 miles per second. Researchers tested several ignition systems and flame-holding methods before choosing the current scramjet setup. Stable combustion is crucial because even minor issues within the engine can cause power loss at hypersonic speeds. Another challenge is dealing with temperatures that exceed steel’s melting point. To solve this, DRDO and the Department of Science and Technology labs collaborated to develop an advanced ceramic thermal barrier coating. Officials said this material provides the high thermal resistance needed for long hypersonic flights. Indigenous fuel technology supports the program The Ministry of Defense also noted the development of a special, locally produced endothermic fuel for the scramjet engine. DRDL and industry partners developed this fuel together. Officials said the fuel has two main benefits for hypersonic use. It helps cool the engine more effectively and makes ignition easier, even in extreme conditions. India has steadily expanded its hypersonic research over the past few years as nations race to develop faster and harder-to-intercept missile systems. Military analysts believe hypersonic weapons could reshape future warfare because of their speed, maneuverability, and ability to strike targets rapidly over long distances. Boeing's $1 billion investment in Wichita and its plans for Spirit AeroSystems. Boeing has announced a $1 billion investment in its Wichita, Kansas operations over the next three years. This follows Boeing's $8.3 billion acquisition of Spirit AeroSystems, which was finalized in December 2025. [1, 2, 3, 4, 5] $1 Billion Wichita Investment Details [1] The investment aims to modernize the Wichita site and reintegrate it into Boeing’s primary production system. Key areas of focus include: [1] • Facility Upgrades: Modernizing 178 buildings and approximately 13 million square feet of production space. • Workforce Development: Expanding employee training and education programs for the roughly 13,000–15,000 workers now back on Boeing’s payroll. • Production Systems: Strengthening manufacturing processes to support increased output, such as raising 737 MAX production to 47 aircraft per month by summer 2026. [1, 2, 3] Plans for Spirit AeroSystems Reintegration [1] Boeing’s acquisition of Spirit AeroSystems reverses a 20-year-old outsourcing strategy, aiming to improve safety and quality control following recent regulatory scrutiny. [1, 2] • Commercial Operations: All Boeing-related commercial work—including the 737 fuselages and major structures for the 767, 777, and 787 Dreamliner—is being brought directly in-house. • Spirit Defense: Legacy defense operations will now operate as an independent subsidiary called Spirit Defense. • Divestitures to Airbus: As a condition of regulatory approval, Spirit’s assets that manufacture components for Airbus were divested to ensure competition. [1, 2, 3, 4, 5, 6] • Boeing CEO Kelly Ortberg stated this move is a "pivotal moment" to unify safety standards and ensure stability across the commercial supply chain. [1, 2] Would you like more details on how this acquisition affects Boeing's 737 MAX production goals for the coming year? AEG Fuels Expands Ground Support Capabilities with Comprehensive GSE Equipment Solutions AEG continues to evolve its offerings to meet the dynamic needs of the aviation industry, both in the air and on the ground. May 1, 2026 AEG Fuels has long been recognized as a trusted leader in aviation fuel supply and services, supporting a global client base that spans commercial airlines, military operations, and private aviation. With a commitment to operational excellence and innovation, AEG continues to evolve its offerings to meet the dynamic needs of the aviation industry, both in the air and on the ground. Strengthening Operations with GSE Equipment Solutions As part of its ongoing effort to deliver end-to-end aviation support, AEG Fuels is enhancing its focus on Ground Support Equipment (GSE) solutions. From fueling operations to aircraft handling, reliable and efficient GSE is critical to maintaining seamless operations, minimizing downtime, and ensuring safety across every touchpoint. AEG’s GSE offering is designed to provide clients with access to high-quality, dependable equipment that supports a wide range of ground handling needs. By integrating GSE solutions into its broader service portfolio, AEG is helping operators streamline logistics, reduce operational complexity, and improve overall efficiency. A Comprehensive Approach to Ground Support AEG Fuels works closely with clients and partners to source and deliver a variety of essential GSE equipment, including: • Fuel trucks and hydrant dispensers • Tow tractors and pushback equipment • Ground power units (GPU) • Air start units • De-icing equipment • Baggage and cargo handling equipment This comprehensive approach