July 16, 2025 - No. 29 In This Issue : FAA issued advisory over fuel control switch fault for several Boeing models. : This 1cm cable error caused the production of the Airbus A380 to be delayed for months : Bell Textron Beats Aurora in DARPA X-Plane Program : Boeing Makes Wings of its New 777X Variants : FedEx to Get First Converted ATR 72-600 in the World : It’s official: MTU’s engine leader named CEO of Airbus Commercial from Jan. 1; future of Open Fan and A220-500 shifts to him : Bell Textron to Build DARPA SPRINT X-Plane Phase 2 : Unprecedented Speed Unleashed: World’s Most Advanced Jet Now Receives a New Fuselage Every 30 Hours in Historic Production Milestone : FAA Says Certified eVTOL Services In Business By 2028 : HCAA: Cessna C750 maintenance completed – From landing gear to cabin overhaul : Wearable robot to help conduct military aircraft, satellite launch systems’ maintenance : Ask Paul: Is this engine a ticking time bomb? FAA issued advisory over fuel control switch fault for several Boeing models. Here’s what it said The FAA advises airlines to inspect fuel control switches while aircraft are on the ground to confirm proper engagement of the locking mechanism and to replace any faulty units — particularly on the 737 and 737-8/-9 fleets — with upgraded versions featuring improved locks. While the FAA does not currently consider the issue an immediate airworthiness concern under regulations, it is monitoring developments and recommending inspections and, if needed, replacement of affected switches. The US Federal Aviation Administration (FAA) has issued a Special Airworthiness Information Bulletin (SAIB) warning operators of several Boeing aircraft models about potential risks linked to faulty fuel control switches that could trigger unintended in-flight engine shutdowns. The advisory spans a broad range of aircraft, including the Boeing 717-200, 737 series (covering -700, -800, -900ER, -8, and -9 variants), 747, 757, 767, 787-8/-9/-10, and the MD-11 and MD-90-30 models. • The FAA’s move follows reports from Boeing that some 737 aircraft were delivered with fuel control switches installed without the locking feature engaged. These cockpit switches manage fuel flow to engines and are designed with a safeguard to prevent accidental movement. Without the locking mechanism, the switch can shift between ON and OFF positions without being lifted, raising the chance of an unintended engine shutdown. “Inadvertent operation of the switch could result in an unintended consequence, such as an in-flight engine shutdown,” the FAA warned. While the FAA does not currently consider the issue an immediate airworthiness concern under regulations, it is monitoring developments and recommending inspections and, if needed, replacement of affected switches. The switches in question, manufactured by Honeywell, are identified by part numbers tied to specific aircraft models. For instance, Boeing 737 aircraft with switches labeled P/N 766AT613-3D or 766AT614-3D may lack the improved locking feature. Other affected aircraft include: • 717-200 (P/N 3TL32-2-3D) • 747-400 and -400F (P/N 3TL32-3D) • 757-300 (P/N 3TL32-3D) • 787-8, -9, -10 (P/N 4TL837-3D) • and additional models listed in the FAA’s detailed table. The FAA advises airlines to inspect fuel control switches while aircraft are on the ground to confirm proper engagement of the locking mechanism and to replace any faulty units — particularly on the 737 and 737-8/-9 fleets — with upgraded versions featuring improved locks. Operators are also urged to report any locking mechanism failures to the FAA. For further details, the bulletin lists Tak Kobayashi, an FAA aerospace engineer, as the point of contact. Although not currently subject to an Airworthiness Directive, the FAA’s recommendations aim to proactively mitigate safety risks associated with potential fuel switch malfunctions across multiple Boeing fleets. This 1cm cable error caused the production of the Airbus A380 to be delayed for months Published on Jul 14, 2025 at 12:14 AM (UTC+4) by Henry Kelsall Last updated on Jul 10, 2025 at 5:14 PM (UTC+4) Edited by Emma Matthews A 1cm cable error caused the production of the Airbus A380 to be delayed for months, stopping the airliner from entering service. The Airbus A380 was built by Airbus from 2003 to 2021, and it became the world’s largest passenger airliner and the only full-length double-deck jet airliner. While sales ended up being poor, the project already had a troubled existence in development. The biggest issue was caused by a small cable error. Not only did the error cost Airbus millions, but it also delayed the project by two years, costing the airline a huge amount of money. What caused the Airbus A380 to be delayed? The delay simply came down to an issue with the wiring within the Airbus A380. Inside the airplane was roughly 300 miles of wiring, with there being 98,000 