April 16, 2025 - No. 16 In This Issue : UK Considers Safran’s Fixes for Collins Takeover : V2500® engines surpass 300 million flight hours of service : Aircraft MRO Market is Forecasted to Reach US$ 292.5 Billion in 2034, Says Stratview Research : Meet ZeroE — First-ever water-powered aircraft in history already in the skies : Delta Air Lines and Azorra Scrapping Airbus A220 for Spare Parts : More A380s Headed for Teardown : EXCLUSIVE: Navy Reveals Proprotor Gearbox Fix Coming for Troubled Osprey Fleet : Delta Air Lines Innovates Fuel Efficiency with Shark Skin Riblets on 767s : FAA rules avgas ban violated grant assurances : “Rolls-Royce Strikes Back Against Black Smoke”: New Jet Engine Tech Promises Clean Combustion and Shakes Up Aviation Industry Standards : Airbus to Launch New A320neo Production Line in Mobile, Alabama UK Considers Safran’s Fixes for Collins Takeover By CPI April 6, 2025 The UK’s Competition and Markets Authority (CMA) announced on Friday that remedies proposed by French aerospace company Safran may be sufficient to resolve competition concerns tied to its planned acquisition of a portion of Collins Aerospace’s operations. According to Reuters, the remedies include Safran’s commitment to divest nearly all of its operations involved in the design and production of Trimmable Horizontal Stabilizer Actuator (THSA) systems — components critical to an aircraft’s stability and flight control. The CMA stated it would now conduct a more in-depth evaluation of the proposed undertakings, which will involve soliciting input from third parties. Should the regulator determine the remedies adequately address its concerns, it indicated the deal would be approved. Related: Safran Poised to Secure EU Antitrust Approval for Collins Aerospace Deal Safran, a key supplier in the global aerospace industry, entered into an agreement last year to acquire the flight controls division of Collins Aerospace, a unit of RTX (formerly Raytheon Technologies), in a transaction valued at $1.8 billion. Per Reuters, European Union competition authorities are also expected to give their approval to the deal soon, following an independent assessment. Sources cited by Reuters earlier this week said that EU regulators are prepared to greenlight the acquisition after reviewing the competitive landscape and proposed commitments. The CMA’s review plays a critical role in determining whether the deal can proceed within the UK market, where both companies have substantial aerospace operations. V2500® engines surpass 300 million flight hours of service Milestone is a testament to the engine's reliability and performance April 09, 2025 EAST HARTFORD, Conn., April 9, 2025 /PRNewswire/ -- IAE International Aero Engines AG (IAE) today announced that the V2500® engine has surpassed 300 million engine flight hours of operational experience. IAE is a multinational consortium comprised of Pratt & Whitney, an RTX (NYSE: RTX) business, Pratt & Whitney Aero Engines International GmbH, Japanese Aero Engines Corporation and MTU Aero Engines AG. Powering approximately 2,800 aircraft and serving more than 150 operators, the V2500 engine operates passenger, cargo, and military missions around the world. The engine currently powers the Airbus A320ceo family, including A321F passenger-to-cargo conversions, as well as the Embraer C-390 Millennium multi-mission military transport aircraft. IAE celebrated 40 years of collaboration and innovation in 2023 and successfully tested the V2500 on 100% Synthetic Aviation Fuel in 2024. "The V2500 is a mainstay of the industry, and this latest milestone of 300 million flight hours is evidence of the engine's legacy of reliability and performance," said Kelly Horan, president, IAE. "With an average age of 15 years, the V2500 engine is in the prime of its life – and we continue to offer customized solutions to meet our customers' needs." Demonstrating its durability and robustness, the current high-time V2500 engine, on its first run, was recently removed for service. The engine achieved more than 43,000 hours since first installed in April 2013. Pratt & Whitney and IAE offer enhanced services for the V2500 engine, including life-limited part solutions, new and serviceable material programs and engine swaps, which can be tailored to operators' unique operational and financial needs. The V2500 engine is backed by 13 established facilities around the world that provide maintenance, repair, and overhaul services, including eight IAE party company facilities. About Pratt & Whitney Pratt & Whitney is a world leader in the design, manufacture and service of aircraft engines and auxiliary power units. To learn more visit www.prattwhitney.com. Aircraft MRO Market is Forecasted to Reach US$ 292.5 Billion in 2034, Says Stratview Research 04-09-2025 01:48 PM CET | Aerospace & Defense Press release from: Stratview Research The global aircraft MRO market is projected to witness a growth rate of 1.4% annually from 2024 to 2034, with an anticipated size of US$ 292.5 billion by 2034, according to an analysis by Stratview Research. Stratview Research, a global market research firm has launched a report on the global aircraft MRO market which provides a comprehensive outlook of the global and regional market, industry forecast, current & emerging trends, segment analysis, competitive landscape, & more. Click here to get a free sample of the report: https://www.stratviewresearch.com/Request-Sample/3920/aircraft-mro-market.html#form Report Highlights: • Market Size in 2034: US$ 292.5 billion • Growth (CAGR): 1.4% during 2024-2034 • Forecast Period: 2024-2034 • Trend Period: 2018-2022 • Base Year: 2023 • Number of Segments Covered: 3 • Number of Tables & Graphs: 100+ Segment Insights on the Aircraft MRO Market: The global Aircraft MRO market is segmented based on Aircraft type, MRO type, and Region. Based on aircraft type - Military aircraft is expected to be the largest demand generator for MRO services throughout the forecast period, whereas general aviation offers the highest growth prospects in the coming years. Defense fleets often operate for several decades, demanding regular maintenance, upgrades, and overhauls