May 7, 2025 - No. 19 In This Issue : Loose Screw May Have Led To Rob Holland Crash : T-7A Red Hawk Ejection System Clears High-Speed Test, Addressing Earlier Safety Deficiencies : Supply Chain Crisis Forces Airlines to Get Creative With Parts : Air Force won’t renew F-16 depot contract with Lockheed Martin : GE Aerospace Announces $11 Million Investment in Batesville : Inspections Required for Boeing 767 Corrosion : FAA Calls for Boeing 717 Landing Gear Inspections : Boeing 777X Advances Certification with Crosswind Testing : Airbus to Acquire 7 Production Facility Assets from Spirit AeroSystems : Redesign to cure acoustic engine phenomenon linked to A220 failures : Changes in FCC rules to support GPS alternatives could impact DoD Loose Screw May Have Led To Rob Holland Crash A modification of Holland’s aircraft may have played a role in his fatal April 24 crash. Russ Niles Updated May 3, 2025 7:38 AM EDT NTSB Photo A loose screw on a customized elevator counterweight receptacle may have led to the crash that killed airshow legend Rob Holland a week ago. The NTSB issued a preliminary report on the crash that occurred at Langley Air Force Base on April 24 and noted the screw, which Holland used to adjust the amount of weight to alter control feel of the MXS depending on the kind of routine he intended to fly. The screw was found about 10 feet from the wreckage and had red paint on it, suggesting it became jammed between the elevator and the fixed portion of the horizontal stabilizer, which was also scratched and gouged. "The counterweight plug threads were intact and also contained similar dirt contamination consistent with that found on the elevator," the report said. "Additionally, about half of the circumference of the left elevator counterweight plug displayed gouging and there was evidence of paint transfer." Holland was about 50 feet above the runway on a normal approach when things went wrong, according to "multiple witnesses" cited in the report. "The airplane made a normal approach to the runway and when it was over the end of the runway, it leveled off about 50 ft above the runway and flew straight down the runway for several hundred feet," the prelim said. "The airplane then 'porpoised' twice, pitched 'straight up,' rolled 90° to the left and descended to ground impact." NTSB Preliminary Report: Report_ERA25FA185_200061_5_3_2025 12_22_38 AM Download T-7A Red Hawk Ejection System Clears High-Speed Test, Addressing Earlier Safety Deficiencies Published on: May 5, 2025 at 6:16 PM David Cenciotti The Air Force Life Cycle Management Center's T-7A Red Hawk program achieved a major milestone as the 846th Test Squadron at Holloman Air Force Base, N.M., executed a high-speed test of its new escape system on April 16. (Courtesy photo) SHARE The new T-7A Red Hawk ejection system passes high-speed test at Holloman Air Force Base, New Mexico. After coming under scrutiny for serious ejection system deficiencies identified during earlier testing, the T-7A Red Hawk advanced trainer has cleared a key developmental hurdle, with the U.S. Air Force announcing the successful completion of a high-speed ejection test. The test, conducted by the 846th Test Squadron at Holloman Air Force Base on Apr. 16, 2025, simulated a 450-knot ejection and met all test objectives. It marks a significant step forward for the program, particularly following a string of delays and safety concerns raised in the Pentagon’s most recent Director of Operational Test and Evaluation (DOT&E) report, released in January. The system’s performance during this latest round of testing demonstrated the ability to protect both lighter and heavier pilot profiles, using test mannequins to simulate real-world ejections. Two major upgrades were under evaluation: a redesigned canopy jettison system and an improved ejection seat sequencer. The redesigned canopy is intended to shatter in a more controlled pattern, reducing the risk of injury from canopy fragments. Meanwhile, the updated sequencer now allows for a longer drogue chute deployment to stabilize the seat earlier in the trajectory—critical for minimizing neck and spinal injuries during high-speed bailouts. This test follows a difficult period for the T-7A program. The DOT&E’s FY2024 report, released earlier this year, revealed that environmental and safety testing had uncovered “serious and potentially dangerous deficiencies” in the ejection system. Those issues contributed to a cascade of delays that pushed back the aircraft’s Initial Operational Capability (IOC) from 2024 to at least 2027. The Air Force and Boeing have since been