wires in total and 40,000 connectors. One of those cables was a fiber optic cable in the tail section of the aircraft. Airbus As they attempted to connect everything up, however, designers found out that the cable was 1cm too short. The issue was caused by the use of different design software by German and French engineers. As a result, a major redesign was needed due to this one short piece of wire. And it was this small wire that caused the Airbus A380 to be delayed. The delay really hurt the A380’s delivery program With the issue identified, Airbus was forced to spend at least another two years designing the airliner. It wasn’t that the 1cm cable problem took two years. But it was down to the fact that the need for a longer cable necessitated a major redesign within the aircraft’s wiring. Production costs almost doubled, and airlines were forced to wait for their new aircraft. In total, the company would spend $25 billion on developing the A380. As sales fell below expectations, the company had not recouped the development costs when production concluded in 2021. The A380 is also very expensive to operate, with five of the original 15 airlines operating it having retired the jet. Had the cabling issue not been so costly, A380 sales could likely have been greater than they were. Bell Textron Beats Aurora in DARPA X-Plane Program July 10, 2025 Bell Textron has been chosen as the sole contractor for the US Defense Advanced Research Projects Agency’s (DARPA) high-speed experimental aircraft initiative, beating Boeing subsidiary Aurora Flight Sciences out of the competition. Under Phase 2 of the Speed and Runway Independent Technologies (SPRINT) X-Plane program, Bell is expected to complete the detailed design, construction, ground testing, and certification of its demonstrator. The demonstrator is scheduled for completion by 2027, with flight testing to begin in 2028, a DARPA spokesperson shared with Breaking Defense. “Bell … is excited to demonstrate a brand-new aircraft with the first-ever stop/fold technology,” said Jason Hurst, the company’s senior VP for Engineering. He was referring to the aircraft’s ability to take off vertically like a helicopter, fold its rotors into the fuselage to reduce drag, and switch to jet engines for high-speed flight. “This is an achievement we’ve been working towards for over 10 years, as we’ve leveraged our nearly 90-year history of X-plane development to bring new technology to our warfighters.” SPRINT Since March 2023, DARPA and US Special Operations Command have been pursuing an experimental aircraft that blends the speed of a jet with the flexibility of a vertical takeoff and landing platform. The SPRINT program aims to produce an aircraft that can cruise at speeds from 400 to 450 knots (740 to 833 kilometers/460 to 517 miles per hour) without the need for a runway, and “hover in austere environments from unprepared surfaces.” Apart from the X-plane, Bell is also developing the US Army’s Future Long Range Assault Aircraft, which is meant to replace the UH-60 Black Hawk medium utility helicopter fleet. Boeing Makes Wings of its New 777X Variants Over 80% of the detailed engineering drawings that define the freighter’s final configuration have been completed. By Kevin Derby July 12, 20253 Mins Read Note: See many photos in the original article. Photo: Boeing 777X Production Twitter EVERETT- Boeing has officially begun production of the 777-8F wings at its advanced Composite Wing Center in Everett (PAE), marking a pivotal moment in the development of its next-generation cargo aircraft. The initial fabrication of wing structures signals the first major manufacturing milestone for the 777-8F program, which aims for its first delivery in 2028. The new freighter is designed to succeed the 747-400F, with enhanced efficiency and reduced emissions. Boeing 777-8 Freighter Assembly Line Photo: Marian Lockhart Boeing 777-8F Wing Production The Boeing 777-8F represents a major evolution in widebody cargo aviation. As the latest variant in the 777X family, it combines high payload capacity with improved fuel and environmental performance. On July 8, 2025, Boeing announced that the first structural components of the 777-8F’s wings, specifically, the 100-foot composite spars, have entered production at its Everett facility. These composite wings are being manufactured using automated fiber placement (AFP) technology. This process involves layering strong, lightweight carbon-fiber plies, forming the primary support structure of the wing. Alongside the spars, Boeing teams have also fabricated the wing skin panels and stringers, critical components that reinforce strength and shape. The effort is supported by global suppliers. Key Japanese partners, including Mitsubishi Heavy Industries, Kawasaki Heavy Industries, and Subaru, are contributing major assemblies. This global collaboration highlights the