to extend their lifecycle, and military aircraft undergo frequent and rigorous operations, requiring extensive maintenance to ensure readiness and safety. Unlike commercial aviation, military fleets comprise various aircraft types (fighters, helicopters, transporters) that require tailored maintenance solutions. Military aircraft are equipped with sophisticated technologies that require specialized MRO services, increasing maintenance complexity and demand. Narrow-body and wide-body aircraft combined are estimated to remain the second-largest aircraft type for MRO and grow at the fastest rate in the market during the study period. With growing demand from general aviation to seek cost-effective maintenance solutions and minimize the related maintenance expenses with optimal aircraft performance and safety, this presents new opportunities for special MRO service providers. Increased private and commercial use of aircraft fuels the need for general aviation MRO services because more aircraft need maintenance, repair, and overhaul to continue efficient and safe operations. The growing requirement for specialized services is due to the advancements in aircraft technology, such as avionics and engine systems. MRO providers in general aviation must adopt new capabilities to support these complex systems, ensuring continued growth. Based on MRO type - Engine is expected to be the largest and fastest-growing MRO category due to the complexity of modern engine systems, longer operational hours, and the increasing demand for fuel-efficient, high-performance engines requiring specialized and frequent maintenance. The development of new engine technologies coupled with fleet expansion and stringent safety regulations are the factors that propel the demand for engine MRO during the forecast period. In the commercial aircraft category, CFM International's CFM56 engines will account for most of the engine MRO expenses during the forecast period, followed by GE Aerospace's CF6 and CF34 engines, creating enormous opportunities for engine MRO in the market. According to GKN forecast, the global fleet is expected to double over the next two decades, driven by increasing air travel demand and fleet expansion. This growth will significantly boost the need for maintenance, repair, and overhaul (MRO) services to support the larger fleet. The current fleet is expected to remain in operation for many years, driving a growing demand for aftermarket support. As aircraft age, the need for maintenance, repairs, and parts replacement will continue to rise, ensuring long-term market growth. Complex engine systems incorporating modern technologies, including hybrid-electric engines and high thrust, require engine MRO services to operate optimally and handle complex maintenance requirements. As the aviation industry becomes increasingly focused on fuel efficiency and environmental sustainability, there is a corresponding increase in the demand for high-performance, fuel-efficient engines. These engines demand specialized MRO services to preserve their advanced technology and ensure long-term functionality. The Line category is likely to remain unchanged. This consistency implies that routine checks and on-ground servicing remain a constant airline requirement. To know the most attractive segments, visit: https://www.stratviewresearch.com/3920/aircraft-mro-market.html Which Region Shows the Most Promising Growth Forecast and Opportunity? North America has a huge dominance in the aircraft MRO market, and it is expected to maintain its legacy in the years to come. The region has a vast aircraft fleet and investments in commercial and military aircraft and their services. Over 500 MRO players (including parts & system manufacturers and assemblers) in the USA. This market grows as aging aircraft are utilized longer, with passenger-to-freighter conversions meeting e-commerce demand and production backlogs boosting maintenance needs. The aviation and industrial industries demand continuous MRO services fueled by advanced predictive maintenance technologies and robust defense expenditure, bolstering aerospace industry leadership. The Asia-Pacific's MRO market is projected to grow at the fastest rate during 2024-2034. Growing investment projects by multinational aerospace companies make the Asia-Pacific's MRO market competitive. Fleet expansion in Asia-Pacific, driven by growing economies and increasing passenger demand, increases the number of aircraft requiring continuous MRO services, boosting market opportunities for maintenance providers across the region. Growing defense spending in Asia-Pacific is driving military aircraft purchases and the need for specialized MRO services, thus increasing the demand for aircraft maintenance, repair, and overhaul solutions in the region. Aircraft MRO Market Drivers: Some of the key drivers listed in the report are given below. • Growing air traffic demand, fleet expansion, and a need for low-cost operations. • Aging aircraft fleets require frequent maintenance and repairs for safety and compliance. • Technological advancements, including predictive maintenance and digital tools, further optimize MRO services. • Increasing regulatory requirements and the demand for improved fuel efficiency require airlines and operators to invest in advanced maintenance solutions. Top Companies in the Aircraft MRO Market: Stratview Research has identified the following companies as the top market players. • Rolls-Royce PLC • Standard Aero • GE Aerospace • Raytheon Technologies Corporation (RTX) • Honeywell Aerospace • Safran S.A. • KLM- Air France Group • Leonardo S.p.A • Hong Kong Aircraft Engineering Company Limited (HAECO) • Lufthansa Technik AG Note: The above list does not necessarily include all the top players in the market. What Unique Insights Does this Report Offer? This report provides comprehensive insights into the Aircraft MRO Market, answering critical questions like: • How big is the sales opportunity? • Which regions offer the best sales opportunities? • Which are the most attractive market segments? • Which are the top players and their market positioning? • How complex is the business