working to address those deficiencies. The high-speed sled test appears to show that some of those fixes are beginning to pay off. Originally conceived to replace the T-38 Talon, the T-7A Red Hawk features a digital design and open architecture aimed at making it adaptable for future pilot training needs, especially for fifth-generation fighter aircraft. But its ejection system—originally intended to accommodate a wider range of pilot sizes and weights—has been a persistent engineering and certification challenge. Another test of the escape system is scheduled for August, as the Air Force continues efforts to fully qualify the Red Hawk for operational use by student and instructor pilots. While one successful test won’t erase the technical hurdles the program still faces, it’s a crucial data point as the T-7A works to regain lost ground and deliver the next-generation training capability the Air Force has been counting on. Another image of the test on Apr. 16, 2025. (Courtesy photo) T-7A Red Hawk The T-7A Red Hawk program, developed by Boeing in partnership with Saab, represents a significant advancement in the U.S. Air Force’s pilot training capabilities. Designed to replace the aging T-38 Talon, the T-7A incorporates modern technologies to prepare pilots for fifth-generation aircraft operations. Key Developments: • Program Inception and Naming: In September 2018, the U.S. Air Force awarded Boeing a $9.2 billion contract for the T-7A program, aiming to procure 351 aircraft by 2034. The aircraft was officially named “Red Hawk” in September 2019, honoring the Tuskegee Airmen and their red-tailed aircraft from World War II. • Design and Production: The T-7A was developed using digital engineering, allowing for rapid prototyping and testing. This approach enabled the first flight of the production variant within 36 months of the initial design. • Testing Milestones: The first T-7A Red Hawk arrived at Edwards Air Force Base in November 2023, marking the commencement of developmental flight testing. This phase aims to validate the aircraft’s performance and suitability for training missions. • Operational Delays: Initially slated for service entry in 2023-2024, the T-7A’s Initial Operational Capability (IOC) has been postponed to 2027 due to issues such as ejection seat safety concerns and software development challenges. Supply Chain Crisis Forces Airlines to Get Creative With Parts Some newer aircraft are being torn down for parts. Delta TechOps in Atlanta (Photo: AirlineGeeks | William Derrickson) [ Planes ]April 30, 2025 2:51 pm ET ByKeller Laseter Note: See photos in the original article. The commercial aviation industry is navigating a serious supply chain crisis, leading airlines and aircraft lessors to adopt innovative strategies to maintain operational readiness. Recently, aircraft lessor Azorra partnered with Delta Material Services (DMS) to dismantle an Airbus A220-300 for spare parts, marking the first such occurrence for this relatively new aircraft model. Although dismantling modern aircraft is uncommon, this situation underscores the severity of the ongoing component shortage. At the heart of the crisis are persistent issues concerning Pratt & Whitney’s PW1500G engines, widely used in the Airbus A220 fleet. These engines, despite their efficiency, have faced frequent reliability concerns, resulting in numerous inspections and prolonged maintenance periods. With multiple aircraft grounded due to such complications, the demand for available spare engines and parts has grown significantly. Beyond specific engine-related challenges, manufacturers are experiencing dramatic backlogs in aircraft production, intensifying constraints across the sector. According to Alton Aviation Consultancy’s latest analysis, narrowbody aircraft — which are the backbone of airlines’ short- and medium-haul services — now face delivery delays of nearly a decade. Moreover, widebody aircraft production has also slowed, leaving airlines facing waits of seven to eight years for new deliveries. In turn, airlines have been compelled to adjust fleet strategies, opting to extend the useful life of existing aircraft to cope with prolonged delivery timelines. The MRO Impact This extension of aircraft lifespans has directly impacted the maintenance, repair and overhaul (MRO) industry, resulting in significantly heightened demand precisely as MRO providers themselves face severe operational constraints. Skilled labor shortages remain a central challenge as many technicians exited aviation during the pandemic and have not returned, creating a workforce gap that could take