integrated nature of Boeing’s supply chain, which is essential to meeting the scale and complexity of building large aircraft. Boeing 787 Production Photo: Boeing Engineering Progress and Systems Testing Beyond manufacturing, design and testing continue in parallel. Over 80% of the detailed engineering drawings that define the freighter’s final configuration have been completed. Concurrently, subsystem designs and parts development are advancing rapidly. Boeing engineers are conducting extensive laboratory testing to validate each system prior to integration into the production aircraft. This dual-track approach, design and production progressing together, reflects Boeing’s maturity in managing large-scale aerospace programs. According to Defense Star, the 777-8F program remains on target for its 2028 delivery timeline. Boeing 777X Photo: Clément Alloing Operational Benefits The 777-8F is expected to revolutionize long-haul air cargo operations. With payload capacity nearly matching the legacy 747-400F, the twin-engine aircraft delivers dramatic gains in performance. It offers: • 30% lower fuel use and emissions compared to previous models • 25% reduction in operating costs per tonne • 60% smaller noise footprint, addressing stricter airport environmental standards • These features align with airline priorities to modernize fleets, reduce costs, and meet global sustainability targets. Boeing Makes Wings of its New 777X Variants Photo: Boeing Market Demand Boeing’s 2025 Current Market Outlook projects a 65% increase in the global freighter fleet by 2044. This includes the need for 885 new large widebody freighters. The 777-8 Freighter is expected to fulfill a large share of that demand, thanks to its capabilities and reliability. Since its 2022 launch, the aircraft has secured 59 confirmed orders, underlining its commercial viability. Ben Linder, chief project engineer for the 777 and 777-8 Freighter, noted that Boeing freighters serve 90% of the global cargo market, adding that customers are depending on Boeing to deliver aircraft that can seamlessly replace aging 747-400Fs. Stay tuned with us. Further, follow us on social media for the latest updates. Join us on Telegram Group for the Latest Aviation Updates. Subsequently, follow us on Google News FedEx to Get First Converted ATR 72-600 in the World The aircraft is expected to be delivered by December 2025 and will integrate into FedEx’s feeder fleet, providing cost-efficient, high-performance cargo capacity. By Bhavya VelaniJuly 12, 20254 Mins Read Note: See photos in the original article. Photo: By Arcturus - Own work, CC BY-SA 3.0, https://commons.wikimedia.org/w/index.php?curid=1058103 SINGAPORE- FedEx Express (FX) is set to receive the world’s first converted ATR 72-600 LCD freighter from ACIA Aero Leasing, following a definitive sale agreement. The aircraft, previously a passenger model, will be delivered by December 2025 and enter service from FedEx’s regional hubs (e.g., MEM, CGN). The aircraft, converted through ACIA’s in-house program launched in 2024, will include unique modifications such as a large cargo door and rear flip door. The initiative marks a significant evolution in regional cargo fleet modernization for FedEx Express. Photo: By Maarten Visser from Capelle aan den IJssel, Nederland – EI-FXI Atr42F Fedex propblur, CC BY-SA 2.0, https://commons.wikimedia.org/w/index.php?curid=26613830 FedEx Converted ATR 72-600 Deal ACIA Aero Leasing, headquartered in Singapore, has finalized a landmark sale of a converted ATR 72-600 LCD freighter (MSN1239) to FedEx Express. This aircraft is the first of its kind—a former passenger version of the ATR 72-600 converted into a freighter by ACIA under its 2024-launched speculative program. This conversion is a milestone for both ACIA and the global air cargo market. The deal represents not only a significant technical achievement but also a reaffirmation of ACIA’s leadership in ATR freighter conversions. FedEx, the world’s largest operator of ATR freighters, is the launch customer for the 72-600 LCD, reinforcing its strategic alignment with the latest generation of regional freighter solutions. The aircraft is expected to be delivered by December 2025 and will integrate into FedEx’s feeder fleet, providing cost-efficient, high-performance cargo capacity. According to Mark Dunnachie, SVP Commercial at ACIA Aero Leasing, the custom enhancements—developed in collaboration with IPRC, a sister company—make the 72-600 LCD an ideal fit for FedEx’s evolving operational needs. ATR 72-600; Photo- ATR Technical Advancements The converted ATR 72-600 will feature several key modifications that distinguish it from earlier models. These include a forward large cargo door (LCD) and a rear upper-hinged flip door, both of which enhance accessibility and loading efficiency. Notably, IPRC, a wholly owned ACIA subsidiary, has recently acquired M7 