environment? • What are the factors affecting the market? For Customization or Any Other Queries, Get in Touch with Our Industry Experts at - sales@stratviewresearch.com Explore more reports here: • European Avionics MRO Market: https://www.stratviewresearch.com/3682/European-avionics-MRO-market.html • Military Aircraft MRO Market: https://www.stratviewresearch.com/3919/military-aircraft-mro-market.html Postal Address: 400 Renaissance Center, Suite 2600, Detroit, Michigan, MI 48243 United States of America Website: www.stratviewresearch.com Mail Us: sales@stratviewresearch.com Press: media@stratviewresearch.com Meet ZeroE — First-ever water-powered aircraft in history already in the skies by More M. April 6, 2025 in Mobility The aircraft industry is one of the sectors that have long contributed to carbon emissions; however, that might change soon as they are working on joining with other sectors to promote a cleaner and greener environment. Airbus, a leading European aerospace corporation, has introduced ZeroE, an aircraft developed to function on hydrogen. It was during the Airbus 2025 Summit that the company formally unveiled the ZeroE aircraft that strictly operates on hydrogen. When we talk about hydrogen, we are talking about a water-powered aircraft because initially, hydrogen emits water when burnt. AeroContact states that Airbus’ ZeroE could enter the market in 2030. Prior to this announcement, Airbus spoke about committing to a fully electric engine aircraft; however, that seems to have changed as they probably saw that the process of extracting lithium for batteries and electric engines will take time and harm the environment to a certain extent, while hydrogen is just clean water emitted. The clean revolution in aviation: ZeroE’s water-powered power system An aircraft that utilises a water-powered engine might sound unrealistic, and because the term “hydrogen” is mostly common in the automotive industry, therefore, in aviation it could seem like something unfeasible. However, Airbus has done its research and is sure about this groundbreaking invention. ZeroE’s system is made to burn pure and clean hydrogen that only emits water vapour. Bruno Fichefeux, Head of Future Programmes at Airbus, said in a statement, in a research report by AeroContact, that Airbus’ objective to get rid of carbon emissions is to fully focus on hydrogen. Though there are changes in their development plan, the aircraft will be flown into the skies using hydrogen, a water-powered engine. Just as electric engines have an impact on cars, so will hydrogen on their aircraft. The ZeroE hydrogen-powered aircraft: More information about it According to Airbus, ZeroE was launched in 2020, and they have seen the importance of utilising two primary hydrogen propulsion technologies: hydrogen combustion and hydrogen fuel cells. After exploring, partnering, and researching, in 2025 the company announced that the future of their aircraft is hydrogen. Airbus stated that hydrogen is not a new concept; however, it is the best alternative to ensure decarbonisation. The future of aviation is hydrogen. The difficulties and innovations Airbus’ groundbreaking and revolutionary development also comes with hurdles. Hydrogen for years now still has infrastructure issues, and not only has it affected the automotive and energy sectors, but the aviation sector will be affected too. Although it emits water, which is the perfect emission for a green environment, storing it will be more complicated and will probably cause this development to be costly. Additionally, production is quite expensive, which might either make Airbus’ service expensive for end-users, or they could pull out or pause for a while. Experts state that solar or wind-powered electrolysis are natural resources; therefore, production from them will be carbon-free. If, however, production comes from natural gas, it will not be green but grey hydrogen, which is not clean at all. Sabine Ortega, a journalist at AeroContact, explained that the liquid hydrogen (LH2BB) test mock-up was created in Grenoble, France, by Airbus and Air Liquide Advanced Technologies to solve the difficulties associated with handling and dispersing liquid hydrogen while in flight. The Electric Aircraft System Test Centre in Munich is scheduled to conduct integrated ground tests in 2027. When will ZeroE take off into the skies? Airbus is set to fully set its aircraft at full capacity in 2030. Currently, the company is running tests and they have been using liquid hydrogen, a water-powered hydrogen combustion, to test on the ground and in the air. Developers and aircraft engineers have expressed that so far the results are good and positive; the aircraft works exactly like that which operates on fossil fuels, except this time around it is water-powered and does not pollute the atmosphere. The aviation industry could be redefined once Airbus succeeds in making this a fully operational system. In the next few years, the First-ever water-powered aircraft will make history. Delta Air Lines and Azorra Scrapping Airbus A220 for Spare Parts The aircraft has been delivered and is currently undergoing teardown to support the repair needs of Delta Air Lines' fleet and other airlines. By Kevin Derby April 9, 2025 FLORIDA- Azorra and Delta Material Services (DMS) have formed a strategic partnership to dismantle Airbus A220-300 aircraft. This is to address the severe parts shortage affecting the global aviation industry. This unprecedented move marks the first time a lessor has developed such a solution for the A220 model. This innovative parts-harvesting solution underscores the severity of the current aviation supply chain crisis. Photo- Azorra & DMS; Compiled by Aviation A2Z Delta and Azorra Scrapping A220 Azorra presents itself as a relationship-driven aircraft lessor providing leasing, financing, fleet transition, and asset management solutions to aircraft investors, financiers, and airline operators worldwide. The company currently owns and manages a fleet of more than 100 aircraft. The total commitments exceed 160 aircraft, including orders for new Airbus A220-100/300 and Embraer E190/195-E2. This