years to mend. Training new aviation maintenance personnel is a long process, and the marked increase in maintenance requirements has overwhelmed existing capacities, prolonging maintenance downtimes substantially. These challenges extend maintenance downtime significantly and complicate securing aircraft parts to keep these aged aircraft flying safely. Exacerbating these operational delays are shortages in essential aerospace materials like titanium, a situation driven largely by geopolitical disruptions in traditional supplier regions. Sanctions on primary exporters like Russia have forced manufacturers to seek alternative suppliers, leading to procurement challenges and increased costs. Given these constraints, airlines and lessors are increasingly exploring unconventional solutions, like the recent A220 dismantling, to temporarily alleviate these mounting pressures by repurposing valuable components. Despite the challenges, industry observers also recognize potential opportunities created through these constraints. Avolon, one of the world’s largest aircraft leasing firms, has stated that the unprecedented disparity between supply and demand will likely reshape aviation market dynamics over the next decade. Supply deficits could bolster airline profitability, especially if carriers concentrate efforts on their most profitable route networks and achieve optimal fleet utilization amid capacity limitations. According to Avolon’s analysis, net airline profits could rise as much as 16%, reaching approximately $36 billion by 2025. Yet the broader economic environment remains uncertain. Typical economic recovery cycles last four to six years, and the current expansion is already well into its fifth year, suggesting potential economic downturn risks. Europe’s economic growth is showing early signs of stagnation, and broader geopolitical instability introduces additional volatility. Air Force won’t renew F-16 depot contract with Lockheed Martin We do know that the F-16 production program will continue By Amanda Shaw Published: Apr. 30, 2025 at 1:27 PM EDT|Updated: May. 1, 2025 at 11:33 AM EDT GREENVILLE, S.C. (FOX Carolina) - Lockheed Martin confirmed the U.S. Air Force is ending its F-16 Depot Sustainment Program contract sooner than initially reported. In 2020, Lockheed announced that the Air Force awarded the company a $900 million contract for a 10-year program that would include depot-level maintenance and aircraft modification in Greenville. The Air Force, however, will end its contract for the program this year. A spokesperson for Lockheed Martin said the contract included an initial five-year term and an optional renewal for a second five-year term. The contract is not being renewed for a second term. Below is the statement released by Lockheed: “Lockheed Martin was recently notified by the F-16 System Program Office that the U.S. Air Force is not renewing the F-16 depot contract, resulting in its completion later this year. We remain committed to delivering exceptional support to our customers and providing advanced air dominance capabilities to our nation and allies. Additional questions should be directed to the U.S. Air Force.” FOX Carolina asked how the contract’s completion would impact jobs. The company said they are working to assess potential impacts “based on current workforce levels, business base and operational needs.” Lockheed’s F-16 production program will continue, a spokesperson said. Sen. Tim Scott released the following statement on the announcement: “For the past decade, the F-16 depot program showed nations from around the globe the advanced manufacturing capabilities nestled in Greenville, South Carolina, and for that we are proud. Our office is currently in contact with Lockheed Martin and the Air Force to better ascertain the potential local impact this change will have.” Congress woman Sherri Biggs released the following statement on the announcement: “Lockheed Martin has been a great partner for South Carolina, and has been a critical contributor to our national defense. I have no doubt that Lockheed - their employees and leadership team - will continue to hit high marks in the area of global security, defense, and aerospace for many years to come.” Copyright 2025 WHNS. All rights reserved. GE Aerospace Announces $11 Million Investment in Batesville GE Aerospace is expanding its manufacturing capacity in Batesville. Various projects that represent a significant investment by the company, including its recently announced $11 million investment, will create 100 new jobs. The expansion will add industrial