design rights for the rear flip door, allowing operators to maximize the aircraft’s cargo capabilities. These enhancements enable optimized operations, especially for high-frequency regional routes. FedEx will benefit from increased volume flexibility, better payload utilization, and improved turnaround times in smaller markets. ACIA emphasized that these modifications are proprietary to their LCD conversion process and are designed to exceed the current industry standards for regional freighters. Photo: FedEx FedEx’s ATR 72-600F and Historical Orders FedEx Express has a longstanding relationship with ATR. In 2017, it signed a purchase agreement for 30 ATR 72-600F aircraft directly from the manufacturer, with options for 20 more. These aircraft represented the first ATR freighters to be factory-built with a dedicated cargo configuration, including a windowless fuselage and large front and rear cargo doors. The ATR 72-600F, which began deliveries in 2020, was designed specifically for express operations. It features a Class E main cargo cabin, reinforced floor panels, and flexible loading options. In bulk configuration, it provides a volume of 74.6 cubic meters, while in ULD mode, it accommodates up to seven LD3 containers or nine 88” x 62” pallets. David L. Cunningham, then-President and CEO of FedEx Express, highlighted the aircraft’s role in supporting regional logistics growth, stating that the ATR 72-600F allows FedEx to serve emerging markets more efficiently with heavier and bulkier loads. ATR CEO Christian Scherer echoed this sentiment, noting that the aircraft was developed after a rigorous technical and economic evaluation. He emphasized its unique market position as the only new-build large regional freighter currently available. Photo: ATR Outlook: What This Means for Regional Air Cargo With this new conversion program, ACIA is not only pushing the boundaries of aircraft repurposing but also creating a niche segment in the cargo aviation industry. The ATR 72-600 LCD provides a solution tailored for airlines and integrators seeking modern, fuel-efficient regional freighters without the long lead times or costs of brand-new aircraft. For FedEx, the integration of this aircraft strengthens its feeder network and supports its global strategy of replacing older turboprops with next-gen models. It reflects a broader trend of freighter conversions gaining traction amid rising e-commerce demand and the need for sustainable, right-sized air cargo operations. Stay tuned with us. Further, follow us on social media for the latest updates. Join us on Telegram Group for the Latest Aviation Updates. Subsequently, follow us on Google News It’s official: MTU’s engine leader named CEO of Airbus Commercial from Jan. 1; future of Open Fan and A220-500 shifts to him Note: The future of the CFM RISE Open Fan on the Airbus A320neo successor family loses its biggest proponent within Airbus with the retirement of Commercial Aircraft CEO Christian Scherer. His successor is CEO of MTU Aero Engines, a big supplier to CFM’s rival, Pratt & Whitney and the PW1100 GTF engine. Credit: Leeham Co. By Scott Hamilton July 10, 2025, © Leeham News: It’s official: Lars Wagner becomes CEO of Airbus Commercial Aircraft on Jan. 1. He will succeed current CEO Christian Scherer, who will retire after 40 years at Airbus.Word of Wagner’s appointment leaked months ago. Lars Wagner, CEO of MTU Aero Engines. Credit: MTU. Wagner joins Airbus on Nov. 1 to begin a two-month transition. He is currently the CEO of MTU Aero Engines, a position he assumed in 2023. He joined MTU in 2015. Before that, he held various positions at Airbus. He is an engineer. Wagner’s appointment may cast a question over GE Aerospace’s campaign with Airbus to choose the RISE Open Fan engine for the latter’s new single aisle aircraft intended to replace the A320neo family. During the Paris Air Show last month, Airbus Group CEO Guillaume Faury said Airbus plans to decide on the engine to be selected for the A3XX around 2027-2028. A program launch target is 2030 with an entry-into-service target of 2038. Future of A220-500, Open Fan shifts to Wagner The Commercial Aircraft’s new CEO will heavily influence the future of the Airbus A220-500 stretch model and the Open Fan. Scherer is the leading proponent of the Open Fan and the A220-500. Wagner’s views on the Open Fan, according to an Airbus insider LNA spoke with at the air show, is aligned with Pratt & Whitney’s that an evolutionary Geared Turbo Fan is a better path than the radical new Open Fan design. MTU is a major supplier to PW on the GTF. Even so, Pratt & Whitney has a “Plan B” development of an Open Fan engine in under study. PW’s sibling, Pratt & Whitney Canada, revealed development of an Open Fan engine for start-up company Maeve, which is developing a 70-100 seat regional jet airliner. GE Aerospace, which believes the Open Fan is the best