innovative parts harvesting solution demonstrates how industry players are developing creative approaches to minimize operational disruptions. In addition to this, they can maximize asset value. In February 2024, Azorra acquired twelve A220-300 jets from the Egyptian carrier Egypt Air (MS). Egypt Air had retired the aircraft type due to low availability issues. Following the acquisition, Azorra transferred 3 of these aircraft to Breeze Airways (MX) and one to Cyprus Airways (CY), while seven others remained in Cairo, awaiting future deployment. The 12th aircraft, formerly registered as SU-GFA, was flown to the United States (US) and received the new registration N560AZ. This particular jet has been stationed at Blytheville Arkansas International Airport (BYH) since December. Arkansas Airport is a location with maintenance and repair facilities, suggesting it was earmarked for the dismantling project. The agreement between Azorra and DMS, a wholly owned subsidiary of Delta Air Lines (DL), aims to help resolve the parts shortages contributing to global Aircraft on-ground (AOG) challenges. The aircraft has been delivered and is currently undergoing teardown to support the repair needs of Delta Air Lines’ fleet and other airlines. “This strategic partnership with DMS is a clear example of Azorra’s creativity in helping alleviate the challenges seen across commercial aviation today… Airlines globally are working through AOG disruptions, and we’re proud to play a role in helping our partners overcome these.” Ron Baur, President, Azorra Photo- Delta News Hub; Wikimedia Commons Engine Leasing Arrangements In addition to harvesting parts from the airframe, Azorra has leased the aircraft’s engines to Delta (DL) to support the airline’s existing A220 fleet. This comprehensive approach maximizes the value of the asset while addressing multiple supply chain challenges simultaneously. “Our collaboration with Azorra is vital to ensuring we minimize the disruption caused by the parts shortages and supply chain issues our industry faces. This innovative approach highlights the value of working with our stakeholders to share ideas and address current challenges to benefit all parties.” Mike McBride, Vice President of Maintenance Operations, DMS Future Possibilities Azorra has not disclosed whether the aircraft dismantling process is permanent or if the A220-300 might be reconstructed and returned to service after the parts supply situation normalizes. The company maintains its confidence in the aircraft type despite this unusual move. “We’re big believers in the Airbus A220, and it remains a highly valuable and important asset to Azorra,” Baur explained. “Parting out this used airframe and leasing its engine is a creative solution that will generate long-term opportunity for the A220 to continue to thrive. We are honored to partner with an industry leader such as DMS to create this win-win result for our A220 customers.” More A380s Headed for Teardown Parts will be harvested from the superjumbo jets. A380s in storage (Photo: Shutterstock | Mario Hagen) [ Planes ]April 12, 2025 7:00 am ET By Ryan Ewing Another trio of Airbus A380s are set to be dismantled. Florida-based VAS Aero Services announced this week that it has been selected by Airbus to manage the teardown of three A380 aircraft. The aircraft involved — airframes MSN 61, 66, and 84 — will be disassembled in Tarbes, France, through VAS’ partnership with Tarmac Aerosave, a specialist in aircraft storage and recycling. Components salvaged during the process will be redistributed as used serviceable material (USM) to meet global demand, particularly across Europe, the Middle East, and Africa. According to Cirium Fleet Analyzer data, MSN 61 and 66 were originally operated by Lufthansa before being parked in 2022. MSN 84 was previously flown by Malaysia Airlines. This project brings the total number of A380s dismantled by VAS to 13. The company was previously involved in the teardown of the very first A380 retired from service in 2018. 777X Delays “With deliveries of Boeing’s 777X platform delayed until at least 2026, there is an increasing reliance on the A380 to fill the need for large, long-haul aircraft,” VAS CEO Tommy Hughes stated in a news release. “That demand is putting pressure on quality USM parts inventory availability for the existing A380 assets, estimated to be as many as 175 aircraft in operation worldwide.” While the A380 was once heralded as the future of long-haul air travel, many operators have begun phasing out the double-decker jets due to high operating costs and shifts in airline fleet strategy. As more aircraft approach the end of their service life, companies like VAS Aero Services are stepping in to turn retired airframes into aftermarket inventory for airlines and MROs. In addition to selling harvested parts, VAS said the aircraft’s engines will be made available for lease or disassembly. Parts will be positioned for rapid delivery within the Europe, Middle East, and Africa regions, leveraging the company’s global logistics and resale network. A total of 174 A380s remain in active service, per Cirium’s data, with Emirates being the largest operator at 108 superjumbo jets. An additional 44 are in storage, and 36 have been retired. EXCLUSIVE: Navy Reveals Proprotor Gearbox Fix Coming for Troubled Osprey Fleet 4/11/2025 By Jan Tegler Navy photo NATIONAL HARBOR, Maryland — A fix for the V-22 Osprey’s proprotor gearbox — the culprit behind a years-long series of fatal accidents and periodic groundings — will be in place by December, a senior Navy aviation leader told National Defense. “We’re going to get the proprotor gearbox 121 version that’s going to have no limitations at all,” Rear Adm. Douglas Verissimo, commander of Naval Air Force Atlantic, said in an exclusive interview on the sidelines of the Sea-Air-Space conference this week. “We should start seeing those in the fleet in December.” A Naval Air Systems Command spokesman on April 11 confirmed Verissimo’s remarks but clarified that the new version of the Osprey’s proprotor gearbox is known as the 123 version. The first V-22 to have the new gearbox installed will be delivered