equipment, precision measuring tools and high-precision machines. It also will add inspection technology, which will enable the Batesville site to maintain quality as it increases the production of components used in narrow-body and wide-body aircraft engines and military fighter jet and helicopter engines. “What impacts our area the most is the sustainability of a great American company. After many years, this expansion confirms our area’s consistent ability to provide GE Aerospace with a highly skilled workforce, surpassing production expectations. Their investment brings an even more advanced innovation to our workforce, making our GE Aerospace shop more relevant and essential within the aeronautical industry. We are always proud to say that when you fly, the plane is likely to be using a GE Aerospace Batesville jet engine,” said Panola Partnership Director of Economic Development Joe Azar. The Mississippi Development Authority is providing assistance through the Mississippi Flexible Tax Incentive, or MFLEX, program. MDA also is assisting with building improvements and equipment relocation. AccelerateMS, Panola Partnership, TVA and Northwest Mississippi Community College are assisting with the project, as well. “From the start, the GE Aerospace site has been at the forefront of manufacturing cutting edge parts that are key for the future of aviation. The site’s role and number of employees continues to grow. These parts that are made from new, advanced materials play a key role in providing more efficiency and durability in GE Aerospace’s newest engines. We are grateful for the partnership we have with the county and Mississippi to strengthen manufacturing in the region,” said Brian Rapien, GE Aerospace Plant Leader, Batesville Composites Operation. The company expects to fill the jobs over the next three years. Inspections Required for Boeing 767 Corrosion The Federal Aviation Administration has told operators to inspect aircraft for corrosion damage on communications parts. A UPS Boeing 767 aircraft (Photo: AirlineGeeks | Katie Zera) [ Planes ]May 2, 2025 7:30 am ET By Caleb Revill The Federal Aviation Administration has issued a new airworthiness directive (AD) for certain Boeing 767 model aircraft to address corrosion damage on satellite communications (SATCOM) parts. A Delta 767-400 (Photo: AirlineGeeks | William Derrickson) The AD, published by the FAA on Tuesday, requires repetitive detailed inspections of the SATCOM high gain antenna adapter plate for corrosion damage on Boeing 767-200, 767-300, 767-300F and 767-400ER airplanes. The FAA stated it had received a report showing corrosion damage was found on a 767’s high gain antenna adapter plate during a heavy maintenance check by an unnamed operator. The most severe corrosion was found at the nutplates around the edges of the adapter plate, which are used to fasten the antenna assembly to the adapter plate. “Corrosion was also found at the adapter plate mounting lugs and the area around the bonding strap that are connected between the adapter plate and the airplane skin,” the AD stated. “Contributing factors that lead to an increase in risk of a parts departing airplane (PDA) event include a lack of maintenance inspections and repair procedures, and a lack of nutplate or nutplate recess corrosion protection.” The FAA stated that a PDA event involving the parts affected could damage the surfaces of primary flight control flaps and rudders, which could jeopardize safety while in flight and during landing. The FAA estimated that this AD would affect 597 airplanes registered in the U.S., costing U.S. operators $558,195 per inspection cycle. If adapter plate repairs are needed, the FAA estimated this would cost $425 in labor. The agency estimated that replacing the adapter plate would cost $18,170. These instructions came the same day that the FAA issued another AD mandating inspections for landing gear on Boeing 717 aircraft to address a 2023 gear collapse incident. FAA Calls for Boeing 717 Landing Gear Inspections This directive follows a 2023 gear collapse incident. A Delta Boeing 717 (Photo: AirlineGeeks | William Derrickson) [ Planes ]April 30, 2025 2:22 pm ET By Caleb Revill The FAA is requiring landing gear inspections for Boeing 717-200 aircraft after a recent incident. In June 2023, Delta flight 1092 successfully landed at Charlotte Douglas International Airport in North Carolina despite its nose landing gear failing to deploy. Photos of the incident posted on social media at the time showed the airplane parked on the runway with emergency slides deployed. No injuries were reported. On