technology for the next-generation single-aisle aircraft, also has a Plan B engine, a conventional turbofan, under study. LNA was told at the Paris Air Show that Airbus is in discussions with PW and GE about their Plan B engines in addition to their respective preferred Plan A choices. A220-500 The development of the A220-500 remains open to debate within Airbus. Bombardier designed the C Series before the program was purchased by Airbus in 2017 and renamed the A220. A CS500, now unofficially called the A220-500, was part of the design. The stretched model will compete directly with the Airbus A320neo and Boeing 737-8. Bombardier put the design on the shelf to avoid direct competition with the heart-of-the-market Airbus and Boeing aircraft, focusing instead on the smaller CS300 (vs the 126-seat A319 and 737-700) and CS100 (a 100-seat model). Development cost overruns, poor strategy, development costs of two corporate jets, and losses in its train division drove Bombardier to the brink of bankruptcy. A trade complaint by Boeing over sales of the C Series to Delta Air Lines and an effort to sell the airplane to United Airlines prompted the sale of the C Series program to Airbus. Airbus today says the A220-500 will appear in the early 2030s. However, Scherer is the biggest booster of the -500. Wagner’s position is unknown. Bell Textron to Build DARPA SPRINT X-Plane Phase 2 10 Jul 2025 Defence Equipment Artist impression of HSVTOL flight transition [© Bell Textron] Bell Textron is to build X-Plane for Phase 2 of DARPA Speed and Runway Independent Technologies (SPRINT) X-Plane programme. ~ Press Release, Fort Worth TX, 09 July 2025: Bell Textron Inc., a Textron Inc. company, has been down-selected for Phase 2 of Defense Advanced Research Projects Agency (DARPA) Speed and Runway Independent Technologies (SPRINT) X-Plane programme with the objective to complete design, construction, ground testing and certification of an X-plane demonstrator. “Bell is honoured to have been selected for the next phase of DARPA’s SPRINT programme and is excited to demonstrate a brand-new aircraft with the first-ever stop/fold technology,” said Jason Hurst, Executive Vice President, Engineering. “This is an achievement we’ve been working towards for over ten years, as we’ve leveraged our nearly 90-year history of X-plane development to bring new technology to our warfighters.” The goal of the programme is to provide these aircraft with the ability to cruise at speeds from 400 to 450 knots at relevant altitudes and hover in austere environments from unprepared surfaces. In Phase 1A and 1B, Bell completed conceptual and preliminary design efforts for the SPRINT X-plane. Phase 2 includes detailed design and build culminating in flight test during Phase 3. In preparation for X-plane development, Bell has completed significant risk reduction activities including demonstrating folding rotor, integrated propulsion, and flight control technologies at Holloman Air Force Base as well as wind tunnel testing at the National Institute for Aviation Research (NIAR) at Wichita State University. Bell has a rich history of breaking barriers and high-speed vertical lift technology development, pioneering innovative VTOL configurations like the X-14, X-22, XV-3 and XV-15 for NASA, the US Army and US Air Force, and continues to build on the legacy of the Bell X-1. Unprecedented Speed Unleashed: World’s Most Advanced Jet Now Receives a New Fuselage Every 30 Hours in Historic Production Milestone In a groundbreaking achievement for the defense industry, Northrop Grumman has accelerated its production process to deliver the advanced F-35 Lightning II center fuselages at a remarkable pace of one every 30 hours, setting a new standard in aerospace manufacturing efficiency. Eirwen Williams July 9, 2025 at 9:56 AM40 Note: See photos in the original article. Illustration of an F-35 Lightning II center fuselage being assembled, generated by artificial intelligence. IN A NUTSHELL🚀 • Northrop Grumman has accelerated its production, delivering F-35 center fuselages every 30 hours. • 🔧 The Integrated Assembly Line uses advanced robotics and automation to enhance production efficiency. • ✈️ The center fuselage is crucial for the F-35’s internal weapons bay and stealth capabilities. • 🌐 Northrop Grumman plays a key role in the F-35 program, contributing to both production and technological advancements. In a remarkable development within the defense industry, Northrop Grumman has streamlined the manufacturing process for the world’s most advanced fighter jet, the F-35 Lightning II. This American defense company has revolutionized its production methods, allowing for the delivery of center fuselages at an unprecedented rate of one every 30 hours. This achievement not only highlights the technological advancements in defense manufacturing but also underscores the strategic importance of