in December with further deliveries occurring through 2026, according to the spokesman. The V-22 Joint Program Office declined to offer further details. Bell Boeing, the maker of the V-22, did not immediately respond to a request for comment on the 123 proprotor gearbox or what changes the new version incorporates. However, the 2025 Marine Aviation Plan released in January outlines three improvements to the proprotor gearbox that likely account for some of the major changes in the 123 version. They include the Osprey Drive System Safety and Health Instrumentation — ODSSHI pronounced “Odessey” — that “will install sensors in critical areas of the PRGB and drive train to provide vibration signature data that will allow maintenance to forecast the failure of parts and plan to remove those parts prior to failure,” the plan said. A more refined Triple-Melt steel “will be the source material for the internal components of the [gearbox] which will drastically reduce the likelihood of material defects in critical gears and bearings,” the plan stated. And lastly, the plan described a redesigned Input Quill Assembly that will reduce the incidence of the wear-out mode observed in previous IQA failures that led to aircraft hard clutch engagement occurrences. Verissimo said that the retirement of the C-2A Greyhound — the aircraft the Navy’s CMV-22B is replacing in the carrier onboard delivery mission — will take place as planned in September 2026. “Yes, the C-2s are going to sundown,” he affirmed. “We’ve got one more deployment to get our C-2s underway.” He added that the service has mitigations for the gearboxes CMV-22Bs currently fly with, referring to the Dec. 20 bulletin issued by Naval Air Systems Command directing V-22 operators to verify the accumulated flight hours on each of the proprotor gearboxes in their fleets. This direction followed a November 2024 incident at Cannon Air Force Base in New Mexico wherein an Air Force CV-22 was forced to land immediately due to an “inclusion” – an impurity in the steel alloy its gears are made with which creates a weak point in the metal. An inclusion-related gear failure was also identified as the cause of the November 2023 CV-22 crash off Yakushima Island, Japan, that killed all eight personnel aboard the aircraft. Ospreys with proprotor gearboxes exceeding a predetermined number of flight hours were cleared to resume flight operations once verifications were completed under flight restrictions instituted in March 2024. Aircraft with gearbox flight hours below the threshold were subject to additional flight restrictions. “The restrictions are for aircraft back at the beach until we get a few more hours on them with new gearboxes coming,” Verissimo said, adding that the service has “a good map for supporting deployments with CMV-22Bs that are unrestricted” once version 123 proprotor gearboxes are installed. “I have confidence for the folks flying those things,” Verissimo said. “I have confidence for our ability, once they clear the hurdles that have been dictated by” Vice Adm. Carl Chebi, Naval Air Systems Command commander. Verissimo’s confidence is backed by comments in the Marine Aviation Plan which stated that the Marine Corps’ version of the Osprey, the MV-22, maintains mishap rates on par with other Marine aviation assets. The plan noted that as of Aug. 1, the MV-22’s 10-year — 2014-2024 — Class A mishap rate is 3.15 per every 100,000 flights hours, lower than the Marine Corps average of 3.24. “Once we get the new gearboxes, our focus is going to be on making sure we keep readiness available to keep carrier onboard delivery healthy for the warfighter,” Verissimo said. The CMV-22 “is our platform. It does a few things not as capably as the C-2, but it does many things much more capably,” he said. Delta Air Lines Innovates Fuel Efficiency with Shark Skin Riblets on 767s Delta is rolling out initial tests on its Boeing 767 fleet, with the potential to expand across other aircraft if successful. By Natalia Shelley April 13, 2025 Note: See photos in the original article. ATLANTA- Delta Air Lines (DL) is expanding its Sustainable Skies Lab through a partnership with Australian aerospace company MicroTau to test innovative drag-reducing “shark skin” riblets on its Boeing 767 fleet operating from Hartsfield-Jackson Atlanta International Airport (ATL). This biomimetic technology, which replicates microscopic grooves found on shark skin, promises up to 4% improvement in fuel efficiency when applied to aircraft fuselages, wings, and tails, representing a significant advancement in Delta’s ongoing sustainability initiatives. Delta Shark Skin Riblets Delta Air Lines (DL) is harnessing nature’s engineering to improve fuel efficiency and reduce carbon emissions. Through its Sustainable Skies Lab, launched in 2023, Delta partners with cutting-edge companies to test technologies inspired by the natural world. One such partner, MicroTau, an Australian aerospace firm, has developed a “Riblet Modification Package” mimicking shark skin. These riblets applied to aircraft surfaces like the fuselage, wings, and tail, reduce drag by up to 4%, according to MicroTau’s estimates. Delta is rolling out initial tests on its Boeing 767 fleet, with the potential to expand across other aircraft if successful. Sharks, despite their sleek appearance, have skin covered in microscopic grooves called dermal denticles. These structures streamline water flow, allowing sharks to glide with less energy. By replicating this design as riblets on planes, Delta smooths airflow, cutting fuel consumption. This biomimicry approach aligns with Delta’s goal to minimize its environmental footprint while maintaining operational efficiency. Beyond shark skin, Delta is exploring other nature-inspired solutions. Working with Vortex Control Technologies (VCT), Delta is testing finlets, small fins inspired by fish, on its Boeing 737 fleet. Installed on the rear fuselage, finlets reshape airflow to reduce drag, similar to winglets already equipping Delta’s modifiable fleets. These modifications target vortices, swirling air pockets that increase resistance, ultimately lowering fuel use and emissions. Delta’s