Tuesday, the FAA published a new airworthiness directive (AD) detailing its report on the incident and mandating actions to be taken by operators. The AD stated that during the Delta Boeing 717’s approach, its flight crew was alerted to an unsafe gear indication. While the aircraft’s two main landing gear deployed, its front nose landing gear stayed retracted. The nose landing gear remained stuck despite an alternative deployment method by pilots, and the aircraft ultimately landed without using its front landing gear. View of airplane in final resting position. (Photo: NTSB) “A report released by the National Transportation Safety Board (NTSB) identified that a failure of the upper lock link assembly caused the lower lock link assembly to swing down to a vertical position which contacted the NLG [nose landing gear] assembly,” the FAA stated in its directive. “The contact restricted the movement of the NLG and prevented it from moving out of the retracted position.” The NTSB found that the root cause of this upper lock link assembly failure was due to nonconforming surface roughness from tool marks on the surface. The FAA stated that this condition, if not addressed, could result in failure of the landing gear to fully extend, restricting ground maneuverability and increasing the risk of runway excursion. The AD requires repetitive inspections for cracking of the upper lock link. According to reporting by Aviation Week, the instructions come from a Boeing alert requirements bulletin issued on Feb. 12. The FAA estimated that this AD would affect 117 airplanes registered in the U.S., costing American operators $49,725 per inspection cycle. If replacement parts are deemed necessary, the agency estimated an additional cost to operators of $18,584. The Aviation Week report stated that only two airlines — Hawaiian and Delta — still fly 717s with combined totals of 84 in service and 23 parked in long-term storage. Boeing 777X Advances Certification with Crosswind Testing The successful tests advance the 777-9 toward its 2026 delivery target for airlines like Emirates (EK) and Qatar Airways (QR). By Kevin Derby May 1, 2025 Photo: Clément Alloing EVERETT- Boeing progresses toward 777X certification, with recent crosswind tests at Lubbock Airport (LBB) marking a key milestone. The tests ensure the aircraft’s performance in extreme winds for regulatory approval. The 777-9, the longest airliner built, aims for deliveries in 2026, with ongoing brake tests at Clinton-Sherman Airport (CSM) and reactivated flight tests for WH004. Photo: Steve Jerrim Boeing 777X Certification Boeing’s 777-9, the largest variant of the 777X family, is undergoing rigorous testing to meet Federal Aviation Administration (FAA) certification standards. In mid-March, the first test aircraft, WH001, completed crosswind testing at Lubbock Preston Smith International Airport (LBB) in Texas. According to Aviation Week, these tests leveraged extreme weather conditions to evaluate the aircraft’s controllability during takeoffs, landings, and maneuvers in winds up to 60 knots. At 252 feet 9 inches, the 777-9’s length creates a significant empennage moment arm, requiring precise handling in crosswinds. FAA Part 23 mandates demonstrating controllability in a 90-degree crosswind at least 20% of stall speed, a critical requirement for the aircraft’s safety and performance. Boeing’s meteorologists planned the tests weeks in advance, identifying Lubbock’s weather and runway layout as ideal. According to 777 Deputy Chief Pilot Heather Ross, the preparation for such scenarios is extensive, requiring coordinated weather forecasting, simulator drills, and immediate aircraft readiness. “Everything has to come together perfectly,” she explained, underscoring the rarity and complexity of such operations. The successful tests advance the 777-9 toward its 2026 delivery target for airlines like Emirates (EK) and Qatar Airways (QR). Photo: Huy Do | JetPhotos Advanced Brake Testing Beyond crosswind performance, Boeing has also been conducting intensive brake system certification at Clinton-Sherman Airport (CSM) in Oklahoma. This location offers a 13,500-foot runway ideal for high-speed brake trials. The 777-9 uses carbon disc brakes manufactured by RTX Collins Aerospace, made from Duracarb, a proprietary carbon composite developed by Goodrich. These brakes are lighter than traditional steel and engineered to withstand extreme temperatures, up to 5,000°F during emergency stops. Originally awarded in 2015, the brake contract plays a pivotal role in reducing aircraft weight and improving energy absorption. These