efficiency and precision in meeting both domestic and international demands. The Significance of the Center Fuselage The center fuselage is a critical component of the F-35 Lightning II, a versatile fighter jet available in three distinct variants. This fuselage integrates a bifurcated inlet system and constitutes a large part of the aircraft’s internal weapons bay and fuel reservoirs. These features are pivotal to the F-35’s stealth capabilities and operational effectiveness. The center fuselage is responsible for housing the inflight operating doors, including the weapons bay doors and their drive systems, all meticulously produced by Northrop Grumman. Moreover, the edge alignment and coatings of the center fuselage are integral to the aircraft’s unique capabilities, ensuring that the F-35 maintains its competitive edge in modern aerial warfare. To date, Northrop Grumman has successfully delivered over 1,400 center fuselages, a testament to their commitment and expertise in the aerospace sector. Revolutionary Integrated Automated Technology At the heart of this manufacturing marvel is the Integrated Assembly Line (IAL), which maximizes the use of robotics and automation. This cutting-edge facility allows Northrop Grumman to maintain high production rates while adhering to the stringent engineering tolerances essential for the F-35. By accommodating all three variants of the F-35 on the same production line, the IAL exemplifies flexibility and efficiency. The technology employed at the IAL includes automated guided vehicles, robotic drilling, and mold-in-place coatings that enhance precision. These advancements, coupled with data-driven analytics, significantly improve quality control, reducing both time and labor. Beyond the center fuselage, Northrop Grumman also contributes to the F-35’s radar systems, communications subsystems, and sustainment support, demonstrating their comprehensive involvement in the aircraft’s lifecycle. Advanced Manufacturing: A Blend of Human and Machine Northrop Grumman’s IAL is heralded as one of the most advanced manufacturing facilities ever conceived for military aircraft production. The facility, which spans the size of a football field, utilizes sophisticated automated technology that synergizes human ingenuity with machine precision. This collaborative approach is essential for the production of the center fuselage across all F-35 variants. With over 3,000 parts and up to 115 assembly positions, the IAL assembles approximately 10 million parts annually. This impressive feat is accomplished in just eight months, allowing the team to complete one center fuselage every 30 hours. Northrop Grumman’s role as a principal partner on the F-35 Lightning II industry team further emphasizes their pivotal position in advancing fifth-generation fighter aircraft technology. The Future of Defense Manufacturing As Northrop Grumman continues to lead in defense manufacturing, the implications of their innovations extend beyond mere production efficiency. The ability to rapidly produce components for the F-35 enhances the strategic capabilities of the United States and its allies, assuring them of reliable support and sustained technological superiority. The integration of advanced manufacturing techniques not only optimizes current processes but also sets the stage for future advancements in aerospace technology. With the global security landscape continually evolving, Northrop Grumman’s advancements in manufacturing technology ensure that the F-35 remains a formidable force in aerial combat. As they continue to refine their processes, one can only wonder: How will further innovations in manufacturing technology shape the future of defense and global security? FAA Says Certified eVTOL Services In Business By 2028 New regulations set the standards for emerging eVTOL companies. Russ Niles Sunday, July 06, 2025 Joby Aviation -Fully certified aircraft and pilots will be ready by then -Smaller for-profit operations to get waivers in the meantime FAA Acting Administrator Chris Rocheleau says there will be certified eVTOLs in the airspace in 2028 as the push to establish the industry moves from technological to regulatory. In an interview with Helicopter Investor, Rocheleau said the establishment of the Special Federal Aviation Regulation for the new category of “powered lift” aircraft reported by AVweb at last year’s NBAA/BACE convention provide the framework, and a recent executive order from President Donald Trump on drones that included references to eVTOLs adds the impetus to move things along. “It is really less about us being ready to handle it and more about the manufacturers being able to meet the standards that I think we all agree on,” Rocheleau told the publication. “I don’t hesitat e to say that we will see certified aircraft flying in the airspace before the end of 2028.” He also said that before large-scale