Sustainable Skies Lab Launched in 2023, Delta’s Sustainable Skies Lab is an innovation hub that accelerates sustainable aviation initiatives. The lab partners with technology leaders and aviation manufacturers including Airbus, Boeing, JetZero, Joby Aviation, and now MicroTau. Its goal is to bridge early-stage research and real-world implementation, focusing on both near-term fuel-saving technologies and long-term carbon-neutral aviation solutions. According to Sangita Sharma, Director of the Sustainable Skies Lab, the lab prioritizes technologies that can deliver measurable results today while building foundations for future breakthroughs. MicroTau’s shark skin film fits this model, offering immediate efficiency benefits without major aircraft redesigns. Additional Nature-Inspired Technologies Under Trial Delta is also testing other biologically inspired drag-reduction tools. One example is the use of finlets—small, fin-like surfaces attached to the rear fuselage of aircraft. In collaboration with Vortex Control Technologies (VCT), Delta has installed finlets on its Boeing 737 fleet to improve airflow and reduce turbulence in high-drag regions. These technologies function similarly to winglets, which Delta has already added to all modifiable fleets. Winglets and finlets both aim to reduce vortex formation and improve aerodynamic efficiency. While winglets are installed on wing tips, finlets help reshape airflow around the fuselage, adding another layer of optimization. Decarbonization With jet fuel driving the bulk of its carbon footprint, Delta’s innovations target measurable reductions. Riblets could save up to 4% fuel per flight, while finlets and winglets further optimize performance. These efforts complement Delta’s broader decarbonization goals, including purchasing modern aircraft and supporting research into low-carbon technologies. By testing at hubs like Atlanta (ATL), Delta ensures real-world data informs its sustainability roadmap. The airline’s proactive stance—blending immediate upgrades with visionary partnerships—demonstrates a commitment to environmental stewardship. As Delta refines these technologies, it paves the way for an industry-wide shift toward greener skies. Stay tuned with us. Further, follow us on social media for the latest updates. FAA RULES AVGAS BAN VIOLATED GRANT ASSURANCES California county can appeal March 25, 2025 By Jim Moore The FAA agreed with AOPA's argument that the unleaded aviation fuels currently available are not ready to fully displace avgas in a much-anticipated March 24 decision with a clear message for all federally obligated airports. The long-awaited decision in the complaint filed under 14 CFR Part 16 (federal airport compliance regulations) found that the 2022 prohibition on 100LL aviation fuel imposed by Santa Clara County in California violated the county's federal grant obligations, which the county agreed to when it received, among other federal funds, approximately $6.8 million in federal airport development assistance between 1983 and 2011. The 26-page decision (with additional pages of exhibit references attached) orders the county to present a corrective action plan within 30 days, and further directs the county to include in that plan elimination of the countywide prohibition of the acquisition, storage, and sale of 100LL fuel at the two county-run airports, Reid-Hillview of Santa Clara County Airport, and San Martin Airport. The agency also requires the county to eliminate the "prohibited exclusive right” the county created for itself by only selling Swift Fuels 94UL and General Aviation Modifications Inc. G100UL as a means to prohibit the use of 100LL, “favoring one class of aircraft (those that can safely use 94UL and G100UL) to the detriment of another class of aircraft (those that cannot safely use 94UL and G100UL)."The decision, which the county has 30 days to appeal, makes it clear that grant-obligated airports across the country do not have the right to prohibit the sale or use of any FAA-authorized aviation fuel, and that ordinances such as the 100LL ban imposed by Santa Clara County can in themselves violate federal grant assurances. This decision is consistent with the FAA’s 2022 letter to city officials in Santa Monica, California, stating that "an outright ban or restriction on the sale or use of 100LL would be contrary to both the Settlement Agreement and Grant Assurance 22, Economic-Non-Discrimination," and the agency's 2023 letter to the mayor of Superior, Colorado, stating, “a ban or restriction on the sale or use of 100LL (Avgas) at a federally obligated airport is inconsistent with Grant Assurance 22, Economic Nondiscrimination.” Local pilots and aviation businesses affected by the fuel ban joined AOPA in filing the complaint in 2022, raising a number of safety issues created by the avgas ban, as well as alleging discrimination. The county fought unsuccessfully to dismiss the complaint, a move AOPA and co-complainants opposed. Santa Clara County filed a variety of motions that sought to delay the decision, and the FAA granted itself numerous extensions to consider the matter, all of which delayed the decision by about a year. Ultimately, after reviewing dozens of motions and exhibits spanning hundreds of pages, the FAA agreed with the complainants on three of five main issues raised, dismissing two for lack of evidence. (Local noncommercial operators never sought a permit to self-fuel with 100LL, and the argument that the avgas ban led to a loss of fuel flowage revenue to the airport was not sufficiently supported by evidence.) Based on the FAA director's determination in this case, there are several significant implications for airports across the nation that are subject to federal grant assurance obligations through their acceptance of federal funding: 1. Limits on fuel type restrictions: Airports cannot take exclusive control of fuel sales (exercise their “proprietary exclusive rights”) as a means to prohibit the sale, distribution, or use of FAA-authorized aviation fuels (like 100LL). This establishes that airports must allow reasonable access to all types of FAA-authorized aviation fuels. 