tests are essential to validate the stopping performance under maximum energy conditions, ensuring compliance with FAA safety standards for runway overrun prevention and emergency stopping capability. Photo: Clément Alloing Flight Test Program The 777-9 flight test program has logged over 1,300 flights and 3,800 flight hours since FAA-required testing began in July 2024. A pause in August addressed an engine thrust link issue, with flights resuming in January 2025. The FAA’s Type Inspection Authorization (TIA) now includes expanded testing for extreme conditions, conducted in phases to ensure compliance and safety. The reactivation of WH004, the fourth test aircraft, signals increased program tempo. WH004, dormant for nearly 3.5 years, will feature a full passenger interior, supporting cabin-related certification. Photo: Boeing Delivery Outlook Boeing’s phased TIA approach allows incremental testing as systems meet FAA standards. Each phase requires FAA approval, ensuring safety before proceeding to more demanding trials. The 777-9’s certification is critical for Boeing to begin deliveries to launch customers in 2026, maintaining competitiveness in the long-haul market against Airbus’s A350. The program’s progress reflects Boeing’s focus on precision and safety, addressing challenges like the thrust link issue while advancing toward regulatory approval. Airbus to Acquire 7 Production Facility Assets from Spirit AeroSystems As part of the agreement's financial structure, Spirit AeroSystems will pay Airbus a compensation amount of $439 million, subject to certain adjustments at closing. By Bhavya Velani April 30, 2025 Note: See photos in the original article. TOULOUSE- European planemaker Airbus has finalized a definitive agreement with Spirit AeroSystems to acquire seven production facilities crucial to its commercial aircraft programs. The €439 million compensation deal aims to secure supply chain stability across Airbus’s A220, A320, A321, and A350 aircraft production lines. The strategic acquisition includes manufacturing sites across North America and Europe, with facilities in Kinston (USA), St. Nazaire (France), and Belfast (UK) among those changing ownership. The transaction is expected to complete in Q3 2025, aligning with Airbus’s previously announced 2025 financial guidance. Photo: Spirit Aerosystems Airbus Acquires Spirit Aerosystems Assets The acquisition represents a significant move by Airbus to strengthen its manufacturing capabilities across multiple aircraft programs. The European aerospace giant will take ownership of Spirit AeroSystems’ production sites in Kinston, North Carolina (A350 fuselage sections); St. Nazaire, France (A350 fuselage sections); and Casablanca, Morocco (components for the A321 and A220 aircraft). Additionally, Airbus will acquire A220 pylon production from Spirit’s Wichita, Kansas facility, plus A220 wing production and mid-fuselage manufacturing operations in Belfast, Northern Ireland. The latter remains conditional on Spirit failing to find a suitable buyer for that portion of the Belfast site. The agreement also includes the transfer of wing component production for both A320 and A350 aircraft from Prestwick, Scotland. Financial Structure and Future Operations As part of the agreement’s financial structure, Spirit AeroSystems will pay Airbus a compensation amount of $439 million, subject to certain adjustments at closing. This compensation reflects the revised transaction perimeter following Spirit’s decision to sell its Subang, Malaysia site to a third party rather than including it in the Airbus deal. Airbus has confirmed that this acquisition’s financial impact aligns with their EBIT Adjusted and Free Cash Flow preliminary estimates included in their 2025 guidance issued on February 20, 2025. The transaction represents a strategic realignment designed to create a more sustainable operational and financial framework for key Airbus work packages. Photo: Scottish Government Transitional Support and Regulatory Approvals To ensure operational continuity during the transition period, Airbus has entered into a separate memorandum of agreement with Spirit AeroSystems. Under this arrangement, Airbus will provide non-interest-bearing credit lines totaling $200 million to support Spirit’s ongoing Airbus program work until the transaction closes. The deal remains subject to regulatory and other customary approvals, with both companies expecting the official transfer of operations to be completed during the third quarter of 2025. This strategic move demonstrates Airbus’s commitment to maintaining production