operations begin, there will be smaller revenue-producing operations in business. The FAA will issue waivers or exemptions for the vanguard operations in a case-by-case assessment process. He said the agency’s focus will be on safely integrating the new aircraft into the airspace system and as a new transportation tool. “There’s a lot of technology out there that the president and secretary have made it clear that we want to be leaning in on these things, safely. That’s my job,” Helicopter Investor quoted Rocheleau as saying. HCAA: Cessna C750 maintenance completed – From landing gear to cabin overhaul The work package included the ten-year planned maintenance, as well as all periodic work Newsroom July 14 Note: See numerous photos in the original article. The heavy maintenance check of the Cessna Citation-X C750 aircraft belonging to the Flight Means Unit (FMU) of the Hellenic Civil Aviation Authority (HCAA) has been successfully completed, according to an official announcement. The maintenance was carried out at Athens International Airport by the HCAA’s specialized technical team, comprising aircraft engineers certified in categories B1, B2, and C. The FMU is an EASA Part-145 and Part-CAMO certified organization, upholding high safety and quality standards. The maintenance package included: • 10-year scheduled inspection • All periodic checks (annual, biennial, and five-year) Key systems overhauled: • Landing gear • Flight control system • Fuel system • Hydraulic systems • Engines & APU • Fuselage pressurization • Avionics • Cockpit and passenger cabin HCAA Commander Mr. Giorgos Saounatsos, himself an aeronautical engineer, visited the aircraft and the FMU technical team twice during the two-month maintenance period. His presence emphasized the systematic and targeted effort that led to the successful outcome, highlighting the expertise and organizational competence of the FMU personnel. August 2025 Full Moon: When We’ll See the “Sturgeon Moon” Unique Role in Air Navigation Checks The HCAA is among the few air navigation service providers worldwide that: • Owns a dedicated aircraft • Operates an in-house Flight Inspection Unit for aerial checks of air navigation systems and procedures The Cessna Citation-X C750, the world’s fastest business jet, has been specially modified for this purpose and is also used to provide services to the Hellenic Air Force and the Republic of Cyprus. Following maintenance, the aircraft successfully completed an acceptance test flight, reaching its maximum operational altitude of 50,000 feet. Wearable robot to help conduct military aircraft, satellite launch systems’ maintenance The robot incorporates a muscle compensation module that provides assistive torque. Updated: Jul 12, 2025 08:06 AM EST Prabhat Ranjan Mishra By reducing musculoskeletal loads, the device helps minimize the risk of injury and fatigue. Hyundai Awearable robot has entered into its commercial journey as it has been deployed for Korea Air’s services. Developed by Hyundai Motor and Kia, the wearable robot X-ble Shoulder is set to be deployed in various aircraft assembly and maintenance sites. The robot will also play a key role in commercial and military aircraft, drones, and satellite launch vehicles. The X-ble Shoulder is designed to reduce shoulder loads from overhead work, which is common in aviation maintenance. Wearable robot designed to assist upper-arm strength The handover ceremony for the delivery of the first unit was held at Korean Air’s aircraft maintenance hangar in Incheon, on July 8. The robotic device is designed to assist upper-arm strength and alleviate shoulder loads during repetitive overhead tasks—a common posture in aircraft maintenance. By reducing musculoskeletal loads, the device helps minimize the risk of injury and fatigue, thereby enhancing productivity. “The X-ble Shoulder embodies the technological expertise and collaboration of our employees,” said Dong Jin Hyun, vice president and head of Robotics LAB at Hyundai Motor and Kia. “We aim to expand its application across various industries to help prevent injury and improve efficiency for workers.” Non-powered torque generation mechanism The companies revealed that a standout feature of the X-ble Shoulder is its non-powered torque generation mechanism, which eliminates the need for batteries or charging. This keeps the unit lightweight and easy to maintain while ensuring uninterrupted operation. The robot incorporates a muscle compensation module that provides assistive torque, reducing shoulder joint loads by up to 60% and anterior/lateral deltoid muscle activity by up to 30%, according to the companies. “We anticipate that workers’ health and job satisfaction will be enhanced through the introduction of X-ble Shoulder,” said Hyunboh Jung, managing vice president and head of the Aerostructure Business Department at Korean Air. “We are actively