2. Exclusive rights limitations: The decision clarifies that an airport's proprietary exclusive right to provide certain aeronautical services (like fuel sales) is limited only to those specific services the airport actually provides, and cannot be used to prohibit services the airport chooses not to provide (like selling other fuel types). 3. Nondiscrimination requirements: The determination reinforces that airports must make facilities available "on reasonable and not unjustly [discriminatory] terms to all types, kinds, and classes of aeronautical activities," which includes accommodating aircraft that require specific fuel types for safe operation. 4. Environmental considerations balanced with obligations: While airport sponsors like Santa Clara County may have environmental concerns about leaded aviation fuel, they cannot exercise their municipal power to effectuate policies unrelated to the operation of the airport without regard to federal grant obligations that the airport sponsor is bound by in the operation of the airport. 5. Self-fueling permit requirements: While airports can implement reasonable rules and standards for self-fueling operations, these cannot be so burdensome as to effectively prevent self-fueling with specific fuel types. The case sends an important message that could affect how airports nationwide manage fuel availability during the ongoing transition to unleaded aviation fuels. It signals that while the FAA supports the transition to unleaded aviation fuel, airports cannot unilaterally ban leaded fuel before viable alternatives are available for airport users, particularly when such prohibitions would adversely affect a portion of the general aviation fleet that still requires 100LL fuel to operate safely. It is unclear whether the county, having fought the Part 16 complaint for more than two years, will allow avgas to resume flowing into its own tanks at its two airports or appeal the decision. Regardless, it cannot ban others from self-fueling their aircraft or offering avgas for sale on the airport. A loss on appeal and refusal to comply with the FAA order to end the 100LL ban would render the county ineligible for federal airport improvement grants, which the county has not pursued since 2010—in large part, if not entirely, because accepting these grants obligates any airport owner to comply with specific requirements. The March 24 decision affirms that those obligations include not standing in the way of the sale of any approved aviation fuels. “Rolls-Royce Strikes Back Against Black Smoke”: New Jet Engine Tech Promises Clean Combustion and Shakes Up Aviation Industry Standards A groundbreaking collaboration between the German Aerospace Center and Rolls-Royce is reshaping the aviation industry by developing innovative jet engine technology designed to significantly reduce harmful emissions and promote sustainable flight. April 14, 2025 at 5:52 PM Rosemary Potter A state-of-the-art Rolls-Royce jet engine, showcasing innovative technology designed to reduce emissions and promote sustainable aviation. • IN A NUTSHELL🌍 Soot formation in jet engines poses environmental and health risks, contributing to climate change and atmospheric heating. • 🤝 A collaboration between the German Aerospace Center and Rolls-Royce aims to develop cleaner, low-emission aviation technology. • 💡 Advanced laser-based tools and simulation software are enhancing the study of combustion processes and reducing emissions. • 🌱 Future projects will explore the impact of sustainable aviation fuels on soot production to promote greener engine designs. • The intricate dance of innovation and science has always been at the heart of technological advancement. In recent years, the aviation industry has taken significant strides towards sustainability, driven by the need to reduce harmful emissions. A remarkable collaboration between the German Aerospace Center (DLR) and Rolls-Royce is leading this charge, focusing on cutting-edge jet engine technology. Their partnership aims to minimize the environmental footprint of aviation by tackling the complex issue of soot formation during combustion, offering a promising path to greener skies. Understanding the Complexity of Soot Formation Soot formation in jet engines is a critical challenge that engineers must address to reduce emissions. This fine, sticky powder results from incomplete combustion and poses significant environmental and health risks. Not only does soot contribute to climate change by absorbing sunlight—a phenomenon known as direct radiative forcing—but it also exacerbates the formation of contrails that trap heat in the Earth’s atmosphere. Addressing this issue requires a deep understanding of the combustion process and its variables. At the forefront of this research, DLR scientists have employed advanced laser-based tools to observe combustion in real-time. These tools allow researchers to analyze the effects of even the slightest changes in boundary conditions on soot production. Such intricate studies are crucial, as they provide the reliable data needed to validate computational models and inspire further technological refinements. Through these efforts, Rolls-Royce hopes to develop cleaner, low-emission engines by understanding the direct link between combustion and emission. Innovative Research and Collaboration Rolls-Royce and DLR’s partnership has been a beacon of innovation for decades, with both entities contributing significantly to the advancement of aviation technology. The collaboration has proven instrumental in enhancing Rolls-Royce’s market-leading Pearl engine family, used in long-range business jets. By improving fuel injection and reducing soot formation, these engines are setting new standards for sustainable aviation. To support this innovation, DLR’s Institute of Combustion Technology has conducted high-pressure flame tests under turbulent conditions. The data collected from these tests have been invaluable in refining Rolls-Royce’s simulation software, the PRECISE-UNS code. Simultaneously, DLR has utilized this data to develop its own simulation tool, ThetaCOM. These tools are essential for driving innovation forward