ensures that operators have the right tools in place to support safe, efficient, and timely aircraft servicing, whether at major international hubs or remote airfields. Enhancing Efficiency and Reliability In today’s fast-paced aviation environment, equipment reliability is more important than ever. AEG’s GSE solutions are aligned with its broader mission to provide dependable service across every stage of the journey. By facilitating access to modern, well-maintained equipment, AEG helps clients reduce delays, improve turnaround times, and maintain consistent operational performance. Additionally, AEG’s global network and industry expertise allow it to navigate complex logistics, ensuring that GSE equipment is delivered where and when it’s needed most. Supporting Safety and Compliance Safety remains at the core of all AEG operations. The company’s approach to GSE emphasizes adherence to industry standards and best practices, helping clients meet regulatory requirements while maintaining the highest levels of operational integrity. Through strategic partnerships and a focus on quality, AEG ensures that all equipment solutions contribute to safer ground handling environments and more efficient workflows. Looking Ahead As the aviation industry continues to grow and modernize, the demand for integrated, reliable ground support solutions is only increasing. AEG Fuels is well-positioned to meet this demand by expanding its capabilities beyond fuel and flight support to include comprehensive GSE equipment solutions. By bridging the gap between air and ground operations, AEG is reinforcing its role as a full-service aviation partner, committed to delivering value, efficiency, and innovation at every level. Discover AEG’s GSE Solutions To learn more about how AEG Fuels can support your ground operations with tailored GSE equipment solutions, connect with the AEG team today and explore a smarter, more integrated approach to aviation services. Incorrect Carburetor Setting Leads to Loss of Engine Power on Takeoff By General Aviation News Staff May 8, 2026 The pilot told investigators that while taking off from his private dirt strip near Powell, Wyoming, the Kitfox’s engine began to sputter and lost partial power about halfway down the runway. He confirmed the boost pump was on and proceeded with the takeoff since there was an irrigation canal at the end of the runway. The airplane would not gain altitude and hit two fences before nosing over and coming to rest inverted in a neighbor’s yard. The right wing sustained substantial damage during the accident. A post-accident examination of the Rotax 582 engine revealed that it was equipped with two piston-type carburetors. On the carburetor near the magneto (MAG carburetor), the retaining clip for the jet needle was set to the No. 1 position (most lean). On the carburetor near the gear box/propeller (power takeoff carburetor), the retaining clip for the jet needle was set to the No. 3 position. The jet needles had four positions in which the retaining clip would seat. The No. 1 position was near the top of the needle and was the leanest setting; the subsequent three positions were equally spaced below the No. 1 position, ending with the No. 4 position at the lowest position. The No. 3 position of the retaining clip for the jet needle was the position set when manufactured, according to the representative of the engine manufacturer. The Rotax Maintenance Manual specified that, when installing the carburetor, press the needle clip in the same position as recorded. The Maintenance Manual Line for the engine states, “the needle jet and jet needle must only be exchanged by a mechanic with experience on two-stroke engines and in accordance with the Maintenance Manual Heavy.” Furthermore, the Illustrated Parts Catalog for the engine listed the carburetor calibration as needle position 3. Both carburetor pistons slides were observed to have scoring marks consistent with the carburetors not being synchronized. Additionally, the engine’s maintenance manual lists a rough running engine as being caused by incorrect synchronization of the carburetors. According to the pilot, he adjusted the carburetor retaining clip to lower the front cylinder temperature that was running high. The adjustment slightly lowered the cylinder temperature and he noticed no performance loss while flying multiple flights in Arizona. The takeoff on the accident flight was the first one attempted in Wyoming at an elevation of about 4,400 feet. Probable Cause: The pilot’s adjustment of the carburetor to an incorrect setting, which resulted in partial loss of engine power during takeoff. NTSB Identification: 194247 To download the final report. Click here. This will trigger a PDF download to your device. This May 2024 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others. Curt Lewis