reviewing further adoption to uphold the highest standards in both aircraft manufacturing and maintenance safety, and quality.” After this first delivery, Hyundai Motor and Kia’s Robotics LAB plans to begin broader distribution to pre-order customers, including Hyundai Motor Group affiliates and domestic manufacturers in Korea. Sales will be expanded to industries such as construction, shipbuilding, and agriculture. Hyundai Motor and Kia also aim to enter global markets starting in 2026, according to a press release. Device ensures practical usability The companies, in 2022, began testing X-ble Shoulder prototypes at their global production sites to ensure practical usability. Over 300 on-site workers participated in pilot trials, providing direct feedback that led to further refinement of the robot’s technology and ergonomics. The X-ble Shoulder, which was unveiled in 2024, can reduce shoulder load by up to 60 percent and anterior/lateral deltoid muscle activity by up to 30 percent to improve the quality of life of workers. The device uses carbon composite material and wear-resistant material used in high-end vehicles. The companies also claimed that due to the product’s high strength and light weight, it can be used stably without difficulty even for long hours of work. Also, the parts that directly touch the user’s body are designed to protect against bodily injury that can occur in industrial sites by applying impact-resistant material used in the top part of the vehicle’s crash pad. The modular robotic components and the detachable, washable vest make this product not only easy to manage and adaptable to various work environments, but also compatible with standard work attire across different industries, according to Hyundai. Ask Paul: Is this engine a ticking time bomb? By Paul McBride July 7, 2025 Question for Paul McBride, the General Aviation News engines expert: Checking with you about CHTs on Cylinders 5 and 6 reaching 445° on climb and cooling to about 400° after power reduction in cruise. This is in our Piper PA-24 Comanche 260B. I own an aviation company that provides chase services for drones in Southern California and the rest of my fleet are powered by Continentals. The young commercial pilots think this means the engine is running hot and they call it a ticking time bomb. I want to instruct the staff that these CHTs are acceptable and to continue to monitor them during the chase mission. The engine has 1,890 time SMOH, but otherwise runs well. We did check the baffling and I think our mechanic made an adjustment to the back baffling. Any advice? Thanks. Julie Mangold, via email Paul’s Answer: Julie, your question is one that comes up quite frequently and could possibly have many answers. I’d like to approach your situation from the simple perspective that there really may not be a problem at all. First of all, I’m assuming that your PA-24 Piper Comanche 260B is powered by the Lycoming IO-540-D4A5. The operator’s manual for that engine clearly states that the maximum CHT is 500° F and for extended cylinder life, the engine should be operated somewhere in the 400° to 435° range. According to the information you provided, your engine is operating as it should and is within the recommended specification. I’d suggest that the pilots who are questioning the figures might do well to refresh their memories by referring to the engine operator’s manual and the published data. Just in case there is not an operator’s manual available, you might consider ordering one through your local Lycoming distributor or directly from the factory. The specific part number for this manual is 60297-10. Now, I’d like to expand a little regarding this issue. I’m certain, if you’ve read any of my past articles relating to cylinder head temperatures, you will know my deep concern for aging aircraft and the accuracy of their instruments. Instruments on aging aircraft are known to be out of calibration and unreliable. You indicated that the maintenance staff has already checked the baffling which, as you know, is a big factor concerning CHTs. Even though the readings you mentioned are well within specifications, if possible, I’d confirm those readings with a known good, calibrated instrument. Again, I don’t think you’ve got any serious issues with the CHT temperatures and doing a few simple things to check the accuracy of the gauge and educate the pilots about monitoring the gauges and the operating parameters should serve you well. I must say that having 1,890 hours total time on an overhauled engine tells me that you’ve been doing something right all along. Keep up the great job and remember frequent oil and filter changes are key to keeping the engine running at its best. About Paul McBride Paul McBride, an expert on engines, retired after almost 40 years with Lycoming. Send your questions to askpaul@generalaviationnews.com. Curt Lewis