stability amid ongoing aerospace industry supply chain challenges. Redesign to cure acoustic engine phenomenon linked to A220 failures By David Kaminski-Morrow 5 March 2021 Pratt & Whitney is aiming to introduce redesigned bleed-valve ducts for Airbus A220 engines by the fourth quarter of this year, to eliminate a resonance phenomenon linked to a series of powerplant failures. Four instances of PW1500G low-pressure compressor stage-one rotor separation, affecting A220-300s operated by Swiss and Air Baltic, occurred in the seven months between July 2019 and February 2020. Engine parameters at the time of each failure, and the resulting damage, was “consistent” for all the events, says the US National Transportation Safety Board, which has completed an investigation into the first incident, involving a Swiss A220 (HB-JCM). The aircraft’s left-hand engine failed as it climbed through 32,000ft over Perrigny-sur-Armancon in France while en route to London Heathrow. Examination of the twinjet after it diverted to Paris Charles de Gaulle revealed a hole in the low-pressure compressor casing and the stage-one rotor was missing. Source: NTSB Analysis of the failed engine from HB-JCM traced the rotor fracture to resonance Investigators conducted multiple tests including computational fluid dynamic and acoustics analysis to identify the cause of the failure. These tests identified a mechanically-coupled mode excitation between the stage-one and stage-three rotors of the low-pressure compressor, driven by an “acoustic coincidence” with the 2.5 bleed-valve duct cavity. At high engine speeds in specific operating conditions, says the inquiry, the low-pressure compressor rotor blade tips could cause turbulent airflow that generated an acoustic tone as it passed over this cavity, which is situated immediately behind the compressor. This tone excited a stage-three rotor blade bending mode which was then mechanically transferred, through the low-pressure compressor module, to the stage-one rotor – generating a bending mode in that rotor which exceeded the stress limits on its blades. The stresses created cracks in the blade root and rotor which worsened until the rotor failed from overload. Source: NTSB Damage to the low-pressure compressor case resulting from the rotor failure Three of the A220 engine failures involved the PW1524 variant of the powerplant while the other occurred to a PW1521. Investigators determined that a software revision to the electronic engine control, which altered the compressor’s variable inlet guide vane schedule, increased the likelihood of blade-flutter onset. Operating restrictions – including a thrust limitation at high altitude – were imposed on A220s in the aftermath of the engine failures to reduce the chances of the phenomenon being initiated, and amended engine-control software was also introduced to restore the original vane schedule. But Pratt & Whitney is also modifying the geometry of the 2.5 bleed-valve duct, says the inquiry, in order to increase frequency margins and eradicate the problematic resonant response. It adds that the redesigned hardware is scheduled to be available by the fourth quarter. Changes in FCC rules to support GPS alternatives could impact DoD The FCC's concerns echo those from DoD and the Space Force about the ease of GPS jamming — and the rapid rise in deliberate jamming by governments and militaries in hot spots around the world such as Syria, Ukraine and the Red Sea. By Theresa Hitchens on April 30, 2025 at 8:57 AM The GPS constellation that provides positioning, navigation and timing signals to the US military and civilians around the world, is made up of 31 active satellites. (BlackJack3D/Getty Images) WASHINGTON — As the Federal Communications Commission (FCC) ponders changes to spectrum licensing rules in order to support alternatives to Global Positioning System (GPS) satellite signals for positioning, navigation and timing (PNT), the agency is being urged by several trade organizations to carefully coordinate with other US federal agencies, including the Defense Department. The commission’s jurisdiction is limited to commercial uses of the electromagnetic spectrum. But how it regulates industry can directly affect DoD activities — as witnessed by the ongoing legal dispute over its 2020 decision to allow Ligado Networks to use radio-frequency bands that the Pentagon argues will interfere with GPS signals. “The FCC has a very important role in licensing the operations of PNT systems, whether they’re terrestrial or in space,” Lisa Dyer, executive director of the GPS Innovation Alliance, told