and mitigating the risks associated with costly high-TRL (Technology Readiness Level) testing. This symbiotic relationship between DLR and Rolls-Royce exemplifies the power of collaboration in achieving technological breakthroughs. The Role of Sustainable Aviation Fuels As the aviation industry continues its journey towards sustainability, the role of sustainable aviation fuels (SAFs) is becoming increasingly significant. Future projects by DLR and Rolls-Royce will explore how various SAFs affect soot production, aiming to support cleaner engine designs. By improving spray atomization in next-generation fuel injectors, these initiatives hope to reduce emissions further. This exploration of SAFs is not just about reducing soot; it represents a broader commitment to environmental stewardship. By understanding the interactions between combustion technologies and alternative fuels, researchers can develop solutions that align with the industry’s sustainability goals. This approach reinforces the notion that innovation and environmental responsibility can, and should, go hand in hand. Continuing the Legacy of Innovation Florian Herbst, director of the DLR Institute of Propulsion Technology, highlights the importance of the ongoing collaboration with Rolls-Royce. This partnership is not only enhancing Rolls-Royce’s product portfolio but also advancing DLR’s own expertise and methodologies. By driving innovation at an early stage, the collaboration mitigates the financial risks of high-TRL testing while fostering a culture of continuous improvement. The legacy of innovation established by Rolls-Royce and DLR serves as a testament to what can be achieved when industry leaders and research institutions join forces. As they push the boundaries of technology, they pave the way for a future where aviation can thrive without compromising the health of our planet. Their efforts remind us of the power of collaboration and the limitless potential of human ingenuity. As we look to the future, the question remains: How will the aviation industry continue to evolve in response to the growing demands for sustainability and reduced emissions? The answer will undoubtedly shape the skies of tomorrow. Airbus to Launch New A320neo Production Line in Mobile, Alabama The new assembly line is part of Airbus’ broader effort to strengthen its US manufacturing footprint and better serve North American customers. By Helen William April 12, 2025 BLAGNAC- Airbus is set to launch its second A320neo production line at Mobile Aeroplex at Brookley in Q3 2025, boosting production capacity. The company also remains committed to producing 14 A220s monthly by 2026 despite ongoing supply chain challenges. This expansion at Mobile strengthens Airbus’ U.S. manufacturing presence, complementing its A220 production in Mirabel, Canada. The article explores the strategic moves, production targets, and supply chain dynamics shaping Airbus’ ambitions. Airbus A320neo Production Line Airbus launched operations at its Mobile, Alabama site a decade ago with a single A320-family assembly line. In 2020, it added an A220 line to support growing demand, supplementing production at its primary A220 facility in Mirabel, Canada. In 2022, Airbus unveiled plans for a second A320neo-family assembly line at the US site, initially targeting a 2025 second-quarter launch. The project is now scheduled to become operational in Q3 of the same year. The new assembly line is part of Airbus’ broader effort to strengthen its US manufacturing footprint and better serve North American customers. It will help scale output in line with increased demand for fuel-efficient, narrow-body aircraft like the A320neo and A220, both of which are central to Airbus’ single-aisle portfolio. Airbus remains steadfast in its goal to produce 14 A220s per month across Mobile and Mirabel by 2026. However, the company faces hurdles, having delivered only 75 A220s in 2024 and 17 in Q1 2025. Supply chain issues, lingering from the Covid-19 pandemic, continue to constrain output. Despite these challenges, Hayes emphasized that production is on course to meet the 2026 target. The A220, powered by Pratt & Whitney PW1500G engines, has seen steady demand from airlines like Delta Air Lines (DL) and Air Canada (AC). Airbus’ ability to scale production depends on resolving supply bottlenecks, particularly for components like cabin monuments—interior fittings such as galleys and lavatories—and other buyer-furnished equipment selected by airlines. Supply Chain Pressure Unlike some competitors, Airbus reports no delays from Pratt & Whitney engine shortages. Hayes noted that PW1100G and PW1500G engines are delivered on schedule, despite Pratt & Whitney’s ongoing recall of geared turbofans due to defective metallic components. This recall has strained the engine maker’s resources, yet Airbus’ production remains unaffected, giving it an edge in maintaining output. However, supply chain woes persist elsewhere. Cabin monuments and buyer-furnished equipment remain pain points, echoing challenges faced by Boeing, as noted by its CEO Kelly Ortberg. These components, customized by airlines, are critical to aircraft completion but have been plagued by delays, impacting delivery schedules industry-wide. 2025 Delivery Outlook Despite ongoing challenges, Airbus remains optimistic about its delivery targets. The company delivered 766 aircraft in 2024, short of its original target of 800. For 2025, Airbus aims to deliver 820 aircraft, a goal Hayes believes is achievable under current production conditions. As the company continues to ramp up US-based production and expand its industrial capacity, its focus remains on achieving long-term stability and meeting airline demand without compromising quality or schedule. Airbus’ commitment to its 2026 A220 goal, despite delivering just 92 A220s in the past 15 months, reflects optimism in resolving supply constraints. Success in Mobile will bolster Airbus’ global production network, ensuring it meets airline demand from carriers like American Airlines (AA) and United Airlines (UA). Stay tuned with us. Further, follow us on social media for the latest updates. Curt Lewis