Breaking Defense. It also has “an extraordinarily important role in responding to incidences of harmful interference,” including in cases of “electronic warfare.” . However, she stressed, overall US strategy for “the nation’s PNT architecture requires input from so many different agencies, including … the Department of Defense, the Department of Transportation, the Department of Homeland Security and more.” Further, Dyer said, even GPS signals designed for civilian uses “are actually absolutely essential to DoD” for operations such as day-to-day logistics” as well as those of the defense industrial base. “They use the same airlines you and I rely on,” she explained. “They use UPS and FedEx. They rely on train systems to move their equipment across country to ports, especially the really heavy stuff. So there’s a lot here for DoD to pay attention to.” The GPS Innovation Alliance represents companies involved in GPS work, promotes GPS, other Global Navigation Satellite Systems (GNSS), complementary space-based PNT systems, and their receivers and devices. The alliance was one of 104 organizations and companies responding to the FCC’s March 28 Notice of Inquiry on its consideration of new rules aimed at promoting both space- and terrestrial-based systems that could “complement” GPS. Consistent with its support of DoD in the Ligado saga, the alliance’s comments included a recommendation that the FCC consider establishing “quiet zones” around the L-band used for both civilian and military GPS signals. The FCC’s NOI explained that the commission is considering how it might support novel PNT systems due to concerns about increasing interference with GPS signals. “Given the reliance on GPS for PNT in the United States, it is important to develop complementary and alternative technologies to ensure continuity and resilience in critical operations in case GPS signals are disrupted. In this Notice of Inquiry, the Commission engages a multitude of stakeholders to build a record on specific actions it can take to support government and industry efforts, and to encourage the development of robust and reliable PNT technologies and solutions,” the FCC said in the NOI. The FCC’s concerns echo those from DoD and the Space Force about the ease of GPS jamming — and the rapid rise in deliberate jamming by governments and militaries in hot spots around the world such as Syria, Ukraine and the Red Sea. “The concept of looking at other frequencies and other phenomenologies, those are all things we’re pursuing because right now, all of our PNT solutions are in L-band, and we’re looking at other phenomenology like, for example, S-band or something else to really just provide other sources of PNT,” Cordell DeLaPena, PNT program executive officer at Space Force Space Systems Command, said today during an event at the Mitchell Institute in response to a question from Breaking Defense. Last August, the Space Force’s innovation arm, SpaceWERX, awarded a couple of small contracts to startup Trust Point to explore a PNT ground system that doesn’t rely on GPS. Trust Point is building a PNT satellite network that uses C-band, as opposed to L-band. Further, the service last September tapped four companies to build small, low cost satellites for stationing in low Earth orbit to kick off its Resilient Global Positioning System (R-GPS) to back up GPS signals: Astranis, Axient, L3Harris, and Sierra Space. While DoD did not submit a response to the FCC’s NOI, it is a key member of the National Telecommunications and Information Administration (NTIA) that did provide comments. NTIA coordinates federal government use of spectrum, and works with the FCC on cross-cutting regulatory issues. While praising the FCC for acknowledging the need for a “whole of government” approach, NTIA also cautioned the commission that it needs to focus on “what elements of a new technology must interoperate with existing systems, and whether these new technologies must be able to interoperate with each other.” NTIA urged the FCC to only “incentivize” new complementary PNT systems that harmonize with existing PNT systems and with each other.” Like NTIA, the Resilient Navigation and Timing Foundation, stressed the need for a coordinated government approach to any moves to support alternatives to GPS. “Based on 25 years of participation in and observation of federal PNT policy, we are convinced that unilateral action by any one federal entity will fail and likely be counterproductive,” the foundation warned. Both the NTIA and the foundation also strongly objected to the FCC’s Ligado ruling. Curt Lewis